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Planning Comm PKT 04-21-2004City of Federal Way PLANNING COMMISSION April 21, 2004 City Hall 7:00 p.m. Council Chambers AGENDA 1. CALL TO ORDER 2. ROLL CALL 3. APPROVAL OF MINUTES 4. AUDIENCE COMMENT 5. ADMINISTRATIVE REPORT 6. COMMISSION BUSINESS • PUBLIC HEARINGS — Continued Potential Annexation Area (PAA) Subarea Plan New Freeway Commercial Zoning Classification • PUBLIC HEARING 2003 Comprehensive Plan Amendments — Quadrant Site -Specific Request 7. ADDITIONAL BUSINESS 8. AUDIENCE COMMENT 9. ADJOURN Commissioners John Cau feld, Chair Dini Duclos William Drake Grant Newport Tony Moore (Alternate #2) Lawson Bronson (Alternate #4) K.\Planning Commission\2004\Agenda 04-21-04. doc Hope Elder, Vice -Chair Dave Osaki Marta Justus Foldi Christine Nelson (Alternate #1) Merle Pfeifer (Alternate #3) City Staff Kathy McClung, CDS Director Margaret Clark, Senior Planner E. Tina Piety, Administrative Assistant 253-661-4105 ivw+_ut�r jl ric ah rtr.c{mi City of Federal, Way PLANNING COMMISSION Regular. Meeting r April 7, 2004 City Hall 7:00 p.m. Council Chambers MEETING MINUTES Commissioners present: John Caulfield, Hope Elder, Dave Osaki, Dini Duclos, and Grant Newport. Commissioners absent: Marta Justus Foldi and Bill Drake (excused). Alternate Commissioners present: Christine Nelson Lawson Bronson, Tony Moore, and Merle Pfeifer. Alternate Commissioners absent: None. City Council present: Council Members Eric Faison and Jeanne Burbidge. Staff present: Community Development Services Director Kathy McClung, Community Development Services Deputy Director Greg Fewins, Associate Planner Isaac Conlen, Assistant City Attorney Karen Jorgensen, Management Services Director Iwen Wang, Traffic Engineer Rick Perez, Contract Planner Janet Shull, Jones & Stokes Gregg Dohm, Jones & Stokes Lisa Grueter, and Administrative Assistant E. Tina Piety. Chair Caulfield called the meeting to order at 7:05 p.m. APPROVAL OF MINUTES It was m/s/c to adopt the March 17, 2004, minutes as presented. AUDIENCE COMMENT None. ADMINISTRATIVE REPORT Ms. Wang delivered a presentation on the City of Federal Way 2005 — 2006 Biennial Budget. She noted that while the City's tax burden is $63 higher than King County's, the City provides more services, and a tax break for low-income senior citizens is available. COMMISSION BUSINESS PUBLIC HEARING — Potential Annexation Area (PAA) Subarea Plan Mr. Conlen went over the staff's responses to the Commission's and public's questions from the last meeting. The Commission questioned where access would be for the Jackson request. Mr. Perez responded that the primary access would probably be from 32nd Avenue South. The Washington Department of Transportation would have to approve any access to/from 320'h Street and if they allowed any access, it most likely would be right-in/right-out only. Mr. Dohm addressed the King County policies question raised at the last meeting. He stated that the staff had spoken to King County about providing a representative for this meeting, but negotiations fell through. One concern King County has about providing a representative is that they are working with the City Manager's office on this issue and want to be sure no miscommunication occurs. King County will not adopt the City's PAA Subarea Plan, but would view it, and the policies contained therein, as advisory. If K:Tlanning Commission\2004\1VIeeting Sunmiary 04-07-04. doc Planning Commission Minutes Page 3 April 7, 2004 in years while hers is a thriving business. She spent a lot of money to re-establish her property as commercial with King County and does not want to do again for the City. It would not be possible for this to be a residential lot. Bryan Cope — He spoke on the Jackson request. He lives nearby. The City should keep businesses together and not place them out here. An auto mall should go along Pacific Highway near the other auto dealerships. There is no visibility of the property from I-5 from the south and it would be a distraction from the north. Freeway Commercial zoning would change the City's "curb appeal." The City should work with SeaTac Mall to get more businesses to locate at the mall. Because of the wetlands, developing the Jackson property would be more trouble than it is worth. There is already a lot of noise in the neighborhood due to I-5 and this would increase the noise. Lois Kutscha — She spoke in favor of the Northlake request. She wants to see the zoning changed from six to four houses per acre. Carla Laslella — She spoke on the Jackson request. She had figured it would be office park, like other properties in the area. She is concerned for the children in the area who ride their bikes along 32nd and 316"'. She is concerned auto dealerships would bring in transients who have no feeling for the community. She feels access to the site would make more sense if it were from the freeway as opposed to 32nd Steve Charles — He spoke on the Davis request. As a small business owner, he knows the Davis's look upon this business as their retirement and it would be very detrimental to them to lose it. He commented that the building would not work as a home. Because 308"' Place is in the wrong place, according to the title insurance, the property is in the road. Because of this when they remolded, they had to change the setback on the second floor. There is only one bathroom and no place to put a second. There is no place a garage could go. The current building would have to be demolished in order to have a residential use on the property. Pam Ditzhazy — She spoke in opposition to the Jackson request. She lives on the corner of 32nd and 316'h. She is concerned about the noise and light auto dealerships would bring. She is also concerned about the safety of the children and the increased traffic. Lawson Bronson, Alternate Planning Commissioner — If the Jackson applicant does not want Freeway Commercial, what other uses would be good for this area? Since they don't want it, why pursue the Freeway Commercial zoning? The City needs to communicate more clearly about the PAA issue because miscommunication has caused unneeded stress. The Commissioners commented that the PAA Subarea Plan has been in the works for 1'/2 to 2 years. Numerous public meetings have been held that have been mailed to various citizens and agencies within the PAA, and advertised in the paper and on the City's TV Channel. Doug Parter — He spoke on the Davis request. He commented that community members do not have the ability to fight policy and that is what this is about. Val Caulder — He spoke in opposition of the Jackson request. A through street to 320`h would increase traffic on 316"' because people would use it to avoid the intersection of 320"' and Military. It would be a faster way to I-5. Currently they ride horses on 316`h and would no longer be able to do that. K:\Planning Cormrtission\2004\Meeting Surn nary 04-07-04doc/Last printed 4/15/2004 1 53 PM Planning Conunission Minutes Page 4 April 7, 2004 Lisa Fritz — She spoke in opposition of the Jackson request. The streets in this neighborhood are currently wonderful to walk along, but this would increase the traffic and they would no longer be safe. The Commission discussed the site-specific requests. The Commission would like to know King County's plans for zoning on the Jackson property and clarity on the access for the Jackson property. They would like to know the uses allowed by the concomitant agreement for property to the east of the Jackson request. They would like to know what properties could be zoned Freeway Commercial. The Commission would like to know why the Sutherland Grocery and Gas property is identified as a cultural resource. It was m/s/c to continue the Public Hearings to Wednesday, April 21, 2004, in the City Council Chambers at 7:00 p.m. ADDITIONAL BUSINESS None. AUDIENCE COMMENT None. ADJOURN The meeting was adjourned at 9:30 p.m. K. Tianning Connnission\2004\Meeting Sunmiary 04-07-04.doc/Last printed 4/15/2004 1:53 PM DATE: April 13, 2004 TO: John Caulfield, Chair Federal Way Planning Commission FROM: Isaac Conlen, Associate Planner .fes SUBJECT: PAA Follow -Up to 4/7/04 Meeting At the Public Hearing of April 7, 2004, the Planning Commission asked staff to follow-up on several questions. Staff also has follow up comments on some of the Planning Commission's general discussion. Questions and responses are provided below. Planning Commission Questions 1. What is the County's position regarding the appropriate zoning of the Jackson site? In 2003, King County budgeted funds for a `subarea plan' to study the feasibility of revisions for land use designations and zoning for parcels at the intersection of I-5 and South 320t1 St. (Jackson site). The subarea plan, however, was not completed. Paul Reitenbauch, of King County Dept. of Development and Environmental Services indicated that the County has not taken a position, formally or informally, with regard to the appropriate zoning of the Jackson site, rather deferring to the ongoing PAA subarea planning process. The property owner's agent indicated that he has submitted a rezone request for Community Business zoning to King County. King County DDES staff indicated they have not received a rezone request for the Jackson site. Once a request is submitted it would be placed on the docket and reviewed by the King County Hearing Examiner and then go to the County Council for a final decision. 2. What type and location of access would the City allow to the Jackson property? Rick Perez, City Traffic Engineer, has prepared a preliminary analysis to clarify the type of access that would be permitted for the Jackson site, recognizing that without a specific proposal and supporting studies, a number of variables remain undefined. To summarize, he indicates that one access point directly to/from South 3201" St. meeting intersection separation requirements would be permitted, but a full signalized intersection without turning restrictions is unlikely to be permitted. A signal is already in place at South 320th St. and 32nd Ave. S., so signalized access could be provided in this location by way of 32nd Ave. S. Mr. Perez's email is attached. 3. What are the details of the concomitant agreement on the property to the east of the Jackson site within Federal Way City limits? When the property, known as Res. North originally annexed to the City in late 1998/early 1999 with a multi -family zoning designation, the City and the property owner entered into a concomitant agreement limiting the development of the property to single-family uses. The property was subsequently rezoned to Office Park at which time the development agreement became non -applicable to the site. The current zoning of the property is Office Park with no development agreement in place. 4. With regard to the Sutherland Grocery and Gas property why was the site designated as a landmark site? Is the current recommendation of RS9.6 single- family the most appropriate land use designation given the site's Landmark status? Anders Victor Sutherland originally built the Sutherland site in the 1930's as a roadside grocery store with gas pumps out front. The family originally live above the store, which was in operation until 1986. The site has been included in the King County Historic Resource Inventory. At the time our consultant prepared the land use inventory as a preliminary step in preparation of the PAA Subarea Plan, the Sutherland property was under consideration by King County as a Landmark site. Since that time the site has been designated as a King County Landmark. Given the historic character of the site we considered several options including retention of a commercial designation for this site. A City Building Inspector visited the site and concluded that due to the dilapidated condition of the building, renovation of the existing building to meet current code is not a realistic option. It was felt that given the condition of the buildings and the extreme nonconformance of the site with regard to setbacks and other development standards, redevelopment or re -use of the existing improvements for commercial purposes is unlikely. Therefore, retention of a commercial designation would not serve to preserve the historic nature of the site. Staff recommends a High Density Residential Comprehensive Plan designation and RS9.6 zoning. Surrounding properties to the west and south are also zoned RS9.6. Staff feels that if the site is re -developed, which is considered to be a likely scenario, residential use would be more compatible with surrounding land uses and consistent with the overall land use pattern than commercial use in this location. General Discussion — Staff Follow Up 1. Rabie Zoning Request Based on discussion at the Planning Commission's last meeting it appears there is some interest by the Planning Commission in applying a Community Business Comprehensive Plan classification and BC zoning designation to the Rabie property. The BC zoning allows a wide variety of intensive commercial uses including bulk hardware and garden sales, "big box" retail, health clubs, oversized commercial vehicle facilities and service yards, truck stops, taxi lots, tow lots, self -storage units and hospital facilities. Many of these uses could be incompatible with surrounding single-family zoning and uses. The Land Use Chapter of the Federal Way Comprehensive Plan contains locational criteria for each land use designation. The Community Business section of the plan states, in part: "The Community Business designation encompasses two major retail areas of the City: It covers the "strip" retail areas along SR -99 and the "bulk" retail area found near the South 348`" Street area, approximately between SR -99 and 1-5." The Rabie property is not consistent with Comprehensive Plan locational criteria for Community Business zoning. In addition, the intensity of potential uses permitted in the BC zone may create compatibility issues with the surrounding residential land uses. The following are options the Planning Commission could consider related to this site specific request: a. Apply the staff recommendation of Single -Family High Density classification and RS7.2 zoning. b. Apply a Neighborhood Business classification and Neighborhood Business (BN) zoning to the site per the applicant's request and consistent with the current County designation. This would allow a less intensive commercial use of the property, more compatible with surrounding single-family zoning and uses, but would not allow the self -storage use, in which the owner has expressed interest. Additionally, Comprehensive Plan Policy LUP48 in the BN section states that the City shall limit new commercial development to existing commercial areas to protect residential areas. Considering that the County has designated this site as Neighborhood Business, but the property is undeveloped, it raises a policy question as to whether we consider a BN designation of this site inconsistent with the above referenced policy. Review of the BN zone is on the Planning Commission's work program for this year. A request to allow self -storage as a permitted use in the BN zone has been made and will be considered when this item comes before the Planning Commission. c. Apply the Community Business classification and Community Business zoning (BC). This designation would allow self -storage in addition to a number of higher intensity commercial uses, but is inconsistent with Comprehensive Plan locational criteria and surrounding single-family zoning and uses. 2. Jackson Zoning Request When staff originally reviewed the site-specific request, staff concluded that Community Business (BC) zoning at this location would be inconsistent with the intent of the City's Comprehensive Plan. First, the site is not consistent with locational criteria for BC zoning. Second, policies in the plan call for commercial redevelopment of the city center rather than expansion of new commercial areas. The BC zoning would allow uses that directly compete with the types of uses the Comprehensive Plan encourages in the city center, as opposed to the Freeway Commercial (FC) zone, which limits uses to categories that are under provided and not planned for the city center. The following are options the Planning Commission could consider related to this site- specific request: a. Apply the staff recommendation of the proposed Freeway Commercial classification and Freeway Commercial (FC) zoning. b. Apply RS9.6 single-family zoning on the north portion of the site and Office Park zoning on the south portion of the property fronting on South 320`" St. This would match existing King County zoning designations for the site. Under this option, the applicant could always approach the City in the future with a conceptual site plan and request a zoning change. A conceptual site plan would allow decision makers to better understand the future impacts associated with a zoning change on the property, and potentially lead to a developer agreement to restrict uses or impose additional mitigation. c. Apply the Community Business classification and Community Business (BC) zoning to the site. This would satisfy the applicant's request, but would allow a wide variety of intensive commercial uses on the site, including those that compete with city center businesses, which is inconsistent with the City's Comprehensive Plan. Attachments: Perez Email Page 1 of 1 Isaac Conlen - Jackson Property access From: Rick Perez To: Isaac Conlen Date: 04/08/2004 10:01 AM Subject: Jackson Property access CC: Greg Fewins; Margaret Clark In response to the Planning Commission discussion last night: Access from S 320th Street to the subject site is limited by WSDOT's access standards for interchange areas and FWCC Section 22-1543. Per WSDOT design standards, if access is provided (via a new street) within 350 feet of the 1-5 northbound ramp terminal, access restrictions would be required 130 feet from the intersection of S 320th Street on the new street. Per FWCC 22-1543, access onto S 320th Street would be limited to one per 330 feet of frontage. A right-in/right out access would be permittted 150 feet from any other interec tion. A left -turn -in movement would be permitted only 330 feet from any other intersection. Full access would only be permitted at a signalized intersection, which would have to have sufficient side -street volume to meet warrants for signalization, and not create any adverse imapcts from queuing into any other signalized intersection or signal coordination. After required right-of-way dedication for the extension of 32nd Avenue S, the subject property would have 617.92 feet of frontage, based on assessors maps. Since this is less than 660 feet, only one access point would be permitted. This could be a right-in/right-out, and a left -in may also be possible (depending on how far into WSDOT right-of-way the ramp terminal interection is), but it is very doubtful that a full signalized access would be permitted. file://C:\Documents%20and%20Settings\default\Local%20Settings\Temp\GW } OOOOI.H... 04/14/2004 CITY OF Federal Way MEMORANDUM April 14, 2004 TO: John Caulfield, Chair, City of Federal Way Planning Commission FROM: Kathy McClung, Director of Community Development Services Margaret H. Clark, AICP, Senior Planner Janet Shull, Contract Planner SUBJECT: Follow-up Responses to April 7, 2004, Planning Commission Comments on the Proposed Freeway Commercial Zone MEETING DATE: April 21, 2004 I. BACKGROUND The proposed code amendment to Federal Way City Code (FWCC) Chapter 22, to add a new Freeway Commercial Zone was presented to the Planning Commission at their March 17, 2004, and April 7, 2004, public hearings. During the March 17, 2004, public hearing, some members of the Commission had concerns and comments, which staff addressed in a follow-up memorandum. This memorandum was presented to the Planning Commission at their April 7"' meeting. At that meeting, the Planning Commission had two additional questions, which staff has addressed in the following section. II. FOLLOW-UP TO QUESTIONS BY THE PLANNING COMMISSION Questions from the Planning Commission are shown followed by the staff response: Planning Commission Question: Can the Freeway Commercial zoning designation also be applied to areas along SR 18 east of I-5? Staff Response: After the March 17, 2004, Planning Commission public hearing, staff had reviewed the proposed locational criteria for the Freeway Commercial zone and recommended that this designation only be applicable to areas five acres or greater that are adjacent to the Interstate 5 (I-5) interchanges with convenient freeway access and visibility. This was a change from the initial recommendation, which had also included SR -18. Staff recommended not including SR -18 because SR 18 extends to Pacific Highway where it becomes South 348`" Street. If properties in this area were to apply for and be granted a Freeway Commercial zone, there is a potential for 25 -foot tall signs to be constructed at grade adjacent to South 348`h Street. The maximum allowable height of free stranding signs in that area is presently 12 feet. However, after further study of how the locational criteria could relate to SR 18, staff recommends that only those areas five acres or greater in size that border the I-5/South 320`h and 1-5/SR 18 interchanges with convenient freeway access and visibility should be eligible for the Freeway Commercial comprehensive plan and zoning designation. In order to accomplish this, staff recommends the following changes in the proposed locational criteria in Chapter 2, "Land Use," of the Federal Way Comprehensive Plan. Proposed changes discussed in this memorandum are shown as and underlined. Freeway Commercial The Freeway Commercial designation is intended for areas that Inter -..taw C ­1 on I R border the I-5/South 320`h and 1-5/SR 18 interchanges with convenient freeway access and visibility. Freeway Commercial areas are typically large in size (five acres or greater). The range of commercial land uses permitted in these areas is limited to uses that are difficult to site in the city's other commercially designated areas due to their large site size requirements and/or difficulty in adapting to pedestrian -oriented areas. Freeway Commercial areas are particularly suitable for automobile sales, home furnishings centers, and related retail and service uses that require large tracts of land, convenient freeway access, and visibility. This recommendation is based on the following reasons: (a) There are three I-5 interchanges that serve the City of Federal Way. These are located at South 272nd Street and I-5, South 320"' Street and I-5, and South 348`h Street and I-5. Mark Twain Elementary School and multi -family development is located on property bordering the southwestern portion of the I-5/South 272nd interchange, which is located within the City of Federal Way, and a church borders the southeastern portion of the I-5/South 272nd interchange, which is located within the Potential Annexation Area (PAA). The northeastern and northwestern portions of the South 272nd/I-5 interchange is located within the Cities of Des Moines and Kent, respectively. Freeway Commercial zoning would not be appropriate for those properties bordering either the southwestern or southeastern portions of the I-5/South 272nd interchange. Therefore, only the I 5/South 3201h and I-5/SR 18 interchanges are proposed as potential locations for Freeway Commercial zoning. (b) Freeway Commercial zoning could not be applied to properties west of 16`h Avenue South along SR 18 if eligible property was required to border rather than be adjacent to the I- 5/SR-18 interchange. This is because the dictionary defines "adjacent" as being next to or nearby whereas it defines "border" as having a common boundary. (c) Areas north of SR -18 that may be eligible for this designation are presently under the Weyerhaeuser Company control, and are for the most part developed as office. In addition, these properties are zoned Corporate Park (CP -1) pursuant to a development agreement which has been crafted for uses and standards unique to this property. Uses in this area are not expected to change in the near future. Planning Commission Memorandum April 14, 2004 Follow -Up to Freeway Commercial Zone Page 2 (d) Areas to the south of SR 18 that meet this requirement are presently in the PAA and are zoned single family (R-4, four units per acre) under King County and are proposed to be given a pre -annexation Federal Way zoning designation of single family (RS 9.6, one unit per 9,600 square feet). One other potential candidate for Freeway Commercial zoning is located to the east of this single family zoned area. This property is also under Weyerhaeuser control and is zoned for Office Park (OP -1) pursuant to a development agreement. Planning Commission Question: Do we have a map that shows areas that might qualify for the new Freeway Commercial zoning designation? Staff Response: (a) The new Freeway Commercial zoning designation is intended to apply to property at least five acres in size that borders, is visible from, and is easily accessible from the I-5/South 320th and I-5/SR 18 freeway interchanges. (b) This zoning designation can be applied to parcels within the PAA as well as in the City. (c) Like any other site-specific comprehensive plan amendment and rezone request, the Freeway Commercial designation could be applied for as part of the annual comprehensive plan amendment process. Staff has not prepared a map showing all potential parcels that may be eligible for this zone because this may set up an expectation on the part of owners that these properties shall be given this designation upon request. Like any other request, these requests would be subject to the comprehensive plan amendment process, which includes a Selection Process by the City Council, a Public Hearing by the Planning Commission, and a decision by the City Council. 1:\DOCUMENT\Freeway Commercial Zoning District\Planning Comm ission\042104 Staff Report.doc/04/15/2004 1:00 PM Planning Commission Memorandum April 14, 2004 Follow -Up to Freeway Commercial Zone Page 3 CITY OF FEDERAL WAY MEMORANDUM April 12, 2004 TO: John Caulfield, Chair, City of Federal Way Planning Commission FROM: Kathy McClung, Director of Community Development Services Margaret H. Clark, AICP, Senior Planner SUBJECT: 2003,Comprehensive Plan Amendments MEETING DATE: April 21, 2004 I. BACKGROUND Federal Way adopted its Comprehensive Plan in 1995 and updated it in December 1998, December 2000, November 2001, and March 2003. The Growth Management Act (GMA) limits plan updates to no more than once per year except under the following circumstances: (i) The initial adoption of a sub -area plan that does not modify the comprehensive plan policies and designations applicable to the subarea; (ii) The adoption or amendment of a shoreline master program. (iii) The amendment of the capital facilities element of a comprehensive plan that occurs concurrently with the adoption or amendment of a county or city budget. Except as otherwise provided above, the governing body shall consider all proposals concurrently so the cumulative effect of the various proposals can be ascertained. However, after appropriate public participation, a county or city may adopt amendments or revisions to its comprehensive plan that conform to this chapter whenever an emergency exists or to resolve an appeal of a comprehensive plan filed with a growth management hearings board or with the court. II. 2003 COMPREHENSIVE PLAN AMENDMENTS The 2003 Comprehensive Plan Amendments include three components. The first is a request to remove the planned extension of Weyerhaeuser Way South, north of South 320"' Street. The second is the adoption of a Potential Annexation Area (PAA) Subarea Plan, which will replace Chapter 8, Potential Annexation Areas of the Federal Way Comprehensive Plan (FWCP). The third component is the adoption of language related to the adoption of a new zoning classification entitled Freeway Commercial, which would apply to both the City and PAA. Changes to the text of the comprehensive plan are not proposed during this year's update because the seven-year update was completed in March 2003. The intent of the seven-year update was to ensure that the comprehensive plan complies with the key requirements made to the GMA between 1995 and 2001. This staff report pertains exclusively to the request by the Quadrant Corporation for a comprehensive plan amendment to delete the planned extension of Weyerhaeuser Way South, north of South 3201h Street, shown on Map III -27B (2003-2020 Regional Capital Improvement Plan [CIP]) from the FWCP (Exhibit A), and to delete this project from Table III -19 (Regional CIP Project List) (Exhibit B). The Planning Commission commenced the public hearing on the PAA Subarea Plan and the Freeway Commercial Zone on March 17, 2004, with a continuation to April 7, 2004. They will hold the portion of the public hearing on whether to amend the comprehensive plan to remove the planned extension of Weyerhaeuser Way South on April 21, 2004. III. REASON FOR PLANNING COMMISSION ACTION Federal Way City Code (FWCC) Chapter 22, "Zoning," Article IX, "Process VI Review," establishes a process and criteria for comprehensive plan amendments. Consistent with Process VI review, the role of the Planning Commission is as follows: • To review and evaluate the requests for comprehensive plan amendments; • To determine whether the proposed comprehensive plan amendments meets the criteria provided by FWCC Sections 22-529 and 22-530; and, To forward a recommendation to the City Council regarding adoption of the proposed comprehensive plan amendments. IV. PROCEDURAL SUMMARY March 20, 2004 Issuance of Determination of Nonsignificance pursuant to the State Environmental Policy Act (SEPA) April 5, 2004 End of SEPA Comment Period April 19, 2004 End of SEPA Appeal Period April 21, 2004 Public Hearing before the Planning Commission V. SITE-SPECIFIC COMPREHENSIVE PLAN CHANGE In September 2003, the City received four site-specific requests for changes to comprehensive plan designations and zoning, and one request to delete a future road from the comprehensive plan. The Federal Way City Council held a public hearing "Selection Process" on November 18, 2003, on these requests and determined that only the request by Quadrant to delete a future road from the comprehensive plan should go forward for further analysis (Exhibit C). The City required the applicant to prepare a traffic study analyzing the effects of deletion of this street from the comprehensive plan. A March 2, 2004, traffic study "S. 3201h Street North Parcel: Weyerhaeuser Way Extension Analysis" was prepared by The Transpo Group (Exhibit D). Planning Commission Memorandum April 12, 2004 2003 Comprehensive Plan Amendments Page 2 Quadrant Request File Number: 02-104263-00 UP Parcel No.'s: 551560-0005, 551560-0010, 551560-0015, 551560-0020, 551560-0026, 551560-0025, 551560-0030, 551560-0037, 551560-0035, 551560-0091, and 551560-0090' Location: Weyerhaeuser Way South would be extended from its existing terminus at South 320'h Street in a northwesterly direction to the future extension of 32nd Avenue South (Exhibit C). Size: The Quadrant parcel is approximately 20 acres Applicant: Wally Costello on behalf of the Quadrant Corporation Owner: Weyerhaeuser Company Agent: Wally Costello on behalf of the Quadrant Corporation Request: Request by the Quadrant Corporation for a comprehensive plan amendment to delete the planned extension of Weyerhaeuser Way South, north of South 320`h Street, shown on Map III -27B (2003-2020 Regional Capital Improvement Plan [CIP]) from the Comprehensive Plan (Exhibit A) and to delete this project from Table III -19 (Regional CIP Project List) (Exhibit B). Existing Comprehensive Plan: Federal Way Office Park and King County Urban Residential Existing Zoning: Federal Way Office Park (OP) and King County R-4 (Residential, four units per acre) and R-18 (Residential, 18 units per acre). Requested Comprehensive Plan: N/A Requested Zoning: N/A Public Comments Received: None ANALYSIS Background They applicant submitted an application for a binding site plan (Federal Way File #03 -102229 -00 - SU) and SEPA review (Federal Way File #03 -102230 -00 -SE) for development of an office complex (East Campus North Office) on the parcels shown on Exhibit C in May 2003. The reason for their comprehensive plan amendment request is that the extension of Weyerhaeuser Way South from its existing terminus at South 320'h Street to the future extension of 32°d Avenue would divide this parcel. The application for a binding site plan for these parcels has been determined to be incomplete by the City and is therefore on -hold at this time. Neighborhood Characteristics The underlying parcels through which the future road extension is planned are a mix of vacant and single family residential. In addition, the Bonneville Power Administration (BPA) power lines with supporting towers are located in this area. ' These parcels are the underlying parcels owned by the Quadrant Corporation through which the road extension is planned. Since the alignment of the road is conceptual at this time, there are other unidentified parcels that may also be affected. Planning Commission Memorandum April 12, 2004 2003 Comprehensive Plan Amendments Page 3 There are no structures on the Quadrant parcels and it is difficult to determine whether existing structures on adjacent properties may be affected by a future road extension, since the alignment of the road is conceptual at this time. ENVIRONMENTAL ANALYSIS Sensitive Areas The underlying Quadrant parcels across which the road is shown in the comprehensive plan have a rolling topography. Slopes vary from zero to eight percent over the majority of the site, with the steepest slope of 15 percent located in the easterly portion of the site. The site is generally mapped as Alderwood soils. There are four on-site wetlands. One wetland is located near the center of the site and the other three are located in the easterly portion of the site. No environmental information is known about the other parcels across which this road would extend. Drainage The underlying Quadrant parcels are vacant. Deletion of the road from the comprehensive plan will not affect drainage. If additional impervious surface is added to any of the parcels in the future through either the road extension or development or redevelopment of the parcels, they will be required to meet the 1998 King County Surface Water Design Manual (KCSWDM) and the City of Federal Way Addendum to the 1998 KCSWDM. Access The area through which the future road is planned for is bounded by South 320`h Street on the south and 32°d Avenue South on the west. Weyerhaeuser Way South is planned to be extended northward from South 320`h Street and curve gradually westward to intersect the future extension of 32°d Avenue South between the BPA powerline corridor and South 316`h Street. Noise Based on a site visit to these parcels, staff observed that these parcels experience noise from both I-5 and South 320`h Street. The extension of Weyerhaeuser Way South would result in additional noise impacts to the existing residences along the alignment. Potential Traffic Impacts If approved, the proposal would delete a planned street from the comprehensive plan. The traffic study (Exhibit D) concluded that no roadway improvements would be needed by 2020 as a result of the proposed action. Although there is no substantial impact associated with the deletion of this road from the comprehensive plan, vehicular delay could be reduced by a minor traffic signal phasing and pavement marking modification at the intersection of South 300`h Street and 32°d Avenue South. Projections for Population and Employment There are some single-family residences in the area of the planned road extension; however, it is difficult to tell if they would be eliminated, since the road alignment is conceptual at this time. Planning Commission Memorandum April 12, 2004 2003 Comprehensive Plan Amendments Page 4 CONSISTENCY WITH COMPREHENSIVE PLAN GOALS AND POLICIES Goal or Policy Comments TP 10, which reads in part, "Protect The deletion of the proposed Weyerhaeuser Way South existing and acquire future right -of- extension to the proposed extension of 32nd Avenue South is not way consistent with functional consistent with this policy. However, a traffic study (Exhibit D) classification cross-section (transit, prepared to evaluate the impacts of not constructing this street rail, bike, and pedestrian) needs." on 2020 traffic volumes found that without the Weyerhaeuser Way South extension, the planned 32nd Avenue South extension would accommodate forecast traffic volumes with essentially the same operating conditions within the study area. TP 14, which reads, "Provide access The traffic study (Exhibit D) prepared to evaluate the impacts of between major development areas not constructing the Weyerhaeuser Way South extension found identified in the recommended that the planned 32nd Avenue South extension would alternative, while improving business accommodate forecast travel in the study area with the same access and protecting City travel times and approximately the same vehicle miles traveled. neighborhoods." Therefore, access between major development areas would still be provided. TP20, which reads, "Take advantage The future 32" Avenue South extension would provide an of opportunities to open new road additional route alternative between South 3201h Street and connections to create route South 316`h Street. In addition, as stated in the traffic study alternatives, especially in areas with (Exhibit D), the planned 32"d Avenue South extension would few access choices." accommodate forecast traffic volumes with essentially the same operating conditions within the study area, the same travel times, and approximately the same vehicle miles traveled. Therefore, the Weyerhaeuser Way South extension is not necessary to create an alternative route in that area. TP21, which reads in part, "Enhance The construction of the Weyerhaeuser Way South extension traffic circulation and access with would provide a closer spacing of through streets; however, closer spacing of through streets, with the construction of the 32"d Avenue South extension, it unless geographical constraints do would not necessarily enhance traffic circulation and access. notpermit." CONCLUSION The proposed action does not create quantifiable adverse impacts. In addition, the conclusions of the March 2, 2004, "S. 320`h Street North Parcel: Weyerhaeuser Way Extension Analysis," which was prepared by The Transpo Group (Exhibit D), and reviewed and concurred with by the City's Traffic Division, found that no roadway improvements would be needed by 2020 as a result of the proposed deletion of the Weyerhaeuser Way South extension from the comprehensive plan. VI. COMPLIANCE WITH FWCC SECTIONS 22-529 AND 22-530 Section 22-529. Factors to be Considered in a Comprehensive Plan Amendment The City may consider, but is not limited to, the following factors when considering a proposed amendment to the comprehensive plan: Planning Commission Memorandum April 12, 2004 2003 Comprehensive Plan Amendments Page 5 (1) The effect upon the physical environment. Deletion of the road from the comprehensive plan is a non -project action and would have no effect on the physical environment. An evaluation of potential impacts to the environment as a result of this non -project action was conducted and a threshold Determination of Nonsignificance (DNS), pursuant to the SEPA, was issued on March 20, 2004. (2) The effect on open space, streams, and lakes. Deletion of the road from the comprehensive plan is a non -project action and would have no effect on open space, streams, and lakes. (3) The compatibility with and impact on adjacent land uses and surrounding neighborhoods. The underlying parcels through which the future road extension is planned are a mix of vacant and single-family residential. In addition, the Bonneville Power Administration (BPA) power lines with supporting towers are located in this area. There are no structures on the Quadrant parcels and it is difficult to determine whether existing structures on adjacent properties maybe affected by a future road extension, since the alignment of the road is conceptual at this time. The Transpo Group's traffic study stated that the planned Weyerhaeuser Way extension would bisect the Quadrant parcel, significantly impacting the development feasibility of the site. (4) The adequacy of and impact on communityfacilities including utilities, roads, public transportation, parks, recreation, and schools. The removal of the road from the comprehensive plan is a non -project action. Therefore, the removal of the road from the comprehensive plan would not impact community facilities such as utilities, parks, recreation, and schools. The traffic study (Exhibit D) concluded that the planned 32°a Avenue South extension would accommodate forecast traffic volumes with essentially the same operating conditions within the study area either with or without the Weyerhaeuser Way South extension. (5) The benefit to the neighborhood, city, and region. There would be no benefit to the neighborhood, City, or region by deleting the Weyerhaeuser Way South extension. However, the associated benefit of the road deletion for the City would be the development of the 20 -acre Quadrant site as office and the creation of jobs. (6) The quantity and location of land planned for the proposed land use type and density and the demand for such land. The removal of the road from the comprehensive plan is a non -project action; therefore, this criterion is not applicable. Planning Commission Memorandum April 12, 2004 2003 Comprehensive Plan Amendments Page 6 (7) The current and projected population density in the area. The removal of the road from the comprehensive plan is a non -project action; therefore, this criterion is not applicable. (8) The effect upon other aspects of the comprehensive plan. There should not be any adverse impacts on the comprehensive plan as a result of the proposed road deletion from the comprehensive plan. 2. Section 22-530. Criteria for Amending the Comprehensive Plan The City may amend the comprehensive plan only if it finds that: (1) The proposed amendment bears a substantial relationship to public health, safety, or welfare Deleting the Weyerhaeuser Way South extension from the comprehensive plan would not affect the public health, safety, or welfare. The construction of the Weyerhaeuser Way South extension would provide a closer spacing of through streets, however, with the construction of the 32"d Avenue South extension, it would not necessarily enhance traffic circulation and access. In addition, the traffic study (Exhibit D) concluded that the planned 32"d Avenue South extension would accommodate forecast traffic volumes with essentially the same operating conditions within the study area, either with or without the Weyerhaeuser Way South extension. AND (2) The proposed amendment is in the best interest of the residents of the city. Please see response under (1), above. However, a potential benefit of the road deletion for the City would be the development of the 20 -acre Quadrant site and the creation of jobs. (3) The proposed amendment is consistent with the requirements of RCW 36.70A and with the portion of the city's adopted plan not affected by the amendment. RCW Chapter 36.70A, the Growth Management Act, requires the City of Federal Way to adopt and implement a comprehensive plan and to amend it in a timely manner, but no more than once a year, except under certain circumstances. The City is responding to this mandate by updating the comprehensive plan. The proposed deletion of the road is consistent with the remainder of the comprehensive plan. VII. COMPLIANCE WITH FWCC SECTION 22-488(C) (1) The city may approve the application only if it finds that: a. The proposed request is in the best interests of the residents of the city; Planning Commission Memorandum April 12, 2004 2003 Comprehensive Plan Amendments Page 7 The construction of the Weyerhaeuser Way South extension would provide a closer spacing of through streets. However, with the construction of the 32nd Avenue South extension, the extension would not necessarily enhance traffic circulation and access. In addition, the traffic study (Exhibit D) concluded that the planned 32nd Avenue South extension would accommodate forecast traffic volumes with essentially the same operating conditions within the study area, either with or without the Weyerhaeuser Way South extension. Consequently, the deletion of the Weyerhaeuser Way South extension from the comprehensive plan should have no effect on residents of the City. However, a potential benefit of the road deletion for the City would be the development of the 20 -acre Quadrant site and the creation of jobs. AND b. The proposed request is appropriate because either. L Conditions in the immediate vicinity of the subject property have so significantly changed since the property was given its present zoning and that, under those changed conditions, a change in designation is within the public interest; Since the property was annexed in January 9, 1999, a number of large office buildings and corporate headquarters have been constructed south of South 320d' Street in East Campus. Development of offices on this site is a logical extension for high quality office park development. The Transpo Group's traffic study stated that the planned Weyerhaeuser Way South extension would bisect the parcel, significantly impacting the development feasibility of the site. OR ii. The change in designation will correct a designation that was inappropriate when established. This criterion is not applicable. C. It is consistent with the comprehensive plan; The following comprehensive plan policies support the future construction of the Weyerhaeuser Way South extension. TP10 Protect existing and acquire future right-of-way consistent with functional classification cross section (transit, rail, bike, and pedestrian) needs.... TP14 Provide access between major development areas identified in the recommended alternative, while improving business access and protecting City neighborhoods. TP20 Take advantage of opportunities to open new road connections to create route alternatives, especially in areas with few access choices. Planning Commission Memorandum April 12, 2004 2003 Comprehensive Plan Amendments Page 8 TP21 Enhance traffic circulation and access with closer spacing of through streets, unless geographical constraints do not permit.... The construction of the Weyerhaeuser Way South extension would provide a closer spacing of through streets. However, with the construction of the 32nd Avenue South extension, it would not necessarily enhance traffic circulation and access. In addition, The Transpo Group Traffic Study (Exhibit D) concluded that the planned 32nd Avenue South extension would accommodate forecast traffic volumes with essentially the same operating conditions within the study area, either with or without the Weyerhaeuser Way South extension. d. It is consistent with all applicable provisions of the chapter, including those adopted by reference from the comprehensive plan; There are no regulations in FWCC Chapter 22, "Zoning," that require street connectivity or specify block perimeter standards. However, Transportation Policy TP21 of the FWCP states, "Enhance traffic circulation and access with closer spacing of through streets, unless geographical constraints do not permit...." AND e. It is consistent with the public health, safety, and welfare. The March 2, 2004, Transpo Group Traffic Study concluded that with the construction of the 32nd Avenue South extension, the Weyerhaeuser Way South extension would not be necessary, as it would not enhance traffic circulation and access. Therefore, the deletion of the road from the comprehensive plan would be consistent with the public health, safety, and welfare. (2) The city may approve an application for a quasi-judicial project related rezone only if it finds that: a. The criteria in subsection (1) above are met; AND b. The proposed project complies with this chapter in all respects; AND c. The site plan of the proposed project is designed to minimize all adverse impacts on the developed properties in the immediate vicinity of the subject property, AND d. The site plan is designed to minimize impacts upon the public services and utilities. The request under consideration is for an amendment to the comprehensive plan to delete a road. It is not a project -related rezone, and therefore, the criteria under this section do not apply. VIII. STAFF RECOMMENDATION Staff recommends that the request by the Quadrant Corporation for a comprehensive plan amendment to delete the planned extension of Weyerhaeuser Way South, north of South 3201h Street, shown on Map III -27B (2003-2020 Regional Capital Improvement Plan [CIP]) from the comprehensive plan (Exhibit A) and to delete this project from Table III -19 (Regional CIP Project List) (Exhibit B) be approved. Planning Commission Memorandum April 12, 2004 2003 Comprehensive Plan Amendments Page 9 IX. PLANNING COMMISSION ACTION Consistent with the provisions of FWCC Section 22-539, the Planning Commission may take the following actions regarding the proposed comprehensive plan amendment: Recommend to City Council adoption of the proposed comprehensive plan amendment as proposed; 2. Recommend to City Council that the proposed comprehensive plan amendment not be adopted; 3. Forward the proposed comprehensive plan amendment to City Council without a recommendation; or Modify the proposed comprehensive plan amendment and recommend to City Council adoption of the amendment as modified. LIST OF EXHIBITS Exhibit A Map III -27B (2003-2020 Regional Capital Improvement Plan [CIP]) of the FWCP Exhibit B Table III -19 (Regional CIP Project List) of the FWCP Exhibit C Map Showing Conceptual Alignment of Proposed Extension of Weyerhaeuser Way South Exhibit D March 2, 2004, Technical Report, "S. 320'hStreet North Parcel: Weyerhaeuser Way Extension Analysis" L\2003 Comprehensive Plan\Planning Commission\042104 Report to Planning Comm ision.doc/04/15/2004 1:04 PM Planning Commission Memorandum April 12, 2004 2003 Comprehensive Plan Amendments Page 10 Z CO Q mm m n- t5 E E 1- 0 m m >- Z Z w J c Q > •o z Q a� o c 3 a O W w .�'� x E o. a o �>" C3W c > m ccri �— W Z c Q N U O .� •�, ,r U - a N p„ p� L (D � U � U •N a �0 ca z a (L 0) za Via. F- b s a0 EXHIBIT t'. PAGE _aI_ U'1,3641 Q rn 2 m c m N �.1 Table 111-19 Capital Improvement Program (CIP) S 2009 to 2020 Project Number Map ID Project Description 2000 Cost Cumulative Totals CAPITAL PROJECT LIST 96-U4 1 S j"'2 St: Sli 99 SR 161: Ixtend 3 -lane principal collector, signal at SR 99 4,066,000 4,066,000 92-21 2 S 336 St: 18 Ave S — Weyerhaeuser Way S: Widen to 3 lanes 1,200,000 5,266,000 95-17 3 SR 99: S 340 St — S 356 St: Construct HOV lanes, add WB right -tum lane, 2nd SB left -tum lane 348" 12,096,000 17,362,000 95-02 4 S 312 St: 23rd Ave S — 28 Ave S: Widen to 5 lanes 2,856,000 20,218,000 02-01 5 S 320 St P I-5: Add HOV lanes on S 320 St 4,104,000 24,322,000 98-25 6 S 348 St: V Ave S — 9 Ave S: Add HOV lanes 5,174,000 29,496,000 98-08 7 S 320 St: la Ave S — 8 Ave S: Add HOV lanes 5,174,000 34,670,000 01-02 8 S 316 At 20 Ave S: Signal modifications 100,000 34,770,000 98-05 9 S 324 St: SR 99 — 23 Ave S: Widen to 5 lanes, add 3 WB left -tum lane SR 99 2,200,000 36,970,000 93-09 10 V Ave S: S 366 St — SR 99: Extend 2 -lane road 3,328,000 40,298,000 01-05 11 SR 99 @ S 312 St: Add NB 2' left -tum lanes 1,680,000 41,978,000 94-24 12 14 Ave S: S 312 St — S 316 St: Rin Road extension 4,066,000 46,044,000 93-08 13 1 S 316 St: SR 99 — I Vh PI S: ring Road extension 6,160,000 52,204,000 95-03 14 12 St: 28 Ave S — Military Rd: Extend 5 -lane arterial, interchange @ I 312" 23,894,000 76,098,000 92-20 15 SW 320 St @ 47 Ave SW: Signalize 180,000 76,278,000 02-04 16 SR 18 @ SR 161: Add 3 SB thru lane, 3 SB left -tum lane, 2nd NB right- tum lane 1,080,000 77,358,000 92-23 17 S 304 St: SR 99 — 28 Ave S: Widen to 3 lanes 2,376,000 79,734,000 92-14 18 Milit Rd S: S Star Lk Rd — S 288 St: Widen to 5 lanes 5,280,000 85,014,000 98-01 19 S 3040 St A SR 99: Add left -tum lanes on 304 432,000 85,446,000 99-06 20 2SOR"99 @ S 336 St: Add 2 EB and SB left lane, widen 336 to 5 lanes to 761,000 86,207,000 00-12 21 S 308 St: 14 Ave S 18 Ave S: widen to 3 lanes 1,173,000 87,380,000 00-08 22 SW 336 St/Campus Dr @ 2V Ave SW: Add 2 LT lanes EB, WB, NB, and SB; add WB right -turn lane 1,680,000 89,060,000 98-15 23 Military Rd S: S 288 St — I-5 S): Widen to 5 lanes 14,280,000 103,340,000 00-09 24 SW 320 St: 21' Ave SW — 26 Ave SW: Signal modifications and interconnect 100,000 103,440,000 97-01 25 SW Campus Dr & SW 340 St: 10h Ave SW — Hoyt Rd SW: Signal coordination 210,000 103,650,000 00-02 26 S 312 St 28 Ave S: Add SB right -turn lane 120,000 103,770,000 98-34 27 SW 320 St 2 1 � Ave SW: Add 2 WB left -turn lane 720,000 104,490,000 98-32 28 13 PI S: S 330 St — S 336 St: Extend 3 lane collector 3,024,000 107,514,000 98-17 29 S Star Lk Rd: S 272 St—Mint Rd S: Widen to 3 lanes 1,280,000 108,794,000 98-23 30 47 Ave SW: SR 509 — SW 320 St: Widen to 3 lanes 1,600,000 110,394,000 93-07c 31 21' Ave SW: SW 344 St— SW 356 St: Widen to 5 lanes 1,875,000 112,269,000 98-13 32 SW 344h St & 35h Ave SW: 2V Ave SW — SW 340 St: Bike lanes, sidewalks 2,620,000 114,889,000 94-10 33 SR 509: V Ave S — SR 99: Widen to 3 lanes 8,000,000 122,889,000 94-11 34 S 308 St: 5h PI S — 8th Ave S: Extend 2 -lane street 1,440,000 124,329,000 98-18 35 28 Ave S/S 317 St: S 304 St— 23rd Ave S: Widen to 3 lanes 4,200,000 128,529,000 98-57 36 SR 509: 30 Ave SW — 47h Ave SW: Widen to 3 lanes 6,400,000 134,929,000 98-58 37 SR 50947 Ave SW — West City Limits: Widen to 3 lanes 6,400,000 141,329,000 00-10 38 SW 330 St P, V Ave S: Signal modifications, extend NB left -turn lane 250,000 141,579,000 98-24 39 Hoyt Rd SW: SW 320 St— SW 340 St: Widen to 3 lanes 7,200,000 148,779,000 92-22 40 1' Ave S: S 348 St— S 356 St: Widen to 5 lanes 1,584,000 150,363,000 98-39 41 V Ave S: SW 301' St — SW 312 St: Widen to 3 lanes 3,600,000 153,963,000 98-21 42 S 333 St: 8h Ave S — 13 PI S: Extend 3 lane street 4,752,000 158,715,000 94-17 43 SR 509: 1' Ave S — 21' Ave SW: Widen to 3 lanes 7,200,000 165,915,000 94-22 44 S 336 St: 9 Ave S — 13 Ave S: Widen to 5 lanes 1,152,000 167,067,0 00 95-07 45 S 288 St: SR 99 — MilitaryRd S: Widen to 5 lanes 1,540,000 168,607,000 EXHIbl PAGE Project Number Map ID Project Description 2000 Cost Cumulative Totals 98-19 46 S 308'" St: 81 Ave S — 14' Ave S: Install curb, gutter, sidewalks 1584,000 170,191,000 98-26 47 S 320 St P 5 Ave S: Si nalization 200,000 170,391,000 98-29 48 SW 320 S[ P, I V Ave SW: Si nalization 180,000 170,571,000 98-28 49 SW 320 St 7 Ave SW: Si nalization 180,000 170,751,000 98-30 50 10 Ave SW SW 334 St: Si nalization 180,000 170,931,000 98-07 51 SW 336 Wy & SW 340 St: 26 Ave SW — Hoyt Rd SW: Widen to 5 lanes 4,840,000 175,771,000 98-20 52 S 312 St: 1' Ave S — 14 Ave S: Widen to 5 lanes 5,082,000 180,853,000 00-15 53 SW Campus Dr @ 19 Ave SW: Modify signal, increase curb return radius 200,000 181,053,000 93-12 54 SR 509 @ 47 Ave SW: Add tum lanes, realign SR 509 1,100,000 182,153,000 98-31 55 SW 356 St P 13 W SW/14 Ave SW: Si nalization 180,000 182,333,000 98-27 56 I� W S @ S 333 St: Si nalization 180,000 182,513,000 00-07 57 S 348 St 9 Ave S: Add 2 SB left -turn lane 360,000 182,873,000 01-03 58 SR 509 26 PI SW: Add WB left -turn lane 420,000 183,293,000 00-16 59 SR 99 @ Spring Valley Montessori School: Add NB left -turn lane 750,000 184,043,000 92-11 60 SW Campus Dr: V Ave S — 10 Ave SW: Widen lanes/sidewalk 1,540,000 185,583,000 93-07a 61 21' Ave SW: SW 312 St— SW 320 St: Widen to 5 lanes 2,200,000 187,783,000 98-14 62 S 288 St: Military Rd S —1-5: Widen to 5 lanes 1,400,000 189,183,000 L BTOTAL -- — - -- 189,183,0011 NON -MOTORIZED CAPITAL PROJECT LIST 98-I() 63 BPA Trail Phase IV: SW 356 St — City I.inuts 960,000 960,000 98-39 64 9 Ave S: S T3Pr St — S 348 St: Widen for bike lanes 3,072,000 4,032,000 9842 65 S Park & Ride Trail: SR 99 (a, 352 — S 348 (a, 9": Extend trail 720,000 4,752,000 SUBTOTAL 4,752,0110 TOTAL CITY EXPENDITURES 193,935,000 EXHIBIT'-- PAGE-�-- REGIONAL`CIP PROJECT LIST 94-09 l SR 99: S 272' St— S 284 1h St: Add IIOV lanes 9,632,000 9,632,000 01-07 2 S 272 St I-5: Add 2" EB left -turn lane, WB right -tum lane 6,702,000 16,334,000 00-21 3 1-5: S 320 St— SR 18: Add HOV lanes 40,000,000 56,334,000 00-19 4 I-5: SR 18 — SR 99: Add HOV lanes 60,000,000 116,334,000 02-05 5 51' Ave S S 316th St: Signalize 180,000 116,514,000 02-06 6 S 321' St @ 44 Ave S/46 PI S: Signalize 180,000 116,694,000 9847 7 SR 18 WB rams @ Weyerhaeuser Wy S: Signalize 400,000 117,094,000 94-20 8 Park & Ride and Transit Center: SR 99 vicinity S 272nd St 10,440,080 127,534,080 94-19 9 Park & Ride and Transit Center: SR 161 vicinity S 356 St 10,440,080 137,974,160 02-07 10 S 272 St 42 Ave S: Signalize 180,000 138,154,160 02-08 11 511' Ave S S 296 St: Signalize 180,000 138,334,160 95-31 b 12 Military Rd S: S 272 St— S star Lk Rd: Widen to 5 lanes 5,544,000 143,878,160 94-18 13 City Center Transit Center 44,000,000 187,878,160 9844 14 S 320 St: I-5 — Peasley Canyon Rd: Add HOV lanes 4,032,000 191,910,160 9849 15 SR 99 S 27 St: reconfigure intersection, signalize 1,260,000 193,170,160 98-50 16 S288 St 51" Ave S: Add WB left -tum lane 360,000 193,530,160 95-18 17 SR 18: W Valle H — Weyerhaeuser Wy S: WB truck climb lane 10,000,000 203,530,160 94-03 18 1-5 SR 16 L• Construct interchange & reconfigure SR 18 interchange 150,000,000 353,530,160 00-24 19 SR 18: SR 161— SR 167: Add HOV lanes 50,000,000 403,530,160 9843a 20 Military Rd S 272 St: Add SB and EB right -turn lanes 432,000 1 403,962,160 01-06 21 S 360 St @ 28 Ave S: Add left -tum lanes, signalize 1,440,000 1 405,402,160 EXHIBIT'-- PAGE-�-- Project Number Map ID Project Description 2000 Cost Cumulative Totals 9846 22 S272 d St: SR 99—Military Rd S: Add HOV lanes 5,040,000 410,442,160 94-04 23 S 336 Transit Center (S 336 SR 99) 6,464,426 416,906,586 00-22 24 SR 161: Milton Rd S — Military Rd S: Widen to 5 lanes 25,872,000 442,778,586 95-05 25 S 312 St: Military Rd — 51' Ave S: Extend 5 lane arterial with bike lanes, sidewalks 13,920,000 456,698,586 95-24 26 S272 ISt S Star Lk Rd: construct left -turn lane 720,000 457,418,586 95-31a 27 Military Rd S: S 260 St— S 272 St: Widen to 5 lanes 8,078,000 465,496,586 95-26 28 S 320 St @ Military Rd S: Add EB, WB right -turn lanes 432,000 465,928,586 95-28 29 S 316 St Extension to W Valley Hwy: Widen to 5 lanes 18,000,000 483,928,586 98-55 30 S 360 St: SR 161— 32 Ave S: Widen to 3 lanes 4,080,000 488,008,586 98-20 31 Mili Rd S: S 320 St — SR 18: Widen to 3 lanes 6,000,000 494,008,586 95-21 32 Military Rd S: 31' Ave S — S 320 St: Widen to 3 lanes 6,720,000 500,728,586 98-60 33 Military Rd S: SR 18 — S 360 St: Widen to 3 lanes 11,520,000 512,248,586 98-61 34 Military Rd S: S 360E St— SR 161: Widen to 3 lanes 11,520,000 523,768,586 98-62 35SiNfilitaFyRdS 9,. Fxtp.a z i e no . 4A -360 -AAA czn z we 98-51 36 16 Ave S: S 272 St — SR 99: Widen to 3 lanes 2,400,000 536,728,586 98-48 37 S 272 St: Milit Rd S — Lake Fenwick Rd S: Widen to 5 lanes 4,200,000 540,928,586 98-53 38 28h Ave S/S 349 St: Weyerhaeuser Wy S — S 360 St: Widen to 3 -lanes 5,940,000 546,868,586 98-52 39 51' Ave S/S 321` St: S 288 St— S Peasley Canyon Rd: Widen to 3 lanes 15,360,000 562,228,586 96-04 40 S 321` St Peaslcy Canyon Rd: Add left -turn lane 216,000 562,444,586 9845 41 PeasleZ Canyon Rd: S 321' St — W Valle Hwy: Widen to 5 lanes 9,504,000 571,948,586 98436 42 S 272nd St @ Military Rd S: Add 2d EB, NB left -turn lane 750,000 572,698,586 98-50 S 288 St: I-5 — 51' Ave S: Widen to 5 lanes 4,368,000 577,066,586 �43 95-54 44 S 328 St/38 Ave S/S 334 St/33 PI S: Military Rd S — Weyerhaeuser Wy S: Widen to 3 lanes 6,144,000 583,210,586 SUBTOTAL REGIONAL CIP LIST 583,210,586 :.. SUBTOTAL REGIONAL NON -MOTORIZED CIP LIST 11,952,000 TOTAL REGIONAL EXPENDITURES 595,162,586 GRAND TOTAL 789,097,586 EXH 1 B C� I PACE, 3 3 REGIONAL NON -MOTORIZED PRIORITY PROJECT. LIST 00-25 45 BPA Trail: Military Rd — 51" Ave S 2,400,000 2,400,000 00-26 46 BPA Trail: I-5 — Milit Rd 2,800,000 5,200,000 95-31 47 Military Rd S: S 272m St—I-5 352,000 5,552,000 95-32 48 Military Rd S: 31' Ave S — SR 161 4,864,000 10,416,000 95-33 49 S 320 St: I-5 — W Valle H 1,536,000 11,952,000 SUBTOTAL REGIONAL NON -MOTORIZED CIP LIST 11,952,000 TOTAL REGIONAL EXPENDITURES 595,162,586 GRAND TOTAL 789,097,586 EXH 1 B C� I PACE, 3 3 c <_(f)c W — Z N LL d N Flo WC= o N _ Q 'cn M w U -0 -a 0- EXH I v'T- --� r = z1 a N coQ) 0 PAGE --- C)- a_z p cno� O [mow - _ U o o y, �u- :qZ Rick Perez, P.E. March 2, 2004 City of Federal Way • Michael Swenson, P.E., P.T.O.E 02282.00 Wally Costello, Quadrant Tasha Atchison, P.E., The Transpo Group • S 320i1 Street North Parcel: Weyerhaeuser Way Extension Analysis The purpose of this technical memorandum is to present the results of the analyses performed to evaluate the impact of eliminating the planned Weyerhaeuser Way extension, from S 320th Street to 32nd Avenue. This analysis has been prepared in support of the comprehensive plan amendment currently requested by Quadrant. The methodology surrounding these analyses were coordinated in advance with City of Federal Way staff in a December 2003 memorandum. Through close coordination and cooperation with City staff, Transpo utilized the approved methodology to arrive at the results presented herein. Background As part of their comprehensive plan, the City of Federal Way has previously identified a long-range improvement project that would extend Weyerhaeuser Way north from its current terminus at S 3201h Street to the future extension of 32nd Avenue S. This extension of Weyerhaeuser Way would divide the S 320'h Street North. Parcel that Quadrant Corporation has proposed for development. A Transportation Impact Analysis (TIA) was completed by Transpo in May 2003 for this proposed development. In response to City comments regarding the TIA, Quadrant is pursuing a comprehensive plan amendment that would eliminate the subject extension of Weyerhaeuser Way S. This study satisfies the City's requirements for a comprehensive plan amendment process. By evaluating future -year scenarios with and without the Weyerhaeuser Way extension, decisions regarding the improvement can be made as to its necessity and benefits when balanced against the impacts to affected properties. Study Methodology Through coordination with City staff, nine study intersections were identified for analysis. These intersections are believed to be those most affected by the potential extension of Weyerhaeuser Way. When considering the construction of new roads, it is common that the adjacent parallel arterials are evaluated. The study area intersections include: EXHIBIT PAGE -1-01: -7120 425.821.3665 Fax: 425.825.8434 iThe Transpo Group 11730118" Avenue N.E., Suite 600 Kirkland, WA 98034 S O IP • 28`'' Avenue S/S 312`' Street • 32"d Avenue S/S 312`'' Street • Military Road S/S 312`h Street • 25`h Avenue S/S 320`' Street 0 I-5 SB Ramps/S 320`h Street • I-5 NB Ramps/S 320`'' Street • 32"d Avenue S/S 320`'' Street • Weyerhaeuser Wy S/S 320`h St • Military Road S/S 320`'' Street The City of Federal Way provided their 2000 and 2020 forecast emme/2 traffic modeling networks for use in developing the future PM peak hour traffic volumes. The original 2020 model provided by the City did not include the Weyerhaeuser Way extension. Transpo revised the 2020 model to include the planned extension. Thus two model scenarios were developed, one with the planned Weyerhaeuser Way extension and one without the planned Weyerhaeuser Way extension. Further modifications were made to the City's travel demand model for both alternatives at the Interstate 5 (I-5) ramps to/from S 320`h Street to allow left turns from the ramps onto S 320`h Street. These turning movements are currently permitted. However, the City's 2020 model has assumed left -turn restrictions. There are no future improvements that indicate that such restrictions will be in place in the future. City staff concurred with these revisions to the model coding. For both scenarios, without and with the Weyerhaeuser Way extension, 2000 turning movement volumes were subtracted from the 2020 model volumes to arrive at 20 year forecast growth in traffic volumes for each turning movement. Prior to adding the 20 year growth to the existing turning movements, adjustments to the 20 -year growth were made to account for the year in which each existing traffic count was conducted. Existing traffic counts at the study intersections were conducted in either 2002 or 2004. By adding the difference in the two models to existing traffic counts, the forecast results are calibrated to real-world conditions. Furthermore, this methodology further accounts for shifts in traffic that result from planned improvements, such as the S 312`'' Street extension. This is a common post process modeling procedure that reduces the effects of known modeling deficiencies and limitations. The above procedures were followed for both scenarios (with and without the Weyerhaeuser Way extension). Traffic volumes along S 320`h Street were balanced between intersections. The resulting traffic volumes without the Weyerhaeuser Way extension are shown in Figure 1 for the weekday PM peak hour, while Figure 2 shows the traffic volumes with the Weyerhaeuser Way extension. EXHIBIT .D.. PAGE The Transpo Group -DRAFT- eo� S 312TH ST O 28T AVE S 32ND AVE S !@- S 312TH ST O MILITARY S 320TH ST O S 320TH ST O S 320TH ST O 48 28 RDS 25TH AVE S 15 B RAMPS 1-5 NB RAMPS 2160 I I i 524 6 103 .) 329 20 1,094 --► —745 2691 23I 96 f-6 2111 `272 'J I 2 r 2 1011521 8 2 20 f 33002 � r! j411 5 126 292) 43 { 291 , 1 94-) 152 157 389— f 449 293 —447 I 11 1,866— 1,821 11,493— 1,404 1,112 --► —1,063 57 ` 104 ! 181 ` 77 217 32-) ` 31 838-) (-274 901-) 53 63 i 148 215 319 1 49 1 65 615 371 65 i 361 8 i N NOT TO SCALE OS 320TH ST S 320TH ST O S TH ST O 32ND AVE S WEYERHAEUSER WY MILITARY RD S 48 28 256 % 1177 121 186 150 1215 + �l + `� + �4� 245 -) 112 26 -) 17 103 .) 329 1,142 --► —950 1,094 --► —745 1,164 —► —762 96 f-6 2111 `272 2151 (-234 2 r 2 8 2 20 f 33002 123 r 60 5 126 EXHIBIT -D Figure 1 PAGE..S.._.OF_�.., 2020 Traffic Volumes Without Weyerhaeuser Extension TPalIRM S 320th Street North Parcel: Weyerhaeuser Way Extension Ma M V2t022821Graphicslgraphic02 <A> BrandonM 02126104 07:59 qp AIL O28TH AVE S O 32ND AVE S i 265 269 27 290, 48 394 -► 458 278 412 58-) 100 216 i 121 52 72 194 223 64 j OS 312TH ST MILITARY RD S 491 241 r 300 , 201 1 292 353 4S 320TH ST 25TH AVE S 6 AVE S 99 399 r � � 94, 4, 152 1,8737 1,836 32 31 -.j+ `k- 240,r 20 49 65 8 1,057 --► —759 OS 320TH ST O S 320TH ST 1-5 SB RAMPS 1-5 NB RAMPS 20 627 1 520 r � 159 1,485— 1,392 1,104 --► —1,058 852 ` 274 901 1 608 364 N NOT TO SCALE O32ND O O AVE S WEYERHAE SERWYS MILITARY RD S 48 115 260 59 120 86 175 150 1202 + y� 1 %4- -.j+ `k- 240,r 20 17 -) 31 103,r 307 1,132 -► -- �935 1,057 --► —759 1,167 --► —772 96 1 t ! 16 138 1 f-259 215-) f-236 f n 223 6600 126 1 253 127 57 - _ 95 123 Figure 2 2020 Traffic Volumes With Weyerhaeuser Extension S 320th Street North Parcel: Weyerhaeuser Way Extension M:k02\02282\GraphicskgraphicO2 <B> BrandonM 02/26104 08:00 EXHIBIT._: PAGE -4-3 Evaluation Criteria and Results Through coordination with City staff, three measures of effectiveness were identified for analysis to determine the effect of the Weyerhaeuser Way extension upon traffic operations in the area. The selected measures of effectiveness include: study intersection level of service (LOS), corridor travel time on Weyerhaeuser Way and 32 n Avenue S, and vehicle miles traveled (VMT) as determined by the City's traffic model. Intersection Operations The City of Federal Way provided their Synchro network for use with the S 320``' Street North Parcel TIA. This Synchro network was revised to include future city projects in the immediate area that were also considered in the development of the future 2020 traffic forecasts. These improvements include: • The extension of 32nd Avenue S, from S 320`h Street to S 312`h Street • The extension of S 312`h Street from 28`h Avenue S to Military Road S (across Interstate 5) Improvements to S 320`h Street including a seven lane section. City staff provided specific details of projected future channelization at the study intersections that are affected by these improvements, as well as various improvements to existing intersections. Level of service (LOS) analyses was conducted for the 2020 without extension and with extension scenarios using these improvement assumptions. Traffic signal cycle lengths were preserved as provided by the Synchro file (120 seconds), but the signal splits and offsets were optimized in the 2020 without extension scenario and held constant for the 2020 with extension scenario. By holding the timings constant, an equal comparison can be drawn between the results to isolate the effect of the extension on traffic operations. Table 1 summarizes the LOS results with and without the Weyerhaeuser Way extension. Synchro LOS sheets are provided in Attachment A. The Transpo Group - DRAFT - EXHIB T.� PAGEOF3'� page 5 _lkw 00 00 3N R 4 Table 1 Vic OR uLC OR Weekdap PM Peak Hour LOS' Delay' UVAA? LOS Delay VVM 28" Avenue S/S 312'° Street C 20.7 , 0.89 C 21.3, 0.90 32° AvenueS/S 312°" Street C 18.1 NB Left C 23.8' NB Left ` Military Road/S 312th Street C 24.9. 0.78 C 24.21 0.7,4; 25" Avenue S/53201h Street " ; " C 33.2 0.89 �C 33.6 0:89.• 1-5 SB Ramp/S 3201 Street C 30.2 0.95 C 31.1-, 0.96 1-5 NB Ramp/S 3201" Street C 20.3 0.75 C 20.1 0.74` 32° Avenue S/S 320`h"Street 28.4 0:66 C 28.2,' 0,61 Weyerhaeuser Wy/S 3201" St C 22.3' 0.66 C 23.7- 0.61 Military Road/S 320`h Street C 27-9 0.68 C 27.5` 0.68 As is shown in "fable 1, all of the studyintersections are projected to operate at LOS C regardless of the scenario. Five of the nine study intersections actually increase in overall delay in the with Weyerhaeuser Way extension scenario. The largest decrease in average delay as a result of the Weyerhaeuser Way extension was found to be at S 312"' Street/Military Road, which decreased by approxunately 1 second per vehicle. Decreases in volume to capacity ratio (V/Q occur at four of the eight signalized study intersections due to the Weyerhaeuser Way Extension. The intersections of 32',d Avenue/S 320`h Street and Weyerhaeuser Way/S 320`h Street are impacted by the most under either alternative due to the reassignment of traffic and the impact and assignment to key intersections under either scenario. The results of the analysis indicate" that the Weyerhaeuser Way extension provides limited benefits to overall intersection operations at the studyintersections. Increases and decreases in delay between the two scenarios are within ranges of delay that typically vary on an hourly and daily basis due to volume fluctuations. Furthermore, peak hour traffic conditions would continue to operate at acceptable levels without the Weyerhaeuser Way extension. Corridor Travel Time Analysis Using the same Synchro file outputs as reported in the intersection LOS results, travel time through the affected north -south route with and without the Weyerhaeuser Way extension was calculated. Both northbound and southbound travel times were estimated for a route beginning/ending 500 feet south of Weyerhaeuser Way, and EXHIBIT._.... The Transpo Group - DRAFT- PAGEGF... ending/beginning 500 feet south of S 312`h Street. In the scenario without the Weyerhaeuser Way extension, vehicles would travel on Weyerhaeuser Way, S 320`h Street, and 32"d Avenue S. With the Weyerhaeuser Way extension, vehicles would bypass S 320`h Street and travel on Weyerhaeuser Way directly to 32"d Avenue S. A traffic signal was assumed to be constructed at the 32nd Avenue S/Weyerhaeuser Way extension intersection, and is included in the with extension scenario travel time calculations. Running time for the scenarios is expected to be approximately the same for each alternative since the posted speed and distance traveled is essentially the same for each scenario. These running times were then added to turning movement delay experienced at each intersection along the travel route. The delay estimates utilized were consistent with the Synchro model outputs utilized for the intersection LOS calculations. A third, mitigated scenario was added for evaluation in the travel time analyses to demonstrate a potential mitigation measure that would noticeably reduce travel time in the without Weyerhaeuser Way extension scenario. Based on information provided by the City, the south leg of the 32"d Avenue S/S 320`h Street intersections is configured with a left -turn lane and a left-thru lane. This configuration and traffic volumes would require operating the traffic signal with split phasing. Split phasing is generally considered less than desirable phasing method as it results in less efficient signal operations. Therefore, the third scenario assumes the south leg would operate with a left -turn and a thru-right and the signal would be operated with more efficient phasing. The benefits of eliminating such phasing from the future plans for this traffic signal are shown in Table 2, along with the unmitigated scenarios. A detailed summary of the travel time data is shown in Attachment B. Table 2 Northbound' 50.9 r � ,>+8311`4 „ , 134.0 ' "' 50.9:'' 80 8 ` , .1 x,..: _....... aSouthbound" 50.9 817 132.6 50.9 66.3 F3 10.11t"- 124.6 117.2 50.9 52.1 x 103.0 , The Trpo Group As is shown in Table 2, the travel time comparison between the with and unmitigated without Weyerhaeuser Way extension scenarios shows that the Weyerhaeuser Way extension provides travel time savings for vehicles traveling both north and south along the selected route. Northbound, it accounts for a savings of only 10 seconds per vehicle, while in the southbound direction it accounts for approximately 30 seconds of travel time savings per vehicle during the PM peak hour. However, if the City's proposed split phasing at 32nd Avenue S/S 320`h Street is replaced with protected north/south phasing, the difference between the with and without Weyerhaeuser Way extension scenarios is cut in half. In the northbound direction, a vehicle would save approximately 6 seconds of travel time with the extension, and about 14 seconds in the southbound direction with the extension, when compared to the without extension alternative. As was noted previously, in the mitigated without extension scenario, the northbound leg of the 32"d Avenue S/S 320`h Street intersection would be converted to provide a single left turn lane to allow for protected north/south left turn phasing at the intersection. In order to further understand the effects of these changes among the mitigated and unmitigated scenarios, the previous LOS analyses were revised to address the proposed mitigation measures. The results of this analysis are summarized in Table 3. Also shown in Table 3 are the results of the queuing analyses. The queuing analysis was conducted using Synchro 5.0 and focused primarily on the northbound left -turn movement only. Table 3 NBL I NBL Weekday PM Peak Hour LOS' Delay' V/C° Queue' LOS Delay V/C Queue .. , �' �� � � � t r ` • `+� ,,.. M ...W _ E �d fat e ,, Table 3 shows that eliminating the northbound left-thru lane and related split phasing (leaving a single northbound left turn lane) slightly improves the overall intersection LOS as well as reducing the average delay for the movement by approximately 4 seconds per vehicle. The largest positive impact is on the delay would occur on the southbound approach, which explains the improved southbound travel time. The 95`h percentile queue increases by approximately 50 feet with the single northbound left turn lane. Based on these results, it appears that the mitigated option does not substantiallyaffect the northbound approach at 32nd Avenue S/S 320`h Street, thereby rf4y.r. EXHIB The Transpo Group PAGE--L-OF 0 allowing the mitigated scenario without the extension to remain a highly plausible alternative. Vehicle Miles Traveled - System/Circulation Impacts As discussed, City staff requested a system measure focusing on travel time or travel distance under each alternative. In response to this request Transpo utilized the 2020 models developed for each of the alternatives. Since there is not set standard for this measure, this information is presented for informational purposes only. A sub -area was created from the large model that included the links within the study area previously identified. It extended from S 312`h Street to the north, S 320`h Street to the South, Military Road to the east, and 25`h Avenue to the west. Vehicle miles traveled (VMT) equal the number of vehicles on each link, multiplied by the link length. The VMT with the Weyerhaeuser Way extension was found to be 5,470 miles. Without the extension, the VMT was 5,376. As noted, there is less VMT without the new roadway. In general these results are similar. Relative to the size of the City's model being utilized for this analysis, the planned extension is minimal. As a result, the model may not be refined enough to provide realistic data. The information presented does indicate that the change in VMT would be minor. Benefit/Cost Analysis As noted previously, the planned Weyerhaeuser Way extension would bisect the north parcel property, significantly impacting the development feasibility of the site. To help understand the economic impacts of the Weyerhaeuser Way extension, the travel time benefits as noted above were reviewed and put in the context of an economic impact. Based on information provided by Quadrant, the extension of Weyerhaeuser Way would result in a $1.5 to 2.5 million negative economic impact to the project. This figure includes the additional costs of a road to full city arterial standards as well as the loss in development potential for the site. Based on a total savings of 20 seconds for approximately 222' vehicles during the PM peak hour, for both the northbound and southbound travel times and a cost of $1.5 to 2.5 million. This equates to a cost per vehicle (PM peak hour) between $6,757 and $11,261. This comparison illustrates that the potential benefits of the Weyerhaeuser Way extension are greatly surpassed by the cost implications of constructing the roadway. Summary This study evaluated LOS, travel time, VMT, and a cost/benefit analysis of the planned Weyerhaeuser Way extension between S 320`h Street and 32nd Avenue. Based on the analyses detailed in this memorandum, Transpo has found the following information to be true: Reflects shifts in background traffic, plus site traffic that would likely utilizAFJ3E of the Weyerhaeuser Way extension. lex" T* PAGE__ __ The Transpo Group page 9 • The Weyerhaeuser Way extension would provide little to no benefit to overall intersection operations at the nine study intersections • Excluding site related traffic, the extension would attract approximately 180 additional PM peak hour trips • PM peak hour operations would remain at LOS C throughout the study area with or without the roadway extension. • The Weyerhaeuser Way extension would decrease northbound and southbound travel times for vehicles traveling between Weyerhaeuser Way and the planned 32nd Avenue S roadway by a total of 20 seconds (NB and SB) per vehicle. • A comparison of VMT between alternatives indicates less VMT (1.7 percent) without the roadway extension. Although the model may not be refined to a detail to provide a truly accurate measurement on such a small scale, the minor change confirms the minimal impacts previously shown with respect to intersection LOS and corridor travel times. • When considering the economic impacts and the average travel time savings, the cost equates to between $6,757 and $11,261. Thus, the cost of the planned extension is not proportional to the project impacts assuming no extension of Weyerhaeuser Way. The proposed Weyerhaeuser Way extension is anticipated to provide nominal benefit that would be unapparent to the average driver. Without.the Weyerhaeuser Way extension, the planned 32"d Avenue S extension would accommodate forecast traffic volumes with essentially the same operating conditions within the study area; the same travel times, and the approximately the same VMT. Therefore, the results indicate that the Weyerhaeuser Way extension would be redundant. 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PAGE 22 S I � i r t V11 N M PANG I. h.�.., �..,:,, ••n• �.c�''a. �r yi's '�: a;1;'�t; i��.�R'aM$+t�,�+��.wTr, �: •,•� ,S. �. •. :e `�•k:/V!i�+tri':r��..�(•.iY•�:•41ry'{}.�`. �ra''s�irpS�i�s.,,:T+:ti�rp�,•ri�7!��.: r..!!',�^•• '•`y, o' Attachment B: Travel Time Summary Sheets • 4 d s • s s s r ► ► 1 i 1 t 3 f 1 d) E F- vmh w N V N F- m 0 F- m h v N C` O O Q U) M C W E rn by~ C r N C C G 7 O � R C1 cw C � O O V N 0 O O O s o 3 R E N clL co cC °) E d E I- Y c L o CN 00 YO O L T L 7 � W � O O O 7 U) L >v O Y > C v O d C N (N) M C 04N � M z z n d v v h O) M co cl) rn vh CN 6 D) m h O N O O v (ND M N N Mm Q) O N U) h (D M O O co V7 N h Q h O N Q U1 h v h rn h V h 0 u o O N U) v o N Q U U) O U) O N V O O LO U7 O R 0 0 0 0 CSV .O- . 0 0 0 ME ME ✓ L O C (V >>T .L - O > 7 N N N O M W N O 2 N O O N t L6 O0 LN -E N y 00 ;0 3 U) O to M j y T O7 c O J �j t 9 J « C O 7 rC �V t+NiC N N N N M 3 z ai E d Y C J L 3 Q PAGE -!MOF u __,n T C 0 m N d I Of v(n�1 '� I Ovr CND tt N M O P,-� `: laoI C� o N a0 O CD CD C) O U) N co V N r-"� r-� 1,0� I P-� ,;� (A In LD O lIj ~ N tt) N CA LO OIn ONIOLOI M Om N llODU')0)N O O OOO 0 0 0 L M E M E - N o N (h Ch Ch N O C) O �"- D CO N >, =O p 1/) L t in (a O= O ~ N �j 0 0 ~ N CO O d 0 M a) L > N O 7 O L In >> L p M C .O (n N Y y O (h C COV Y L N (Q O M C M 3 y M O c E 3 M Z > > >> m a a PAGE All-American Homes, Inc. 622 S. 320th Street Federal Way, WA 98003 (253) 765-2255 April 21, 2004 Planning Commission City of Federal Way 33530 Is` Way South P.O. Box 9718 Federal Way, WA 98063-9718 Re: I-5 Jackson Parcels Dear Planning Commission: Building a solid foundation in the community starts with bringing people and businesses together. The Jackson I-5 parcels will do just that. These parcels of land are impacted by Freeway noise and congestion, which make them already unsuitable for residential property. History shows us that property such as this, that is both visible and accessible, serves communities by being Business Commercial. This property is no exception, though it is an exceptional property. It has always been felt that this property, with commercial usage, would serve as the lynch pin to bridge the gap between the existing city and the Potential Annexation Area. This property is the logical first step for the people on the East Side to feel a kinship to the City of Federal Way. Because this property will inevitably be joined to the city, it should be Business Commercial to allow full citizenship rights to those people making their home East of the Freeway. It is the request of All-American Homes, Inc that this commission suggest the Jackson I-5 parcels be recommended onto the LUTC as Business Commercial Zoning. Sincerely, Steve McNey Project Manager All-American Homes, Inc