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6544 NE 61st Street, Seattle, WA 98115 Phone: (206) 523-3939 Fax: (206) 523-4949 MEMORANDUM Date: December 12, 2016 Project: Redmond City Center Subject: Transportation Amendment for the Lofts Option From: Michelle M. Brown, Senior Transportation Engineer Marni C. Heffron, P.E., P.T.O.E. This memorandum is to serve as an amendment to the approved Transportation Technical Report for Redmond City Center.1 It provides supplemental information to the City relating to a new program alternative referred to as the Lofts Option that the proponent could develop depending on market condi- tions. This memorandum identifies the traffic and parking relationships between the approved project program evaluated within the Transportation Technical Report for Redmond City Center and the Lofts Option. It also presents information about site driveway operations, off-site intersection operations, im- pact fees, transportation concurrency, and mitigation for the Lofts Option. To maintain consistency and provide comparable results, the same methodologies and processes used in the approved analysis were also used to evaluate the Lofts Option. This includes the City of Redmond’s Technical Committee’s acceptance of the Transportation Management Plan with the office parking de- mand reduced by 30% and a 15% parking space buffer for the retail parking supply. The proposed park- ing supply assumes that 50% of the total spaces would be sized for compact vehicles. The Redmond City Center – Alternative Minimum Parking Requirement2 identified a methodology to calculate the parking demand for the project. A parking rate table was provided (see Attachment and identified that if the project program changes, then the process could be used to determine if any change in parking supply would be required. The same process and assumptions were used to estimate the pro- ject trip generation and parking demand for the Lofts Option. 1. Project Program Comparison The project program for the Lofts Option and the approved project are shown in Table 1. Compared to the approved project program, the Lofts Options includes more general retail space, office space and additional residential units. It is noted that the Transportation Technical Report assumed 335 standard parking spaces and 27 tandem spaces, for a total capacity for 389 vehicles. Since that time, the proposed parking was revised to 342 standard spaces and 27 tandem spaces for a total capacity for 396 vehicles. The proponent is now pursuing an administrative change to add 40 more standard parking spaces, which would increase the on-site parking supply to 436 spaces (382 standard spaces plus 27 tandem spaces). The site plan for the project is shown on Figure 1. 1 Heffron Transportation, Inc. December 15, 2015. 2 Technical Memorandum, Response to Comments, Heffron Transportation, Inc., September 30, 2015. ---PAGE BREAK--- Redmond City Center Transportation Amendment for the Lofts Option - 2 - December 12, 2016 Table 1. Redmond City Center – Project Programs Type of Use Approved Program Lofts Option Residential (Multi-family) 249 units 303 units Supermarket 21,820 sf1 21,820 sf Retail 2,485 sf 10,480 sf Office 100,830 sf2 101,500 sf Parking Spaces 369 spaces3 409 spaces Standard spaces 342 spaces 382 spaces Tandem spaces 27 spaces 27 spaces Total Vehicle Capacity4 396 vehicles 436 vehicles Source: Jackson-Main Architects, November 2016. 1. Square feet = sf. 2. Office square footage is based on total gross square footage of 100,830 sf, (net square footage is 83,130 sf). 3. Transportation Technical Report included 362 spaces with 27 tandem spaces, for a total capacity for 389 vehicles. Since that time the proposed parking has been revised as shown. 4. Assumes that each tandem parking space can accommodate two vehicles. ---PAGE BREAK--- 12.12.16 REDMOND CITY CENTER Figure 1 Site Plan - Lofts Option N ---PAGE BREAK--- Redmond City Center Transportation Amendment for the Lofts Option - 4 - December 12, 2016 2. Project Trip Generation Comparisons The rates, equations, and methodologies from the Institute of Transportation Engineers (ITE) current Trip Generation Handbook3 were used to estimate the trip generation for the approved plan and were used for estimating the project trip generation for the Lofts Option. The methodology included taking credit for the existing United State Post Office Building and related elements and constructing two buildings with mixed-uses. It also reflected a conservative approach by not applying the elements that would be implemented in the Transportation Management Plan to reduce vehicular trips. Baseline vehicle trips, person trips, internal trips and net vehicle trips were calculated. The estimated vehicle trips for the approved project are shown in Table 2;4 estimated vehicle trips for the Lofts Option are shown in Table 3. Table 2. Estimated Vehicle Trips by the Proposed Redmond City Center – Approved Project Assumed Daily Vehicle AM Peak Hour Vehicle Trips PM Peak Hour Vehicle Trips Land Use Size Trips In Out Total In Out Total Office 100,830 sf 930 140 14 154 23 125 148 Retail 2,485 sf 50 0 0 0 19 21 40 Supermarket 21,820 sf 1,580 37 20 57 77 62 139 Apartment 249 units 1,270 25 103 128 67 40 107 Total 3,830 202 137 339 186 248 434 Source: Heffron Transportation, Inc. October 2015. Estimated using procedures in the ITE Trip Generation Handbook, 2014, as documented in the Transportation Technical Report for Redmond City Center, Heffron Transportation, Inc., December 15, 2015. Table 3. Estimated Vehicle Trips by the Proposed Redmond City Center – Lofts Option Assumed Daily Vehicle AM Peak Hour Vehicle Trips PM Peak Hour Vehicle Trips Land Use Size Trips In Out Total In Out Total Office 101,500 sf 920 138 15 153 23 121 144 Retail 10,480 sf 230 4 1 5 48 49 97 Supermarket 21,820 sf 1,650 38 21 59 77 63 140 Apartment 303 units 1,550 31 123 154 76 48 124 Total 4,350 212 160 372 224 282 506 Source: Heffron Transportation, Inc. December 2016. Estimated using procedures documented in the Transportation Technical Report for Redmond City Center, Heffron Transportation, Inc., December 15, 2015. The retail and supermarket trips were separated into primary and pass-by trips under each scenario and then credit was taken for the existing use. The net changes in vehicle trips from the Transportation Technical Report for Redmond City Center5 are shown below in Table 4; the net change in trips for the Lofts Option is shown in Table 5. 3 Institute of Transportation Engineers, 3rd Edition, August 2014. 4 Transportation Technical Report for Redmond City Center, Heffron Transportation, Inc., December 15, 2015. 5 Table 14. Net Change in Trips by Component, Heffron Transportation, Inc. December 15, 2015. ---PAGE BREAK--- Redmond City Center Transportation Amendment for the Lofts Option - 5 - December 12, 2016 Table 4. Net Change in Trip Components - Approved Project Project Component and Daily AM Peak Hour Trips PM Peak Hour Trips Type of Trip Trips In Out Total In Out Total Proposed Project Primary Trips 3,240 192 127 319 154 216 370 Pass-by Trips 590 10 10 20 32 32 64 Total 3,830 202 137 339 186 248 434 Existing Use Primary Trips -1,190 -47 -44 -91 -63 -60 -123 Total Net Trips Primary Trips 2,050 145 83 228 91 156 247 Pass-by Trips 590 10 10 20 32 32 64 Total 2,640 155 93 248 123 188 311 Source: Heffron Transportation, Inc., October 2015. Estimated using procedures in the ITE Trip Generation Handbook, 2014; Pass-by rates from Supermarket LUC 850 - (Table F.13) and Shopping Center LUC 820 – (Table F.9). As documented in the Transportation Technical Report for Redmond City Center, Heffron Transportation, Inc., December 15, 2015. Table 5. Net Change in Trip Components – Lofts Option Project Component and Daily AM Peak Hour Trips PM Peak Hour Trips Type of Trip Trips In Out Total In Out Total Proposed Project Primary Trips 3,680 200 148 348 183 241 423 Pass-by Trips 670 12 12 24 42 42 83 Total 4,350 212 160 372 224 282 506 Existing Use Primary Trips -1,190 -47 -44 -91 -63 -60 -123 Total Net Trips Primary Trips 2,490 153 104 257 120 181 301 Pass-by Trips 670 12 12 24 42 42 84 Total 3,160 165 116 281 162 223 385 Source: Heffron Transportation, Inc., December 2016. Estimated using procedures in the ITE Trip Generation Handbook, 2014; Pass-by rates from Supermarket LUC 850 - (Table F.13) and Shopping Center LUC 820 – (Table F.9). As shown above, the Lofts Option is estimated to generate 29 additional net new AM peak hour primary trips and 54 additional net new primary PM peak hour vehicle trips compared to the approved project. The analyses documented in the Transportation Technical Report for the approved project represents a conservative and worst case condition because it did not take into account the required Transportation Management Plan efforts that would be in place to reduce the office vehicle trips by 30%. If this approved 30% reduction were applied to the Lofts Option, then the Lofts Options would generate one additional net new AM peak hour primary trip and 27 additional primary net new PM peak hour trips ---PAGE BREAK--- Redmond City Center Transportation Amendment for the Lofts Option - 6 - December 12, 2016 compared to what was evaluated within the approved project’s transportation analysis. A discussion regarding this application is presented later in this report. 3. Traffic Operations The directional split (inbound and outbound trips) for the Lofts Option is similar to the approved project. The trips were assigned at the driveway applying the same trip distribution percentages that were used for the approved project, which included restricting the exiting movements out of the driveway to right- turns only during peak times. The trips were assigned to the same study area intersections that were evaluated for the approved project. These additional net new primary PM peak hour project trips are shown on Figure 2. ---PAGE BREAK--- 12.12.16 REDMOND CITY CENTER SITE N NE 85th St 158th Ave NE Avondale Way 79th St-170th Ave Redmond Wy Bear Creek Pkwy 9 8 7 6 5 4 3 2 NE 85th St 154th Ave NE 1 10 12 14 NE 85th St 160th Ave NE NE 85th St 161st Ave NE NE 85th St 164th Ave (SR 202) NE 85th St 166th Ave NE NE 83rd St 161st Ave NE NE 83rd St 166th Ave NE 1 2 3 4 7 9 10 11 12 17 18 15 16 13 14 19 5 6 8 15 13 11 18 19 17 16 Redmond Way 160th-Cleveland St Redmond Way 161st Ave NE Cleveland St 161st Ave NE Redmond Wy 164th Ave NE NE 80th St 166th Ave NE NE 79th St 166th Ave NE Cleveland (SR 202) 164th (SR 202) W Lk Samm Pkwy Leary Way NE Union-Hill Rd Avondale Way NE Figure 2 Net New Additional Lofts Option Project Trips PM Peak Hour +12 +3 +12 +3 +1 +12 +2 +2 +1 +3 +9 +2 +4 +5 +16 +5 +5 +4 +4 +5 +7 +4 +5 +2 +5 +2 +9 +4 +9 +2 +2 +3 +1 +2 +3 +5 +4 +4 +5 +5 +4 +7 +2 +2 +1 +2 +25 (+10) +9 +20 +5 +4 +5 +2 Key Driveway Trips: XX (XX) Pass-By Project Trips Net New Project Trips +4 +3 +3 +7 ---PAGE BREAK--- Redmond City Center Transportation Amendment for the Lofts Option - 8 - December 12, 2016 3.1. Off-Site Intersections The City of Redmond requested that off-site intersections that were estimated to operate at LOS E or F conditions with the approved project be evaluated with the Lofts Option. To be conservative, each inter- section that was estimated to operate at LOS D or below was evaluated. Table 6 shows these level of service results at the selected intersections. The levels of service results for the Lofts Option are similar to the results documented in the Transportation Technical Report for the approved project. The additional trips associated with this option would not change any of the level of service results at the off- site intersections. The NE 79th Street/166th Avenue NE (#16) and Westlake Sammamish Parkway/SR 520/Leary Way NE (#19) intersections are shown to operate at LOS F. As documented in the Transportation Technical Report, these intersections are estimated to operate at this level by 2020 without the proposed project developed. The City has indicated possible improvements to the NE 79th Street/166th Avenue NE (#16) intersection, and the level of service with these improvements completed are shown. If the City makes these improvements, the recommendation is still valid that the proponent contributes a pro-rata share towards the improvements. The proposed project is estimated to add through trips and right-turning trips to the Westlake Sammamish Parkway/SR 520/Leary Way NE (#19) intersection. These added trips would not adversely impact operations at this location. No additional off-site mitigation is recommended with the Lofts Option compared to the approved project. 3.2. Site Access Level of service for the site access driveway is shown in Table 6. Both the site access exit right-turn movement (northbound approach), and the eastern Village Square driveway (southbound approach) show a reduction in operations compared to the approved project. These results do not take into account the required 30% reduction in office trips associated with the project’s approved Transportation Management Plan. Since the TMP has been approved and would apply to the office component of the project it is appropriate to apply this reduction to evaluate its effect. Figure 3 shows the net new additional PM peak hour Lofts Option project trips with the approved 30% reduction applied. A level of service evaluation with the TMP application was completed at the site access intersection for both the approved project and the Lofts Option; results are shown in Table 6. With the Lofts Option and TMP, northbound right turns exiting the driveway are expected to operate at LOS F with about 62 seconds of delay per vehicle. This operation does not account for gaps that may be created by the up- stream traffic signals that should improve the ability to make right turns. The analysis does show that the project could increase delay for the driveway on the opposite side of the street (southbound approach). However, there are fewer than 10 trips expected to use the southbound driveway during this peak time, and drivers have the option to use that site’s western driveway as an alternative access point. ---PAGE BREAK--- 12.12.16 REDMOND CITY CENTER SITE N NE 85th St 158th Ave NE Avondale Way 79th St-170th Ave Redmond Wy Bear Creek Pkwy 9 8 7 6 5 4 3 2 NE 85th St 154th Ave NE 1 10 12 14 NE 85th St 160th Ave NE NE 85th St 161st Ave NE NE 85th St 164th Ave (SR 202) NE 85th St 166th Ave NE NE 83rd St 161st Ave NE NE 83rd St 166th Ave NE 1 2 3 4 7 9 10 11 12 17 18 15 16 13 14 19 5 6 8 15 13 11 18 19 17 16 Redmond Way 160th-Cleveland St Redmond Way 161st Ave NE Cleveland St 161st Ave NE Redmond Wy 164th Ave NE NE 80th St 166th Ave NE NE 79th St 166th Ave NE Cleveland (SR 202) 164th (SR 202) W Lk Samm Pkwy Leary Way NE Union-Hill Rd Avondale Way NE Figure 3 Net New Additional Lofts Option (with TMP) Project Trips PM Peak Hour +10 +10 +1 +10 +2 +2 +1 +2 +8 +2 +1 +4 +1 +1 +4 +1 +1 +4 +5 +3 +2 +2 +3 +8 +2 +2 +1 +4 +1 +1 +4 +4 +1 +5 +2 +2 +3 (+10) +8 +16 +43 Key Driveway Trips: XX (XX) Pass-By Project Trips Net New Project Trips ---PAGE BREAK--- Redmond City Center Transportation Amendment for the Lofts Option - 10 - December 12, 2016 Table 6. Level of Service Comparisons – Future With-Project (2020) PM Peak Hour PM Peak Hour Conditions Approved Project Lofts Option ID Intersection LOS 1 Delay 2 LOS Delay 1 NE 85th Street / 154th Avenue NE C 28.7 2 NE 85th Street / 158th Ave NE A 8.7 3 NE 85th Street / 160th Avenue NE C 23.1 4 NE 85th Street / 161st Avenue NE B 19.5 5 NE 85th Street / 164th Avenue NE (SR 202) D 36.2 D 38.9 6 NE 85th Street / 166th Avenue NE C 22.9 7 NE 83rd Street / 161st Avenue NE B 18.5 8 NE 83rd Street / 166th Avenue NE B 19.7 9 Redmond Way / Bear Creek Parkway C 20.9 10 Redmond Way / 160th Avenue NE / Cleveland Street D 41.4 D 41.4 11 Redmond Way / 161st Avenue NE B 19.6 12 Cleveland Street / 161st Avenue NE B 18.3 13 Redmond Way / 164th Avenue NE C 30.1 14 Cleveland Street (SR 202) / 164th Avenue NE C 21.3 15 NE 80th Street / 166th Avenue NE B 18.3 16 NE 79th Street / 166th Avenue NE 3 - Eastbound Approach - Westbound Approach F (B)4 F (C)4 >200 (11.0)4 >200 (21.5)4 F (B)4 F (C)4 >200 (10.2)4 >200 (21.9)4 17 Avondale Way / NE 79th Street D 38.0 D 38.1 18 Avondale Way / Union Hill Road C 23.4 19 W Lake Sammamish Pkwy / SR 520 / Leary Way NE F 85.0 F 84.5 NE 85th Street / Site Dwy / Village Square Dwy 5 - Eastbound Approach - Westbound Approach - Northbound Approach - Southbound Approach A (A)6 B F E 7.8 (7.8)6 10.8 (10.8) 54.1 (43.9) 41.0 (29.9) A (A)6 B F F 7.8 (7.8)6 11.1 (11.0) 78.7 (62.4) >200 (59.9) Source: Heffron Transportation, Inc., December 2016. 1. Level of service. 2. Average seconds of delay per vehicle. 3. Unsignalized intersection (stop controlled on eastbound and westbound approaches.) 4. Level of service shown for existing configuration (and possible re-configuration with eastbound and westbound approaches restricted to right-turn only movements.) 5 Unsignalized location. Proposed site driveway with right-turns on allowed out of the site driveway during peak times. 6. - Level of service shown with TMP applied to office component of project to site access intersection. ---PAGE BREAK--- Redmond City Center Transportation Amendment for the Lofts Option - 11 - December 12, 2016 4. Parking Supply and Demand Comparisons The Transportation Technical Report documented that the approved project would provide 362 parking spaces (335 standard spaces plus 27 tandem spaces), with a total supply capacity for 389 vehicles in three parking levels. As the plans for the development have progressed, the approved project has increased the parking supply to 369 spaces (342 standard spaces plus 27 tandem spaces), a capacity for 396 vehicles. Currently, the project is in the process of pursuing the addition of 40 more standard spaces in the lower parking level. This would increase the capacity for 436 vehicles (382 standard spaces plus 27 tandem spaces). Using the same methodology as was used in the Transportation Technical Report and the Alternative Minimum Parking Requirement6 memo; the peak parking demand for the Lofts Options was estimated. As with the approved proposal, the Lofts Option includes residential units, a grocery store, general retail, and office space. These types of uses can share parking during the day. The Lofts Option is estimated to have an overnight peak parking demand of 277 vehicles (250 non-reserved spaces and 27 reserved spaces to be used). The daytime peak parking demand includes the demand for the office component that would need to be decreased by 30% through a Transportation Management Plan (TMP) compared to an average office. Programs would be implemented that encourage office employees to commute using transit, walking and biking as modes of travel. The estimated shared peak parking demand for the entire site would likely occur at 10:00 A.M. with 361 vehicles, which coincides with the peak demand for the office use. The office peak at this time is estimated to be 197 vehicles, the grocer and retail combined would demand for 62 vehicles, and the residential demand would be 102 vehicles for the shared spaces as shown on Figure 4. The addition of the 27 reserved spaces equates to 388 spaces used during the peak time. Per the City’s request, a 15% buffer is to be applied to the grocery and retail uses during the peak times, which would include an additional nine spaces for a total 370 non-reserved and 27 reserved spaces required. The proposed parking supply (382 non-reserved spaces and 27 reserved spaces) would accommodate the parking demand for the Lofts Option. 6 Heffron Transportation, Inc., September 30, 2016. ---PAGE BREAK--- Redmond City Center Transportation Amendment for the Lofts Option - 12 - December 12, 2016 Figure 4. Cumulative Parking Demand for Lofts Option – Shared Uses Only Source: Estimated using Right-Size Parking Rate for residential use plus ITE parking rates for grocery store and office (with 30% adjustment for TMP and 27 reserved tandem spaces). 5. Transportation Concurrency The City of Redmond requires new development to apply for a Certificate of Concurrency. The applica- tion for the approved project was prepared according to the City of Redmond guidelines using the ap- propriate land uses and mobility unit rates supplied (based on number of units and building sizes, not by number of trips) by the City of Redmond. That project resulted in 1,023 mobility units that were to be used in the concurrency evaluation. Preliminary estimates show that the Lofts Option would result 1,151 mobility units. The Concurrency Application for the Redmond City Center would need to be revised if the Lofts Option were pursued. 6. Traffic Impact Fees The City of Redmond’s adopted Transportation Impact Fees through the Redmond Municipal Code7 3.10.100 (updated and effective January 1, 2015) were used to calculate the Redmond City Center fee. The estimate for the approved project within the Downtown zone was $2,281,400. This information was documented in the Transportation Technical Report. The City’s rates were updated on January 1, 2016, and depending on the timing of the development’s schedule; these fees could change again. As a comparison, the new fees were calculated for the approved project as shown Table 7. The preliminary fees for the Lofts Option are presented in Table 8. 7 City of Redmond, passed September 15, 2015. ---PAGE BREAK--- Redmond City Center Transportation Amendment for the Lofts Option - 13 - December 12, 2016 Table 7. Traffic Impact Fee Estimate Update – Approved Project Land Use # Units/SF a Rate b Impact Fee Proposed Multi-Family 249 units $3,261.22/unit $812,040 Proposed Office 100,830 sf $13.27/sf $1,338,010 Proposed Supermarket 21,820 sf $32.09/sf $700,200 Proposed Retail 2,485 sf $14.87/sf $36,950 (Removed Post Office) (12,910 sf) c ($37.98/sf) ($490,320) Total Fee $2,396,880 a. Square feet b. City of Redmond Municipal Code. Rates effective January 1, 2016. c. This value represents the building square footage only as a conservative estimate. The actual usable square footage of the specialized areas may also apply. Table 8. Traffic Impact Fee Estimate – Lofts Option Land Use # Units/SF a Rate b Impact Fee Proposed Multi-Family 303 units $3,261.22/unit $988,150 Proposed Office 101,500 sf $13.27/sf $1,346,910 Proposed Supermarket 21,820 sf $32.09/sf $700,200 Proposed Retail 10,480 sf $14.87/sf $155,840 (Removed Post Office) (12,910 sf) c ($37.98/sf) ($490,320) Total Fee $2,700,780 a. Square feet b. City of Redmond Municipal Code. Rates effective January 1, 2016. c. This value represents the building square footage only as a conservative estimate. The actual usable square footage of the specialized areas may also apply. 7. Off-Site Mitigation Based on the Transportation Technical Report analysis, no off-site improvements are needed as a result of the proposed Redmond City Center project. However, it was identified that if the City determines the need to restrict left-turns and through movements from the eastbound and westbound approaches at the NE 79th Street/166th Avenue NE (#16) intersection, then a pro-rata share for all pipeline projects in the area could be applied. The approved Redmond City Center project would add 38 project trips to this location, which would represent 2.2% of the estimated 2020 PM peak hour traffic volumes (without the turning restrictions).The Lofts Option project trips would represent 2.5% of the estimated 2020 PM peak hour trips, assuming the TMP reduction in office trips. ---PAGE BREAK--- Redmond City Center Transportation Amendment for the Lofts Option - 14 - December 12, 2016 8. Summary Compared to the Redmond City Center’s approved project program, the Lofts Option would have the following transportation-related impacts: The Lofts Option is estimated to generate more AM and more PM peak hour trips compared to the approved project. However, it should be noted, the approved project and the Lofts Option would include a Transportation Management Plan that requires efforts to reduce the office vehicle trip generation by 30%. With this reduction applied, the Lofts Option would generate about the same number of net primary trips during the AM peak hour and 27 more net primary trips during the PM peak hour compared to the number of trips evaluated for the approved project in the Transportation Technical Report. As a comparison of both options with the TMP applied; the Lofts Option is estimated to generate 28 more new primary trips during the AM peak hour and 54 more new primary trips during the PM peak hour. A comparison of the approved project’s net trip generation to the Lofts Options is shown in Table 9. The additional trips would not change any of the off-site operational results that were presented in the Transportation Technical Report. No additional off-site mitigation would be needed. The pro-rata share contribution for the NE 79th Street/166th Avenue NE (#16) intersection would increase to 2.5%. The on-site driveway is expected to operate with some additional delay with the Lofts Option compared to the approved project. The on-site parking supply of 409 spaces (a capacity for 436 vehicles) would accommodate the parking demand for the Lofts Option. The traffic impact fees would need to be recalculated for the Lofts Option. Based on the current rate, the traffic impact fee is estimated to be about $2.7 million. The City’s Concurrency Application would need to be updated for the Lofts Option with about 128 more mobility units than what was evaluated under the approved project. ---PAGE BREAK--- Redmond City Center Transportation Amendment for the Lofts Option - 15 - December 12, 2016 Table 9. Net Trip Generation Comparison – Approved Project and Lofts Option Project Component and Daily AM Peak Hour Trips PM Peak Hour Trips Type of Trip Trips In Out Total In Out Total Approved Project without TMP Primary Trips 2,050 145 83 228 91 156 247 Pass-by Trips 590 10 10 20 32 32 64 Total Net Trips 2,640 155 93 248 123 188 311 Approved Project w/TMP Primary Trips 1,880 120 81 201 87 133 220 Pass-by Trips 590 10 10 20 32 32 64 Total Net Trips 2,470 130 91 221 119 165 284 Lofts Option without TMP Primary Trips 2,490 153 104 257 120 181 301 Pass-by Trips 670 12 12 24 42 42 84 Total Net Trips 3,160 165 116 281 162 223 385 Lofts Option w/TMP Primary Trips 2,320 128 101 229 115 159 274 Pass-by Trips 670 12 12 24 42 42 84 Total Net Trips 2.990 140 113 253 157 201 358 Source: Heffron Transportation, Inc., December 2016. Estimated using procedures in the ITE Trip Generation Handbook, 2014; Pass-by rates from Supermarket LUC 850 - (Table F.13) and Shopping Center LUC 820 – (Table F.9). Attachment 1: Peak Demand and Proposed Parking Supply – Weekday (10:00 A.M.) for Approved Project ---PAGE BREAK--- Redmond City Center 16 December 12, 2016 Attachment 1. Peak Demand and Proposed Parking Supply – Weekday (10:00 A.M.) for Approved Project Land Use Current Proposal Peak Parking Demand Rate by Use (Peak Times Vary) Percent of Peak at 10:00 A.M. Peak Demand (at 10:00 A.M.) Resulting Parking Demand Rate (at 10:00 A.M.) Buffer Parking Supply per Land Use Office 100,830 sf 2.77 spaces/1,000 sf 100% 196 vehicles 1.94 vehicle/1,000 sf 1 (includes 30% reduction) 0 spaces 196 spaces Residential Non-reserved (Reserved) 2 222 units (27 units) 0.88 spaces/unit (1.0 space/unit) 41% (100%) 80 vehicles + (27 tandem) 0.36 vehicle/unit 3 (1.0 vehicle/unit - reserved) 0 spaces (0 spaces) 80 spaces + (27 tandem) Retail Supermarket Gen. Retail 21,822 sf 2,484 sf 3.78 spaces/1,000 sf 2.55 spaces/1,000 sf 53% 68% 44 vehicles 4 vehicles 2.02 spaces/1,000 sf 1.61 spaces/1,000 sf 9 spaces 4 2 spaces 4 53 spaces 6 spaces Total 324 vehicles + (27) tandem) 11 spaces + (0 tandem) 335 spaces + (27 tandem) Heffron Transportation, Inc. September 2015. 1. If the office square footage changes substantially, then the peak time may no longer be 10:00 A.M. and the parking demand evaluation will need to be revised for the site. 2. Tandem spaces are reserved and not shared so the demand equals the supply. 3. If the ratio of reserved to non-reserved spaces changes under future project programs, these rates will need to be adjusted. 4. Two additional spaces have been added to the supermarket buffer and one space has been added to the general retail supply, representing a 21% buffer to the overall retail peak demand. ---PAGE BREAK--- 6544 NE 61st Street, Seattle, WA 98115 Phone: (206) 523-3939 Fax: (206) 523-4949 REDMOND CITY CENTER COMPENDIUM OF TRAFFIC AND PARKING INFORMATION RESIDENTIAL OPTION A detailed analysis has been completed for the Lofts Option to the Redmond City Center project. This analysis is presented in the memorandum Redmond City Center – Transportation Amendment for the Lofts Option (Heffron Transportation, Inc. December 12, 2016). A feasibility analysis was also completed for an All Residential Option and the related information is provided within this document. Overall the All Residential Option would generate fewer trips and have less impact than the evaluated Lofts Option. No additional on-site or off-site mitigation would be required for the All Residential Option beyond what was presented in the approved Transportation Technical Report for Redmond City Center (Heffron Transportation, Inc. December 15, 2015). If the All Residential Option is pursued instead of the approved project, the transportation concurrency, traffic impact fees, and any pro-rata share contributions will need to be revised. Project Program Table 1. Redmond City Center – Project Programs Type of Use Approved Program All Residential Option Residential (Multi-family) 249 units 409 units Supermarket 21,820 sf1 21,820 sf Retail 2,485 sf 10,480 sf Office 100,830 sf2 0 sf Parking Spaces 369 spaces3 409 spaces Standard spaces 342 spaces 382 spaces Tandem spaces 27 spaces 27 spaces Total Vehicle Capacity4 396 vehicles 436 vehicles Source: Jackson-Main Architects, November 2016. 1. Square feet = sf. 2. Office square footage is based on total gross square footage of 100,830 sf, (net square footage is 83,130 sf). 3. Transportation Technical Report included 362 spaces with 27 tandem spaces, for a total capacity for 389 vehicles. Since that time the proposed parking has been revised as shown. 4. Assumes that each tandem parking space can accommodate two vehicles. ---PAGE BREAK--- Redmond City Center Compendium of Traffic and Parking Information – All Residential Option - 2 - December 12, 2016 Trip Generation Table 2. Estimated Vehicle Trips by Proposed Redmond City Center – All-Residential Option Assumed Daily Vehicle AM Peak Hour Vehicle Trips PM Peak Hour Vehicle Trips Land Use Size Trips In Out Total In Out Total Office 0 sf 0 0 0 0 0 0 0 Retail 10,480 sf 290 6 2 8 53 49 102 Supermarket 21,820 sf 1,760 41 25 66 85 66 151 Apartment 409 units 2,260 42 169 211 120 71 191 Total 4,310 89 196 285 258 186 444 Source: Heffron Transportation, Inc. December 2016. Estimated using procedures documented in the Transportation Technical Report for Redmond City Center, Heffron Transportation, Inc., December 15, 2015. Table 3. Net Change in Trip Components – All-Residential Option Project Component and Daily AM Peak Hour Trips PM Peak Hour Trips Type of Trip Trips In Out Total In Out Total Proposed Project Primary Trips 3,580 76 183 259 214 142 356 Pass-by Trips 730 13 13 26 44 44 88 Total 4,310 89 196 285 258 186 444 Existing Use Primary Trips -1,190 -47 -44 -91 -63 -60 -123 Total Net Trips Primary Trips 2,390 29 139 168 151 82 233 Pass-by Trips 730 13 13 26 44 44 88 Total 3,120 42 152 194 195 126 321 Source: Heffron Transportation, Inc., December 2016. Estimated using procedures in the ITE Trip Generation Handbook, 2014; Pass-by rates from Supermarket LUC 850 - (Table F.13) and Shopping Center LUC 820 – (Table F.9). ---PAGE BREAK--- Redmond City Center Compendium of Traffic and Parking Information – All Residential Option - 3 - December 12, 2016 Table 4. Net Trip Generation Comparison – Approved Project and All-Residential Option Project Component and Daily AM Peak Hour Trips PM Peak Hour Trips Type of Trip Trips In Out Total In Out Total Approved Project without TMP Primary Trips 2,050 145 83 228 91 156 247 Pass-by Trips 590 10 10 20 32 32 64 Total Net Trips 2,640 155 93 248 123 188 311 Approved Project w/TMP Primary Trips 1,880 120 81 201 87 133 220 Pass-by Trips 590 10 10 20 32 32 64 Total Net Trips 2,470 130 91 221 119 165 284 All-Residential Option Primary Trips 2,390 29 139 168 151 82 223 Pass-by Trips 730 13 13 26 44 44 88 Total Net Trips 3,120 42 152 194 195 126 321 Source: Heffron Transportation, Inc., December 2016. Estimated using procedures in the ITE Trip Generation Handbook, 2014; Pass-by rates from Supermarket LUC 850 - (Table F.13) and Shopping Center LUC 820 – (Table F.9). ---PAGE BREAK--- Redmond City Center Compendium of Traffic and Parking Information – All Residential Option - 4 - December 12, 2016 Traffic Operations Table 5. Level of Service Comparisons – Future With-Project (2020) PM Peak Hour PM Peak Hour Conditions Approved Project All Residential Option ID Intersection LOS 1 Delay 2 LOS Delay 1 NE 85th Street / 154th Avenue NE C 28.7 2 NE 85th Street / 158th Ave NE A 8.7 3 NE 85th Street / 160th Avenue NE C 23.1 4 NE 85th Street / 161st Avenue NE B 19.5 5 NE 85th Street / 164th Avenue NE (SR 202) D 36.2 D 38.3 6 NE 85th Street / 166th Avenue NE C 22.9 7 NE 83rd Street / 161st Avenue NE B 18.5 8 NE 83rd Street / 166th Avenue NE B 19.7 9 Redmond Way / Bear Creek Parkway C 20.9 10 Redmond Way / 160th Avenue NE / Cleveland Street D 41.4 D 41.4 11 Redmond Way / 161st Avenue NE B 19.6 12 Cleveland Street / 161st Avenue NE B 18.3 13 Redmond Way / 164th Avenue NE C 30.1 14 Cleveland Street (SR 202) / 164th Avenue NE C 21.3 15 NE 80th Street / 166th Avenue NE B 18.3 16 NE 79th Street / 166th Avenue NE 3 - Eastbound Approach - Westbound Approach F (B)4 F (C)4 >200 (11.0)4 >200 (21.5)4 F (B)4 F (C)4 >200 (10.2)4 >200 (22.3)4 17 Avondale Way / NE 79th Street D 38.0 D 37.6 18 Avondale Way / Union Hill Road C 23.4 19 W Lake Sammamish Pkwy / SR 520 / Leary Way NE F 85.0 F 84.6 NE 85th Street / Site Dwy / Village Square Dwy 5 - Eastbound Approach - Westbound Approach - Northbound Approach - Southbound Approach A (A)6 B F E 7.8 (7.8)6 10.8 (10.8) 54.1 (43.9) 41.0 (29.9) A B D D 8.7 11.3 34.8 25.3 Source: Heffron Transportation, Inc., December 2016. 1. Level of service. 2. Average seconds of delay per vehicle. 3. Unsignalized intersection (stop controlled on eastbound and westbound approaches.) 4. Level of service shown for existing configuration (and possible re-configuration with eastbound and westbound approaches restricted to right-turn only movements.) 5 Unsignalized location. Proposed site driveway with right-turns on allowed out of the site driveway during peak times. 6. – Level of service shown with TMP applied to the office component of the project for site access intersection. ---PAGE BREAK--- Redmond City Center Compendium of Traffic and Parking Information – All Residential Option - 5 - December 12, 2016 Parking Supply and Demand Figure 1. Cumulative Parking Demand for the All-Residential Option –Shared Uses Only Source: Estimated using Right-Size Parking Rate for residential use plus ITE parking rates for grocery and retail. Transportation Concurrency Table 6. Transportation Concurrency Estimate – All Residential Option Land Use # Units/SF a Mobility Unit Rate b Mobility Unit Demand Proposed Multi-Family 409 units 1.39/unit 569 Proposed Office 0 sf 5.66/1,000 sf 0 Proposed Supermarket 21,820 sf 13.68/1,000 sf 299 Proposed Retail 10,480 sf 6.34/1,000 sf 66 (Removed Post Office) (12,910 sf) c 16.19/1,000 sf (209) Net New Mobility Unit Demand 725 a. Square feet b. City of Redmond Mobility Unit Rate per unit or 1,000 sf. Values for Downtown Urban Center. ---PAGE BREAK--- Redmond City Center Compendium of Traffic and Parking Information – All Residential Option - 6 - December 12, 2016 Traffic Impact Fee Table 7. Traffic Impact Fee Estimate – All-Residential Option Land Use # Units/SF a Rate b Impact Fee Proposed Multi-Family 409 units $3,261.22/unit $1,333,840 Proposed Office 0 sf $15.45/sf $0 Proposed Supermarket 21,820 sf $32.09/sf $700,200 Proposed Retail 10,480 sf $14.87/sf $155,840 (Removed Post Office) (12,910 sf) c ($37.98/sf) ($490,320) Total Fee $1,699,560 a. Square feet b. City of Redmond Municipal Code. Rates effective January 1, 2016. c. This value represents the building square footage only as a conservative estimate. The actual usable square footage of the specialized areas may also apply.