Document Redmond_doc_452895b89b

Transportation Impact Analysis REDMOND WAY FLATS Prepared for: Boxspring Redmond, LLC July 2018 Prepared by: 12131 113th Avenue NE, Suite 203 Kirkland, WA 98034 Phone: [PHONE REDACTED] Fax: [PHONE REDACTED] www.transpogroup.com 1.17539.00 © 2018 Transpo Group ---PAGE BREAK--- Transportation Impact Analysis Redmond Way Flats July 2018 i Table of Contents Introduction 1 Project Description 1 Study Scope 1 Existing & Future Without-Project Conditions 4 Street System 4 Transit Service 4 Non-Motorized Facilities 5 Traffic Volumes 5 Traffic Operations 9 Traffic Safety 9 Project Impacts 11 Trip Generation 11 Trip Distribution & Assignment 11 Traffic Volume Impact 13 Traffic Operations Impact 13 Site Access Evaluation 15 Signal Warrants 15 Parking 15 Safe-Walk Analysis 16 Mitigation 17 Findings and Recommendations 18 Appendix Appendix A: Traffic Counts Appendix B: LOS Definitions Appendix C: LOS Worksheets Appendix D: Sight Distance Triangles Appendix E: Signal Warrants Figures Figure 1. Site Vicinity & Study Intersections 2 Figure 2. Preliminary Site Plan 3 Figure 3. Existing (2018) Weekday PM Peak Hour Traffic Volumes 7 Figure 4. Future (2021) Without-Project Weekday PM Peak Hour Traffic Volumes 8 Figure 5. Weekday PM Peak Hour Trip Distribution & Assignment 12 Figure 6. Future (2021) With-Project Weekday PM Peak Hour Traffic Volumes 14 Tables Table 1. Existing and Future Weekday PM Peak Hour Intersection LOS Summary 9 Table 2. Three-Year Collision Summary – 2015 to 2017 10 Table 3. Estimated Weekday Vehicle Trip Generation1 11 Table 4. Traffic Volume Impacts at Study Intersections 13 Table 5. Future Weekday PM Peak Hour Intersection LOS Summary 13 Table 6. Code Required Parking 15 Table 7. Estimate of Transportation Impact Fee 17 ---PAGE BREAK--- Transportation Impact Analysis Redmond Way Flats July 2018 1 Introduction This transportation impact analysis (TIA) identifies potential transportation-related impacts associated with the construction of a mixed-use project located on the northwest corner of the Redmond Way/168th Avenue NE intersection in Redmond, Washington. As necessary, mitigation measures are identified that would reduce or offset significant transportation related impacts that the project may have on the surrounding transportation system. Project Description The proposed project is located at 16760 Redmond Way. The proposed project would include the development of approximately 102 apartment units1 and 2,100 square feet of retail. Figure 1 illustrates the site vicinity and surrounding streets. Access to the site is proposed via 168th Avenue NE. Figure 2 illustrates the preliminary site plan. It is anticipated the development would be constructed and occupied by 2021. With development of the proposed project, the existing approximately 3,400 sf retail building would be demolished. The proposed project would provide 101 parking stalls within an onsite parking garage. Of the proposed supply, 94 stalls are reserved for residential use, while the remaining 7 are for the retail use. Access to the project site would be provided via a single driveway on 168th Avenue NE. Study Scope As directed by City of Redmond staff and based on the anticipated vehicular impacts of the proposed project, the following intersections were selected for analysis: 1. NE 79th Street/168th Avenue NE 2. Redmond Way/168th Avenue NE In addition, the site access driveway along 168th Avenue NE was evaluated under with- project conditions. The scope of the analysis included a review of existing and future without-project conditions in the vicinity of the project site under weekday PM peak hour conditions. This report includes a review of the surrounding roadway network, transit service, non-motorized facilities, existing and future without-project weekday PM peak hour traffic volumes, traffic operations, and traffic safety. Future (2021) with-project conditions were estimated by adding site-generated traffic to future without-project volumes. The project’s impacts on the surrounding transportation system were identified by comparing the future with-project conditions to the future without-project conditions. 1 58 Studios, 29 one-bedroom, and 15 two-bedroom apartments ---PAGE BREAK--- Site Vicinity & Study Intersections Redmond Way Flats FIGURE 1 May 17, 2018 - 7:46am jonathans M:\17\1.17539.00 - Redmond Way Flats\Graphics\Graphics_17539.dwg Layout: Site Vicinity Site NE 79TH ST REDMOND WAY CLEVELAND ST 166TH AVE NE 168TH AVE NE AVONDALE WAY 1 2 3 X X Study Intersection Site Access LEGEND Anderson Park ---PAGE BREAK--- DN UP DN UP UP DN PARKING 9,291 SF 555 SF BIKE LOUNGE 201 SF RISER 928 SF COMMERCIAL TRASH 505 SF LOBBY 961 SF CIRCULATION 465 SF 388 SF GENERATOR 365 SF TRANSFORMER MEP 30 SF CIRCULATION 512 SF 0B LOFT 609 SF 0B LOFT 609 SF 0B LOFT 609 SF CIRCULATION 291 SF 1,174 SF COMMERCIAL STANDARD CAR MATRIX S CAR MATRIX S CAR MATRIX S CAR MATRIX S STANDARD CAR MATRIX S CAR MATRIX S STANDARD STANDARD CAR MATRIX S CAR MATRIX S CAR MATRIX S CAR MATRIX S CAR MATRIX S CAR MATRIX S STANDARD COMPACT COMPACT COMPACT 882 SF ELEC 141 SF MPOE AMENITY 505 SF Preliminary Site Plan Redmond Way Flats FIGURE 2 May 22, 2018 - 8:16am jonathans M:\17\1.17539.00 - Redmond Way Flats\Graphics\Graphics_17539.dwg Layout: Site Plan 168TH AVE NE REDMOND WAY ---PAGE BREAK--- Transportation Impact Analysis Redmond Way Flats July 2018 4 Existing & Future Without-Project Conditions This section describes both existing (2018) and future (2021) without-project conditions within the vicinity of the proposed project. Study area characteristics are summarized for the surrounding roadway network, transit service, non-motorized facilities, existing and future without-project weekday PM peak hour traffic volumes, traffic operations, and traffic safety. Street System The following sections describe the existing street network within the vicinity of the proposed project and anticipated changes resulting from planned improvements. Existing Characteristics of the existing street system in the proposed project vicinity are shown below. Redmond Way is classified as a principal arterial by the city of Redmond. It is a five-lane road in the vicinity of the project, with sidewalks provided along both sides of the roadway. Parking is available along parts of the roadway, and no bicycle facilities are provided. 168th Avenue NE is classified as a connector road by the city of Redmond. It is a two-lane road in the vicinity of the project, with sidewalks provided along both sides of the roadway. Parking is available along both sides of the roadway, and no bicycle facilities are provided. NE 79th Street is classified as a collector arterial by the city of Redmond. It is a two to three- lane road in the vicinity of the project, with sidewalks provided along both sides of the roadway. Parking is available along both sides of the roadway, and sharrows are provided for cyclists. Planned Improvements Based on a review of the City of Redmond 2018 – 2023 Transportation Improvement Plan (TIP), one planned improvement is anticipated to take place in the project area. The planned improvement would construct a second westbound lane along Redmond Way from 168th Avenue NE to 164th Avenue NE. This lane would transition to a right turn lane at the 164th Avenue and Redmond Way intersection. Transit Service The nearest bus stops to the proposed development are located on the north and south sides of Avondale Way, less than 500 feet, or a 2 to 3-minute walk, east of the project site. Bus transit service in the study area is provided by King County Metro Transit and Sound Transit. The following transit routes operate within the project vicinity. Route 224 operates between Duvall and the Redmond Transit Center. Service is provided on a on weekdays with headways of approximately 90 minutes. Route 232 operates between Redmond, Bellevue, and Duvall. Service is provided on weekdays during the AM and PM peak hours only with headways of approximately 30 to 60 minutes or less during peak travel times. Route 248 operates between Kirkland and Avondale. Service is provided daily with headways of approximately 30 minutes daily and during peak periods. Route 545 operates between Redmond and Downtown Seattle with stops at the Redmond Transit Center within the project vicinity. Service is provided daily with headways of ---PAGE BREAK--- Transportation Impact Analysis Redmond Way Flats July 2018 5 approximately 7 minutes during the AM and PM peak hours, and 15 minutes during off peak hours. Planned Improvements The Sound Transit Link Light Rail is planned to expand into Redmond, opening in 2024, with a station planned near the 166th Avenue NE/Cleveland Street intersection; approximately a 5-minute walk from the project site. Service has yet to be determined but the current Link Light Rail line runs from 5:45 a.m. to 12:15 a.m. with peak hour headways of approximately 6 minutes. It is anticipated that existing transit service will be redistributed to accommodate the development of the light rail. Non-Motorized Facilities The following sections summarize existing non-motorized facilities within the study area. Pedestrian The study area contains a sidewalk network with sidewalks provided along all of the study area roads in the project vicinity. All intersections in the project vicinity are controlled by traffic signals or two-way stop control with full or partial pedestrian crosswalks provided at all study intersections. Based on a review of the City of Redmond 2018 – 2023 Transportation Improvement Plan (TIP), no specific pedestrian related improvements were identified within the study area. Bicycle The Redmond Central Connector is located within a quarter-mile of the site and provides connections to the nearby Bear Creek and Sammamish River Trails. Within the study area, sharrows are provided along NE 79th Street. Based on a review of the City of Redmond 2018 – 2023 Transportation Improvement Plan (TIP), no specific bicycle related improvements were identified within the study area. Traffic Volumes The following sections summarize existing traffic volumes and forecast future (2021) without- project traffic volumes within the study area. Existing Traffic counts were collected at each study intersection in April 2018. Figure 3 illustrates the existing weekday PM peak hour traffic volumes at the study intersections. Volumes are rounded to the nearest 5 vehicles because traffic volumes tend fluctuate daily. Detail traffic counts are provided in Appendix A. Future Without-Project Future (2021) without-project weekday PM peak hour traffic volumes were estimated by growing existing traffic volumes by two percent per year to 2021 conditions. This growth rate is consistent with other projects completed in the City. In addition to background growth as directed by the City, traffic from 11 pipeline projects were also included in the future without- project volume forecasts. The pipeline projects identified include: • 162 Ten 80th Street: 96 residential apartment units and 730 sq. ft. for a small cafe • Alexan Central Park Apartments: a mid-rise structure with 195 multifamily units including four live-work units, and 4,100 sq. ft. of retail space ---PAGE BREAK--- Transportation Impact Analysis Redmond Way Flats July 2018 6 • Anderson Park Hotel: a hotel with 177 rooms and 1,812 sq. ft. of retail space • Archer Hotel: a 160-room hotel • Bear Creek Mixed-Used: 190 apartment units and 3 live/work units • Blackbird Multifamily: 155 multifamily units and 3,000 sq. ft. retail space • Heron Flats & Lofts: 95 residential apartments • Ravello Apartments: 102 multifamily units and up to 900 sq. ft. of commercial space • Redmond Town Center Apartments: 6-story multiuse building with approximately 286 residential apartments and 9,100 sq. ft. of ground-level retail • Redmond Triangle: 194 multifamily units and up to 6,100 sq. ft. of street level commercial space • Station House Lofts: 197 multifamily units Figure 4 illustrates the future (2021) without-project weekday PM peak hour traffic volumes. ---PAGE BREAK--- Existing (2018) Weekday PM Peak Hour Traffic Volumes Redmond Way Flats FIGURE 3 May 17, 2018 - 7:47am jonathans M:\17\1.17539.00 - Redmond Way Flats\Graphics\Graphics_17539.dwg Layout: Existing Vols Site NE 79TH ST REDMOND WAY CLEVELAND ST 166TH AVE NE 168TH AVE NE AVONDALE WAY 1 2 168TH AVE NE NE 79TH ST 5 575 10 15 15 90 5 385 30 50 15 5 20 830 5 5 25 435 170 740 15 10 5 10 168TH AVE NE REDMOND WAY 1 2 X Study Intersection X Weekday PM Peak Hour Traffic Volumes LEGEND Anderson Park ---PAGE BREAK--- Future (2021) Without-Project Weekday PM Peak Hour Traffic Redmond Way Flats FIGURE 4 May 17, 2018 - 7:47am jonathans M:\17\1.17539.00 - Redmond Way Flats\Graphics\Graphics_17539.dwg Layout: Baseline Vols Site NE 79TH ST REDMOND WAY CLEVELAND ST 166TH AVE NE 168TH AVE NE AVONDALE WAY 1 2 168TH AVE NE NE 79TH ST 5 610 25 15 15 95 5 410 30 55 15 5 20 905 5 5 25 470 185 840 15 15 5 20 168TH AVE NE REDMOND WAY 1 2 Anderson Park X Study Intersection X Weekday PM Peak Hour Traffic Volumes LEGEND ---PAGE BREAK--- Transportation Impact Analysis Redmond Way Flats July 2018 9 Traffic Operations The operational characteristics of an intersection are determined by calculating the intersection level of service (LOS). For signalized locations, LOS is measured in average delay per vehicle and is reported for the intersections as a whole. At side-street stop- controlled intersections, LOS is measured in average delay per vehicle and is reported for the worst operating movement of the intersection. Traffic operations for an intersection can be described alphabetically with a range of levels of service (LOS A through with LOS A indicating free-flowing traffic and LOS F indicating extreme congestion and long vehicle delays. Appendix B contains a detailed explanation of LOS criteria and definitions. Weekday PM peak hour traffic operations for existing and future (2021) without-project conditions were evaluated at the study intersections using the software program based on the procedures identified in the Highway Capacity Manual (HCM, 2010). Pedestrian and bicycle volumes were taken into account when evaluating the operations of the intersections. Existing signal timing settings were used for existing conditions. As directed by the City, signal timing splits were optimized under future (2021) without-project conditions. Additionally, given the limited storage of the eastbound through-right lane at the 168th Avenue NE/Redmond Way intersection, the City has requested the intersection be evaluated with a reduced lane utilization factor. The lane utilization factor accounts for vehicles utilizing one lane more than the other. For this analysis it was assumed that 70 percent of eastbound vehicles are utilizing the inner lane and 30 percent utilizing the outer lane. This assumption resulted in a lane utilization factor of 0.72. This lane utilization factor was assumed for the existing and future (2021) conditions. Existing and forecast (2021) without-project weekday PM peak hour intersection operations are summarized in Table 1. Detailed LOS worksheets for each intersection analysis are included in Appendix C. Table 1. Existing and Future Weekday PM Peak Hour Intersection LOS Summary Existing 2021 Without-Project Intersection Traffic Control LOS1 Delay2 WM3 LOS Delay WM 1. NE 79th Street/168th Avenue NE TWSC F 182 SB F 310 SB 2. Redmond Way/168th Avenue NE Signalized C 22 - C 34 - Note: TWSC = two-way stop control 1. Level of Service (A – F) as defined by the Highway Capacity Manual (TRB, 2010) 2. Average delay per vehicle in seconds. 3. Worst movement (WM) reported for unsignalized intersections, NB = northbound As shown in Table 1, both study intersections are anticipated to operate the same level of service under existing and future (2021) without-project conditions. The NE 79th Street/168th Avenue intersection is expected experience an increase in average delay for the stop- controlled movements in excess of 200 seconds. Traffic Safety Recent collision records were reviewed within the study area to identify if any existing traffic safety issues exist at the study intersections. Collision data for the three most recent calendar years were provided by the Washington State Department of Transportation (WSDOT) (January 1, 2015 and December 31, 2017). The collision history within the study area is summarized in Table 2. ---PAGE BREAK--- Transportation Impact Analysis Redmond Way Flats July 2018 10 Table 2. Three-Year Collision Summary – 2015 to 2017 Location Number of Collisions Total Annual Average Collisions per MEV1 2015 2016 2017 Intersection 1. NE 79th Street/168th Avenue NE 1 1 1 3 1.00 0.23 2. Redmond Way/168th Avenue NE 1 1 3 5 1.67 0.20 Source: WSDOT May 2018 1. Million Entering Vehicles The collisions per million entering vehicles (MEV) is representative of the number of collisions per one million entering vehicles at each intersection. Intersections with a rate greater than 1.00 collision per MEV are typically considered for further investigation to determine whether an adverse condition exists. As shown in the table, all study intersections are below 1.00 collisions per MEV. The highest number of collisions at a study intersection occurred at Redmond Way/168th Avenue NE intersection and was most frequently the result of rear-end or angle collisions. All collisions at study intersections resulted in property damage only, no pedestrians or bicycles collisions were reported. ---PAGE BREAK--- Transportation Impact Analysis Redmond Way Flats July 2018 11 Project Impacts The following sections summarize the proposed project’s impacts on the surrounding street system. First, traffic volumes generated by the proposed project are estimated and then distributed and assigned to adjacent roadways within the study area. Next, project trips are added to future without-project traffic volumes and the potential impact to traffic operations, safety, transit, and non-motorized facilities are identified. Site-specific items are also discussed such as the traffic operations of the site’s access driveway and estimated on-site parking demand. Trip Generation Trip generation for the proposed mixed-use development is summarized in Table 3. Estimates for the project-generated vehicle trips were calculated using the regression equation for Mid-Rise Multifamily Housing (Land Use # 221) and the average rate for Retail (LU # 820) published by the Institute of Transportation Engineers (ITE) in Trip Generation (10th Edition, 2017). The retail land use was modeled as LU #820 Shopping Center because the Specialty Retail land use is no longer available in the ITE 10th edition trip generation manual, and provides a conservative analysis. As described previously, the proposed project would construct 102 residential units and 2,102 square feet of retail space. Table 3. Estimated Weekday Vehicle Trip Generation1 Land Use Size Daily Trips AM Peak-Hour Trips PM Peak-Hour Trips In Out Total In Out Total Proposed Use Multifamily Housing (Mid- Rise) 102 DU 554 9 26 35 27 18 45 Retail 2,102 sf 79 1 1 2 4 4 8 Less Pass-by - - - - 1 1 2 Subtotal 633 10 27 37 30 21 51 Existing Use Retail 3,400 sf 128 2 1 3 6 7 13 Less Pass-by - - - - 2 2 4 Subtotal 128 2 1 3 4 5 9 Net New Vehicle Trips 505 8 26 34 26 16 42 Notes: DU= dwelling unit, sf = square-feet 1. Trip generation based on ITE Trip Generation (10th Edition, 2017). As shown in Table 3, after accounting for the existing use on site, the proposed development is anticipated to generate approximately 505 net new weekday daily vehicle trips, with approximately 34 net new trips occurring during the AM peak hour and 42 during the PM peak hour. Trip Distribution & Assignment Weekday PM peak hour vehicular trips associated with the project were distributed to the roadway network based on data from the Census Bureau2 regarding where residents of Redmond, WA live and where they work. Trips generated by the project are assigned to the roadway network and are shown in Figure 5. 2 US Census Bureau data using the online tool: OntheMap. Census data used was from 2011-2015. ---PAGE BREAK--- Weekday PM Peak Hour Trip Distribution & Assignment Redmond Way Flats FIGURE 5 May 17, 2018 - 7:47am jonathans M:\17\1.17539.00 - Redmond Way Flats\Graphics\Graphics_17539.dwg Layout: Distribution Site NE 79TH ST REDMOND WAY BEAR CREEK PKWY 166TH AVE NE 168TH AVE NE AVONDALE WAY NE 80TH ST 164TH AVE NE LEARY WAY 45% 15% 10% 5% 15% 10% 40% 45% 2 2 2 1 2 2 5 3 3 4 1 3 4 8 10% 7 11 ---PAGE BREAK--- Transportation Impact Analysis Redmond Way Flats July 2018 13 Traffic Volume Impact Site generated weekday PM peak hour traffic volumes were added to future without-project volumes at study intersections. The resulting future (2021) with-project peak hour traffic volumes are illustrated in Figure 6. Table 4 summarizes the anticipated increase in total entering traffic at the study intersections as well as the percent of future with-project traffic volumes attributable to the proposed residential project. Table 4. Traffic Volume Impacts at Study Intersections Weekday PM Peak Hour Total Entering Vehicles Percent Project Share Intersection 2021 Without- Project New Project Trips 2021 With- Project 1. NE 79th Street/168th Avenue NE 1,285 7 1,292 0.5% 2. Redmond Way/168th Avenue NE 2,510 36 2,546 1.4% As shown in Table 4, the percent traffic volume are anticipated to be approximately 1.5 percent or less at each of the off-site intersections. The project would have the greatest impact at the Redmond Way/168th Ave NE intersection. Traffic Operations Impact A future (2021) with-project level of service analysis was conducted for the weekday PM peak hour to analyze traffic impacts of the proposed project. The same methodologies were applied as described for existing and future without-project conditions. All intersection parameters such as channelization and intersection control were consistent with those used in the evaluation of future without-project conditions, except for signal timing. As directed by the City, signal timing splits were optimized under future (2021) without and with-project conditions. A comparison of future (2021) without-project and with-project weekday PM peak hour traffic operations is summarized in Table 5. Detailed LOS worksheets are provided in Appendix C. Table 5. Future Weekday PM Peak Hour Intersection LOS Summary 2021 Without-Project 2021 With-Project Intersection Traffic Control LOS1 Delay2 WM3 LOS Delay WM 1. NE 79th Street/168th Avenue NE TWSC F 310 SB F 319 SB 2. Redmond Way/168th Avenue NE Signalized C 34 - C 34 - 1. Level of Service (A – F) as defined by the Highway Capacity Manual (TRB, 2010) 2. Average delay per vehicle in seconds. 3. Worst movement (WM) reported for unsignalized intersections, NB = northbound As shown in Table 5, both study intersections are anticipated to operate the same level of service under future (2021) with and without-project conditions. The average delay at the NE 79th Street/168th Avenue intersection is projected to increase by 9 seconds. Given the gridded network it is likely that people could alter their route if they encounter long delays at this intersection. Additionally, the delay at the Redmond Way/168th Avenue NE intersection is anticipated to decrease between the without and with-project conditions. This slight decrease in delay is due to increases to movements with available capacity reducing the overall weighted average delay at the intersection. ---PAGE BREAK--- Future (2021) With-Project Weekday PM Peak Hour Traffic Volumes Redmond Way Flats FIGURE 6 May 22, 2018 - 9:53am jonathans M:\17\1.17539.00 - Redmond Way Flats\Graphics\Graphics_17539.dwg Layout: Future Vols Site NE 79TH ST REDMOND WAY CLEVELAND ST 166TH AVE NE 168TH AVE NE AVONDALE WAY 1 2 3 168TH AVE NE NE 79TH ST 5 610 28 17 15 96 6 410 30 55 15 5 33 904 5 5 25 470 185 840 25 22 5 27 168TH AVE NE REDMOND WAY 168TH AVE NE DRIVEWAY 3 19 26 65 35 5 1 2 3 X X Study Intersection Site Access X Weekday PM Peak Hour Traffic Volumes LEGEND Anderson Park ---PAGE BREAK--- Transportation Impact Analysis Redmond Way Flats July 2018 15 Site Access Evaluation The following sections describe the results of the traffic operations and sight distance analyses conducted for the proposed site access driveways. Driveway Operations Vehicle access to the site is proposed via 168th Avenue NE along the east side of the building. Weekday PM peak hour traffic operations at this driveway with the addition of project generated traffic were evaluated and showed operations at LOS A with approximately 9 seconds of delay. Detailed LOS worksheets are provided in Appendix C. Sight Distance Sight distance triangles were reviewed for the access point for the project. Required sight triangles were defined based on RZC 21.52.040 and RZC Appendix 2. Sight distance triangles for the access point is defined based on a 25-mph posted speed. Appendix D highlights the sight distance triangles for the access. As shown on the attachment, driveway and pedestrian sight lines are met to the north and south. Signal Warrants As requested by the City, a signal warrant analysis was completed at the 168th Avenue NE/NE 79th Street intersection. Signal warrants were initially run for future with-project conditions. The intersection does not meet volume signal warrants under future (2021) with- project conditions. Traffic warrant sheets are provided in Appendix E. Parking The following sections summarize the proposed parking supply, City of Redmond parking code requirements, and estimated peak parking demand. A parking deviation request to reduce the parking supply was prepared and submitted to the City staff under separate cover. Parking Supply The proposed project provides a total of 101 on-site parking spaces via two floors of parking that are accessed from 168th Avenue NE. Of these parking stalls, 94 are reserved for residential and 7 are for retail. Parking Code Requirements The proposed project is required to provide a minimum and maximum number of vehicle parking stalls to meet the City of Redmond Zoning Code. The proposed project is located within the Anderson Park (AP) zone and requirements for parking are outlined RZC 21.10.040. Table 21.10.040C identifies minimum and maximum parking supply and is summarized in Table 6. Table 6. Code Required Parking Land Use Minimum Parking Rate1 Maximum Parking Rate1 Minimum Parking Required Maximum Parking Allowed Residential 1.25 stalls/du2 2.50 stalls/du2 128 stalls 255 stalls Retail 2.00 stalls/1,000 sf 3.50 stalls/1,000 sf 4 stalls 7 stalls Note: du = dwelling unit; sf = square feet 1. Table 21.10.040C Redmond Zoning Code 2. Inclusive of the guest rate of 1 space for every 4 units. ---PAGE BREAK--- Transportation Impact Analysis Redmond Way Flats July 2018 16 As shown in the table, the proposed project is required to provide a minimum of 128 residential parking stalls. Thus, the request is to allow a deviation to provide below the minimum of the designated range for the residential use, consistent with the proposed parking supply. Peak Parking Demand To estimate the peak parking demand of the proposed project, an evaluation of two different sources of local parking data were evaluated: King County Metro’s Right Size Parking calculator, and data from collected at similar residential type multi-family residential buildings in the area. Considering both information collected at similar development in the area and the King County Right Size model, the proposed parking supply is adequate to meet the forecast residential and retail parking demand. Safe-Walk Analysis The nearest school to the site is Redmond Elementary School, located two blocks north of the project site at the intersection of 168th Avenue NE and NE 80th Street. Along the primary walking routes to/from the site, sidewalks are provided along both sides of 168th Avenue NE. Marked crosswalks are provided at three out of four legs at the 168th Avenue NE/NE 79th Street intersection, and two out of three legs at the 168th Avenue/NE 80th Street intersection. ---PAGE BREAK--- Transportation Impact Analysis Redmond Way Flats July 2018 17 Mitigation The proposed project will be required to pay traffic impact fees which are summarized in Table 7. Table 7. Estimate of Transportation Impact Fee Intersection Development Size Impact Fee Rate1 Impact Fees Proposed: Apartments 102 units $3,885.35/unit $396,305.70 Proposed: Retail 2,102 square feet $17.72/square foot $37,247.44 Existing: Retail 3,400 square feet -$17.72/square foot -$60,248.00 Net $373,305.14 1. Impact fees based on the City of Redmond Impact Fee Schedule, effective January 1, 2018 A shown in Table 7, the total transportation impact fee is estimated to be $373,305.14 based on the proposed land use and accounting for the existing use. This fee is a preliminary calculation and the final impact fee would be calculated by the City of Redmond. Based on the results of the technical analysis summarized within this report, no additional off- site mitigation improvements are necessary to mitigate impacts of traffic from this proposed development. ---PAGE BREAK--- Transportation Impact Analysis Redmond Way Flats July 2018 18 Findings and Recommendations This transportation impact study summarizes the project traffic impacts of the proposed Carter Residential project. General findings and recommendations include: • The proposed project would develop up to 102 apartment units and approximately 2,102 square feet of retail. • The development is anticipated generate 505 net new vehicular weekday daily trips, with 42 occurring during the weekday PM peak hour and 34 in the AM peak hour. • Project traffic would represent approximately two percent or less of the 2021 weekday PM peak hour traffic volumes at all off-site study intersections. • All study intersections are anticipated to operate at LOS C or better during the weekday PM peak hour with the project, with the exception of the NE 79th Street/168th Avenue NE intersection, which is anticipated to operate at LOS F. • Access to the proposed parking garage would be provided along 168th Avenue NE. During the weekday PM peak hour, the site access driveway on 168th Avenue NE is anticipated to operate at LOS A. • The proposed project would provide parking for up to 101 vehicles. The estimated peak parking demand would be accommodated by this proposed parking supply. ---PAGE BREAK--- Appendix A: Traffic Counts ---PAGE BREAK--- www.idaxdata.com 1 to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 50 8 7 14 11 15 55 16 176 97 8 0 0 2 47 0 42 68 20 Peak Hour 6 1 0 0 7 1 1 3 1 1 7 87 1 Count Total 9 1 0 1 11 2 0 6 4 0 0 0 0 0 6 5:45 PM 3 1 0 0 4 0 1 31 0 24 0 4 5:30 PM 0 0 0 0 0 1 0 0 0 0 0 5 0 6 6 0 5:15 PM 2 0 0 0 2 0 0 1 0 0 1 5 0 0 4 6 5:00 PM 1 0 0 0 1 0 0 0 0 1 1 4 0 1 3 3 4:30 PM 1 0 0 0 1 1 0 1 0 0 0 1 1 3 0 0 0 0 0 0 0 0 EB WB NB SB Total East 4:45 PM 2 0 0 1 3 0 2 3 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 18 0 4:15 PM 0 0 2 0 0 2 32 0 West North South 4:00 PM 0 0 0 0 5 574 58 0 19 25 127 0 6 1,201 0 13 16 92 0 52 13 8 0 7 384 31 0 Count Total 0 11 1,001 13 0 12 826 100 20 16 2,228 0 286 1,201 3 15 0 14 1 1 0 0 94 3 0 3 14 2 2 301 1,190 5:45 PM 0 1 150 1 2 0 0 2 35 0 338 1,108 5:30 PM 0 3 153 2 0 2 84 4 28 0 11 8 3 0 2 107 10 0 5 13 2 0 276 1,038 5:15 PM 0 1 156 3 16 0 5 7 14 0 275 1,027 5:00 PM 0 0 115 2 0 3 99 3 6 0 9 2 2 0 3 116 9 0 2 6 2 3 219 0 4:45 PM 0 3 120 0 1 0 0 3 6 0 268 0 4:30 PM 0 0 103 2 0 1 92 1 11 0 12 3 1 0 4:15 PM 0 2 104 2 10 0 3 2 12 0 4:00 PM 0 1 100 1 0 1 110 Interval Start NE 79TH ST NE 79TH ST 168TH AVE NE 168TH AVE NE 15-min Total UT LT TH RT 0 0 124 7 0 1 21 0 4 265 0.92 UT LT TH RT UT LT Rolling One Hour Eastbound Westbound Northbound Southbound UT LT TH RT Peak Hour Date: Wed, May 02, 2018 Peak Hour Count Period: 4:00 PM 6:00 PM SB 0.0% 0.81 TOTAL 0.6% 0.89 TH RT WB 0.2% 0.89 NB 0.0% 0.82 Peak Hour: 5:00 PM 6:00 PM HV PHF EB 1.0% 1 0 0 1 42 8 0 47 N 168TH AVE NE NE 79TH ST NE 79TH ST 168TH AVE NE NE 79TH ST 168TH AVE NE 1,201 TEV: 0.89 PHF: 6 13 52 71 52 0 31 384 7 422 718 0 92 16 13 121 28 0 8 574 5 587 403 0 Mark Skaggs: (425) 250-0777 [EMAIL REDACTED] ---PAGE BREAK--- www.idaxdata.com 2 to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 12 19 20 16 17 24 25 37 170 72 20 0 0 1 17 14 21 40 54 Peak Hour 17 10 6 1 34 0 1 1 0 0 1 41 35 Count Total 34 23 7 1 65 0 8 7 17 0 0 0 0 0 5 5:45 PM 5 2 1 0 8 0 0 7 7 6 5 7 5:30 PM 3 2 0 0 5 0 0 0 0 0 0 7 5 5 8 2 5:15 PM 6 5 0 0 11 0 0 0 0 0 0 3 4 3 5 4 5:00 PM 6 2 1 0 9 0 0 0 0 0 0 4 5 5 4 10 4:30 PM 3 2 0 0 5 0 1 0 0 0 0 4 2 3 2 0 10 0 0 0 7 0 EB WB NB SB Total East 4:45 PM 3 3 3 1 10 0 1 6 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 1 5 4:15 PM 5 3 0 0 0 0 5 1 West North South 4:00 PM 3 4 0 0 19 829 32 0 13 109 906 0 11 2,267 0 4 25 435 0 10 1 6 0 171 741 15 0 Count Total 0 25 1,489 14 0 334 1,477 23 3 21 4,446 0 529 2,226 14 122 0 2 1 2 0 29 171 5 0 2 4 0 3 559 2,226 5:45 PM 0 2 177 2 2 0 6 32 136 0 540 2,225 5:30 PM 0 2 147 0 0 44 183 30 106 0 7 1 4 0 45 179 5 0 0 3 0 7 598 2,267 5:15 PM 0 0 161 2 7 0 2 10 124 0 529 2,220 5:00 PM 0 5 205 2 0 49 184 6 114 0 4 0 2 0 37 169 1 0 0 0 0 1 558 0 4:45 PM 0 4 189 3 4 0 0 2 96 0 582 0 4:30 PM 0 4 241 1 0 30 179 7 101 0 3 1 1 0 4:15 PM 0 6 194 0 5 0 1 8 107 0 4:00 PM 0 2 175 4 0 45 203 Interval Start REDMOND WY REDMOND WY CLEVELAND ST 168TH AVE NE 15-min Total UT LT TH RT 0 55 209 3 0 2 0 0 1 551 0.87 UT LT TH RT UT LT Rolling One Hour Eastbound Westbound Northbound Southbound UT LT TH RT Peak Hour Date: Wed, May 02, 2018 Peak Hour Count Period: 4:00 PM 6:00 PM SB 4.5% 0.55 TOTAL 1.5% 0.95 TH RT WB 1.1% 0.87 NB 1.3% 0.85 Peak Hour: 4:15 PM 5:15 PM HV PHF EB 2.0% 0 0 0 1 21 20 14 17 N 168TH AVE NE REDMOND WY REDMOND WY CLEVELAND ST REDMOND WY 168TH AVE NE 2,267 TEV: 0.95 PHF: 11 1 10 22 59 0 15 741 171 927 1,274 0 435 25 4 464 178 0 6 829 19 854 756 0 Mark Skaggs: (425) 250-0777 [EMAIL REDACTED] ---PAGE BREAK--- Appendix B: LOS Definitions ---PAGE BREAK--- Highway Capacity Manual 2010 Signalized intersection level of service (LOS) is defined in terms of a weighted average control delay for the entire intersection. Control delay quantifies the increase in travel time that a vehicle experiences due to the traffic signal control as well as provides a surrogate measure for driver discomfort and fuel consumption. Signalized intersection LOS is stated in terms of average control delay per vehicle (in seconds) during a specified time period weekday PM peak hour). Control delay is a complex measure based on many variables, including signal phasing and coordination progression of movements through the intersection and along the corridor), signal cycle length, and traffic volumes with respect to intersection capacity and resulting queues. Table 1 summarizes the LOS criteria for signalized intersections, as described in the Highway Capacity Manual 2010 (Transportation Research Board, 2010). Table 1. Level of Service Criteria for Signalized Intersections Level of Service Average Control Delay (seconds/vehicle) General Description A ≤10 Free Flow B >10 – 20 Stable Flow (slight delays) C >20 – 35 Stable flow (acceptable delays) D >35 – 55 Approaching unstable flow (tolerable delay, occasionally wait through more than one signal cycle before proceeding) E >55 – 80 Unstable flow (intolerable delay) F1 >80 Forced flow (congested and queues fail to clear) Source: Highway Capacity Manual 2010, Transportation Research Board, 2010. 1. If the volume-to-capacity (v/c) ratio for a lane group exceeds 1.0 LOS F is assigned to the individual lane group. LOS for overall approach or intersection is determined solely by the control delay. Unsignalized intersection LOS criteria can be further reduced into two intersection types: all-way stop and two-way stop control. All-way stop control intersection LOS is expressed in terms of the weighted average control delay of the overall intersection or by approach. Two-way stop-controlled intersection LOS is defined in terms of the average control delay for each minor-street movement (or shared movement) as well as major-street left-turns. This approach is because major-street through vehicles are assumed to experience zero delay, a weighted average of all movements results in very low overall average delay, and this calculated low delay could mask deficiencies of minor movements. Table 2 shows LOS criteria for unsignalized intersections. Table 2. Level of Service Criteria for Unsignalized Intersections Level of Service Average Control Delay (seconds/vehicle) A 0 – 10 B >10 – 15 C >15 – 25 D >25 – 35 E >35 – 50 F1 >50 Source: Highway Capacity Manual 2010, Transportation Research Board, 2010. 1. If the volume-to-capacity (v/c) ratio exceeds 1.0, LOS F is assigned an individual lane group for all unsignalized intersections, or minor street approach at two-way stop-controlled intersections. Overall intersection LOS is determined solely by control delay. ---PAGE BREAK--- Appendix C: LOS Worksheets ---PAGE BREAK--- HCM 2010 TWSC Redmond Way Flats 1: 168th Ave NE & NE 79th St Existing (2018) PM Peak Hour Traffic Volumes Transpogroup 9 Report Intersection Int Delay, s/veh 14.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 575 10 5 385 30 15 15 90 50 15 5 Future Vol, veh/h 5 575 10 5 385 30 15 15 90 50 15 5 Conflicting Peds, #/hr 42 0 8 55 0 89 0 0 55 89 0 42 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89 Heavy Vehicles, % 1 1 1 0 0 0 0 0 0 0 0 0 Mvmt Flow 6 646 11 6 433 34 17 17 101 56 17 6 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 555 0 0 712 0 0 1232 1285 796 1361 1274 580 Stage 1 - - - - - - 718 718 - 550 550 - Stage 2 - - - - - - 514 567 - 811 724 - Critical Hdwy 4.11 - - 4.1 - - 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.209 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3 Pot Cap-1 Maneuver 1020 - - 897 - - 155 166 390 127 169 518 Stage 1 - - - - - - 423 436 - 523 519 - Stage 2 - - - - - - 547 510 - 376 433 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 979 - - 821 - - 125 141 338 67 144 455 Mov Cap-2 Maneuver - - - - - - 125 141 - 67 144 - Stage 1 - - - - - - 397 409 - 474 470 - Stage 2 - - - - - - 495 462 - 229 406 - Approach EB WB NB SB HCM Control Delay, s 0.1 0.1 36.6 182.4 HCM LOS E F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 244 979 - - 821 - - 81 HCM Lane V/C Ratio 0.553 0.006 - - 0.007 - - 0.971 HCM Control Delay 36.6 8.7 0 - 9.4 0 - 182.4 HCM Lane LOS E A A - A A - F HCM 95th %tile Q(veh) 3 0 - - 0 - - 5.3 ---PAGE BREAK--- HCM 2010 Signalized Intersection Summary Redmond Way Flats 2: 168th Ave NE & Redmond Way Existing (2018) PM Peak Hour Traffic Volumes Transpogroup 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 20 830 5 170 740 15 5 25 435 10 5 10 Future Volume (veh/h) 20 830 5 170 740 15 5 25 435 10 5 10 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1881 1881 1881 1900 1881 1881 1900 1810 1900 Adj Flow Rate, veh/h 21 874 5 179 779 16 5 26 458 11 5 11 Adj No. of Lanes 1 2 0 1 1 1 0 1 1 0 1 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 1 1 1 1 1 1 5 5 5 Cap, veh/h 298 1081 6 743 1376 1170 68 299 840 122 61 94 Arrive On Green 0.34 0.34 0.34 0.35 0.73 0.73 0.18 0.18 0.18 0.18 0.18 0.18 Sat Flow, veh/h 680 3183 18 1792 1881 1599 161 1665 1599 418 339 521 Grp Volume(v), veh/h 21 368 511 179 779 16 31 0 458 27 0 0 Grp Sat Flow(s),veh/h/ln 680 1341 1860 1792 1881 1599 1827 0 1599 1278 0 0 Q Serve(g_s), s 2.3 27.0 27.0 3.6 20.5 0.3 0.0 0.0 19.4 0.0 0.0 0.0 Cycle Q Clear(g_c), s 2.3 27.0 27.0 3.6 20.5 0.3 1.5 0.0 19.4 1.4 0.0 0.0 Prop In Lane 1.00 0.01 1.00 1.00 0.16 1.00 0.41 0.41 Lane Grp Cap(c), veh/h 298 456 [PHONE REDACTED] 1170 367 0 840 276 0 0 V/C Ratio(X) 0.07 0.81 0.81 0.24 0.57 0.01 0.08 0.00 0.55 0.10 0.00 0.00 Avail Cap(c_a), veh/h 319 497 [PHONE REDACTED] 1170 367 0 840 276 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Uniform Delay s/veh 24.3 32.5 32.5 10.7 6.6 3.9 37.0 0.0 17.1 36.9 0.0 0.0 Incr Delay (d2), s/veh 0.1 9.0 6.6 0.2 0.5 0.0 0.1 0.0 0.7 0.2 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.4 11.2 15.1 1.9 10.6 0.1 0.8 0.0 9.2 0.7 0.0 0.0 Delay(d),s/veh 24.4 41.4 39.1 10.8 7.2 3.9 37.0 0.0 17.8 37.1 0.0 0.0 LOS C D D B A A D B D Approach Vol, veh/h 900 974 489 27 Approach Delay, s/veh 39.7 7.8 19.0 37.1 Approach LOS D A B D Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 3 4 6 8 Phs Duration (G+Y+Rc), s 24.0 42.3 41.7 24.0 84.0 Change Period (Y+Rc), s 4.6 5.0 5.0 4.6 5.0 Max Green Setting (Gmax), s 19.4 34.0 40.0 19.4 79.0 Max Q Clear Time (g_c+I1), s 21.4 5.6 29.0 3.4 22.5 Green Ext Time s 0.0 0.5 7.7 1.9 18.8 Intersection Summary HCM 2010 Ctrl Delay 22.4 HCM 2010 LOS C ---PAGE BREAK--- HCM 2010 TWSC Redmond Way Flats 1: 168th Ave NE & NE 79th St Baseline (2021) PM Peak Hour Traffic Volumes Transpogroup 9 Report Intersection Int Delay, s/veh 22.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 610 25 5 410 30 15 15 95 55 15 5 Future Vol, veh/h 5 610 25 5 410 30 15 15 95 55 15 5 Conflicting Peds, #/hr 42 0 8 55 0 89 8 0 55 89 0 42 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89 Heavy Vehicles, % 1 1 1 0 0 0 0 0 0 0 0 0 Mvmt Flow 6 685 28 6 461 34 17 17 107 62 17 6 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 583 0 0 768 0 0 1308 1361 843 1439 1358 609 Stage 1 - - - - - - 766 766 - 578 578 - Stage 2 - - - - - - 542 595 - 861 780 - Critical Hdwy 4.11 - - 4.1 - - 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.209 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3 Pot Cap-1 Maneuver 996 - - 855 - - 138 150 367 112 150 499 Stage 1 - - - - - - 398 415 - 505 504 - Stage 2 - - - - - - 528 496 - 353 409 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 956 - - 783 - - 110 127 318 ~ 55 127 438 Mov Cap-2 Maneuver - - - - - - 110 127 - ~ 55 127 - Stage 1 - - - - - - 373 389 - 458 456 - Stage 2 - - - - - - 477 449 - 203 384 - Approach EB WB NB SB HCM Control Delay, s 0.1 0.1 44 $ 309.5 HCM LOS E F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 226 956 - - 783 - - 66 HCM Lane V/C Ratio 0.621 0.006 - - 0.007 - - 1.277 HCM Control Delay 44 8.8 0 - 9.6 0 309.5 HCM Lane LOS E A A - A A - F HCM 95th %tile Q(veh) 3.7 0 - - 0 - - 6.9 Notes Volume exceeds capacity Delay exceeds 300s Computation Not Defined All major volume in platoon ---PAGE BREAK--- HCM 2010 Signalized Intersection Summary Redmond Way Flats 2: Redmond Way & 168th Ave NE Baseline (2021) PM Peak Hour Traffic Volumes Transpogroup 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 20 905 5 185 840 15 5 25 470 15 5 20 Future Volume (veh/h) 20 905 5 185 840 15 5 25 470 15 5 20 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.94 1.00 0.95 0.94 0.96 0.98 0.93 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1881 1881 1881 1900 1881 1881 1900 1810 1900 Adj Flow Rate, veh/h 21 953 5 195 884 16 5 26 495 16 5 21 Adj No. of Lanes 1 2 0 1 1 1 0 1 1 0 1 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 1 1 1 1 1 1 5 5 5 Cap, veh/h 220 947 5 452 1062 855 109 476 746 181 72 177 Arrive On Green 0.30 0.30 0.30 0.19 0.56 0.56 0.29 0.29 0.29 0.29 0.29 0.29 Sat Flow, veh/h 610 3183 17 1792 1881 1513 156 1656 1537 363 251 614 Grp Volume(v), veh/h 21 402 556 195 884 16 31 0 495 42 0 0 Grp Sat Flow(s),veh/h/ln 610 1341 1859 1792 1881 1513 1813 0 1537 1228 0 0 Q Serve(g_s), s 1.9 19.3 19.3 3.8 25.1 0.3 0.0 0.0 16.1 0.0 0.0 0.0 Cycle Q Clear(g_c), s 9.6 19.3 19.3 3.8 25.1 0.3 0.8 0.0 16.1 1.2 0.0 0.0 Prop In Lane 1.00 0.01 1.00 1.00 0.16 1.00 0.38 0.50 Lane Grp Cap(c), veh/h 220 399 [PHONE REDACTED] 855 585 0 746 430 0 0 V/C Ratio(X) 0.10 1.01 1.01 0.43 0.83 0.02 0.05 0.00 0.66 0.10 0.00 0.00 Avail Cap(c_a), veh/h 220 399 [PHONE REDACTED] 855 594 0 754 435 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Uniform Delay s/veh 22.7 22.8 22.8 12.0 11.6 6.2 16.8 0.0 13.1 16.9 0.0 0.0 Incr Delay (d2), s/veh 0.2 46.6 39.8 0.7 5.7 0.0 0.0 0.0 2.2 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 12.3 15.9 1.9 14.5 0.1 0.4 0.0 7.2 0.6 0.0 0.0 Delay(d),s/veh 22.9 69.5 62.7 12.6 17.4 6.2 16.8 0.0 15.2 17.0 0.0 0.0 LOS C F F B B A B B B Approach Vol, veh/h 979 1095 526 42 Approach Delay, s/veh 64.6 16.3 15.3 17.0 Approach LOS E B B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 3 4 6 8 Phs Duration (G+Y+Rc), s 23.3 17.4 24.3 23.3 41.7 Change Period (Y+Rc), s 4.6 5.0 5.0 4.6 5.0 Max Green Setting (Gmax), s 19.0 12.4 19.0 19.0 36.4 Max Q Clear Time (g_c+I1), s 18.1 5.8 21.3 3.2 27.1 Green Ext Time s 0.3 0.3 0.0 2.2 7.0 Intersection Summary HCM 2010 Ctrl Delay 34.0 HCM 2010 LOS C ---PAGE BREAK--- HCM 2010 TWSC Redmond Way Flats 1: 168th Ave NE & NE 79th St Future (2021) With-Project PM Peak Hour Traffic Volumes Transpogroup 9 Report Intersection Int Delay, s/veh 23.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 610 28 6 410 30 17 15 96 55 15 5 Future Vol, veh/h 5 610 28 6 410 30 17 15 96 55 15 5 Conflicting Peds, #/hr 42 0 8 55 0 89 8 0 55 89 0 42 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89 Heavy Vehicles, % 1 1 1 0 0 0 0 0 0 0 0 0 Mvmt Flow 6 685 31 7 461 34 19 17 108 62 17 6 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 583 0 0 772 0 0 1311 1364 845 1444 1363 609 Stage 1 - - - - - - 767 767 - 580 580 - Stage 2 - - - - - - 544 597 - 864 783 - Critical Hdwy 4.11 - - 4.1 - - 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.209 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3 Pot Cap-1 Maneuver 996 - - 852 - - 137 149 366 111 149 499 Stage 1 - - - - - - 398 414 - 504 503 - Stage 2 - - - - - - 527 495 - 352 407 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 956 - - 780 - - 109 126 317 ~ 54 126 438 Mov Cap-2 Maneuver - - - - - - 109 126 - ~ 54 126 - Stage 1 - - - - - - 373 388 - 457 455 - Stage 2 - - - - - - 475 448 - 201 382 - Approach EB WB NB SB HCM Control Delay, s 0.1 0.1 46.9 $ 318.8 HCM LOS E F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 222 956 - - 780 - - 65 HCM Lane V/C Ratio 0.648 0.006 - - 0.009 - - 1.296 HCM Control Delay 46.9 8.8 0 - 9.7 0 318.8 HCM Lane LOS E A A - A A - F HCM 95th %tile Q(veh) 3.9 0 - - 0 - - 7 Notes Volume exceeds capacity Delay exceeds 300s Computation Not Defined All major volume in platoon ---PAGE BREAK--- HCM 2010 Signalized Intersection Summary Redmond Way Flats 2: Redmond Way & 168th Ave NE Future (2021) With-Project PM Peak Hour Traffic Volumes Transpogroup 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 33 904 5 185 840 25 5 25 470 22 5 27 Future Volume (veh/h) 33 904 5 185 840 25 5 25 470 22 5 27 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.94 1.00 0.95 0.94 0.96 0.98 0.93 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1881 1881 1881 1900 1881 1881 1900 1810 1900 Adj Flow Rate, veh/h 35 952 5 195 884 26 5 26 495 23 5 28 Adj No. of Lanes 1 2 0 1 1 1 0 1 1 0 1 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 1 1 1 1 1 1 5 5 5 Cap, veh/h 219 948 5 451 1062 854 109 476 746 191 60 172 Arrive On Green 0.30 0.30 0.30 0.19 0.56 0.56 0.29 0.29 0.29 0.29 0.29 0.29 Sat Flow, veh/h 604 3183 17 1792 1881 1513 156 1656 1537 392 207 599 Grp Volume(v), veh/h 35 401 556 195 884 26 31 0 495 56 0 0 Grp Sat Flow(s),veh/h/ln 604 1341 1859 1792 1881 1513 1812 0 1537 1198 0 0 Q Serve(g_s), s 3.3 19.4 19.4 3.8 25.1 0.5 0.0 0.0 16.1 0.0 0.0 0.0 Cycle Q Clear(g_c), s 11.0 19.4 19.4 3.8 25.1 0.5 0.8 0.0 16.1 1.7 0.0 0.0 Prop In Lane 1.00 0.01 1.00 1.00 0.16 1.00 0.41 0.50 Lane Grp Cap(c), veh/h 219 400 [PHONE REDACTED] 854 585 0 746 423 0 0 V/C Ratio(X) 0.16 1.00 1.00 0.43 0.83 0.03 0.05 0.00 0.66 0.13 0.00 0.00 Avail Cap(c_a), veh/h 219 400 [PHONE REDACTED] 854 594 0 753 428 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Uniform Delay s/veh 23.3 22.8 22.8 12.0 11.6 6.3 16.8 0.0 13.1 17.1 0.0 0.0 Incr Delay (d2), s/veh 0.3 46.0 39.2 0.7 5.8 0.0 0.0 0.0 2.2 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.6 12.2 15.9 1.9 14.5 0.2 0.4 0.0 7.2 0.8 0.0 0.0 Delay(d),s/veh 23.6 68.8 62.0 12.6 17.4 6.3 16.8 0.0 15.3 17.2 0.0 0.0 LOS C F F B B A B B B Approach Vol, veh/h 992 1105 526 56 Approach Delay, s/veh 63.4 16.3 15.4 17.2 Approach LOS E B B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 3 4 6 8 Phs Duration (G+Y+Rc), s 23.3 17.3 24.4 23.3 41.7 Change Period (Y+Rc), s 4.6 5.0 5.0 4.6 5.0 Max Green Setting (Gmax), s 19.0 12.4 19.0 19.0 36.4 Max Q Clear Time (g_c+I1), s 18.1 5.8 21.4 3.7 27.1 Green Ext Time s 0.3 0.3 0.0 2.3 7.0 Intersection Summary HCM 2010 Ctrl Delay 33.6 HCM 2010 LOS C ---PAGE BREAK--- HCM 2010 TWSC Redmond Way Flats 3: 168th Ave NE & Site Access Future (2021) With-Project PM Peak Hour Traffic Volumes Transpogroup 9 Report Intersection Int Delay, s/veh 2.5 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 3 19 26 65 35 5 Future Vol, veh/h 3 19 26 65 35 5 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 3 21 28 71 38 5 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 168 41 43 0 - 0 Stage 1 41 - - - - - Stage 2 127 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 822 1030 1566 - - - Stage 1 981 - - - - - Stage 2 899 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 806 1030 1566 - - - Mov Cap-2 Maneuver 806 - - - - - Stage 1 981 - - - - - Stage 2 882 - - - - - Approach EB NB SB HCM Control Delay, s 8.7 2.1 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1566 - 992 - - HCM Lane V/C Ratio 0.018 - 0.024 - - HCM Control Delay 7.3 0 8.7 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0.1 - 0.1 - - ---PAGE BREAK--- Appendix D: Sight Distance Triangles ---PAGE BREAK--- Sight Distance Triangles Redmond Way Flats APPENDIX D May 17, 2018 - 7:49am jonathans M:\17\1.17539.00 - Redmond Way Flats\Graphics\Graphics_17539 Sight Triangles.dwg Layout: Sight Triangles ---PAGE BREAK--- Appendix E: Signal Warrants ---PAGE BREAK--- Warrants Summary Information Analyst Jonathan Shuster Agency/Co Transpo Group Date Performed 5/14/2018 Project ID 17539 Redmond Way Flats East/West Street NE 79th St File Name Int_1.xhy Intersection 1 Jurisdiction Redmond Units U.S. Customary Time Period Analyzed Future North/South Street 168th Ave NE Major Street East-West Project Description 17539 Redmond Way Flats General Roadway Network Major Street Speed (mph) 25 Nearest Signal (ft) 550 Crashes (per year) 0 Population < 10,000 Coordinated Signal System Adequate Trials of Alternatives Two Major Routes Weekend Count 5-yr Growth Factor 0 Geometry and Traffic EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of lanes, N 0 1 0 0 1 0 0 1 0 0 1 0 Lane usage LTR LTR LTR LTR Vehicle Volume Averages (vph) 3 450 20 4 302 22 12 11 70 40 11 3 Peds (ped/h) / Gaps (gaps/h) 0 / 0 0 / 0 0 / 0 0 / 0 Delay (s/veh) / (veh-hr) 0 / 0 0 / 0 0 / 0 0 / 0 Warrant 1: Eight-Hour Vehicular Volume 1 A. Minimum Vehicular Volumes (Both major approaches --and-- higher minor approach) 1 B. Interruption of Continuous Traffic (Both major approaches --and-- higher minor approach) 1 (80%) Vehicular --and-- Interruption Volumes (Both major approaches --and-- higher minor approach) Warrant 2: Four-Hour Vehicular Volume 2 A. Four-Hour Vehicular Volumes (Both major approaches --and-- higher minor approach) Warrant 3: Peak Hour 3 A. Peak-Hour Conditions (Minor delay --and-- minor volume --and-- total volume ) 3 B. Peak- Hour Vehicular Volumes (Both major approaches --and-- higher minor approach) Warrant 4: Pedestrian Volume 4 A. Four Hour Volumes 4 B. One-Hour Volumes Warrant 5: School Crossing 5. Student Volumes --and-- 5. Gaps Same Period Warrant 6: Coordinated Signal System 6. Degree of Platooning (Predominant direction or both directions) Warrant 7: Crash Experience 7 A. Adequate trials of alternatives, observance and enforcement failed --and-- 7 B. Reported crashes susceptible to correction by signal (12-month period) --and-- 7 C. (80%) Volumes for Warrants 1A, 1B 4 are satisfied  Page 1 of 2 Warrants Summary 5/21/2018 file:///C:/Users/francescal/AppData/Local/Temp/w2k84C9.tmp ---PAGE BREAK--- Warrant 8: Roadway Network 8 A. Weekday Volume (Peak hour total --and-- projected warrants 1, 2 or 3) 8 B. Weekend Volume (Five hours total) Warrant 9: Grade Crossing 9 A. Grade Crossing within 140 ft --and-- 9 B. Peak-Hour Vehicular Volumes Copyright © 2017 University of Florida, All Rights Reserved HCS7TM Warrants Version 7.2.1 Generated: 5/21/2018 3:45 PM Page 2 of 2 Warrants Summary 5/21/2018 file:///C:/Users/francescal/AppData/Local/Temp/w2k84C9.tmp ---PAGE BREAK--- Warrants Volume Information Analyst Jonathan Shuster Agency/Co Transpo Group Date Performed 5/14/2018 Project ID 17539 Redmond Way Flats East/West Street NE 79th St File Name Int_1.xhy Intersection 1 Jurisdiction Redmond Units U.S. Customary Time Period Analyzed Future North/South Street 168th Ave NE Major Street East-West Project Description 17539 Redmond Way Flats Warrant 1 Warrant 2 Warrant 3 Volume Summary Major Street Lanes 1 Minor Street Lanes 1 Speed 25 Population 10000+ Hours Major Volume Minor Volume Total Volume 1A (100%) 1A (80%) 1B (100%) 1B (80%) 2 (100%) 3A (100%) 3B (100%) 07-08 [PHONE REDACTED] No No Yes Yes No No No 08-09 640 75 759 No No No Yes No No No 09-10 463 54 548 No No No No No No No 10-11 570 67 677 No No No No No No No 11-12 662 77 784 No No No Yes No No No 12-13 [PHONE REDACTED] No No Yes Yes No No No 13-14 744 88 883 No No No Yes No No No 14-15 815 96 967 No No Yes Yes No No No 15-16 1059 125 1257 No Yes Yes Yes Yes No No 16-17 1089 128 1292 No Yes Yes Yes Yes No No 17-18 1077 127 1278 No Yes Yes Yes Yes No No 18-19 796 93 944 No No Yes Yes No No No Totals 9642 1133 11438 0 3 7 10 3 0 0 Copyright © 2017 University of Florida, All Rights Reserved HCS7TM Warrants Version 7.2.1 Generated: 5/21/2018 3:46 PM Page 1 of 1 Warrants Volume 5/21/2018 file:///C:/Users/francescal/AppData/Local/Temp/w2k84C8.tmp