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Permit 87-04-SPE - BARGHAUSEN - MARRIOTT SPECIAL PERMISSION COOPERATIVE PARKING
87-04-SPE 410 ANDOVER PARK WEST MARRIOTT COOPERATIVE PARKING DECLARATION OF COVENANTS W I T N E S S E T H: This Declaration f Covenants (the "Declaration ") is executed as of the ay of � ,, 1987 by MARRIOTT CORPORATION (" Marriott"), a Dela are corporation with a mailing address of 10400 Fernwood Road, Bethesda, Maryland, 20058, Attention Law Department. THAT Marriott is, by virtue of that certain Corrected Special Warranty Deed dated February 6, 1987 and recorded February 26, 1987 as reception number 8702261746, the record fee owner of that certain real property (the "Property ") located in the City of Tukwila, King County, Washington and described more particularly on Exhibit A attached hereto; and THAT Marriott has applied to the City of Tukwila (the "City ") for the necessary governmental approvals to construct on the Property a hotel facility containing fewer parking spaces than would otherwise be required by the applicable ordinances; and THAT the Planning Commission of the City approved the aforesaid request on August 13, 1987, subject to the condition that Marriott impose a certain declaration of covenants upon the Property that would obligate the owner of the Property to construct additional parking spaces upon the occurrence of certain conditions; and THAT Marriott wishes to comply with the aforesaid condition imposed by the Planning Commission and, therefore, does hereby execute, publish and impose the conditions set forth below upon the Property as covenants running with the land, to be binding upon Marriott and its successors and assigns for the benefit of the City, which shall have the right to enforce said covenants by means of any and all legal remedies available: 1. Marriott has submitted a site plan for the proposed improvements (the "Improvements ") that has been approved by the Tukwila Planning Commission. Marriott shall, prior to being issued a building permit for the Improvements, deliver to the City's Building Official an alternate site plan which adds to the Improvments a sufficient number of additional parking spaces so that the the total number parking spaces will be not more than eight per cent (8 %) less than the number that would have been required by ordinance without any variance therefrom. 2. Promptly following the first anniversary of the date of issuance of the Certificate of Occupancy for the Improvements, Marriott shall cause a parking demand study of the Improvements to be made by a traffic engineer acceptable to the Tukwila Planning Director. Said study shall indicate whether the existing number of parking space is adequately serving the persons using the Improvements. 3. Prior to the issuance of a building permit for the Improvements, Marriott shall deliver to the Tukwila Planning Director payment of a deposit in the amount of Twenty Thousand Dollars ($20,000). 4. Marriott agrees that if the aforesaid parking demand study states that the existing parking spaces are not adequate to serve the Improvements, then Marriott shall promptly at its expense cause the additional parking spaces to be constructed in accordance with the alternate site plan. 5. Should Marriott fail timely either to commission the aforesaid study or to construct the additional parking spaces, then the City may cause such study and /or construction to be performed and pay for same by drawing upon the aforesaid deposit. Should the deposit be inadequate to pay the aforesaid costs, then Marriott shall promptly after receipt of written demand for payment from the City reimburse the City for the amount of such shortfall. 6. Should the Tukwila Planning Director receive complaints of parking congestion on the Property during the first year following the issuance of a Certificate of Occupancy for the Improvements, then the Director may in its discretion cause a parking demand study to be performed immediately by a traffic engineer acceptable to the Director. If that study indicates that additional parking is needed, then Marriott shall promptly cause the additional spaces to be constructed in accordance with the alternate site plan. Marriott shall pay the cost of the aforesaid traffic study and the installation of the additional parking spaces. If Marriott fails to pay for the cost of the traffic study, the Planning Director may pay for same out of the deposit. If Marriott fails to install the additional parking spaces promptly after receipt of the traffic study and written notice from the Planning Director, then the Planning Director may cause such spaces to be constructed and pay for the cost of same out of the deposit. Should the deposit not be adequate to pay for the aforesaid costs, Marriott shall promptly after receipt of written demand therefor reimburse the City for the amount of the shortfall. 7. Should the traffic study that might be required pursuant to the preceding section 6 indicate that no additional parking spaces need to be constructed, the Plahning Director in its complete discretion may nevertheless require that the year end traffic study specified in section 2 above be performed, and if such study indicates that additional parking is needed it shall be installed as provided in section 4 and 5 above. -2- 8. Marriott shall reimburse the City for the amount of the out of pocket expenses of the City in administering the provisions of this Declaration, as such amount shall reasonably be determined by the Planning Director, including but not limited to the cost of the parking demand studies and cost of construction as provided above (if not paid by Marriott). The Planning Director shall notify Marriott in writing of the amount of such costs and may, if said amount is not promptly remitted by Marriott, deduct said amount from the deposit. Any portion of the deposit remaining on the second anniversary of the date of issuance of the Certificate of Occupancy for the Improvements shall be refunded to Marriott. 9. For so long as the Improvements remain on the Property, any signs advertising the restaurant, lounge or meeting rooms must be located inside the building and must not be mounted so that they are visible to a person outside of the Property. IN WITNESS WHEREOF, Marriott Corporation has caused this Declaration to be executed by its duly authorized representatives as of the date first written above. By: Attest : 4, STATE OF MARYLAND ) COUNTY OF MONTGOMERY) On this the /2 of Pf , 1987, before me, the undersigned officer, personally appeared Sctim k bas 6 / and 5�i. 4/1 S 61 s , who acknowledg d themselves to be the Vice President and Assistant Secretary of MARRIOTT CORPORATION, the Assignor of the above document, and that as such Vice President and Assistant Secretary, being authorized so to do, executed the foregoing instrument for the purposes therein contained, by signing the name of the corporation. In witness whereof I hereunto set my hand and official seal. [SEAL] Name: �asx-/.;% 09 v.✓,h. /h04 , Notary Public My Commission Expires: July 1, 1990 MARRIOTT C • " • - I ON / ice • -3- Assistant, r retary [Seal] EXHIBIT A That portion of the Southeast quarter of the Northeast quarter and the .Northeast quarter of the Southeast quarter of Section 26, Township 23 North, Range 4 East, W.M., in the City of Tuk- wila, King County, Washington, described as follows: COMMENCING at the Southwest corner of said Southeast quarter of the Northeast quarter; thence North 01 °05'05" East along the West line thereof, 609.06 feet; thence South 88 °16'17" East, 30.00 feet to the East road margin and the POINT OF BEGINNING; thence continuing South 88 °16'17" East, 376.72 feet to the West line of Lot 4, ANDOVER INDUSTRIAL PARK NO 5, as recorded in Volume 83 of Plats, pages 22 and 23, records of said county; thence Southerly along the West lot line on a curve to the left, the center of which bears South 76 °02'44" East, having a radius of 410.28 feet through a central angle of . 12 °09'48 ", an arc distance of 87.10 feet; thence continuing along said lot line South 01'47'28" West, • 136.73 feet; thence along a curve to the right, having a radius of 410.28 feet through a central angle of 82 °57'36" an arc distance of 594.06 feet to the said East road margin; thence North 01 °47'28" East along said margin, 21.10 feet to the said South subdivision line; thence North 01 °05'05" East along said road margin, 608.90 feet to the POINT OF BEGINNING. September 16, 1987 Dear Ms. Ramey: t City of Tukwila PLANNING DEPARTMENT 6200 Southcenter Boulevard Tukwila, Washington 98188 (206) 433 -1849 Marrianne C. Ramey Marriott Corporation Marriott Drive Washington, D.C. 20058 RE: Separated sidewalks and landscaping comments As we discussed on the telephone, I am sending you draft plans for locating a six foot sidewalk easement in place of six feet of right of way dedication as currently proposed (see attached). The Department feels that implementation of a separated sidewalk system in the Central Business District is important to creating the type of quality environment which we all desire. This alternate proposal would result in a much better street presentation of the project and area with only minimal design changes, not increase building permit review time, and help establish a quality street pattern to be implemented in an overall City streetscape project. This proposal is characterized by four actions: 1. Dedication of one —half foot for road right of way along Andover Park West; 2. Deeding over a six foot sidewalk easement five feet in from the property line, leaving a five foot planter strip along both sides of the sidewalk; 3. Moving the street trees approximately three feet to the west such that center line of tree was four feet from the right of way (see attachment); and 4. Moving the shrubs to the eastern landscape strip. I appreciate your taking time to review this option at this late date. In another matter I have reviewed the proposed landscape plan and have the following comments: Marriott Corporation September 16, 1987 Page 2 Please call me if you have any questions. Sincerely, i s c, ///, : 4 M. Umetsu, Associate Planner 206 - 433 -1858 Tree root barriers to a depth of three to six feet are being viewed as necessary to minimize sidewalk and roadway damage. This will also help to minimize tree root damage during later road construction by forcing roots below the construction zone. Trees at the south driveway entrance cannot be located closer than thirty feet from the curb. Trees along the north property line have been located in the path of the Trek Drive extension. They should be relocated to the five foot strip which would remain after road construction. London Plane street trees should be replaced with another tree such as Marshall Seedless Ash, Red Maple or Red Oak. London Planes seem to cause severe lifting problems after 10 years. Dear Mr. Werner: attachments (2) City of Tukwila PLANNING DEPARTMENT 6200 Southcenter Boulevard Tukwila, Washington 98188 (206) 433 -1849 Mr. Tom Werner Marriott Corporation 785 Market Street, Suite 1150 San Francisco, CA 94103 Subject: 87- 4 - SPECIAL PERMISSION COOPERATIVE PARKING FACILITY e ) 3 0 o August 17, 1987 oloor /(A)--R. Sztt,MAL itro/ RECEIVED A ? 1 1987 On August 13, 1987, the Tukwila Planning Commission approved the proposed cooperative parking facilities subject to the conditions listed in Attach- ment A. These conditions have been clarified to enhance administration in Attachment B. Please have your legal staff draft these conditions in a declaration of covenants and tran oon as- - If you have any legal ques ions, i y torney Jim Haney may be contacted at (206) 448 -4000. Sincerely, Vernon M. Umetsu Associate Planner (206) 433 -1858 wu.. 2 w,az,„ ATTACHMENT A PLA N, NINE COMMISSION ONDITIONS The applicant provide an alternate site plan which shows enough additional parking to require only an eight percent reduction through a cooperative perking agreement.. 2. The applicant agrees to construct this parking layout if: a year -end study shows parking congestion. 3. The City shall have the option of conducting all studies and making improvements to the extent of constructing the alternate site plan at the property owner's expense if parking congestion is not expeditiously remedied. 4. The applicant provides a cosh assignment to the City equal to 150 percent of the cost of hiring a traffic consultant to do the year -end congestion study and construct,.the alternate site plan. All City costs associated with implementing these conditions may be deducted from these funds at the City's sole discretion. All unencumbered funds remaining in City accounts 24- months after issuance of a certificate of occupancy shall be returned to the applicant. 5. Compplaints of perking congestion during the first year shall, at the City's discretion, be cause for hiring a traffic consultant to conduct a parking demand study. If parking congestion is found to occur, then site improvements shall be immediately required to remedy the situation based on the alternate parking plan. 6. No signege advertising the restaurant, lounge, or meeting rooms shall be visible off -site to the general public. 7. . All conditions shall be executed in a legal document acceptable to the Planning Director and City Attorney. This document must be approved and executed prior to issuance of e building permit. ATTACHMENT 8 CLARIFIED PLANNING COMMISSION CONDITIONS 1. The applicant provide an alternate site plan which shows enough additional parking to require only an eight percent reduction through a cooperative parking agreement. 2. The applicant agrees to construct this parking layout if a year -end study shows parking congestion or if parking con estion is found to occur in the futures. All parking stud es s al beIone bLe traffic engineer acceptable to the Tukwila Planning rector. 3. The City shall have the option of conducting all studies and making improvements to the extent of constructing the. alternate site plan at the property owner's expense If parking congestion is not expeditiously remedied. 4. The applicant provides a cash assignment to the City equal to 150 percent of the cost of hiring a traffic consultant to do the year -end congestion study and construct the alternate site plan. All City costs associated with implementing these conditions may be deducted from these funds at the City Planning Director's sole discretion. All unencumbered funds remaining in City accounts 24- months after issuance of a certificate of occupancy shall be returned to the applic- ant. 5. Complaints of parking congestion during the first year shall, at the City Planning Director's discretion, be cause for hiring a traffic consultant to conduct a parking demand study. The cost of this study shall be borne by the 12Vidant, be {n addition to a 12 -month parking study. and be able from the a licant's ca asst n a ment at the Cit Planning PlanninaDirectorssongconpstiin is found to occur; — tin site improvements shall be immediately required to remedy the situation based on the alternate parking plan. 6. No signs a advertising the restaurant, lounge, or meeting rooms shall be visible off -site to the general public. 7. All conditions shall be executed in a legal document acceptable to the Planning Director and City Attorney. This document must be approved and executed prior to issuance of a building permit. • Say ra •r F.F. 26.0 L LOOM J_ .r.•sE in —" �� tl= v!CKTvwa 2 STE DATA ..41 • a WO 212,11i •n.. 42.210 1. V. 1•1 20•721 11°C. •1.P LIMO A11 . 2 10Y111 17 W00% L2-174- A' 1.e Sa 2001 10• am 1• in 20• 0222 0' W •y 27.11,1 M,Vi. 1 111,11 111 2212 • 442... P.l lI21 lr ,'.,,• W 12 Mt �,•. r•' 1r•.. 1 41PT" 0E2 ir• MIS - Il& I 1 4 l KI • T f1 r r•,.1• n 41 an. •...r. r.Etr, +: 1 • /'.'L•C '1: i 119 STANDARD 49 COMPACT 4 BARRIER FREE 121.C T• rte,• s 172 TOTAL 13 OPTIONAL • 185 TOTAL (201 REQUIRED - 16 ( 8 %) = 185 STALLS) Andover Park West 1. C_..1 W ALTERNATE SITE PLAN Q - IDe • c r c 2 1.7 ft • j��:�. , ■.C.E. JOS *2J10 CC .f y a a Barghauscn Consulting Engineers inc. -- 1 ..... C87 41 - E JlknrriOn corporasam •• �... N J 1908 City of Tukwila PLANNING DEPARTMENT 6200 Southcenter Boulevard Tukwila, Washington 98188 (206) 433-1849 CITY OF TUKWILA PLANNING COMMISSION AUGUST 13, 1987 The meeting was called to order at 8:03 p.m. by Mr. Larson, Chairman. Members present were Messrs. Knudson, Larson, Kirsop, Sowinski, Coplen, and Haggerton. Representing the staff were Jack Pace, Vernon Umetsu and Joanne Johnson. MINUTES MR. KNUDSON MOVED TO ADOPT THE MINUTES OF THE JULY 23, 1987 MEETING AS WRITTEN. MR. SOWINSKI SECONDED THE MOTION WHICH PASSED UNANIMOUSLY. ' Mr. Knudson noted for the record, that a recommendation be made to the City of Tukwila Recreation Department to see if a consul- tant who specializes in playfields can be obtained to assist in the construction of the athletic playfield. This was in response to the design review, 87 -7 -DR - TUKWILA PARKS AND RECREATION - ATHLETIC PLAYFIELD heard at the July 23, 1987 meeting. 87- 4 -SPE: MARRIOTT HOTEL COOPERATIVE PARKING AGREEMENT Request for approval of a cooperative parking agreement reducing the required number of parking spaces. The Planning Commission requested that this item be brought back for further review at their August 13, 1987 meeting. Vernon Umetsu, staff representative, reviewed the request, entering into the record the August 5, 1987 addendum to the staff report of July 17, 1987. Dana Mower, Barghausen Engineers, 6625 S. 190th, Suite 102, Kent explained the reasons for the design chosen for this project. A design of the sign to be used for this project was given to the Commission for their review. Tom Werner, Regional Director of the Marriott Courtyard develop- ment further clarified the development. Discussion ensued on the request. Planning Commission August 13, 1987 Page 2 MR. KIRSOP MOVED AND MR. KNUDSON SECONDED A MOTION TO APPROVE THE DESIGN REVIEW OF 87 -4 -SPE MARRIOTT REQUEST SUBJECT TO THE CONDITIONS AS PRESENTED BY THE STAFF, WITH MODIFICATIONS TO CONDITION NO. 2 WITH THE DELETION OF THE LAST HALF OF THE CONDITION AND "FIFTEEN MONTHS" BE REVISED TO "25 MONTHS" IN CONDITION NO. 4. THE MOTION CARRIED WITH KNUDSON, HAGGERTON, LARSON, KIRSOP AND SOWINSKI VOTING YES. MR. COPLEN ABSTAINED. The modified conditions read as follows: PLANNING COMMISSION CONDITIONS 1. The applicant provide an alternate site plan which shows enough additional parking to require only an eight percent reduction through a cooperative parking agreement. 2. The applicant agrees to construct this parking layout if a year -end study shows parking congestion. 3. The City shall have the option of conducting all studies and making improvements to the extent of constructing the alternate site plan at the property owner's expense if parking congestion is not expeditiously remedied. 4. The applicant provides a cash assignment to the City equal to 150 percent of the cost of hiring a traffic consultant to do the year -end congestion study and construct the alternate site plan. All City costs associated with implementing these conditions may be deducted from these funds at the City's sole discretion. All unencumbered funds remaining in City accounts 24- months after issuance of a certificate of occupancy shall be returned to the applicant. 5. Complaints of parking congestion during the first year shall, at the City's discretion, be cause for hiring a traffic consultant to conduct a parking demand study. If parking congestion is found to occur, then site improvements shall be immediately required to remedy the situation based on the alternate parking plan. 6. No signage advertising the restaurant, lounge, or meeting rooms shall be visible off -site to the general public. 7. All conditions shall be executed in a legal document acceptable to the Planning Director and City Attorney. This document must be approved and executed prior to issuance of a building permit. . Nu.nss✓�[.U:•i(l:+eti!Y..•oi sN.'+YC. 1!.H!av1.05 i•iE City of Tukwila PLANNING DEPARTMENT 6200 Southcenter Boulevard Tukwila, Washington 98188 (206) 433 -1849 :c Y:?.`,'s?g:t:i:. ^�'L•4:;ik'i' w`", 7x?' v:.N,ui;r�.'�Ke �1' ?�C �`. '' il�;,`.";'` ?` w_ ��" w�i" Ii+.'"... 7 Y`".',° i. i2:�."5�.'i't:/b.:c",.t:i4:fJ'� .' 1 rit .5r"\9 }iJC:u:?i]�.F�:F°4Y' . . STAFF REPORT to the Planning Commission Prepared July 17, 1987 MEETING DATE: July 23, 1987 FILE NUMBER: 87- 4 -SPE: Cooperative Parking Agreement APPLICANT: Marriott Hotels (Barghausen Engineers, Inc.) REQUEST: Approve a cooperative parking agreement which would reduce the required number of spaces from 201 to 172. LOCATION: On Andover Park West, south of Strander Boulevard. ACREAGE: 4.4 COMPREHENSIVE PLAN DESIGNATION: Commercial ZONING DISTRICT: C -2: Regional Commercial SEPA DETERMINATION: Exempt pursuant to WAC 197 -11 -800 ATTACHMENTS: (A) Vicinity Map (B) Site Plan (C) Elevations (D) Elevations P� (cA-n( f l 6/ C o t.er JGcD. ' M A Y . orbacreda ��.� -r A M�x (r�v ' 1��Q2 M � STAFF REPORT to the Planning Commission DECISION CRITERIA DISCUSSION ...........�.... ...._.. ..�...,...............++.a.n.nn wvw....�.- ,.n�i...mirm. a...�.o..rn.ni i u,v^.i : ,..IFx ,•`L'.1Y.• n �.. FINDINGS 87 - - : Barghausen Engineers Page 2 TMC 18.56.070 Cooperative Parking Facility. When two or more uses occupy the same building or when two or more buildings or uses cooperatively share an off - street parking facility, the total requirements for off - street parking and loading facilities shall be at least the sum of the requirements for the greater of the uses at any one time or as deemed necessary by the Planning Commission. All applications for cooperative parking shall be reviewed and approved by the Planning Commission. The required -149— p spaces for the most intense use (149 guest rooms at one space per room = )149 spaces) is met with the applicant proposing 172 spaces. Thus, the minirj�rum statutory criteria is satisfied. The reasonableness of the overall cooperative parking reduction is discussed below.. The Marriott Corporation proposes to build a 149 -room hotel as shown in Attach - ment A through D. This hotel normally requires 201 parking spaces as shown in Table 1. TABLE 1 Standard Parking Requirements for Marriott Hotel Project Space Required Parking 149 guest rooms 149 Restaurant 17 Lounge (Tavern) 10 Two meeting rooms 25 TOTAL PARKING REQUIRED 201 Marriott asserts that this is a special type of "courtyard" hotel which focuses services only on registered guests and does not solicit outside business, as is a common practice with standard hotels. There would thus be no additional parking demand generated by the general public driving to use hotel facilities. The courtyard hotel will have approximately 149 rooms, a 50 -seat restaurant/ coffee shop, two meeting rooms (640 square feet each) and a lounge of 40 seats. It is important to note that the coffee shop is not advertised (on the signage) and the lounge area is not a traditional bar, but a living room -style seating area. STAFF REPORT to the Planning Commission Marriott has submitted data on four other courtyard -type hotels of almost iden- tical configuration which seems to demonstrate a lower parking demand. The applicant information is summarized in Table 2. TABLE 2 Peak Parking Demand at Courtyard -Type Marriott Hotels o•.e.n�rae^r_c..:.�arr -. �.rxwx wva.r.wc�..•..�.rmrss. :i 87- 4 -SPE: Barghausen Engineers Page 3 PEAK PARKING PERCENT OF ROOM FACILITY TOTAL DEMAND RATE PEAK PARKING OCCUPANCY @ PEAK AND LOCATION ROOMS PER OCC. ROOM DEMAND PARKING DEMAND Troy, Michigan 148 0.82 122 99 - Windy Hill, Atlanta, Georgia 129 0.83 105 98 Northlake, Atlanta, Georgia 128 0.67 86 99 Johnson Ferry, Atlanta, Georgia 129 0.64 82 100 CONCLUSIONS The proposed reduction of required parking spaces from 201 to 172 represents 29 spaces (14.4 %). The Planning Department concurs with Marriott's rationale for the reduction since the data presented bears out their argument. Applying the peak demand rate in Table 2 (0.83 spaces per room) to the proposed Tukwila courtyard hotel would result in a peak parking demand for 124 spaces. This is 48 spaces less than will be provided. The above conclusions would be valid only if the restaurant, lounge, and meeting facilities continue to be focused on registered guests and not toward attracting the general public. The applicant asserts that this will be the long -term case and is the basis for this application. RECOMMENDATIONS Based on the above Findings and Conclusions, the Planning staff recommends approval of the cooperative parking agreement with the condition that no signage advertising the restaurant, lounge, or meeting rooms shall be visible off -site to the general public. This condition shall be recorded in the property title with the King County Assessor. s :l IN lO TM ST S I7IQ) ST s tom ST . l t r S 177TH VALLEY 15TH T S 16TH ST S iTTH ST S 21►M` - V • s TETH UT 31S 3 ""Ti _ La I S MAD ST ] _ J .._ - 3.�fis S111THST \ ; -c c N S S -10 S � q MOSP ■, < SE 1ATM RLL SE 194T 55 19,TH SE tl01u 190TM ST. Pt ▪ � i 0 i `I FIzS: 170TH ST FS SE 196TH ST 1151 lsotgugt •ol gaol owuream wire • _mac_ FR 26.0 05041m M Mug 1406 wisos150 !molt, _ 1 ly• 1•111j97 1 UTE DATA mac a aa 85.11.1 611LDM MA YAM 5.7. 1M MS; MM. % - r 11151510. in. 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Ira7II 1 L rU N "EN gill ' u a.• V= 4 48 1 �. u EAST ELEVATION PUBLIC SPACE An. 40 so • f • I _ .,•, RA • CS7 AT • -••• ••••••••• •1 II: •.• • S ..ta- • .•-•• r •-••• ••••• flat: 8/11 • • • ••• ;71 a.m. •••••• • _ L L--- EAST ELEVATION GUEST SOUTH ELEVATION INDOOR POOL AND GUEST WING • II. IS WING AorrA cgmewr b FROM Fin in ii IL.!hl TWEE La 11;;MO VII .11 Li Li *TV II. ma Ell DI '''.1112418 Errill DI I I rail La M Ell Mil 11111•74 • 1•111 •••[...• Mg 1111107 .1 •1 oft. fit— Li 111 II, "T- . ,••••11 MINUS • , •••• WEST ELEVATION GUEST WING COURTYARD COURTYARD trr SOUTH ELEVATION PUBLIC SPACE FROM COURTYARD ftU y •... • .1 ?MI tai rt 1 ,---•••••••• ••••■.• •••••••• ••••••• 21•1 — v...s. NORTH ELEVATION INDOOR POOL FROM COURTYARD •Igte Vu• • I • c-svo AlB . •■■• ••11.11 t ��r.t .i�l :' :+'R:i + "I ✓�:i^F .v �}� ,�o>K.o }:.'.},�'�'Sii :. w.r.'....0 ..- ...t:. 1. ...ti..... :`(.: rr...'Y[.. �....... ...t _ .h -.n .... .. ...a ... Y '�✓ ) .. .t.. .r .t.a "Land Planning, Survey, and Design Specialists" Mr. Vernon Umetsu Associate Planner City of Tukwila 6200 Southcenter Boulevard Tukwila, WA 98188 Re: Dear Vernon: BARGHAUSEN CONSULTING ENGINEERS, INC. July 6, 1987 Cooperative Parking Agreement for Marriott Courtyard Hotel Located at Andover Park West and Strander Boulevard, Tukwila, Washington Our Job No. 2310 On behalf of the Marriott Corporation our office is formally requesting a cooperative parking agreement for the above mentioned project. In summary, the RBA Group analyzed parking lot counts that were made at each of these existing courtyard facilities. The maximum number of spaces occupied occurred in the late evening through mid - morning hours. These extensive studies indicate an average parking space demand of .65 spaces per occupied room. Please note that these hotels (Windy Hill, Northlake, and Johnson Ferry in Atlanta, Georgia) are similar to the proposed Courtyard Hotel which provided the limited service restaurant, lounge, and executive board meeting rooms. Clearly, the provided parking stalls of 172 for the above mentioned project is well within the anticipated parking lot demand. 6625 South 190th, #102 • Kent, Washington 98032 • (206) 872 -5522 1c: 1 JUL 10 19871 CITY OF 1 tfta;WiL A PLANNPNG DEPT. The Marriott Corporation has been providing a successful product in courtyard lodging facilities which are specifically designed for the business traveler rather than the general public. The courtyard hotel will have approximately 149 rooms, a 50 -seat restaurant /coffee shop, two meeting rooms (762.5 square feet each) and a lounge of 40 seats. It is important to note that the coffee shop is not advertised (on the signage) and the lounge area is not a traditional bar, but a living room style seating area. Therefore, in my opinion, the lack of a full service restaurant, banquet and convention facilities reduces parking demands. The Marriott Corporation introduced the Courtyard Hotel as a new product to the lodging market in 1983 and 1984. Three hotels were open during this time for market testing purposes in Atlanta, Georgia. We are enclosing for your review, several studies performed by the RBA Group for the Marriott Corporation regarding parking demands for these hotels which are similar to the above mentioned project. Mr. Vernon Umetsu Associate Planner City of Tukwila e -2- ,sfe "ii!S lily' l."y "Yie s July 6, 1987 The current City of Tukwila Zoning Code requires that the Courtyard Hotel with mixed uses (i.e., hotel guest rooms, restaurant /lounge facilities, and meeting rooms) must provide 196 stalls. This incorporates one stall for each lodging room, one stall for each 100 square feet of the restaurant and lounge, and one stall per four persons of occupancy for the meeting rooms. It is our position that the above mentioned Courtyard Hotel meets the parking lot demand for the proposal due to the information and analysis provided herein. Again, I would like to reiterate the importance that the proposed hotel and parking demands limited service which facilities of a 50 -foot restaurant, a living room -style lounge, and executive board rooms are provided to accommodate the need of guests only. The food and beverage services are not designed to attract outside business. The traffic generated by a Courtyard Hotel is noticeably less than that of a typical hotel. The reduced number of trips is attributed to the absence of high trip generators such as full- service restaurant and banquet and convention facilities. Please review this information provided and assign a date for this cooperative parking agreement to be heard before the planning commission which meets on the fourth Thursday of each month. Please contact our office immediately once you have established a hearing date. Thank you. Sincerely, G. Wayne Potter Project Planner GWP /lc C250.33 enc: Various Courtyard Hotel Parking Analysis cc: Ms. Marianne Ramey, The Marriott Corporation Mr. Dana B. Mower, Barghausen Consulting Engineers, Inc. Mr. Will Wolfert, Barghausen Consulting Engineers, Inc. »,urriott corporation INTERNATIONAL HEADQUARTERS June 1, 1987 Mr. Vernon Umetsu Associate Planner City of Tukwilla 6200 Southcenter Blvd. Tukwilla, WA 98188 Re: Courtyard by Marriott, C870 Dear Vernon: As promised in the May pre - application meeting for the proposed Courtyard by Marriott hotel, I am enclosing the following parking studies: 1. Troy, MI - Courtyard by Marriott prepared by Reid, Cool & Michalski, Inc. 2. Traffic Generation Study for Courtyard by Marriott prepared by The RBA Group. 3. Memorandum on Atlanta Courtyards prepared by The RBA Group. These studies shown that Marriott's parking needs vary from 0.58 to 0.74 stalls per room. The Tukwilla Courtyard will have 172 spaces, even though experience shows a maximum utilization of 122 spaces. I hope this information will help in your analysis of Marriott's parking provisions. Please call me at (800) 826 -2975 ext. 4030 if you have any questions. Very truly yours, MCR /tke Marriott Drive Washington, D.C. 20058 MARRIOTT CORPORATION Marianne C. Ramey, P.E. Regional Civil Engineer enclosures cc: Dave Desforges Dana Mower, Barghausen HONMK) JUN - 5 1987 6I176 1•6 Vi LA PLANNING DEFT. 301/897 -9000 TELEX: 89597 MARCORP BHDA 0. STANLEY D. COOL, P.E. CHARLES S. MICHALSKI, P.E. Dear Mr. McGee: Hour Parking Occupancy: 5:00 pm 6:00 pm 7:00 . pm 8:00 pm 9:00 pm 10:00 pm 11:00 pm Midnight COOL MICHALSKI, INC: 29623 Northwestern Hwy. D Southfield, Michigan 48034 Telephone: 313/356-3515 Thaffie teTicumpoittathrit Erbainseu November 14, 1986 Mr. Dennis McGee Regional Civil Engineer Marriott Corporation Marriott Drive Washington, DC 20058 Subject: Parking Study Troy MI Courtyard Hotel At your request we have conducted a parking occupancy study of your Troy Michigan Courtyard Hotel located on Maple • Road east of Stephenson Road on Tuesday November 4, Wednesday November 5, Thursday November 6, Sunday November 9 and Monday November 10, 1986. As you know this facility has 174.parking spaces available on site. In conducting this study we recorded the number of vehicles parked on the hour for.eight hours 'beginning at 5 pm and ending at midnight on each of the survey dates. In addition we obtained'the number of occupied rooms on each of the dates surveyed from the hotel manager. The results of the survey are recorded in the following table: Tuesday Wednesday Thursday Sunday Monday 11/4/86 11/5/86 11/6/86 11/9/86 11/10/86' no. % no. % no. % no. % no. % Hotel Occupancy: 147 99% 146 99% 145 98% 78. 53% 145 98% 44 25% 49 28% ' 39 23% 32 . 18% 61 35% 69 40% 34 20% 44 25% 61 .35 %. 71 41% 42 24% 13 7% 59 34% 76 44% 42 24% 71 41% 53 30% 62 36% 65 37% 93 53% 70 40% 95 55% 79 45% 100 57% 38 22% 57 33% 61 35% 57 33% 70 40% 68 39% 91 52% 89 51% 84 48% 109 63% 113 65% 109 63% 109 63% 122 70% 113 65% 120 69% As indicated in the above table, a maximum of 122 parking spaces (70 percent of the total available) were LLOYD B. REID, P.E. (1901 -1980) utilized during the study. This_occurred on November 4th when 147 of the 148 rooms available were occupied. This clearly indicates that this facility has more than enough parking to satisfy its needs. Please advise if you have any questions regarding the study. Kindly advise if we can be of further service on this or other projects. Very truly yours, Reid, Cool & Michalski, Inc. Stanley I¢. Cool, P.E. Preisdent • Marriott Corporation recently introduced Courtyard as a new concept in lodging for the business traveler, providing comfortable luxury accom- modations in a residential styled environment. A Courtyard facility typi- cally consists of 126 to 150 lodging units built around a heavily landscaped open courtyard. Limited service accessory facilities including a fifty-seat restaurant, a living room styled lounge, and an executive board room are provided to accommodate the need of guests only. The food :and beverage services are not designed to attract outside business. The traffic generated by a Courtyard facility is noticeably less than that of a typical hotel. The reduced number of trips is attributed to the absence of high trip generators such as full service restaurants and banquet and convention facilities. In an effort to determine trip genera- tion of a Courtyard facility, RBA conducted traffic counts at three existing Courtyards during the summer of 1984. Additional information was collected in March and October 1985 in an effort to refine the generation rates. PROCEDURE Manual peak hour traffic counts were conducted at the Johnson Ferry, Northlake, Peachtree Corners, and Windy Hill Courtyards during June 1984 Period - -- THE. RBA GROUP :. Table 2: GENERATION RATES (Trips /occupied room) • The number of vehicles counted at each facility was averaged for a.m., noon, and p.m. weekday peak periods (shown in Table 1) and twenty -four hour weekday periods. These counts were divided by the number of rooms occupied during each period to determine individual. facility generation rates. The generation' rates were averaged. These rates are shown in Table 2 along with the Institute of Transportation Engineers published generation rates for a typical :hotel . Courtyard Typical Hotel A.M. In •.18 .58 Out .28 .29 P.M. In .18 .36 Out .14 .37 DAILY 6.10 10.5 The reduced generation rates for the Courtyard are attributed to the food and beverage services, meeting areas, and other accessory facilities in a Courtyard being sized for the needs of guests only. Manual peak hour counts were made at all Atlanta Courtyard facilities. Mechanical 24 -hour counts were made for the two extreme generators - Northlake on the low end and Windy Hill on the high end. These counts are shown in Tables 3 and 4. • All Atlanta Courtyards are serviced by taxi and airport limo transpor -.. tation. Northlake and Johnson Ferry- are the only facilities located near • . .. • . • 5 4,; +: MARTA (public transportation) lines; however, guests seldom use the ser- .�.� vice.. They usually use rentals, personal vehicles or are passengers A.M. • Peak Hour Moon P.M. Peak Hour Rooms - Enter Exit y lotal Enter Exit Total Enter Exit Total Occupied Site - -•-_- - - - -- 126 Windy hill 33/.26 48/.38 81/.64 27/.21 22/.17 49/.39 25/.20 25/.20 50/.40 132 Peachtree Corners 25/.19 55/.42 .17 .15 .32 .18 .14 .32 PEAK IIOIIR TRAFFIC (Volume /Rate) • •• g 1 . HOUR 09/30/85 ' 10/01/65 10/02/85 IN OUT IN IN OUT IUTAL1 OUT • AL • AL 0100 - - - : 5 2 7 10 2 . 12 0200 - - - 0 I I 3 2 • 5 0300 - - - 5 3 . 8 2 33 5 0 400 I- - - 0 0 . 0 3 0 . 3 0500 1 - - - 0 1. I 2 0 2 0600 I - - - 5 12 17 3 8 II 0700 I - - - 12 19 31 16 23 39 0800 - - - 21 34 55 20 35. 55 0900 • I - - - : 16 18 34 26 30 56 1000 - - - 20 25 45 23 14 37 1 100 - - - 18 10 28 9 12 21 1200 M - - - 12 13 25 14 11 25 1300 ' 30 7 37 ' 26 29 55 - - - 1400 19 29 48 2.1 12. 33 - - - 1500 12 15 27 15 19 34 - - - 1600 16 8 24 12 19 31 - - - 1700 i 11 14 25 . 10 II '21 - - - 1800 I 28 2.6 54 21 23 44 - - - 1900 25 31 56 31 33 64 - - - 2000 32 40 72 14 28 42 - - - 2100 I 27 24 51 . 20 17 37 - - - 2200 14 20 34 30 20 50 - - - 2.300 I 23 • 7 30 18 • 12 30 -. - - 2400 . • 6 4 ' 10 15 . 7 . 22 - - • - . TOTALS i 243 225 468 347 366 715 131 140 271 NORTHLAKE COURTYARD - HOUR • 09/30/85 • 10/01/85 10/02/85 IN IN OUT IN IuIAL OUT IutAL OUT .iutAL 0100 1— — — 5 3 8 2 8 10 0200 — • — — 3 2 5 1 2 3 0300 j— — — a 2 I 3 I 2• . 3 040.0 +' — — — . 2 3 5 1 0 I 1 0500 I— — — . 4 3 7 5 5' 10 0600 II — — • — 1 8 8 16 4 3 7 0700 (I — — — I 31 29 60 34 61 95 0800 ii — — — i 23 36 59 35 •30 65 0900 — — — ; 30 19 49 I 14 12 26 1000 — • — . — 14 7 21 ; 18 12 30 1 100 — — — 13 33 46 20 29 49 1200 • — — — ' 24 21 45 25 17 42 (300 i 14 II 25 29 24 53 — — — 1400 I 10 15 25 1 13 19 2 — — • — ; 1500 '! 8 16 24 1 20 • 18 38 — — — 1600 � 25 22 47 . 20 15 35 — — — . 1700 32 25 57 19 23 42 — — . — 1800 26 27 53 : 29 33 62 — — —. 1900 30 24 54 37 33 70 — — — 2000 21 20 41 : 31 32 63 — — — 2100 25 25 50 26• 19 45 — — — • 2200 26 21 47 19 '29 48 — . — — • •-• 2300 23 29 52 14 18 .32 — — — - :.. ..:- .2400 •.. . 6 10 16 , 8 7 15 • — — — TOTAL :L : - }:,::. .. .— , ... :t.lk •." • 2 46• ..y..:,:.y. 245 .. .. 491 . • .• 424 .. ,. • 435 • .... •r,• -; .859 V...*: ^'''':;*:. i -159 . )�w:4 1 .. 1 'i:. ri'' '': 341 :+ ' "''''.- • TABLE• 4 . HOURLY TRAFFIC VOLUMES WINDY HILL COURTYARD : • • THE RBA GROUP TO: Marriott Corporation FROM: Storm Mitchell, The RBA Group RE: Atlanta Courtyards DATE: December 23, 1985 MEMORANDUM The Marriott Corporation recently introduced the Courtyard Hotel as a new product to the lodging market. Three hotels opened in 'late 1983 and early 1984 for market testing purposes in Atlanta, Georgia. These hotels, since their opening, are observed to be successful. Random studies indicate occu- pancy rates consistently above 85% and often with full occupancy. The Marriott Corporation is now expanding Courtyard on a national basis. In the process of developing the facilities in desirable market areas, Marriott often must rezone parcels to allow lodging usage. A predominant and growing concern of local planning and zoning boards and elected officials is the traffic impact of the proposed development. The traffic generated by the existing Courtyards has been found from studies corducted by The RBA Group to be noticably less than that for a typical hotel. Cortir.0 ;rg studies indicate that an average of 6.0 trips per day, per occupied room are generated by a Courtyard facility. The average trip ger.erat'or rate for a "General Hotel" published by the Institute of Trar.sporation Engineers (ITE) is 10.5 trips per day per occupied room. The reouct' or, in trip generation is attributed to the lack of banquet and con. - ver-tior facilities and t.rie absence of a theme restaurant and action. bar. A Courtyard provides a 50 seat restaurant and approximately 1,500 square feet of meeting space in 2 board room styled areas intended to meet the reeds of its guests.- The restuarant is not advertised to the nor-guest public as it often is in full service hotels. A Courtyard tends to function similarly to a motel facility, thus, the traffic gereratior might be assumed to be similar. However, the average generation for a motel published by ITE is 10.14 trips per day per occupied room. The reduc- tior in generation from the typical motel is attributed in part to the guests' mode of transportation. The motel guest is transient and often drives a personal or rental car. Courtyard guests in addition to driving personal or rental cars frequently tend to use taxi and airport limo services. Other studies conducted by The RBA Group also show a significant number of guests arriving 'n a vehicle driven by a friend. Such a vehicle is not available for the guest to use which reduces the potential generation. • Marriott Corporation. December 23, 1985 Page 2 SM /sma `- -THE RBA GROUP Public transportation does not appear to be a significant factor for guests' •trips. Of the four existing Atlanta Courtyards only 2 facilities are near bus /rail lines. However, the routes are not convenient to many of the guests' destinations. A few employees are using the bus service. The Atlanta Courtyards are located near many of the guests' business destina- tions allowing short trips by foot, personal vehicle or taxi. The Johnson Ferry Courtyard is located in north Atlanta near an interchange with the perimeter highway, I -285. The hotel is convenient to 3 major regional hospitals; a regional shopping mall and approximatly 8 million square feet of office space. The airport is a 30 minute trip around I -285. Bus service is available but not often used. The Windy Hill Courtyard is located 15 miles north of downtown Atlanta near an interchange with 1 -75. The Courtyard is located in an office park adja- cent to a hotel with a popular action bar. Courtyard parking spaces have been observed to be used by customers of the bar. Many company regional headquarters are located it the office park including Hewlett Packard and VW of America. Hewlett Packard personal often walk to the headquarters building from the Courtyard. An additional 9 million square feet of office space is it the area. The airport is a 30 minute trip by either I -75 or 1 -285. Bus service is not available. The Northlake Courtyard is located 15 miles rortheast of downtown. Atlanta near an interchange with 1-285. The hotel is located adjacent to a shopping center with several theme resturar.ts and 8 -PLEX movie theaters. A regional shopping mall is located nearby along with approximately 2.25 million square feet of office space. The airport is a 25 minute trip around I -285. Bus service is somewhat cor.ver. i ert to downtown. Atlanta. The Peachtree Corners Courtyard is located 30 miles northeast of Atlanta in a high tech office - light industrial area. Approximately 4 m;llion square feet of office exists in the area. The airport is a 50 minute trip. Bus service is not available; limited limo service has just been initiated. The limo service is expected to have minimal impact or vehicular trips. In corclusion., we feel that the trip rates and patterns for the Courtyard Hotels are valid, and do differ from the standard hotel. I hope this provides the information that is needed. Please call if you have any questions or if we car provide any additional information. YI'%•.1v is :'L i;;: }i ---THE RBA GROUP COURTYARD BY MARRIOTT PARKING STUDY TABLE 1 - PARKING SURVEY The Marriott Corporation is providing a sucessful product in Courtyard - lodginy facilities designed for the business traveler. The food service and meeting areas are intended to meet the needs of the guests only. Thus, the lack of a full- service restaurant, banquet and convention facilities reduces the parking requirement. This parking study documents the parking demand for a Courtyard facility. Parking lot counts were made at each of the existing Court- yard facilities in Atlanta, Georgia. The maximum number of spaces occupied occured in the late evening through mid- morning. The following table shows the maximum spaces occupied with the total rooms occupied for a one.week period at each facility. WINDY HILL NORTHLAKE JOHNSON FERRY DATE Spaces Rooms Rate Spaces •Rooms Rate Spaces Rooms Rate 3 -18 74 128 .58 82 127 .65 62 126 .49 3 -19 97 126 .77 86 127 .68 76 129 .59 3 -20 105 '126 .83 73 126 .58 74 125 .59 3 -21 96 126 .76 72 126 .57 65 123 .53 3 -22 92 125 .74 82 127 .65 78 125 .62 3 -23 96 128 .75 69 119 .58 82 129 .64 AVERAGE= .74 .62 .58 The parking space inventory indicates an average parking space demand of .65 spaces per occupied room. With a maximum of 7 employees included during the peak parking period, the demand is well within the Marriott requirement of providing at least one space per unit. The low demand experienced is attributed not only to the lack of a full service restaurant and meeting facilities but also to the availability of taxi and limousine service. Also there is the possibility of two or more guests using the same vehicle. However, we recommend providing at least one space per room in the event that each guest may drive one vehicle. Aitte . 4M0A.M.NW■OW. , ;ft.u..■■■ k io DATE 3-18 3-19 3-20 3-21 3-22 3-23 OCCUPANCY RATES WINDY HILL NORTHLAKE 100% 99% 98% 98% 98% 98% 100% P ' TREE DUNWOO: 98% 99% 100% 98% 96% 98% 95% 99% 97% 93% 100% A • • BARGHAUSEN CONSULTING ENGINEERS, INC. "Land Planning, Survey, and Design Specialists" Mr. Verne Umetsu City of Tukwila Planning Department 6200 Southcenter Boulevard Tukwila, WA 98188 May 26, 1987 RE: Proposed Marriott Hotel Located in Tukwila, WA Our Job No. 2310 Dear Verne: yrw4cera c cn nActraci mtstw.:tm7Pree t'tA�s?MT. Nh��R� ti"Smract:firodOcwm As discussed during our last telephone conversation as related to the above referenced project, I am enclosing one copy of the Traffic Impact Comparative Analysis for a typical Marriott Courtyard Hotel for your review. You will note that the Traffic Impact Comparative Analysis indicates the peak traffic flows which are anticipated for the project, as well as the anticipated overall traffic impact to surrounding road systems. Please review the enclosed documents, and in particular, those sections which indicate the maximum on -site parking required for a typical Marriott Hotel. We would like to, if at all possible, keep the parking count to around 170 stalls total. You will recall that the restaurant and meeting rooms are specifically for use by hotel residents only, and are not advertised for use by the general public. Therefore, we believe that it is reasonable to not require additional parking for these areas separately. Please let me know if you have any further questions with regard to the enclosed document, otherwise, I will phone you in the next few days to discuss this project with you further and answer any additional questions you may have at that time. Dana B. Mower, P.E. Vice President DBM /tt C237.73 enc: One Traffic Impact Comparative Analysis cc: Ms. Marianne Ramey, P.E., The Marriott Corporation CC MAST v4k. 44( /87 6625 South 190th, #102 • Kent, Washington 98032 • (206) 872 -5522 CRY �� MYNA JUN 1 1 1987 Sri ..wnaw.wsx Prepared by February 15, 1987 TRAFFIC IMPACT COMPARATIVE ANALYSIS OF MARRIOTT COURTYARD HOTEL Mackenzie Engineering Incorporated 0690 S.W. Bancroft Street Portland, Oregon 97201 0 1164 0 G. L PS'' 1N, .10505 mtmeognotittwelv I9ii :.r< s . I. INTRODUCTION The purpose of this report.is to provide a comparative analysis of potential traffic impacts associated with the proposed Marriott Courtyard Hotel and other uses which may be allowed on the site under current land use designations. The subject site, located south of Hall Boulevard and north of S.W. Nimbus Drive in the Koll Business Center - Creekside is currently planned and zoned "Campus Industrial ", which permits a variety of light manufacturing, office and limited retail uses in an employment activity center concept. The proposed hotel, as requested, is intended to serve primarily the Campus Industrial District. II. DESCRIPTION OF THE PROPOSED USE The Courtyard Hotel facility is specifically designed to meet the needs of the adjacent business community. A building providing 149 rooms will be constructed on the subject site, which is approximately 4.1 acres in size. The main function of the hotel is to provide short term lodging. The coffee shop and meeting rooms are designed to serve guests only, and not the general public. The coffee shop includes 46 seats, and the lounge will seat 36. The coffee shop is not advertized on external signage, and the lounge can be described as a living room style seating area. The Marriott Corporation projects occupancy rates of 85% on weeknights (Monday through Thursday) and 53% on weekends (Friday through Sunday). Access to the proposed Courtyard Hotel will occur via S.W. Nimbus Avenue. The site design orients toward S.W. Nimbus and away from S.W. Hall Boulevard. III. TRIP GENERATION ANALYSIS .ou .vw........w....w..e . r.aw... «nxv.ce wxywa' vas. nv. �b :tcxtn'MI.+Y.Y..+.[M`X:ayu :Jyt!:s iwt r∎Pr;{tYFLiNI,I :4CZ`. :r-'9, .,Si,'.tr,10,1:1 .':k"^..'-MIV§altXtf.1: g' iv, The following table summarizes four alternative uses of the subject site, including the proposed Courtyard Hotel. All traffic generation rates were obtained from the Institute of Transportation Engineers - Trip Generation Report (Third Edition), unless otherwise noted: Marriott Courtyard Hotel: Site Size: Building Size: Average Daily Traffic: Typical Hotel: Site Size: Building Size: Average Daily Traffic: Campus Industrial - Office Site Size: Building Coverage Building Size: Average Daily Traffic: Site Size: Building Coverage: Building Size: Average Daily Traffic: Site Size: Building Coverage: Building Size: Average Daily Traffic: TRIP COMPARISON 4.1 acres (178,596 sq. ft.) 149 rooms 909 trips (see note below; 6.1 trips /room) 4.1 acres (178,596 sq. ft.) 149 rooms 1565 trips (I.T.E. #310) 4.1 acres (178, 596 sq. ft.) 35% total building (30% footprint) 62,507 g.s.f. 1106 trips (I.T.E. #711) Campus Industrial - Office /Manufacturing /Warehouse 4.1 acres (178,596 sq. ft.) 35% total building (30% footprint) 62,507 g.s.f. 565 trips (I.T.E. #711, 140 and 150) Campus Industrial - Office Plus R&D Manufacturing (65%/35 %) Mix (35%/30%/35%) 4.1 acres (178,596 sq. ft.) 35% total building (30% footprint) 62,507 g.s.f. 937 trips (I.T.E. #711 and 140) NOTE: Studies completed by Marriott Corporation of existing Courtyard Hotels throughout the United States show an average trip rate of 6.1 trips /room for the Courtyard Hotel. This rate is less than a "typical hotel" due to its selected market. The Courtyard Hotel differs from a full service or "typical hotel" by: 1) not being freeway or highway oriented for attracting pleasure travelers; 2) having limited meeting facilities which are intended for guest use only; 3) not having banquet or convention facilities; 4) not having room service; and 4) not having a sit -down bar with entertainment. IV. DISCUSSION :�c»,,.rsn.xamrersr.�.r�. f M W.+Ra.�wMt'15Y,7Grt ^�sxanarY.Semlz;A[.ar.,k:.TSo ti.�i4.' e`�.? • The primary purpose of this analysis is to compare the potential traffic impact of the proposed Courtyard Hotel to other likely land uses within the Campus Industrial• zone. It is assumed that any specific project would be subject to review with respect to system capacities during Facilities Review, so that, as long as the level of trip generation is comparable to other CI uses, traffic issues will be accountable within the planned system. The Campus Industrial District allows a range of industrial, office and supportive land uses. Although it is possible to have a pure retail development, it is unlikely that it would have retail trip characteristics, because of the orientation requirements of the CI District. Therefore, the most intensive large scale land use probably would be general office activities. In the vicinity of the Koll Business Center - Creekside, office and labor intensive manufacturing activities predominate. Since the trip generation of any specific project is a function of the actual mix of uses, the traffic related to each project must be individually analyzed. However, it is clear that most Campus Industrial projects in Beaverton will closely approximate the generation indicated above with a relatively high proportion of office. It is highly unlikely that a heavy warehouse /distribution or manufacturing firm would locate in a CI area, because of land costs. Therefore, this analysis concludes that the Courtyard Hotel by Marriott will generate traffic at a rate'similar to the most likely development scenario under the CI District provisions. APPENDIX ITE Trip Generation Manual (excerpts) ■ iki' o4SSifC• i:' S ifSrti:.. v: w�... a, o......«.,- ,...,......,....,,,.+.,., a... .,.,vlto Description: Manufacturing facilities are places where the primary activity is the conversion of raw materials or parts into finished products. Size and type of activity may vary substan- tially from one facility to another. In addition to actual production of goods, manufacturing facilities generally also have office, warehouse, research and associated functions. Manufacturing facilities surveyed ranged from 17,000 to 2,200,000 gross square feet of floor area. The number of employees ranged from 34 to 6.535. Average floor space per employee was 541 square feet, or 1.9 employees per 1,000 gross square feet of floor area, and 18.5 em- ployees per acre of developed land. Trip Characteristics: An analysis of correlation be- tween average weekday vehicle trip ends and all measured variables was made to determine the best variable to use for predicting vehicle trip ends. From the data assembled to date. number of employees and gross square feet of building area have been found to have the highest correlation with average weekday ve- hicle trip ends. Parking spaces also indicate a high correlation with trips but are usually de- veloped upon the size of the building. There- fore, it is believed that parking spaces should not be used as a predictive independent vari- able for average weekday vehicle trip ends. .., .............. .,.,<...u. xcaa, *,.:+.wi.,n.,u+rar <eNCA. r.:revr mxs^_ xrt, 39uno;w_•. <u+x:1.cmc z.^•.+atrris!sX.V'.t^F". a ?;tir: inw,e.:.;u, re•.tnl..w Equations and Independent Variables AWDVTE = 221.7 + 1.743 x Number of Employees = —13.1 + 3.883 x Thousands of Gross Square Feet Number of Acres Parking Spaces /77' 1 M On the average, manufacturing facilities gen- erate 2.0 weekday vehicle trip ends per employee and 3.9 weekday vehicle trip ends per 1,000 gross square feet of building area. See the following tables for daily and peak hour trip generation rates. Trips generated by manufacturing facilities usually peak at the same time as the adjacent street traffic (7 to 9 A.M. and 4 to 6 P.M.), as indicated in the following tables. Data Limitations: More information is needed con- cerning directional and traffic movements during shift changes at manufacturing facilities. Equations and Correlation Between Average Weekday Vehicle Trip Ends (AWDVTE) and the Independent Variables for Manufacturing. i Correlation Coefficient (R) 0.970 0.93! 0.4�• 0.947 Average Weekday Vehicle Trip Ends Peak A.M. Enter Hour Between Exit of 7 and 9 Total Adjacent P.M. Enter Street Between Exit Traffic 4 and 6 Total Peak A.M. Enter Hour Exit of Total Generator P.M. Enter Saturday Vehicle Trip Ends Peak Hour of Generator Sunday Vehicle Trip Ends Exit Total Enter Total Enter 0.7 8.75 0.5? 0.59 3 0.62 5.1 0.� 4 .;: 3 Land Use /Building Type . Manufacturing Independent Variable —Trips per 1, 000 Gross Sauare Feet Peak Hour of Generator SUMMARY OF TRIP GENERATION RATES Total Average Trip Maximum Rate Rate 3.86 52 0 0.09 0.7= Source Numbers 7 . 10, 15, 17, 74, 85 . 88 ITE Technical Committee 6A•6 —Trip Generation Rates Date: 1 1979, Rev. 1982 ITE Land Use Code 140 Number Average Size of Minimum Correlation of Independent Rate Coefficient Studies Variable/Study 0.5 60 351 0.1 41 317 0.09 - _ 40 347 0.27 n 9 1 2200 1 2200 1 2200 1 2200 2200 0 09 47 383 4R 0.1 2 483 0.01 2 483 . w .............,.,..-.... r.. n. w.....-.. w- .............+ w.... aw..,.,.+. a.. aumww< x+ �. wurnr '✓na.wa.rxmr.unvm..wx.au.+a - ...u.amlr:.nrrt.rMyCT?S:.N`.i. : MiSTl! XRiOtiRtltaW/ Lv.' �9svrr„ Y' c�cm��vrAwv ..�t.na.+ore.uw +........ Description: Warehouses are facilities that are all or largely devoted to storage of materials. They may also include office and maintenance areas, but the primary function is storage. The warehouses surveyed ranged in size from 33,000 to 2,230,000 gross square feet of floor area. The number of employees per facility var- ied from 12 to 2,594 with an average of 358. Average floor area per employee was 800 square feet, or about 1.25 employees per 1,000 gross square feet, and 14 employees per acre. Trip Characteristics: An analysis of correlation be- tween average weekday vehicle trip ends and all measured variables was made to determine the best variables to use for predicting vehicle trip ends. From the data assembled to date, number of employees, gross floor area, parking spaces and size of the site in acres were found to have the highest correlation with average weekday vehicle trip ends. Although the corre- lation coefficient of average weekday vehicle trip ends per acre of site or parking spaces was high. it is believed that this is a coincidental relationship. Differences in building height and site coverage from one location to another may vary substantially. Also, parking spaces Equations and Correlation Between Average Weekday Vehicle Trip Ends (AWDVTE) and the Independent Variables for Warehouses. Equations and Independent Variables AWDVTE = 312 + 3.07 x Number of Employees = 378 + 3.66 x Thousands of Gross Square Feet = 116 + 52.3 x Number of Acres Parking Spaces 150— Warehousinp. s are usually based on the size of the building. It is suggested, therefore, that the number of employees and gross floor area of the facility be accepted as the primary variable for estimat- ing trip generation of warehousing facilities. Warehousing facilities generate 3.9 average weekday vehicle trip ends per employee or 4.9 average weekday vehicle trip ends per 1,000 gross square feet of building area. See the fol- lowing tables for daily and peak hour trip gen- eration rates. Trips generated by warehouse facilities gener- ally did not peak at the same time as the adja- cent street traffic during the A.M. peak hour. The average trip rate during the peak hour of adjacent street traffic was on the order of one - half to one -third of the volume during the A.M. peak hour of traffic entering and leaving the warehouse facilities as indicated in the follow- ing tables. Data Limitations: The trip generation rates pre- sented are based on a relatively small sample (15 studies) of warehousing facilities. More in- formation is needed to confirm the validity of these rates and add to the peak hour data. Correlation Coefficient (R) 0.920 0.904 Rev. 1982 SUMMARY OF TRIP GENERATION RATES Land Use /Building Independent Type Warehousing ITE Land Use Code 1 5 0 Variable —Trips per 1,000 Gross Square Feet Average Trip Rate Maximum Rate Minimum Rate Correlation Coefficient Number of Studies Average Size of Independent Variable/Study Average Weekday Vehicle Trip Ends 4.88 17.0 1.51 15 285 Peak Hour of Adjacent Street Traffic A.M. Enter Between Exit 7 and 9 Total 0.66. 1.41 0.11 11 3 P.M. Enter Between Exit 4 and 6 Total 1.63 1.52 0.35 13 321 Peak Hour of Generator A.M. Enter Exit Total 1.61 1.59 0.28 14 281 P.M. Enter • Exit Total 1.63 1.52 0,35 12 Saturday Vehicle Trip Ends Peak Hour of Generator Enter Exit Total Sunday Vehicle Trip Ends .. Peak Hour of Generator Enter Exit Total Source Numbers 6, 7, 12, 13, 15, 17, 7 4 ITE Technical Committee 6A -6 --Trip Generation Rates . Date 1975, RPV. 1982 "Ye''N.(i�.::.Nnrarz..a . nw+. xe- �n +.a +r.w : k�.'+ tflA' C':'.' k: w; f5 ^ .'FC7:"- +Vi'+TF'YFKC7.�FH9L'. "1ft77�irw7:.?RT✓i1T.: *. • Description: A hotel is defined, for the purposes of trip generation, as a place of lodging providing sleeping accommodations, restaurants, cocktail lounges, meeting and banquet rooms or convention facilities and other retail and service shops. The hotels surveyed were all located outside the central business districts and usually in suburban areas. Studies of hotel employment density indicate that on the average, a hotel will employ 0.90 employees per room.* The employment density between 0.46 and 1.38 employees per room. Approximately 49 percent of the employees work during the day- time hours. The hotels surveyed ranged in size from 105 to 545 rooms. Trip Characteristics: Trip generation rates have been developed for the independent variables, number of occupied rooms and total employ- ment. On the average, hotels generate 10.5 weekday vehicle trip ends per occupied room. Hotel traffic generally peaks in the A.M. after the A.M. peak hour of the adjacent street traf- fic. During the P.M.. hotel traffic peaking var- ies between 3 and 4 and 6 and 8, with a lesser volume between 4 and 6. •Buttke. Carl H., unpublished studies of building employment densities, Portland, Oregon. 310 —Hotel � Saturday and Sunday vehicle trip generation measured slightly lower than for the average weekday, as shown in the following generation rate tables. Data Limitations: The data presented in this report do not include person trip ends by mode or hotels located within the central business dis- tricts of cities. In some cases, it has been difficult to ascertain whether a hotel surveyed was in fact a hotel offering a full line of services or a large motel without eating facilities. In other cases, data were dropped from the analysis because it was not known whether the independent variable was total rooms or occupied rooms. It is im- perative for these analyses that traffic volume counts always be related to the number of oc- cupied rooms, otherwise. a lower generation rate might result. More data are needed to define the trip genera- tion for entering and leaving traffic during the peak periods of the adjacent street traffic and for the hotel itself. SUMMARY OF TRIP GENERATION RATES Land Use /Building Type Hotel ITE Land Use Code 310 Independent Variable —Trips per Room Average Weekday Vehicle Trip Ends Peak Hour of Adjacent Street Traffic Peak Hour of Generator A.M. Between 7 and 9 P.M. Between 4 and 6 P.M. Peak Hour of Generator Peak Hour of Generator Enter Exit Total Enter Exit Total Enter Exit Total Enter Exit Saturday Vehicle Trip Ends Enter Exit Total Enter Exit Total Average Trip Rate 10.5 0.58 0.29 0.85 0.36 0.37 A.M. 0.73 0.90 (1 R7 8.1 0.67 Sunday Vehicle Trip Ends 0.61 Maximum Rate 13.4 1.18 1.04 11.8 1.34 R R 13 2 1.06 Minimum Rate 9.1 0.61 0.47 Total 5.8 0.37 5_4 0.42 Number Correlation of Coefficient Studies 5 2 2 6 2. 2 7 6 4 4 3 Average Size of Independent VariablelStudy 191 475 474 inn 474 47S 764 7;t1 9 21S 234 234 4 193 182 Source Numbers 4, 4, 17, 1� 54, ITE Technical Committee 6A- 6—Trip Generation Rates Date 1975 'Caution: Few data points in this category ... ....�....— ..... wpm. w.. eNw .mwuaywc.!v.+snr.nnMWavemntwenr . en.. xn ;4sd- �cM:ix�sEact:P1Y!F.s.+4Wl: f�NY�' aYY+' S_' F4fRCt:. h ;+1W?uYC�tL". :;�•k'.e.'..'wrca"9 Ckcev.ny 710 -- General Office Buildin Description: A general office building houses one or more tenants and is the location where the affairs of a business, commercial or industrial organization, professional person or firm are conducted. The building may be limited to one tenant, either the owner or lessee, or it could contain a mixture of tenants including profes- sional services, a bank or savings and loan in- stitution, insurance companies, investment brokers, company headquarters and services for the tenants. The general office buildings surveyed were all located outside the central city business dis- trict and usually in suburban areas. Trip Characteristics: An analysis of correlation be- tween average weekday vehicle trip ends and all measured independent variables was made to determine the best variables to use for pre- dicting vehicle trip ends. These are sum- marized in the table. Correlation Between Average Weekday Vehicle Trip Ends (AWDVTE) and the Independent Variables for General Office Buildings Independent Variables Correlation Coefficients (R) All Under 100,000 100,000 to Over G.S.F. 199,999 G.S.F. 200,000 G.S.F.* Employees 0.906 0.865 0.790 1,000 Gross Square Feet 0.978 0.667 0.663. 0.972 Parking Spaces . 0.985 0.915 0.950 0.980 Acres —0.095 0.242 0.809 0.266 • OFFICE BULDING AND TRIP RATE CHARACTERISTICS • Building Size Under 100,000 G.S.F. 100,000 to 199,999 G.S.F. Over 200,000 G.S.F. Average Weekday Vehicle Trip Ends Rate (AWDVTE) 17.7/1,000 G.S.F. 3.7 /Employee 14.3/1,000 G.S.F. 3.8 /Employee 10.9/1,000 G.S.F. 2.9 /Employee Percent of AWDVTE A.M. Enter A.M. Exit 12.0% 2.1 12.5% 1.5 17.7 °, . 1.8 P.M. Enter P.M. Exit 2.3 13.6 2.8 11.4 2.2 16.5 Employee Density 1,000 G.S.F. /Acre 4.7/1,000 G.S.F. 8.1 4.2/1,000 G.S.F. 10.0 3.1/1,000 G.S.F. — Note: G.S.F. = Gross Feet of Building Area A.M. and P.M. refer to the A.M. and P.M. peak hours of the adjacent street system. The employment and gross building area have a high correlation to vehicle trip making. However, since the number of parking spaces is usually based upon the size of the building, it is believed that parking spaces should not be used as a predictive independent variable. If both employment and gross building area are available for calculating trips, an assess- ment should be made to determine which in- The curve in Figure 1 is a reasonable summari- zation of the average weekday trip rate per 1.000 gross square feet of building area for buildings ranging up to 1,000,000 gross square feet of area. It is recommended that the aver- age weekday trip rates be obtained from this curve and the peaking characteristics from the dependent variable to utilize for calculating trips. Office buildings have been grouped into three size categories for estimating trips because small office buildings tend to have a higher generation rate than large office buildings. The following table summarizes the buildings and trip rate characteristics: previous table and the following trip genera- tion rate tables. The generation rate for sites with more than one general office building should be deter- mined on the basis of the total gross square feet of all buildings on the site, except when build- ings are totally isolated from one another. Rev. 1982 t 40 35 30 25 20 15 10 5 • 0 0 100 200 300 AY rx Jl: YDrt „11:Y3'YtsVY.f!.i!4YuvYF".1, 400 1,000 Gr. Sq. Ft. Building Area General Office Building Trip Generation Rates J 500 600 . 701 t7•LY.!!n? ,«. `iXSY.sa;KD:P 1401 I M MIrisJIIiA tt 700 800 900 1.000 The average automobile occupancy has been measured at 1.2 persons per car, 1.1 to 1.2 per- sons for work purposes and 1.6 persons for other purposes.` The buildings measured for trip generation were either not serviced by public transportation or no information was available concerning such service. Rev. 1982 SUMMARY OF TRIP GENERATION RATES Land Use /Building Type General nffiCP Under 100,000 G.S.F. ITE Land Use Code 711 Independent Variable —Trips per Grnss Srivare FPPt of Riii 1 rli ng Arpn —1pnn Average Trip Rate Maximum Rate Minimum Rate Correlation Coefficient Number of Studies Average Size of independent Variable/Study Average Weekday Vehicle Trip Ends 17 7 ?R S R R 2n Peak Hour of Adjacent Street Traffic A.M. Between 7 and 9 Enter 1.45 1.90 1.28 3 24.3 Exit 0.25 0.80 0.15 3 15 24.3 41.9 Total 2.50 3.79 1, 40 P.M. Between 4 and 6 Enter 0.19 0.70 0.06 3 24.3 Exit 1.14 2.R? 2 . 23 2.60 6.'R.9 3 - 31 0.74 n 8n 1 - 29 3 17 5 24.3 4 7 4 7. 0 Total Peak Hour of Generator A.M. Enter Exit n.45 1.n4' 0.16 5 47.0 Total P.M. Enter n 36 n 7n 0 14 5 5 47 n 47 0 Exit 1 RR 3 19 n 42 Total ' = al ► Saturday Vehicle Trip Ends _2_321_____C___241____1_12__________ 2 u 14 7 0 6 10 4 2.5 Peak Hour of Generator Enter _ _ Exit Total m 11$ . 0? 7 5 4 Sunday Vehicle Trip Ends 1. 2 7.3' .A Y?n 0.2 10 142.6 Peak Enter Hour of Exit Generator T otal 0 1 8 0 . 37 58.4 Source Numbers L : : • • • i . ITE Technical Committee 6A -6 —Trip Generation Rates • Date. 1982 G.S.F. = Gross Square Feet of Building Area RBA GROUP COURTYARD BY MARRIOTT PARKING STUDY The Marriott Corporation is providing a sucessful product in Courtyard - lodging facilities designed for the business traveler. The food service and meeting areas are intended to meet the needs of the guests only. Thus, the lack of a full- service restaurant, banquet and convention facilities reduces the parking requirement. This parking study documents the parking demand for a Courtyard facility. Parking lot counts were made at each of the existing Court- yard facilities in Atlanta, Georgia. The maximum number of spaces occupied occured in the late evening through mid - morning. The following table shows the maximum spaces•occupied with the total rooms occupied for a one week period at each facility. TABLE 1 - PARKING SURVEY WINDY HILL NORTHLAKE JOHNSON FERRY DATE Spaces Rooms Rate Spaces Rooms Rate Spaces Rooms Rate 3 -18 74 128 .58 82 127 .65 62 126 .49 3 -19 97 126 .77 86 127 .68 76 129 .59 3 -20 105 126 .83 73 126 .58 74 125 .59 3 -21 96 126 .76 72 126 .57 65 123 .53 3 -22 92 125 .74 82 127 .65 78 125 .62 3 -23 96 128 .75 69 119 .58 82 129 .64 AVERAGE= .74 .62 .58 The parking space inventory indicates an average parking space demand of .65 spaces per occupied room. With a maximum of 7 employees included during the peak parking period, the demand is well within the Marriott requirement of providing at least one space per unit. The low demand experienced is attributed not only to the lack of a full service restaurant and meeting facilities but also to the availability of taxi and limousine service. Also there is the possibility of two or more guests using the same vehicle. However. we recommend providing at least one space per room'in the event that each guest may drive one vehicle. DATE 3 -18 itt?Jamozut ugoleatriattis 4iF3°t. Gd7;rk !: d`•PalR "ir, tx'S MITYV.. WINDY HILL 3 -19 98% 3 -20 98% 3 -21 98% 3 -22 98% 3 -23 100% OCCUPANCY RATES NORTHLAKE 100% 99% 99% 98% 98% 99% 93% if P' TREE DUNW'OOe 98% 100% 96% 95% 97% 100% 4a• t. s - a,+ VO: P; riril ! + ,.�.,.:V'.7L� ?ASS.:nr.vv.c „aro ra ...a- ra-.mex•..nvs^�s.re.7.�+.. ^,•;i!.•.IJ:i3'S:...`s .' 'tia'T.:Y7`#'7`: This memorandum documents the site trip generation and parking requirements for a proposed Marriot Corporation Courtyard Hotel in Mesa, Arizona. The hotel differs from a typical hotel due to the lack of a full service restaurant and banquet /convention facilities. Limited service facilities include a restaurant and lounge with an executive board room provided to accommodate guests only. Also, the hotel is planned to have 149 rooms which is approximately ore -half the size of typical major hotels found in. the Phoenix metropolitan area. The parcel under study is currently zoned C -2, commercial r e t a i l and.is approximately 4.1 acres in size. Under this zoning, a two story building could be constructed on this site. Assuming a Floor Area Ratio (FAR) of .50 this would yield a building of approximately 89,000 S.F. Trip generation is a method used to relate survey - reported trip making to land -use types and characteristics using statistical procedures. Manual peak hour traffic counts were conducted at four existing Courtyard Hotels in June 1984, February 1985, and October 1985. Table 1 summarizes the trip generation analysis for the site using three rates. First., the retail rate which would be experienced under current !rAning. Second, the rate for a typical hotel. These rates are standardized by the Institute of Transportation Engineers (ITE) in the report, "Trip Generation - Third Edition ". The third trip rate is calculated using the manual counts mentioned above for a Courtyard Hotel. TABLE 1 TRIP GENERATION 1 Land User' Daily AM In /Out PM In /Out Commercial Retail 7298 125/116 285/303 89, 000 3. F. Typical Hotel 1565 86/43 477/507 149 Rooms Courtyard Hotel 909 27/41 27/21 149 Rooms Source: BRW, Inc. As shown in this table the trip generation rates for a commercial retail development are significantly higher than even a typical hotel. With a Courtyard Hotel the PM peak hour generation is approximately 10% of a commercial retail building. Due to this very large reduction in the volume of traffic generated, impacts to the adjacent street system should also be greatly reduced. ses7l ariiaL:cr,7V4ltik.ra tramar;oworamww ovamernata rAlzt4 �'armaxnis�ncrxda CrinlVitigi5 '71E A parking study documenting the parking dernand for Courtyard HcsLels was conducted in March, 4985 at three separate facilities. Marriot Corporation, requires at least one parking space per room for these type facilities. The parking dernand rate per occupied 'room varied slightly for each facility ranging from ,..58 - .74. This low dernand can be attributed to the absence of a full service restaurant and meeting facilities. Also, the 'availability of taxi and limousine service was noted as contributing to the law demand. According to the Urban Land Institute (ULI) report, "Shared Parking", the peak demand rate for a hotel guestroom is 1.00 spaces per room. Additional spaces are required when a full service restaurant lounge and /or conference and convention facilities are provided. Based on this report and the actual inventory conducted, the 170 spaces planned for the Courtyard Hotel seems to be adequate and justified. A:� Land Use B R W PARK I NG ANALYSIS SYSTEM • *• ** Peak Parking Demand Rates PKDEM Source: Shared Parking, ULI * * • • Adjustment * * *'* * * * * Assumptions * * * * Peak Percent Average Percent Percent Average Percent Demand Auto Vehicle Non - Captive Auto Vehicle Non - Captive Code Units Rate Usage Occupancy Market - Usage Occupancy Market Office Weekday OFCW 1000 sq ft GLA 3.00 1.00 1.00 1.00 100% 1.2 100% Saturday OFCS 1000 sq ft GLA 0.50 1.00 1.00 1.00 1007 1.2 100% Retail Weekday • ' RETW 1000 sq ft GLA ' 3.80 1.00 1.00 1.00 100% 1.8 100. Saturday (under 400k GLA) 'RETSS 1000 sq ft GLA 4.00 1.00 1.00 1.00 100% 1.8 100% Saturday (over 600k GLA) • RETSL 1000 sq ft GLA 5.00 1.00 1.00 1.00 100% 1.8 100% Restaurant ant Weekday RSTW 1000 sq ft GLA 20.00 1.00 1.00 1.00 • 100% 2.0 100% Saturday RSTS 1000 sq ft GLA 20.00 1.00 1.00 1.00 100% 2.0 100% Hotel Guestroom Weekday HGRW Room 1.00 1.00 1.00 1.00 80% 1.4 100% S.turday HGRS Room 1.00 1.00 1.00 1.00 80% 1.4 1007. Rest.Aurant /Lounge Weekday HRLW 1000 sq ft GLA 10.00 1.00 1.00 1.00 1007 2.0 50% Saturday HRLS 1000 sq ft GLA 10.00 1.00 1.00 1.00 100% 2.0 50% ConFerr:nce Rooms HCFR Seat 0.50 1.00 1.00 1.00 1007. 2.0 1007 Convention Area HCON 1000 sq ft GLA 30.00 1.00 1.00 1.00 100% 2.0 100% Note: 1. Stated peak demand rates represent demand at the 90th percentile. 2. Retail data is from 14 suburban shopping centers. 3. Resedential demand rate assumes one auto owned per dwelling unit. 4. Review text be;ore using any values from this table. Cinema i Weekday CINW Seat 0.25 1.00 1.00 1.00 100% 2.0 100% Saturday CINS Seat 0.30 1.00 1.00 1.00 100% 2.0 100%. Residential Weekday (non CBD) RESWN Dwelling Unit 1.00 1.00 1.00 1.00 NA NA NA Saturday (non CBD) RESSN Dwelling Unit 1.00 1.00 1.00 1.00 NA NA NA CBD RESCB Dwelling Unit 1.00 1.00 1.00 1.00 NA NA NA x s s a E I R N P A R K I N G A N A L Y S I S S Y S T E M t R R R Monthly Parking Variation as a Percentage of Peak Month MOVAR Source or D'.ta: Shared Parking, ULI - - --- -- * K It $ It K 1[ K Rooms K !! Month Ofrice Retail Restaurant Cinema Residential Weekday Saturday Code OTC RET RST CIN RES • HORN JAN 21-02 652 802 FEB 1002 652 752 MAR 1002 702 902 APR 1002 702 902 MAY '. 100 702 952 JUN 10 02 752 1002 JUL 1002 752 1002 RUG 1v6:: 752 852 SEP iof 752 802 OCT 1: 752 802 NOV 1r z 002- 802 DEC 10u2 1002 902 NOTE: 902 702 502 702 702 1002 1002 702 802 702 502 . 502 1002 100:1 1002 100.: 100% 1002 100:: 1002 100% 1002 1002 100% 902 902 952 952 952 1002 1002 100 95% 952 852 852 HORS' 652 702 80{ 852 852 902 1002 100': 902 902 802 652 a H o t e l Restaurant /Lounge Weekday Saturday The variable name for each table entry is a combination of the land use code and month. E.G. the variable nave which identifies the value for restaurants in August is RSTRUG. . HRLW 902 902. 952 952 95% 1002. 1002 1002 952. 952 .852 852 65% 702 802 852 852 902 1002 1002 902 902 802 652 .k If K K K * K K Conference Convention HRLS HCFR HCON 1002 202 1002 102 1002 802 1002 802 1002 1002 1002 1002 1002 502 1002 503 100% 702 1002 702 1002 102 1002 202 • TRAFFIC REPORT for THE COURTYARD HOTEL BY MARRIOTT CORPORATION Cupertino, California November 18, 1986 Job No. 86366 -0 L # BRIAN • KANGAS • FOULK & ASSOCIATES CONSULTING ENGINEERS • PLANNERS • SURVEYORS 510 Price Ave. • Redwood Ply, CA. HON • 1415) 3$SO413114011 733.450 BACKGROUND ,,.r'�,i5' ' n..- �a' r? as::.,... ru� .c�.a..a�ao...^.ir..�"lz.a...•r V L�;a.d,.� >r;Nan^,. vrr.]+:s� +'at,i;?d:: 7;ai+J,r..: errixr . +.vrtcnaae•`.+;+.�::hz- `cr;Ea:t TRAFFIC REPORT COURTYARD BY MARRIOTT CUPERTINO, CALIFORNIA 1 4r, c"r,;y.v. ve$r r,`:jc+r^::"i:h:' :. . The Courtyard Hotel proposed by Marriott Corporation for Vallco Park North, Cupertino, California, is a somewhat new concept in the hotel industry. This facility is intended to accommodate the needs of the business traveler rather than the general public. The Courtyard Hotel is to have 149 rooms, a 46 -seat coffee shop, two meeting rooms for guests only and a lounge or quiet area of 36 seats. The coffee shop is not advertised (on the signage) and the lounge area is not a traditional bar, but a living room style seating area. Marriott Corporation projects stabilized occupancy rates of 56% and 90%, respectively, for the weekend (Friday and Saturday) and mid -week days, based on their experience with other courtyard hotels. f" In several parking analyses /studies for other courtyard hotels, the hotels did not create a parking demand more than that required for.just the rooms at full occupancy. Accordingly, parking at the proposed Cupertino Courtyard Hotel seems to be adequately served by 151 spaces consisting of 75 full, 72 compact and 4 handicapped spaces. A compact parking space ratio of 50% is in line with historical data for motor vehicle registration'in Santa Clara County and is consistent with the recent trend towards decreased vehicle size in automobile design. TRAFFIC IMPACTS 2 This report will investigate the traffic conditions at the intersection of Wo fe Road and Pruneridge Avenue (both before and after completion of the proposed Courtyard Hotel). The existing lane geometry at the intersection of Wolfe Road and Pruneridge Avenue can be seen in Exhibit A. Levels of Service (L.O.S.) for the morning and afternoon peak hours were calculated using the CAPSSI 85 (Comprehensive Analysis Program for a Single Signalized Intersection), a computer program based on the methodology contained in the 1985 Highway Capacity Manual. Existing traffic volumes at the intersection were furnished by the City of Cupertino Traffic Engineer. As the situation exists, the intersection (as a whole) operates at L.O.S. B- and D+ during the morning and afternoon peak hours, respectively (see Figures 1 and 2). The City is presently planning to modify this intersection as shown in Exhibit A to accommodate an 8 -phase traffic signal. In order to determine the future impacts due to the proposed Cupertino Courtyard Hotel, a trip generation rate of 10.5 vehicle trip ends per occupied room per day was used as published in the Institute of Transportation Engineers, Trip Generation Report, 3rd Edition. This translates to 1,418 vehicle trips on an average weekday at a 90% occupancy rate. Since the existing traffic conditions are worse during the afternoon peak hour, future impacts will be_ investigated during that period only. During the afternoon peak hour, the Courtyard Hotel will generate 48 inbound and 50 outbound vehicle trips. These vehicle trips were assigned to the existing street network as follows: 60X to /from south, 20% to /from north on Wolfe Road and 202 to /from east on Pruneridge Avenue. :gaMi tirsidavk 107Zi=4'S,;u. ±: a :YetPu arerke.v+awrun:ay.R,r.Ya...te hnxaIMMI .61, 6,:tattpV XPI l`. ve Fps"•"' FT! R."',.$ n` k�` y` c-. i !ka�i7n'�1`.+.,`"".v. %: "�' - This traffic generated by the courtyard Hotel was superimposed on the existing afternoon peak hour traffic volumes at the Wolfe /Pruneridge intersection'to determine future traffic volumes (see Exhibit B). Level of service calculations were made using these future volumes and both the existing and future lane geometry at the intersection of Wolfe Road and Pruneridge Avenue (see Figures 3 and 4). Exhibit C tabulates the levels of service for each level of development at the above mentioned intersection during the afternoon peak period. As evident by this study, the proposed Courtyard Hotel will pose no significant adverse traffic impact at the intersection of Wolfe Road/ Pruneridge, both with the existing lane geometry or that contemplated (proposed) in the future. • • 2 2 0 II 1 1 god EXISTING LANE GEOMETRY t t PROPOSED LANE GEOMETRY PRUNERIDGE AVENUE PRUNERIOGE AVENUE - BRIAN • KA NG AS • FO � AS SOC CONSULTING ENGI NEERS •P ULK • SURVE MO /Moo Are. • Redwood CIy, CA. N013 . • (P111)I14412114MI 733 4410 igia.tt1L^13k.:r • �;. x` tare r• ava kSJ amyzsmxtty:e274_ t4,..., • .yrxL e1e:n• • . V .11 * G /0.12 ire v � `Z 444€ $•_ /lb 7/ dtd.. .ecwdr 1 /0 "errs "Pee.0■PiG• 41 r .......,..v.,A,,............. .ra.so .. '.(r s/.4 !�e /.• i V44/..ftsra�rt ) 1 r 1 L BRIAN • KANGAS • FOULK a ASSOCIATES CONSULTING ENGINEERS • PLANNERS • SURVEYORS 540 hies Ave. • IMdweed asy. CA. MU • 14111 $I•051VII.0I) MAMA EXHIBIT B .1 L�SrA:I�Wa�'`� NOTES: • 2. Future Volumes/ Exist. Geometries 3. Future Volumes/ Proposed Geometries ytroJpV.AMTK1 EXHIBIT C :Mg aa�Mri r xvo - 'YFa? ul' LEVEL OF SERVICE ANALYSIS SUA44ARY FOR THE AFTERNOON PEAK HOUR AT WOLFE ROAD /PRUNERIDGE AVENUE INTERSECTION CUPERTINO, CALIFORNIA • Critical Volumes Whole Intersection Level of Weighted Level Weighted Level Development Average of Average of (L.O.D.) Delay Service Delay Service 1. Exist. Volumes/ 28 sec. D+ 25 sec. D+ .Exist. Geometries 31 sec. D 27 sec. D+ 33 sec. D. 30 sec. D+ 1. Future Volumes consist of the existing plus project traffic volumes. 2. Critical movements for L.O.D. 1. and L.O.D. 2. are northbound left turn, southbound through, eastbound through/right and westbound through /left turn traffic volumes. 3. Critical movements for L.O.D. 3. are southbound left turn, southbound through, westbound left turn and eastbound through /right volumes. 4. Intersection traffic signal cycle length is 105 seconds. .l }JY: ��i{ii%lJ �1v�' .�.is+iC�Fd.`wa�w��i!:�vp..`.a 'ir �Ft Y•" '.'lik'tii:d�•4ir•"�t?_'::5':= 715':«'.._.: ifrK'[lsZfl+<L' ^1.6t. CITY OF CUPERTINO (BY B.K.F. & A.) EXIST. A.M. PEAK HOUR TRAFFIC VOLUMES / EXIST. GEOMETRICS SOLUTION USING PREDETERMINED CYCLE TIMES LANE GROUPS WOLFE•RD. /PRUNERIDGE AVE. CM 1 CM 2 CM 3 CM 4 5 6 7 8 Peak 15 Min Flow (vph) Saturation Flow (vph) Lost Times (seconds) Relative Saturation - 'X' Green Times (effective) Movement Times Minimum Times Progression Adj. Factor Average Delays (sec /veh) Level of Service Av Queue @ start of green Vehicles stopping (%) Do Vehicles Clear Critical Movements - Weighted Av Delay (sec) = 16 Level of Service = C+ Whole Intersection - Weighted Av Delay (sec) = 14 Level of Service = B- Predetermined Cycle Length is 85 seconds Intersection Capacity Utilization (ICU) = 0.64 CAPSSI -85 INTERSECTION CAPACITY ANALYSIS PER 1985 HIGHWAY CAPACITY MANUAL - - -- - - -- ---- ---- - - -- ---- - - -- - - -- 235 1546 308 80 510 1188 148 55 1570 4970 3280 2940 1660 4970 1670 1570 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 0.64 0.64 0.64 0.64 0.63 0.49 0.61 0.15 20 41 12 4 41 41 12 20 22 43 14 6 43 43 14 22 9 20 26 9 20 22 26 9 1.00 0.85 0.94 0.94 0.85 0.85 0.85 1.00 25 11 26 35 12 10 25 20 D+ B- D+ D- B- B+ C- C+ 4 16 6 2 5 12 3 1 90 64 89 93 44 44 73 77 YES YES YES YES YES YES YES YES x• 0 D 0 0 r m �r .smraw.r.::ar. !ca•..:.sn: a�.:.+ a. m. 2s^ r±: nranvcp.: raH rscnea.* it »nilitr"litr ..i' t1?(A..4 1^;' av' ^i31;tT::e?%fl sgs pir ® O O P tttr( AvENUE , BRIAN • KANGAS • FOULK & ASSOCIATES CONSULTING ENGINEERS • PLANNERS • SURVEYORS 540 Pries Ave. • Redwood CHy, CA. 114053 • 14151 355-0112!1405) 7334450 FIGURE 1 ''2k & :i +tt;Fmv�wa....',•blttrF '�,i�iyvi ';.Y`;uU :;tV' Vitt t1'.l'i 4 :AT+ .Z'FS!.:S“Vra ):. :ilk ::1.31. CIF'ee....nrun.s .e.ve w+Yayixk.'tiMUVA lTialairg W6li,'A4VAAMTRIV411111i7. :r*,.. +: C•A P'S SI -85 'SECTION CAPACITY ANAL...IS: *` 1985 HIGHWAY CAPACITY MANUA - CITY OF CUPERTINO (BY B.K.F. & A.) EXIST. P.M. PEAK HOUR TRAFFIC,VOLUMES / EXIST. GEOMETRICS SOLUTION USING PREDETERMINED CYCLE TIMES WOLFE RD. /PRUI:ERIDGE AVE. Peak 15 Min F1cN (vph) Saturation Flow (vph) Lost limes (seconds) Relative Saturation - 'X' Green Times (effective) Movement Times Minimum Times Progression Adj. Factor Average Delays (sec /veh) Level of Service Av Queue @ start of green Vehicles stopping (%) Do Vehicles Clear LANE GROUPS CM 1 CM 2 CM 3 186 1648 773 1570 4970. 3280 2.0 2.0 2.0 0.84 0.84 0.84 15 41 29 17 43 31 9 22 26 1.00 0.85 0.94 50 21 30 E C- D 5 ,25 15 98 77 89 YES YES YES Critical Movements - Weighted Av Delay (sec) = 28 Level of Service = D+ Whole Intersection - Weighted Av Delay (sec) = 25 Level of Service = D+ Predetermined Cycle Length is 105 seconds Intersection Capacity Utilization (ICU) = 0.84 0 0 0 r m 276 783 179 2940 4970 1570 2.0 2.0 2.0 0.84 0.40 0.81 12 41 15 14 43 17 9 20 9 0.94 0.85 1.00 44 15 47 E+ B- E 7 12 5 92 52 86 YES YES YES O O O PRUNERIDGE • �►�► AVENUE; •J CU,Y.X `YR>WM iii\ Y.s„` '; :?rs"��'k; �'IRIMMM CM 4 5 6 7 8 194 177 1660 1670 2.0 2.0 0.30 0.38 41 29 43 31 26 0 0.85 0.85 14 20 B- C+ 3 3 52 61 YES YES BRIAN • KANGAS • FOULK & ASSOCIATES. CONSULTING ENGINEERS • PLANNERS • SURVEYORS so ►.+o. Ave. • Redwood CNy, CA. 94043 • 4111 2414441VROq 7331410 FIGURE 2 iaLz ms's <`uiCaR'x r:; .s tcrri ss uutn w s.:n WOLFE RD. /PRUNERIDGE AVE. Peak 15 Min Flow (vph) Saturation Flow (vph) Lost Times (seconds) Relative Saturation - 'X' Green Times (effective) Movement Times Minimum Times Progression Adj. Factor Average Delays (sec /veh) Level of Service Av Queue @ start of green Vehicles stopping (%) Do Vehicles Clear Critical Movements Whole Intersection ;.xcaaw ::.c xs 0 0 E 0 r- m aohstc ax�ntzr. e•.rsr,!mmnrz rts�ee� ;err r.�:•:n,r.,cr >x�.+�m �r.�,�'Stcmr ?M"X 1,113, '115x: Fila.'.,n::sM: T•MY•:.;.:,'.tt'r':'; CAPSSI -85 RSECTION CAPACITY ANALYSIS1 . ER 1985 HIGHWAY CAPACITY MANUAL CITY OF CUPERTINO (BY B.K.F. b A.) FUTURE P.M. PEAK HOUR TRAFFIC VOLUMES / EXIST. GEOMETRICS SOLUTION USING PREDETERMINED CYCLE TIMES CM 1 CM 2 CM 214 1659 783 329 1570 4970. 3280 2940 2.0 2.0 2.0 2.0 0.89 0.89 0.89 0.89 16 39 28 13 18 41 30 15 9 22 26 9 1.00 0.85 0.94 0.94 54 23 34 47 E C- D E 5 26 16 8 98 80 90 93 YES YES YES YES - Weighted Av Delay (sec) = 31 - Weighted Av Delay (sec) = 27 LANE GROUPS .1"%ilr O © O • @tr.:. 3 CM 4 5 6 7 8 MD 11N Predetermined Cycle Length is 105 seconds Intersection Capacity Utilization (ICU) = 0.89 783 179 194 177 4970 1570 1660 1670 2.0 2.0 2.0 2.0 0.42 0.74 0.31 0.39 39 16 39 28 41 18 41 30 20 9 26 0 0.85 1.00 0.85 0.85 16 40 15 21 C+ E+ C+ C- 12 4 3 3 53 85 53 62 YES YES YES YES Level of Service = D Level of Service = D+ Ol OPRUNERIDGE; nittri AVENUE, 61_ BRIAN • KANGAS • FOULK & ASSOCIATES. CONSULTING ENGINEERS • PLANNERS • SURVEYORS SAO Pries Ave. • Redwood My. CA. Molt • 14151 3 7374450 FIGURE 3 .` w5N7ii?.}i Jtii ,3.i511;V :XISVI'lui:!?W.: f:.i e:• 64/ 1. 4x✓n awaramew...nuiaro.rvarni st.111 to CAPSSI -85 INTERSECTION CAPACITY ANALYSIS PER 1985 HIGHWAY CAPACITY MANUAL CITY OF CUPERTINO (BY B.K.F. & A.) FUTURE P.M. PEAK HOUR TRAFFIC VOLUMES / PROPOSED GEOMETRICS SOLUTION USING PREDETERMINED CYCLE TIMES LANE GROUPS WOLFE•RD. /PRUNERIDGE AVE. CM 1 CM 2 CM 3 CM 4 5 6 7 Peak 15 Min Flow (vph) Saturation Flow (vph) Lost Times (seconds) Relative Saturation - 'X' Green Times (effective) Movement Times Minimum Times Progression Adj. Factor Average Delays (sec /veh) Level of Service Av Queue @ start of green Vehicles stopping (%) Do Vehicles Clear 179 1659 1574 4970 2.0 2.0 0.73 0.98 16 36 18 38 9 22 1.00 0.85 39 33 D-- D 4 28 95 84 YES YES Critical Movements - Weighted Av Delay (sec) = 33 Level of Service = D Whole Intersection - Weighted Av Delay (sec) = 30 Level of Service = D+ Predetermined Cycle Length is 105 seconds Intersection Capacity Utilization (ICU) = 0.70 "IvLs O O ot ,_._. • oil' 0 0 0 0 t— m m """milt a rn r • O „ PRUNERIDGE. i AVENUE; I J BRIAN • KANGAS • FOULK & ASSOCIATES CONSULTING ENGINEERS •PLANNERS • SURVEYORS 140 Price Ave. • Redwood Gtv, CA. MOO • 1 7334410 rsz r.nrry:: n.r EANt! V rse a:.!5MVAP [ , v fiH :7 M I i73 , 'rA, 7 "B":+:41$is l- d� ' .n 'r �a " r 8 - - - - - - - - - -- - - -- - --- 186 261 225 783 52 102 3149 1573 3149 4972 1642 1657 2.0 2.0 2.0 2.0 2.0 2.0 0.26 0.83 0.46 0.46 0.14 0.31 24 21 16 36 24 21 26 23 18 38 26 23 26 9 9 20 26 9 1.00 0.85 0.85 1.00 0.85 1.00 25 36 27 21 21 28 D+ D- D+ C- C- D+ 4 5 5 15 1 2 82 82 72 66 66 80 YES YES YES YES YES YES I FIGURE 4 - 1- 365 - 1301 -30 July 22, 1986 Mr. Rick Marks City of Foster City 610 Foster City Boulevard Foster City, California 94404 Subject: Compact Car Survey Dear Rick: If. 7i O ffi ce . in Ca Oregon an 1111. hineton. WI F\I:INU:wx( c .t\l) ht.%\N't: st:KK1(:1's Ibhh In +x• • II■J I4•cIter.•.• tt • Trr.w••.w.• 1035 East I lillsdale Boulevard Foster City. California 94404 (415)349 -2151 The layout of parking stalls for the proposed Metro Center East -Side Commercial Area (Tract 123 -86), including the Marriott Courtyard in Lot 2, is based on a ratio of 4096 compact car parking stalls of total stalls. The use of this compact car ratio is in accordance with Sections 17.62.060 -C4 of the Foster City Parking Ordinance. Pursuant to Condition 1.36 of the Marriott Use Permit (UP- 14 -85) we have conducted a survey of compact cars at similar land uses in the vicinity to demonstrate the viability of the proposed 40% compact car parking ratio. In that the rest of the East -side Commercial Area parking layout is planned to use a 4096 ratio and another major land use in the Tract 123 -86 is a movie theater, we conducted similar surveys at nearby movie theaters in conjunction with those at nearby hotels. Surveys were taken at the Foster City Holiday Inn and at the Residence Inn. These two hotels were selected for their similarity in use and proximity (within 3/4 mile) to the proposed Foster City Marriott Courtyard. (Marriott's nearest Courtyard Hotel in northern California is at Pleasanton. but it is Still under construr:tinn at this writing.) The portion of the Fashion Island Shopping Center parking lot fronting the Mann -6 Cinema and the two parking areas next to the Hillsdale Cinema, located on the east side of El Camino Real in San Mateo, were also surveyed at the same time. Both theaters are multi- screened theaters as the one proposed at the East -side Commercial Area and are located within 2Y2 miles of the project. Counts were made on the evenings of Thursday August 24 and Saturday August 26 between 8 and 10 p.m. These times cover peak parking demand periods at hotels and theaters representing weekday and weekend patronage. Vehicles having a total length of 15 feet or less (a tape measure was used whenever necessary to establish length) were counted, as well as the total number of vehicles in these lots so that a percentage of compact vehicles could be obtained. Survey results are presented in the attached table. The data suggests that of the total vehicles parked at the Marriott Courtyard and at the multi- screen theater in the July 22, 1986 Page Two. cc: Dave Miller - Transpacific Development Company John Mocnik - Marriott Corporation (S.M.) Marianne Ramey Marriott Corporation (D.C.) BB /kmg -S:10 wteuwe. evon...mo. 4.+...aim welwoZ 100 ilM'IZ.0 7t0"J,' ertki . Ja . �.v Compact car ratios of 54% and and use in the East -side with the historical data on Motor East -side Commercial Area, about 55 -60% will be compact cars. Therefore, the use of a 40% compact car stall ratio should be mo re than adequate to accommodate the aniticpated mix of vehicles at these uses. Enclosed also for your reference are the findings from our November 1983 "Town Center Parking Requirement Study ". Compact ca r overall average ratios observed in 1981 and 1983 were 54% and 55% respectively. 59% were observed at offices, another proposed 1 Commercial Area. These results are consistent Vehicle Registration in San Mateo and Santa Clar a Counties. These data indicate a projected trend that over 50% of all cars in San Mateo County will continue to be compacts in the yez.rs ahead. If you have any questions regarding these findings, please feel free to call. Sincerely, WILSEY & HAM BRUCE BARNES Enclosures Hotel 5:10 Percent Percent Compact Compact Use /Location Compacts Total Cars Compacts Total Cars The Residence Inn - San Mateo Holiday Inn - Foster City Compact car overall average ratio = 56% Theater Mann -6 - San Mateo Fashion Islandb 168 305 55% 190 315 60% Hillsdale Cinema - San Mateo 62 109 57% 195 317 62% Compact car overall average ratio = 59% COMPACT CAR PARKING SURVEY RESULTSa Foster City Metro Center East -Side Commercial Area Land Uses Thursday 8/17/86 Saturday 8/19/86 47 94 50% 51 90 57% 108 176 61% 138 258 53% 1 } a Compact cars are classified as vehic;es with a total length of 15 feet or less. b Counts taken in area of shopping mall parking fronting theater entrance after 9 p.m. when most stores are closed. Therefore most cars counted are assumed to be movie - goers. Source: Wilsey & Ham, July 1986 5 f. . .. ......,. ......,JUG,.... ° Tew., Cynic,- COMPACT CAR RATIOS Aar kin Rthe a &moil " - "API . /983 -12- The recommended compact car ratios (per cent of total stalls designated for compact cars) at Town Center are 40% for office and residential parking areas and 30% for retail and restaurant parking areas. Although the parking surveys and other data indicate that 40% compact ratio would be appropriate for the residential uses, a Parking Management Plan would also be needed to assist the Homeowners Association in the management of assigned. parking stalls. The Foster City recommended compact ratio currently is 20%. Justification for the proposed 30% and 40% compact car ratios is provided by: • Surveys by Wilsey & Ham of passenger car sizes in use in Foster City and local cities • An independent survey conducted by the City of South San Francisco • Motor vehicle registration data from the Department of Motor Vehicles The results of surveys performed by Q'ilsev & Ham of car sizes in local office, retail, and residential parking areas are shown in Table 9. These surveys, performed between March and August, 1981 and in September 1983, involved counts of vehicles having a total length of 15 feet or less (a tape measure was used whenever necessary to establish length). Examples of domestic passenger cars classified as compact cars are listed in Table 10 (Ref 9). The total numbers of vehicles in these lots were also counted so that a percentage of compact (less than 15 feet in length) vehicles could be obtained. Vehicle counts for residential areas were performed after 6 :00 p.m., while those for retail and office areas were performed between 9:00 a.m. and 5:00 p.m. The data in Table 9 indicate that compact cars presently comprise over 50% of the vehicles parked in office, retail, and multi - family residential areas in Foster City and nearby communities. In another survey conducted by the City of South San Francisco, a compact car average ratio of 67% was observed in 1981 (Ref 10). Historical data on motor vehicle registration in San Mateo and Santa Clara Counties indicate the nature of the current trend toward the increased use of compact cars (Ref. 11). These data are displayed graphically in Exhibit 2. Even though there is considerable variation in the data presented in this exhibit, it appears that over 50% of all cars in San Mateo County will continue to be compacts in the years ahead. By 1985, at least 60% of all cars are projected to be compacts. 5'l T��.ri'.�cRi1d%iif 4 :teao xsztmWfia+ ."t,.tc t IO4AY+.'+ euscSS exur. 4a ..ru..m .. wmrremamtnxwr wxui,twwetutiimmM*wew. weroar s oon ttc vQnIVS4:4 . 1,2 4.Y?,V&YPa :kV:Mb`?SiXd ggaa Office San Mateo & 492 Burlingame Retail & Restaurant Foster City 250 Overall average compact car ratio Table 9 5496 51% Residential Foster City & 703 58% San Mateo SOURCE: Wilsey & Ham, October 1983 COMPACT CAR PARKING SURVEY RESULTS a 1981 SURVEY b 1983 SURVEY c SAMPLE PERCENT SAMPLE PERCENT USE/LOCATION SIZE COMPACT CARS SIZE COMPACT CARS 470 59% 338 50% 54% 55% a. Compact cars are classified as vehicles with a total length of 15 feet or less. b. Counts taken March 2- August 2, 1981 c. Counts taken September 9 -15, 1983 Table 10 EXAMPLE COMPACT CARS Models Total Length (Feet) American Motors Eagle 13.9 Spirit 14.1 Chrysler Corporation Plymouth 13.4 Plymouth Champ 13.1 Plymouths Horizon 13.8 Plymouth Arrow 14.2 Dodge Omni 14.5 Dodge Charger 14.5 Dodge Aries 14.7 Plymouth Reliant 14.7 Plymouth Sapporo 15.0 Dodge Challenger 15.0 Ford Motor Corporation Escort 13.7 Lynx 13.7 LN7 13.7 EXP 13.7 Capri 14.9 Mustang 14.9 General Motors Corporation Pontiac T -1000 13.7 Chevrolet Cavalier 14.2 Chevrolet Chevette 13.5 Cadillac Cimarron 14.4 Pontiac 3 -2000 14.7 Chevrolk: Citation 14.7 Buick Skyhawk 14.6 Chevrolet Corvette 14.7 Oldsmobile Firenza 14.7 a. 1983 Domestic passenger cars with an overall length of 15 feet or less. SOURCE: Motor Vehicle Manfacturers Associations, 1983 . O F- Qa80 acm H— cn —o � z W Q ° c, 60 <v) I- W U. o 4 a__ a z V W C 3 IC W W Z a.. 20 Olt:tiMCRtailkI7f.`ts NXn:MSV.MXaa4*tw I. EXISTING DATA SURVEY RESULTS IN FOSTER CITY : 54% (1981)c 55 % (1983) C 4 senivanonteassugruk .mttsSzs MuKUS »xtn9MOZYWISOxvMxammwilatil 3 7 .... n. IMinallgi kt1; 1 b C: PROJECTIONS I' a. I r � a I c, • i AND RESIDENTIAL USES 40 I PROPOSED COMPACT I CARRATIOS Ir_ RETAIL AND RESTAURANT USES 30efi 1 • PROJECTED b 1985 RATIO= 60% 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 Wilsey & Ham, October 1983 a Vehicles with an overall length of 15 feet or less. b Minimum expected percent of compact cars in the two counties by 1985. c Percent of compact cars in Foster City. d. Source: R. L. Polk & Co.; Motor StatirticP1 Division, Cincinnati, Ohio (1981) Exhibit 2 a COMPACT CARS REGISTERED IN SAN MATEO AND SANTA CLARA COUNTIES Town Center Parking Requirements Study Df%) 'J.;;ii r':f..,;>c:.d".r.., .,.� :,..,.. ....s ,riP�t tq':;.c:: z.. ..n�,..,.,, �... > "•. ..,,....,.....� September 27, 1985 Marriott Corporation Three Twin Dolphin Drive, Suite 230 Redwood City, CA 94065 Attn: Mr. John Mocnik . Regional Real Estate Director Subject: Parking Analysis for Courtyard Hotel Dear Mr. Mocnik: DKS Associates has completed an analysis of potential parking conditions for the Marriott Courtyard project in the City of Foster City. A summary of the parking demand based on Foster City codes, Urban Land Institute parking rate studies, and a report on similar Marriott Corporation facilities by The RBA Group is provided in this letter. A comparison of the parking codes and requirements is provided in Table 1. The parking requirements outlined in the Foster City codes identify separate rates for each land use type at the proposed Courtyard complex: hotel guest rooms, restaurant /lounge facilities, and meeting rooms. There are no provisions for estimating reductions in the number of required parking stalls based on shared use of the facilities by guests. In particular, for the Courtyard, the meeting space andrestau'rant /lounge areas are designed specifically for use by hotel guests. The small size generally would not tend to attract non -guest use. Two scenarios were prepared in evaluating city code requirements for comparison purposes. The first alternative assumes full utilization of meeting rooms and the restaurant by non - guests during peak demand periods. (Alternative one is a worse case scenario.) The second alternative assumes that 65 percent of the meeting room and restaurant users are hotel guests. The Urban Land Institute (ULI) parking rates are detailed in a publication titled Shared Parking (1983). The information developed by ULI was based on actual observ ed parking demand at 14 suburban hotels. This publication summarizes extensive research and data on the impacts of mixed land uses on the demand for parking. The parking characteristics of hotels by component (i.e., guest rooms, restaurant, meeting rooms, convention facilities) were analyzed from 6:00 a.m. to 12:00 midnight. The peak parking rates for each component were used for this analysis. (See attached excerpt from ULI study.) ■..:' WgSi' yf StHf;4.4r�:- rn: i.M:Z7? rire Virit> f+ b�: x` r." i�F: � C; Y,: JSi! :: iSr n:+ x: Ymrsx.>.otc.mM: .x..ua•n.<..s tor. Sincerely, gha, Mr. John Monc i k Marriott Corporation September 27, 1985 Page 2 DKS ASSOCIATES A California Corporation J .-. t, Ransford S. McCourt, P.E. Project Manager rsg /courty 4 :0111P V74: YO '1[{M1.:l[NuTVYJMM..='tiK.R: i%i+'J'•YiT.4d,:.S The "Parking Generation Study" by The RBA Group (March, 1985 - also attached) analyzes data collected during peak parking periods at Courtyard facilities in Atlanta, Georgia. The peak.demands measured in the study occurred in the late evening through early morning. Parking surveys were conducted for a one week period at each location. The parking study concluded that an average parking demand of 0.65 spaces per occupied room exists at these facilities under peak conditions. The evaluation of code requirements, ULI researched demand rates and RBA parking observations indicates that strict interpretation of the code would result in more parking than there would be demand even under peak conditions. Based on this, we contacted five Courtyard by Marriott hotels in operation in Georgia to validate our conclusion regarding the city code. We found that the Courtyard hotels in Georgia generally provide 1 stall per room. In discussions with each operator, they indicated that the level of parking provided was adequate even for conditions of 100 percent hotel occupancy. The proposed Courtyard Hotel for Foster City is a 147 -room complex designed for the business traveller. The service facilities included in this analysis are a lounge (960 sq. ft.), a coffee shop (1,100 sq. ft.) and two small meeting rooms (1,500 sq. ft.). Based on our evaluation, the existing plan to provide 190 parking stalls for the 147 -room Courtyard complex should be more than adequate according to the parking rates which account for a significant usage of restaurant and meeting room facilities by guests. If you have any questions regarding the parking analysis, please feel free to contact me or Bob Grandy. . Mr. John Moncik Marriott Corporation September 27, 1985 Page 3 Table 1 PARKING REQUIREMENT COMPARISON Courtyard by Mariott City of Foster City Source City of Foster City (Restaurant b meeting rooms utilized 100% by non - guests) City of Foster City (Restaurant b meeting rooms utilized 65% by guests) Urban Land Institute Parking Generation Study -The RBA Group Parking Rates Required Parking Stalls Hotel -1 stall /room plus 2 stalls /manager 149 Restaurant -1 stall per 40 sq. ft. 52 Meeting Rooms -1 stall per 35 sq. ft. 43 NW stalls Hotel -1 stall /room plus 2 stalls /manager 149 Restaurant -1 stall per 40 sq. ft. Meeting Rooms -1 stall per 35 sq. ft. Hotel -1 stall /room 147 Restaurant -10 stalls per 1,000 sq. ft. 20 Meeting Rooms -0.5 stalls per seat 22 IN stalls Hotel -0.65 stalls per occupied room 96 stall s nrx.rann +m:,yv.mv.rcoarzcra. mart IW:;;463"'.j°.Valttil ltir4ttii! 'i t't.Cili. 18 15 T82 stalls *Based on 147 room hotel, 1,500 s.f. of meeting rooms and 2,060 s.f. of restaurant /lounge areas. 144 "...--TNE RBA GROUP TO: Marriott Corporation FROM: Storm Mitchell, The RBA Group RE: Atlanta Courtyards DATE: December 23, 1985 r•; {.11Y MEMORANDUM The Marriott Corporation, recently introduced the Courtyard Hotel as a new product to the lodging market. Three hotels opened in late 1983 and early 1984 for market testing purposes in Atlanta, Georgia. These hotels, since their opening, are observed to be successful. Random studies indicate occu- pancy rates consistently above 85% and often, with full occupancy. The Marriott Corporation is row expanding Courtyard on a national basis. In the process of developing the facilities in desirable market areas, Marriott often rust rezone parcels to allow l odyi n,g usage. A predominant and growing corcern of local planning and zoning boards and elected officials is the traffic impact of the proposed development. The traffic generated by the existing Courtyards has been found from studies coraucted by The RBA Group to be r.oticably less than that for a typical hotel. Cortir.u studies irdicate that ar average of 6.0 trips per day, per occupied room are generated by a Courtyard facility. The average trip gereratior rate for a "Gereral Hotel" published by the Institute of lrarsporatior. Engineers (ITE) is 1U.5 trips per day per occupied room. The reouct'or 4 r, trip ger.eratior is attributed to the lack of banquet ar,d con - vert'•or facilities ar.d t abser.ce of a theme restaurant and ac.tior bar. A Courtyard provides a 50 seat restaurant and app' 1,5UU square feet of meet i rg space ir 2 board room styled areas i rter.ded to meet the reeds of its guests. The restuarar.t is not advertised to the nor. -guest public as it often' is ir full service hotels. A Courtyard tends to function similarly to a motel facility, thus, the traffic gereratior might be assumed to be similar. However, the averap ger.eratior for a motel published by ITE is 10.14 trips per day per occupied room. The reduc- tior ir yereration from the typical motel is attributed it part to the guests' mode of trarsportatior.. The motel guest is transient and often drives a personal or rectal car. Courtyard guests ir additior to driving personal or rental cars frequently tend to use taxi and airport limo services. Other studies corducted by The RBA Group also show a sigr;ficar.t rumber of guests arriviry ;r a vehicle driver by a frierd. Such a vehicle is rot available for the guest to use which reduces the potertial gereratior. Ma-riott Corporatior December 23, 1985 Page 2 SM /srna \ `....-- -7 H E RBA G R O U P _�. :Jr rote u� Public trar.sportation does not appear to be a significant factor for guests' . trips. Of the four existing Atlanta Courtyards only 2 facilities are near bus /rail lines. However, the routes are not convenient to many of the guests' destinations. A few employees are using the bus service. The Atlanta Courtyards are located near mary of the guests' business destina- tions allowing short trips by foot, personal vehicle or taxi. The Johnson Ferry Courtyard is located in north Atlarta near an interchange with the perimeter highway, I -285. The hotel is convenient to 3 major regioral hospitals; a regional shopping mall and approximatly 8 million square feet of office space. The airport is a 30 minute trip around I -285. Bus service is available but not often used. The Windy Hill Courtyard is located 15 miles north of downtown Atlanta near an interchange with 1 -75. The Courtyard is located in an office park adja- cent to a hotel with a popular action bar. Courtyard parking spaces have been observed to be used by customers of the bar. Many company regional headquarters are located in the office park ircluding Hewlett Packard and VW of America. Hewlett Packard personal often walk to the headquarters building from the Courtyard. An additional 9 million square feet of office space is in the area. The airport is a 30 minute trip by either I -75 or I -285. Bus service is not available. The Northlake Courtyard is located 15 miles rortheast of dowrtowr Atlanta near an interchange with 1 -285. The hotel is located adjacert to a shopping center with several theme resturarts and 8 -PLEX movie theaters. A regioral shopp mall is located rearby alorg with approximately 2.25 millio^ square feet of office space. The airport is a 25 mi r.ute trip arourd 1 -285. Bus service is somewhat cor.ver.ient to dowr.towr. Atlanta. The Peachtree Corners Courtyard is located 30 miles northeast of Atlarta in a h'gh tech office - light irdustrial area. Approximately 4 m;llior square feet of office exists it the area. The airport is a 50 mir.ute trip. Bus service is rot available; limited limo service has just beer. iritiated. The limo service is expected to have minimal impact or, vehicular trips. 1r conclusion, we feel that the trip rates and patterns for the Courtyard Hotels are valid, and do differ from the standard hotel. 1 hope this provides the ir,formatior that is reeded. Please call if you have any questiors o- if we car, provide any additional ir.formati or .