HomeMy WebLinkAboutPermit DR-05-74 - TRILLIUM - DESIGN REVIEWDR-05-74
16400 SOUTHCENTER PARKWAY
TRILLIUM
Frank Todd, Mayor
CITY ®r TUKWILA
Dear Pam:
GC /lt
Encl: as
6230 SOUTHCENTER BLVD.
TUKWILA, WASHINGTON 98067
PLANNING DEPARTMENT
The Maguire Partnership
ATTN: Ms. Pam Stalrit
1800 Century Park East
Los Angeles, California 90067
Sincerely,
Please find enclosed a copy of that portion of the
28 February 1974 Planning Commission minutes 'in which
the Commission granted conditional approval of the
Trillium project.
Should you have any further questions or desire any
additional information, please do not hesitate to
contact me at (206) 242 -2177.
42-4
ary Cru chfi
Planning Techhi6ian
17 June 1974
ENVIRONMENTAL IMPACT STATEMENTS EIS
Minutes, 28 February 1974
BOARD OF ARCHITECTURAL REVIEW:
A. Trillium Site Plan Review
Commission reviewed general site plan and parking analysis
of proposed Trillium development. Mr. Pat Collee,
Maguire Partnership, and the architect, explained parking,
streets, water, impact statement, general uses, etc.
Motion by Mr. Kirsop, seconded by Mr. Sneva and carried
to accept the general concept of Trillium subject to
detailed review and approval by the appropriate City
officials regarding, but not limited to, pedestrain access,
traffic and circulation, fire, signing, lighting and land-
scaping.
B. Lincoln Properties - Site Plan Revision
Revised site plan was presented and discussed. Noted this
plan reflects changes requested by..the Commission at the
January meeting.
• Motion by Mr. Kirsop, seconded. by Mr. Lamb and carried
to approve the revised plan subject to technical review by
appropriate City officials and of landscape plans. •
C. Tri -Way Landscape Plan
Staff presented plan'and recommended approval as submitted. .
Motion by Mr. Lamb,'seconded•by Mr. Sneva - and carried -to
approve the'plan as submitted.
There being no further business it was moved by Mr. Zepp,
seconded by West and carried to adjourn the. regular
February meeting.
Chairman Mettler adjourned the regular meeting at 10:50 p.m.
Page 3
Herber Lamb, Secre
Tukwil Planning Commission
MEETING, Thursday, July 11, 1974
SUBJECT: Trillium Project ----
Those present were:
Bob Shnier, Charles Kober Associates
Tom O'Neil, Maguire Partnership
Steve Mennet, Wilsey & Ham, Inc.
Jim Hoel, Tukwila Fire Department
Chief Hubert Crawley, Tukwila Fire Department
a°'Gary Kucinski, Tukwila Planning Department
Duncan Sturrock, Tukwila Office Engineer
Steve Hall, Tukwila Public Works Director
Barney Ruppert, Tukwila Building Department
Discussion of two story office building:
Question was raised in reference to fire protection demerits:
1. Without non — combustible /sprinklered construction, demerits would
apply to this structure, thus requiring approximately $,000 GPM fire•demand
available at hydrants in this position. The City of Tukwila has a maximum
of 6,000 GPM available in its water system.
2. Without a sixty foot separation between the two story office building
and the fourteen story office building,- demerits are applied to the structures.
3. Chief Crawley explained that the fire protection requirements were
not only for the two story office building, but were applied to the entire
complex due to the close proximity of the two story and fourteen story office
building.
Highrise Office Building:
1. Question was raised in reference to water storage being placed on
roof of highrise building. Bob Shnier stated that the structural designer
says the tank assists in the structural design of the highrise post— tension
frame. Essentially, it acts as a hydraulic damper for earth quake design
requirements on this structure.
2. It was stated that water in the storage tank would have to be kept
above 36 (36 degrees) during freezing weather, if the tank is left exposed to
the elements. It was suggested that immersion heaters be utilized at these
times.
3. One diesel and ona electric pump will be used for,the water supply system,
and location of fuel line to be determined by architect as to its most feasible
_location.
4. Fire hose cabinets are required by Tukwila Fire Department and Tukwila
Municipal Code. Fire Hose Cabinets shall be located in the corridors. A
problem arises when fire hoses are drug through the stair well doors into the
MEETING, Thursday, July 11, 1974 Page 2
corridors and fire doors cannot be properly closed.. It was also mentioned that
the fire hose in the cabinets shall have a seventy—five foot reach with a
twenty foot throw. All dry stand pipes shall be capped and valved in stair
wells.
5. Mr. Tom O'Neil stated that the office tower had been decreased to ten
stories and the shape of the structure revised (longer and narrower). The
diagonal measure of the structure as exists is approximately ninety —five feet
but Mr. Ruppert said that they could use the dimensions along center lines
of the corridors to the center lines of the doors, which is his standard
method of measuring this separation of exits dimension. Mr. Shnier stated
that this would solve their problem.
6. Mr. Shnier stated that the completed structural drawings for the
office tower, two story office building and the retail space would be to
Arnold Green on Monday, 15 July, 1974. Kober & Associates will personally
deliver the plans via his Structural Designer and discuss same with Mr. Green.
Particular reference is made to the complete revision of the structural plans
for the office building.
7. Tentative delivery date of final plans including electrical and•
mechanical is August 1st and, they are hoping for an August 15th issuance
of Building Permit from the Tukwila Building Department.
Retail Sales Area:
It was discussed, in general, the fire protection for unleased areas
in the retail store. Mr. O'Neil stated their philosophy in design. The
tenants do their own improvements, and the Maguire Corporation provides one
sprinkler head per one hundred square foot of floor area and the individual
tenant installs additional sprinkler heads as.required by local,codes. The
unleased.space will not have sprinkler heads unless so required by the City
of Tukwila. Maguires final design is set for one sprinkler head per seventy —five
square foot of floor area. Chief Crawley stated that the Tukwila Fire Department
is against unsprinklered / unleased area as it still provides a hazard area during
construction from welding, or the miscellaneous construction and storage which
could cause fires in the areas.
The Maguire Corporation also provides individual HVAC units for each tenant
with the exception of air conditioning. In this case, freon tubes are run
through the floors to provide the coolant to the individual leased areas and are
installed in the HVAC systems at the leased site. This way, ducts do not pene—
trate floors or roofs. There is one. exception to this however, as the smaller
lessee who have approximately five to six hundred square feet will have air
conditioning furnished by the Maguire Corporation.
Chief Crawley and Fire Marshall Jim Hoel questioned the emergency operation
room within each major structure for monitoring fire and other emergency protec—
tion systems. In the case of the highrise office building, it is suggested that
it be placed off the lobby where the security guard is located in a two hour
fire protected room.
MIMING, Thursday July 11, 1971
Chief. Crawley questioned the clearance in the parking garage. The
Tukwila Fire Department has indicated that they require a twelve foot clearance
in order to pass their emergency vehicles, including the aid unit. The proposal
of the Maguire Company is presently set at eight foot (8'0 "). It was decided
to table this and talk about it at a later date.
General Comments:
Page 3
The hotel is slated for December start, and•the exact size of.the hotel
is not known at this time. It will be either a 300, 350 or 400 unit hotel.
Maguire has requested that consideration for an excavation permit for
the hotel (during the initial site development) for the entire project be
given by the City. I have tentatively agreed to this, provided they can
provide adequate slope protection, adequate safety precautions for the general
public and adequate storm drainage within the basin of the proposed area. -
The firm of Wilsey & Ham, Inc. will be submitting drawings and technical
data supporting this for this office's consideration in the near future.
The mall is slated for opening in October 1975 along with the office
complex. The water main loop behind the hotel will remain incomplete until
such time as the rough site grading is completed, and at this time the loop
will be completed. Chief Crawley stated that Maguire had to provide full
fire protection during construction for that phase which has been completed,
including sprinklers within the building.
The General Contractor for this project will be Hoffman Construction
Company of Portland, Oregon. There telephone number is 503 — 221 -8811 and
the contact is a Mr. Gilbert F. Fredrickson.
)&k)
Steven M. Hall, .E.
Public Works Director
•
Charles Kober Associates
July 15, 1974
MEMORANDUM
Reference:
PresentWere:
2601 ( cable
Wilshire Boulevard Kobasoc
LosAngeles telephone
California . 213
90057 3867534
Meeting of Thursday, July 11, 1974,
regarding Trillium ( #7392)
puncan Sturrock, City of Tukwila
/Garry Kucinski, City of Tukwila
Tom O'Neil, The Maguire Partnership
Firechief Crawley
Steve Mennett, Wilsey & Ham
Fire Marshall, Jim Hoel
Bob Shnier,• CKA
Steven Hall, City of Tukwila
Barney Ruppert, City of Tukwila
1. We may put tanks and pumps either on roof or ground.
City suggests that immersion heaters used if water
tanks not under cover.
2. Duncan will be full time• representative on job.
3. No firehose cabinets. or hose to be in stair wells,
4. (See 1 above) - provide cable if necessary for exposed
pipe from tank to interior.
5. Distance between stair wells to be measured from
center of door to center of corridor and thence at
center line corridors to center of doorway and per-
pendicular to face of door. Diagonal to be from
occupied space limit at corners to same at other
corner. (Ruppert)
Los Angeles
San Francisco
Chicago
Seattle
Memorandum of Meeting
Held July 11, 1974
Trillium - #7392
Page 2
6. General review of exiting. Acceptable, including
mall widths.
7. Will have barricade of empty space at time of
opening. (O'Neil)
8. Attic area divided as per code, as a minimum.
9. - (Mr. Ruppert) The extra service corridor it
to allow reduction of stair widths elsewhere. )
10. We checked with Whittier Code Officials and con-
firmed that presurring the two stairs to . 15 as
per Tukwila Ordinance 847 eliminates .need for
• further compartmentization.
11. Mr. Ruppert will accompany Mr. Englekirk to
Mr. Green's office. Shnier will provide Mr.
Englekirk with new floor plans (high rise).: if
possible.
12. Mr. Crawley explained that the requirement that
we go to sprinklered non - combustible construction
at the annex is discretionary on the part of The
Washington Rating Bureau; that Tukwila requires
review of plans by W RB; and that the proximity
at the annex to the office building (less that 60')
was a factor in the decision.
13. Mr. Shnier anticipates being in Seattle to meet
with Mr. Ruppert, Monday, August 6th„ with
plans and specs. sufficient for a building permit.
(Note: This is a CHANGE from previously dis-
cussed date of August 2nd.) Mr. Ruppert: please
notify Mr. Shnier if this will be suitable.
C. R. Shnier
PUBL1 WORKS 0EPAPTME,.„JT
6230 Southcenter Boulevard
Tukwila, Washington * 98067
telephone. C 206 3 242 - 2177
Need circulation flow indications and aisle dimensions.
Furnish 'following additional information within the
General Notes Section:
June 21, 1974
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Land area
% of land covered
Square footage:
Office
Commercial
Assembly.':'(restauran
Parking required
Parking provided
3. Minimum stall width 9'0" regardless of angle.
4. Indicate landscape areas throughout entire site.
5. Indicate site layout for service station unless this is to
be done separately.
6. Elevations need more detail regardin
especially the annex.
theaters, etc.
exterior finish, glass, e
Charles Kober Associates
Mr. Barney Ruppert
Building Official
City of Tukwila
6230 Southcenter Blvd.
Tukwila, Washington
Reference: Trillium
Dear Barney:
MINIM
2601 cable
Wilshire Boulevard Kobasoc
Los Angeles telephone
California 213
90057 3867534
May 8, 1974 #7392
Please process the enclosed through your Planning Commission
to determine if our being proximate to the East property line
and part of the South property line is in accordance with your
zoning requirements. Please note that in general, the parking
structure in those locations is what we call an open parking
structure, but that the parking structure at the northeast will
have tennis courts and a health club on the upper level.
Your. urgent attention in this matter will be appreciated.
Yours truly,
GNARL
ASSOCIATES
S: amg
Enclosure
cc: David R. Millard - Wilsey & Ham, Inc.
RECEIVED
MAY 131974
cnr OF TUKWILA
Los Angeles
San Francisco
Chicago
Seattle
Mr. Steve Hall
Public Works Director
City of Tukwila
Dear Mr. Hall:
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JH :vma
cc: F.D. File
o c ' V,4 w.9 Ce/
FIRE DEPARTMENT
TU KW! LA
1 la I� FEodd, Mayor
FE5 20T MT
CITY OF TUKWILA
Sincerely
. 147TH ST.
SHINGTON 98067
Fire Prevention Bureau
February 19, 1974
Re: Maguire Complex Proposal
I have reviewed the preliminary plans for the above mentioned
project. Realizing that these appear to be strictly preliminary,
I would however, like to make the following observations and
requirements in an effort to eliminate possible problems at a
later date.
1. The exiting shown is inadequate. Exits must be
provided per Uniform Building Code, Chapter 33.
2. No mention is made of any fire - separation between
the 3 office buildings. Without this feature,
fire could have an unobstructed path of communi-
cation between the 3 buildings.
3. No mention is made of any fire protection /extinguish-
ing systems. Fire hydrants shall be provided per
City Ordinance #729. Automatic sprinklers are required
by City Ordinance #730. Standpipe systems are required
per Chapter 3$ of the U.B.C. Alarm and communications
systems are required by Chapter 1$ of the U.B.C.
(1973 edition presently being adopted).
4. The parking garage must have an unobstructed height
of 12 feet throughout to accomodate fire - fighting
apparatus. •
5. Minimum turning radii of 35 feet are required. This
applies to entrance driveways, parking areas, the
parking garage and driving areas throughout the complex.
6. A system of fire - apparatus access lanes around and
throughout the complex is required. These must provide
an unobstructed width and height of 12 feet, as well
as maintaining the 35 foot turning radius.
The Tukwila Fire Department would appreciate a meeting with the
appropriate people if there are any questions regarding the
above mentioned items.
James Hoel
Fire Prevention Officer
Maguire Partnership
ATTN: Mr. Pat Collee
1800 Century Park East
Suite 1100
Los Angeles, California 90067
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CITY or TUKWILA
Gentlemen:
RE: Trillium Site Plan
c
14475 - 59TH AVENUE SOUTH
TUKWILA, WASHINGTON 98067
19 February 1974
This is to inform you that the above - referenced
project has been placed on the Tukwila Planning
Commission's Agenda for 28 February 1974.
Any questions regarding this matter may be directed
to this office at 242 -2177.
Sincerely,
7 t 7
Gary Crutchfield
Planning Technician
PLANNING DEPARTMENT
I
ii i
R
PARKING
MAGUIRE PARTNERSHIP DEVELOPMENT
TUKNILA , WASHINGTON
104:D fwrKcEMT
T+%t
A
ANALYSIS
for the
prepared for
THE MAGUIRE PARTNERSHIP
los angeles, california
September 19, 1973
RICHARD F. ROTI & ASSOCIATES PARKING CONSULTANTS
SUITE 210, 14542 VENTURA BOULEVARD. SHERMAN OAKS. CALIFORNIA 91403 (213) 872-1461 • 986 -1494
MAGUIRE PARTNERSHIP DEVELOPMENT
Tukwila, Washington
R
R
RICHARD F. ROTI & ASSOCIATES • PARKING CONSULTANTS
SUITE 210, 14542 VENTURA BOULEVARD, SHERMAN OAKS, CALIFORNIA 91403 • (213) 872-1461 • 988 -1494
The Maguire Partnership
1800 Century Park East
Los Angeles, California 90067
Attn: Mr. Pat Collee
Re: Washington Square Development
Tukwila, Washington
Gentlemen:
We have completed our analysis of subject project per your instructions and
submit herewith our data, findings and recommendations.
Based on actual need determined by rational analysis and calculation, we
have found the project space demand to be as follows:
Phase 1
1 E 11
1 '- 111
1 IV
This actual need determined by rational analysis and calculation is pre-
dicated upon maximum occupancy of restaurants, meeting rooms, and ball-
rooms at the same time as the office building, commercial and retail
areas are undergoing maximum usage.
Maximum occupancy is anticipated to occur three to five days a year with
the "probable maximum occupancy" (with 150 unoccupied stalls at peak hour)
occurring five to ten days a year.
The following report outlines your needs for the contemplated phases of
development.
Please call if you have any questions.
Sincerely,
RICHARD F. ROTI & ASSOCIATES, INC.
Richard F. Roti, President
RFR /kj
727 spaces
1148 spaces
1573 spaces
2845 spaces
September 19, 1973
11 A.M. - 12 NOON
1 P.M. - 2 P.M.
1 P.M. - 2 P.M.
11 A.M. - 12 NOON
I N D E X
Letter to Maguire Partnership by
Richard F. Roti, dated September 19, 1973
Page
SCOPE OF WORK
METHODOLOGY 1
PARKING DEMAND .3
Planned Development 4
Parking Demand 4
Parking Demand Factors 5
Phase I - Parking Demand 6
Phase II - Parking Demand 6
Phase III - Parking Demand 6
Phase IV - Parking Demand 7
DESIGN CRITERIA 11
Parking Design Standards
The Parking Stall
The Consultants Outlook
The Variance in City Parking Standards
A Method for Evaluating City Codes
Parking Standard Comparables
12
12
13
14
15
16
SCOPE OF WORK
The primary purpose of this study was to collect, analyze and
evaluate proposed land uses related to a phased construction
program. The information would be compiled to allow a compre-
hensive and planned program for parking requirements to satis-
fy the needs of the people who shop, work, conduct business and
seek entertainment in the area.
Floor areas were gathered to determine projected parking needs
for the proposed phased development. Based upon these needs
balanced supply /demand locations were determined and provided
in the Architect's layouts.
1ETH0DO106Y
Most zoning ordinances relate peak parking accumulation and to-
tal daily packers with gross floor area. This study and subse-
quent recommendations are based on a calculated demand taking
into consideration that unit factors decrease as project size
and multi -land use increases.
The parking demand generated was derived by applying generation
factors to proposed floor areas. The parking generation factors
used are those which have been determined in similar develop-
ments. Adjustments were made for on -site business generation and
persons /vehicle for various and uses.
The parking space demand for each land use in each phase of
development was calculated on the basis of floor area, excepting
public assembly area which is based on persons utilizing given
areas, using the parking generation factors shown in Table 11 .
The application of these factors to the various buildings and
areas of the proposed project results in a total demand for
parking spaces regardless of time of day. Tabulation of this
data in Table V indicating parking space demand by hour of
day results in a peak hour demand while simultaneously showing
space utilization.
Thus, the parking space demand analysis is based upon that•
demand which is created during the peak period of an average
weekday, or restated, it is the, maximum peak accumulation of
parked vehicles on the maximum demand weekday.
0
tn
N
200'4) Li % ;;J .,_ -'' / % ;. vi L 790.82'
!
SERVICE
STATION
COMMERCIAL ::
PARKING STRUCTURE
PHASE I -
i FIGURE 1
tt
PHASE III
PHASE 11
r, 949.43'
C'
;,{, ='+ •' SOUTHCENTER
P H A S E I, II & III S I T E P L A N
No Scale
PARKWAY
•
$NORTH
0 RELOCATED
SERVICE
STATION
N
f7
v
0
302.38'
302.42'
200'
The planned development listed in Table I is illus-
trated in Figures 1 and 2. Phase 1 consists of office
development with ground floor commercial area;
Phase 1I a mix of commercial and retail, Phase III
a hotel and parking structure and Phase IV an office/
commercial /retail development with a parking struc-
N
ture addition.
790.82'
PHASE IV
50' 949.43'
SOUTHCENTER PARKWAY
P H A S E I Thru IV S I T E P L A N 'NORTH
FIGURE 2 No Scale
302.38'
PARKING STRUCTURE=
OFFICE
302.42'
0
0
0
ME
W
C
CO
Q
PLANNED DEVELOPMENT
The planned Maguire Partnership retail /commercial development is
located three miles east of Seattle's SEATAC airport at the
juncture of Interstate 405 and Interstate 5 freeways.
The development will contain a mix of retail and commercial
space as listed in Table I . Floor area and land use data
contained in this report were obtained from Burke, Kober,
Nicholais, Archuleta, Architects, Los Angeles, California.
The complex will contain, as major generators of parking demand,
an office building with banking and brokerage tenants, retail
areas and to a lesser extent, a 308 room hotel with ancillary
activities.
PARKING DEMAND
Parking needs depend on type and intensity of land
use and the social and economic characteristics of
the land users. Existing and planned travel modes
affect, or will affect parking needs.
Where the automobile is the dominant mode of tra-
vel, parking demand reaches maximum peaks in rela-
tionship to per capita auto ownership. Automobile
ownership in the state of Washington, as an example,
increased by 6.9% in 1972 over 1971, as compared
to a national average increase of 3.9 %. This trend,
primarily the result of expanding population and
multiple car ownership, is expected to continue in
the years ahead. Under such conditions, where inad-
equate or minimum public transportation exists or
customer acceptance of same is limited, adequate
parking inventories are essential to the success
of a commercial center founded and based on commerce.
Good public transportation can reduce parking require-
ments by as much as 10 percent.
Hotel parking demands are dictated by proximity to
airport and rental car station, determining the
customer drive -in /fly -in ratio, and the nature of
hotel, i.e., the number and size of ancillary func-
tions.
Devel.
Phase
• II
I11 Other Commercial
Under Hotel
IV
Land Use
I Office Building
22,500 s.f. /floor
x 9 upper floors
88% efficiency
Commercial
Bank
Other Financial
Lease around Motor
Core Commercial
Other Commercial
Facing Street
Within Mall
Within Mall
Retail
Retail Area
Restaurants (3 @ 5000)
Theatre - 1100 seats
Commercial (Health Club)
Ice Rink
Hotel - 308 rooms
Coffee Shop
Dining Room
Cocktail Lounge
Specialty Restaurant
Ballroom
Meeting Rooms (4)
Office Building "A"
Office
Commercial - ground floor
Retail
Office Building "B"
Office
Commercial - ground floor
TABLE I
FACILITY AREAS OR CAPACITIES
Gross
202,500
200,000
200,000
Area (S.F.)
Net
178,200
6,500
6,400
1,606
4,400
1 .900
2,400
2,100
8,215
12,715
75,000
15,000
15,000
10,000
25,000
140,000
2,100
308 rooms
110 seats
150 seats
125 seats
180 seats
500 seats
4,000 s.f.
185,000
15,000
30,000
185,000,
15,000
4
Medical and dental offices, theatres, restaurants,
cafeterias, specialty shops, drug stores and depart-
ment stores are heavily customer oriented with low
employee density as compared with offices. A pre-
ponderance of customers on multiple purpose trips
and office employees result in lower than normal park-
ing requirements.
Restaurants and theatres in commercial centers need
little daytime parking and utilize vacant spaces
during evening off - peaks, when other commercial devel-
opments are closed.
PARKING DEMAND FACTORS
The parking demand generated by each land use was
derived by applying generation factors to the classi-
fied floor area tabulations. The parking generation
factors used were those which have been determined in
similar metropolitan areas in the western U.S. Ad-
justments were made as a result of information gained
from City agencies and observations. From the infor-
mation thus obtained, final minor adjustments were
made to some of the factors and a master list of short
term and long term parking generation factors was
produced. Using these factors, parking space demand
was calculated for the subject Maguire Partnership
Development, using floor areas as a basis for parking
generation.
The projected parking space demand for each land use
within the project area was calculated using the
parking generation factors shown in Table II .
The application of these factors to the various land
use categories results in a total demand for parking
space. If this parking demand exceeds the total avail-
able supply of parking spaces, then it is this excess
that determines the need for additional parking faci-
lities.
a.
TABLE II
PARKING DEMAND FACTORS
(Per 1,000 Gross Feet Floor Area)
Est. Unit Parking
Land Use Demand Factor
Finance
General Office
Retail
Professional Office
Travel
Restaurant /Food
Medical Office
Storage
Theatre
Service
Hotel
7.o
3.5
4.o
3.o
2.5
4.0
4.o
.25
20:0
3.0
1.0 /Roomc
Typical values determined in comprehensive studies:
(1) Wilbur Smith and Associates, Wilshire Center Parking
Study, Los Angeles, 1970d.
(2) Wilbur Smith and Associates, Highway Research Board,
Special Report No. 125, prepared by Wilbur Smith
and Associates, 1971d.
(3) Richard F. Roti and Associates, Parking Generation
Factors.
b. Four (4) percent public transit reduction incorporated
for this project.
c. Hotel ratios vary considerably based on drive -in /fly -in or
walk -in type. Assumptions for Tukwila, Washington hotel are
for drive -in domination. Thus 10% reduction allowed based on
10% fly-in combined with primarily night hour operation for
high demand calculations. Average demand is predicated upon
70% drive -in and 40$ for low parking demand.
d. Some danger exists in utilizing studies older than two years
in view of rising per capita auto ownership. Referenced values
have been adjusted to account for the state of Washington in-
crease per Department of Transportation, Federal Highway
Administration 1972 auto registration report.
PHASE I - PARKING DEMAND
TABLE 111
VEHICLE OCCUPANCY FACTORS
Hotel
Coffee Shop
Dining Room
Cocktail Lounge
Specialty Rest.
Ballroom
Meeting Rooms
Breakfast
1.5
Lunch Dinner
2.2
2.2
1.8
2.2
2.2
1.65
General Restaurants 1.65
Theatre.
2.2
2.65
1.8
2.65
2.85
2.4
2.65
2.9
General Office: Amongst the facilities within the development, the
proposed office building will be the principal daytime generator of
long term parking demand. General office calculated parking demand
at 3.5 spaces /1000 s.f. G.F.A.; 8% short term, 92% long term with
15% oversell on long term spaces requires 553 long term spaces and
57 short term spaces for a total of 610 spaces.
Banking and Financial: 18,900 s.f. of financial and miscellaneous
lease area is provided in conjunction with the office building.
By practical demand and rational analysis, the bank area of 6500 s.f.
will experience 50% walk -in and 50% drive -in traffic due to on -site
generation. The norm of 7.0 spaces /1000 s.f. of floor area is thus
reduced to 4.5 spaces /1000 s.f. of floor area requiring twenty -nine
spaces. Other financial consisting of 6400 s.f. experiencing same
demand and generation also requires twenty -nine spaces.
Core commercial and lease area around motor court are contemplated
as small shops, travel, etc. Travel area (1600 s.f.) at 2.5 spaces/
1000 s.f. of floor area requires four spaces. Adjustment for on-site
generation reduces requirement below actual need. Two employee
plus one visitor space is considered minimum. The balance - 4400
s.f. of core commercial classified as potential bank area at 4.5
spaces /1000 s.f. requires twenty spaces.
PHASE II PARKING DEMAND
Other Commercial: Intended use of 12,7 s.f. commercial area at 3.5
spaces /1000 s.f. G.F.A. with 30% on -site and 70% drive -in genera-
tion requires 31 spaces.
Retail: The proposed 75,000 s.f. of retail space will encounter a
reduced parking demand due to multiple purpose trips and generation
from the adjacent commercial and hotel facilities. Actual need of
5.0 spaces /1000 s.f. with 73% drive -in and 27% on -site daytime
generation requires 273 spaces.
Restaurants: Three restaurants at 5,000 s.f. each, 70% efficiency,
at 1 /person /25 s.f. = 840 persons. Parking demand calculated at
60% walk- in /40% drive- inlfor luncheon crowd at 1.65 persons /car
'requires 102 spaces. Dinner trade 90% drive- in /10% walk -in with
2.653 persons /car requires 143 spaces. Source: Valet Parking
Company.
Theatre: 1100 seats, of primarily night -time generation, with 10%
walk -in and maximum vehicle occupancy of 2.9 persons /car requires
341 spaces for 100% demand.
Commercial: At 3.5/1000 s.f. G.F.A., with 30% on -site and 70% drive -
in generation calculated demand is twenty -five spaces for Health Club
type operation.
PHASE III PARKING DEMAND
Commercial: 2100 s.f. calculated for practical demand as per previous
commercial area requires 5.145 spaces.
Hotel: In terms of parking demand, the third most significant faci-
lity within the proposed development will be the hotel. The propor-
tioning of drive -in /walk -in clientele is a determining factor in
the amount of parking space required. Since motor hotels cater to
the driving public and usually offer free parking, they exhibit a
high ratio of cars to rooms. Conversely, a facility such'as the
Washington Plaza Tower in Seattle, located in the business district,
is more attractive to the non - driving business man.
A high drive -in demand of 85% of total rooms combined with a room
demand of 1.7 rooms per car results in a peak hour space demand of
150 spaces.
Ballroom: 500 seats. Luncheon - 80% drive-in at 2.2 persons/
vehicle (182). Dinner - 95% drive -in at 2.85 persons /vehicle (167).
Coffee Shop: 110 seats. Breakfast - 20% drive -in at 1.5 persons/
vehicle; lunch - 40% drive -in at 2.2 persons /vehicle; evening - 50%
drive -in at 2.2 persons /vehicle.
Cocktail Lounge: 125 seats. 20% drive -in at 1.8 persons /vehicle.
Specialty Restaurant: 180 seats. Lunch - 50% drive -in at 2.2 persons/
vehicle; dinner - 80% drive -in at 2.65 persons /vehicle.
Dining Room: 150 seats. Lunch - 50% drive -in at 2.2 persons /vehicle;
dinner - 60% drive-in at 2.65 persons /vehicle.
Meeting Rooms: 4000s.f. 90% efficiency, 1 person /25 s.f., 85%
drive-in, 1.65 persons /vehicle at luncheon, 2.4 persons /vehicle
in evening, requires 102 spaces at maximum occupancy. The "pro-
bable maximum occupancy" can be expected to be 82 space demand
(80 %) and "high normal occupancy" to be 51 spaces (50 %).
PHASE IV PARKING DEMAND
Office Buildings: Two towers of 200,000 G.F.A. each @ 3.5 spaces /,
1000 G.F.A. each; 8% short term parkers and 92% long term with
fifteen percent oversell on long term requires the following:
200,00D G.F.A. @ 3.5 700 spaces
less short term spaces 56
644
less 15% oversell 97
5+>7
Add short term spaces + 56
603 x 2 towers =
Spaces Required 1206 spaces
Retail: 30,000 s.f. retail area @ 5.5 spaces /1000 s.f. with 75%
drive -in and 25% on -site generation requires 116 spaces.
Ice rink: Little data exists for ice rink parking requirements.
A survey of needs with Ice Capades established demand figures
ahown in Table V.
TABLE IV
HOTEL PARKING SPACE DEMAND BY % OF OCCUPANCY
AT PEAK DEMAND HOUR (12 NOON - 2 P.M.)
Land Use
Maximum Occupancy
(100 %)
Probable Maximum
Occupancy (80 %)
High Normal
Occupancy (60 %)
Persons I Spaces Persons 'Spaces Persons Spaces
Hotel Room Demand
Ballroom
Coffee Shop
Cocktail Lounge
Specialty Restaurant
Dining Room
Meeting Rooms
500
110
125
180
150
144
4o
182
20
14
41
34
88
Parking Spaces Required 419
400
88
100
144
120
115
4o
146
16
11
33
28
71
300
66
75
108
90
87
4o
109
12
9
25
21
53
345 269
Maximum occupancy is anticipated to occur three to five days a
year with the probable maximum occupancy occurring five to ten days
a year. The same factors apply to Phase II retail and commercial
areas, such that approximately 150 spaces will be unoccupied 99%
of the time at peak hour (1 - 2 P.M.) and approximately 270 spaces
vacant 97% of peak hour periods.
The theatre requiring 341 spaces at maximum occupancy will ex-
perience a demand of 273 spaces at probable maximum occupancy and
205 spaces at high normal occupancy.
7 8 9 10 11 NOON
HOUR OF DAY 6 1
Ill
I
I $
t
I 1
4 1
'
i l
lr
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a
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PHASE 1
Office L.T. 117 499 587 587 587 440 557 557 557 411 117 11 3 3
Office S.T. 43 57 57 57 29 57 57 57 42 3
Commercial
Bank 5 20 29 29 29 29 29 29 15 15 10
Other Financial 5 20 29 29 29 29 29 29 15 15 10
Motor Court 2 2 3 3 3 3 3 3 3 3 3
Core Commercial 4 14 22 22 22 22 22 22 22 22 4
133 598 727 727 727 552 - 9977 669 509 147 11 3 3
PHASE 11
Other Commercial
Facing Street
(Within Mall)
(Within Mall) 15 31 31 31 31 31 31 20 20 15
Retail
Retail Area 27 55 109 180 246 273 273 246 218 136 109 164 246 218
Restaurants 3 8 82 102 102 21 21 29 29 143 143 129
Theatre 34 34 34 34 239 341 341
Comm. (Health Club) 25 25 25 25 25 25 25 25 25 25 25 25 25
Ice Rink 10 15 20 20 20 15 15 40 50 50
27 95 168 244 394 446 451 377 338 259 227 611 805 763
PHASE III
Other Commercial
Facing Street 6 6 6 6 6 6 6 6 5 4
Hotel
Rooms (303) 135 70 40 40 40 40 40 40 40 70 110 135 150 150
Ballroom 36 182 182 182 182 182 182 182 182 109 167 167 167
Coffee Shop (110) 15 15 10 20 20 20 10 5 25 25 25 25 20
Cocktail Lounge (125) 3 14 14 14 10 10 10 14 14 14 14
Specialty Rest. (180) 8 41 41 41 33 25 25 41 55 55 41
Dining Room (150) 7 34 34 34 28 21 21 28 34 34 28
Meeting Rooms 53 53 71 88 88 88 51 51 51 51 51 51 51
135 7817 327 2525 2525 - Vir 60 0 39+4 3822 481 T►71
PHASE IV
Office Bldg. "A" .
Office 109 520 547 547 547 410 520 520 520 410 328 28 10
Comm. Ground Floor 6 45 56 56 56 34 56 56 56 45 6 2
Retail 6 12 23 58 93 116 116 93 93 70 70 70 104 93
Office Bldg. "B"
Office 109 520 547 547 547 410 520 520 520 410 328 28 10
Comm. Ground Floor 6 45 56 56 56 34 56 56 56 45 6 2
236 1 1229 TT W. 1299 10 12 114 12+5 980 738 130 124 93
COMBINED ACCUMULATION 531 2015 2420 2562 2845 2427 2841 2679 2593 2142 1494 1233 1428 1330
TABLE V
PHASES I, II, I11 & IV - PARKING ACCUMULATION
OW,
FIGURE 3
PARKING ACCUMULATION - PHASES f „II, III & IV
PROJECTED P E A K PARKING D E M A N D S l on'rational d analys i s �ed
MAGUIRE PAR'Ttfl RSHIP DEVELOPMENT, TUKWILA, WASH.
HOUR OF DAY
7 8 9 10
11
NOON
12
1
2
3
4
5
6
7
8
9
10
3
320
U
3000
� 2800
2600
Q
2400
•
LL
2200
2000
0 1800
W
1600
1400
1200
CI)
1000
800
Z •
600
4 00
200
ENNER
mom
III
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I"
59
1 1 r 295 _
150 '133
1298 i
1191 i�
845
I P H A S E SI V I
OMBINED
I I I I ACCUMULAT ION
2841
711111111
2845
1
1121
2421
552
2679
HASE 1, 11 & III
1573
1434
I I I ��
2593
1423
1
PHASE 1 & 11
1148
107
...1007
998
PHASE 1
697 697
. . .... , 669
1347
768
2142
\ 116
•
\ /
756
.
374
n
1 494
1 1
(
622
/ 1103
808
(1I 11
1428
130
147
/ 1237
• .
13 30
9
s
FIGURE 4
MAJOR & COMBINED PARKING FUNCTIONS
PROJECTED PEAK PARKING DEMANDS
MAGUIRE PARTNERSHIP DEVELOPMENT, TUKWILA, WASH.
(Calculated demand based
on rational analysis)
HOUR OF DAY 6
NOON
7 8 .9 10 11 12 1 2 3 4 5
6 7
8 9 10
3400
3200
3000
W 2800
V
2600
Q 2400
aL 2200
2000
Q 1800
W
m
1600
1400
1200
2 1000
800
z
600
400
200
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OTEL
RASE IV
O FFICE & COMMERCIAL
•
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OFFICE & COMMERCIAL
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PARKING DESIGN STANDARDS
Increasing land values and construction costs in recent years
have emphasized the need for efficient parking solutions. The
most common approach is to achieve design efficiency by tandem
parking and inclusion of compact and sub- standard stalls. This
procedure attempts to follow the principle that parking space
design efficiency is achieved by utilizing the lowest number
of square feet per stall possible while maintaining acceptable
parking flow and operational characteristics. Since parking
facilities are purchased in terms of square feet per stall, the
lowest cost per stall is theoretically obtained with the design
requiring the least number of square feet per stall.
The number of square feet per stall - generally a product of
city code requirements has historically been greater in
suburban and rural areas than in urban centers. Low demand for
land encourages excessive use of space for parking purposes.
On the other hand scarcity and high cost of land for parking
creates pressures dictating more efficient area usage. High
construction costs for subterranean or elevated parking
facilities encourages attempts to achieve higher degrees of
design efficiency.
_ Most city parking requirements were established during periods
of low motor vehicle density, on a non-technical base, and are
wasteful of space. There is, however, a growing awareness that
optimum space usage, with proper parking (self -park) and vehi-
cular flow, can be achieved, through establishment of practical
parking design standards. The move toward realistic land and
structure space utilization for passenger car parking was ini-
tiated by the City of Los Angeles in February, 1972 following
.publication of "A Parking Standards Report" in 1971.
THE PARKING STALL
The width of parking stall is the principal factor involved in
parking design. Two considerations are involved - the door
opening dimension (level of convenience) and the frequency of
door movements. In this manner the width of stall is predicated
upon the convenience provided, the user of the stall and consi-
deration for the frequency of stall turnover.
Using a uniform bay dimension of 55.40''and
adjusting stall width to accomnnodate the specific
type of user, i.e., the short or long -term parker,
efficient land and improvement usage is achieved.
Parking stalls with high turnover, i.e., for shoppers, banking
patrons and other uses with a high frequency of door opening
movements, require wider than average stall widths. Parking
spaces with low turnover, the all -day parker for example, where
the door openings generally occur once in the morning and once
again in the evening, can be relegated to minimum or near
minimum stall widths.
Recommendations for practical stall width levels of convenience
follow:
TABLE VI
A full size vehicle at the maximum width of 80" parked in a
9' -0" stall allows 28" clearance for the door opening movement.
Subtracting the door thickness of 5i" results in 22i" for the
parking patron movement. An 8' -8" stall allows 24" for the
parking patron to enter or leave the car. These clearances
are predicated upon two full size vehicles parked in adjacent
stalls. Seldom is this the case. The natural averaging system
occurring with sub - compacts, compacts, intermediates, standard
and luxury cars will invariably allow greater door opening
dimension than full size car design calculations indicate.
With properly dimensioned parking bay (W -2) the most favorable
self -park design efficiency is achieved in the 50 - 70 degree
angle of park range.
12
Minimum
Comfortable
Generous
Extravagant
Attendant Park
8' -0"
Self -park - long term
8' -0"
8' -4"
8' -6"
8' -8"
Self -park - short term
8' -4"
8' -8"
9' -0"
Over 9' -0"
Compact stalls
7'
7' -6"
7' - 9"
8' -0"
PARKING DESIGN STANDARDS
Increasing land values and construction costs in recent years
have emphasized the need for efficient parking solutions. The
most common approach is to achieve design efficiency by tandem
parking and inclusion of compact and sub- standard stalls. This
procedure attempts to follow the principle that parking space
design efficiency is achieved by utilizing the lowest number
of square feet per stall possible while maintaining acceptable
parking flow and operational characteristics. Since parking
facilities are purchased in terms of square feet per stall, the
lowest cost per stall is theoretically obtained with the design
requiring the least number of square feet per stall.
The number of square feet per stall - generally a product of
city code requirements has historically been greater in
suburban and rural areas than in urban centers. Low demand for
land encourages excessive use of space for parking purposes.
On the other hand scarcity and high cost of land for parking
creates pressures dictating more efficient area usage. High
construction costs for subterranean or elevated parking
facilities encourages attempts to achieve higher degrees of
design efficiency.
_ Most city parking requirements were established during periods
of low motor vehicle density, on a non-technical base, and are
wasteful of space. There is, however, a growing awareness that
optimum space usage, with proper parking (self -park) and vehi-
cular flow, can be achieved, through establishment of practical
parking design standards. The move toward realistic land and
structure space utilization for passenger car parking was ini-
tiated by the City of Los Angeles in February, 1972 following
.publication of "A Parking Standards Report" in 1971.
THE PARKING STALL
The width of parking stall is the principal factor involved in
parking design. Two considerations are involved - the door
opening dimension (level of convenience) and the frequency of
door movements. In this manner the width of stall is predicated
upon the convenience provided, the user of the stall and consi-
deration for the frequency of stall turnover.
Using a uniform bay dimension of 55.40''and
adjusting stall width to accomnnodate the specific
type of user, i.e., the short or long -term parker,
efficient land and improvement usage is achieved.
Parking stalls with high turnover, i.e., for shoppers, banking
patrons and other uses with a high frequency of door opening
movements, require wider than average stall widths. Parking
spaces with low turnover, the all -day parker for example, where
the door openings generally occur once in the morning and once
again in the evening, can be relegated to minimum or near
minimum stall widths.
Recommendations for practical stall width levels of convenience
follow:
TABLE VI
A full size vehicle at the maximum width of 80" parked in a
9' -0" stall allows 28" clearance for the door opening movement.
Subtracting the door thickness of 5i" results in 22i" for the
parking patron movement. An 8' -8" stall allows 24" for the
parking patron to enter or leave the car. These clearances
are predicated upon two full size vehicles parked in adjacent
stalls. Seldom is this the case. The natural averaging system
occurring with sub - compacts, compacts, intermediates, standard
and luxury cars will invariably allow greater door opening
dimension than full size car design calculations indicate.
With properly dimensioned parking bay (W -2) the most favorable
self -park design efficiency is achieved in the 50 - 70 degree
angle of park range.
12
64
63
62
61
60
59
58
57
1-
w 56
55
3
54
0
1-
53
0
52
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m
47
46
45
44
43
42
41
40
30 324 35 374 40 42f 45 474 50 524 55 571 60 621 65 674 70 724 75 774 80 821 85 874 90
PARKING ANGLE DEGREES
FIGURE 5
8' - 6" LONG — TERM
STALLS
PROPOSED PARKING "STANDARDS
FIGURE 6
The Consultants Outlook
8' - SHORT -TERM
STALLS
Parking Consultants and published data have varied widely in
opinions as to what stall, aisle and bay dimensions constitute
reasonable and workable design standards, particularly prior to
1970. The majority have, in recent years, evolved to standards
patterned by George Devlin of National Garages by employing
efficient design standards. Today, Devlin and Rich out of De-
troit, Walker from Kalamazoo, Young in Dallas, Boldon, Lins-
cott and Roti on the West Coast and other consultants across,
the country vary only slightly from each other. Others, how-
ever, maintain comfortable parking can be achieved only with
much greater dimensions.
The fact remains that recovery of parking investments are most
frequently subsidized by the generator it serves. Design eff-
iciency becomes paramount and is accomplished thru use of eff-
icient design standards.
1. A Parking Standards Report, Volume 1, prepared by
Parking Standards Design Associates, March 1971
City
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30 324 35 374 40 42f 45 474 50 524 55 571 60 621 65 674 70 724 75 774 80 821 85 874 90
PARKING ANGLE DEGREES
FIGURE 5
8' - 6" LONG — TERM
STALLS
PROPOSED PARKING "STANDARDS
FIGURE 6
The Consultants Outlook
8' - SHORT -TERM
STALLS
Parking Consultants and published data have varied widely in
opinions as to what stall, aisle and bay dimensions constitute
reasonable and workable design standards, particularly prior to
1970. The majority have, in recent years, evolved to standards
patterned by George Devlin of National Garages by employing
efficient design standards. Today, Devlin and Rich out of De-
troit, Walker from Kalamazoo, Young in Dallas, Boldon, Lins-
cott and Roti on the West Coast and other consultants across,
the country vary only slightly from each other. Others, how-
ever, maintain comfortable parking can be achieved only with
much greater dimensions.
The fact remains that recovery of parking investments are most
frequently subsidized by the generator it serves. Design eff-
iciency becomes paramount and is accomplished thru use of eff-
icient design standards.
1. A Parking Standards Report, Volume 1, prepared by
Parking Standards Design Associates, March 1971
MIN
MOM
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Lma
64
63
62
61
60
59
58
57
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52
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El Se : 00000 S 4 1 1011/14
30 32} 35 37} 40 42k 45 47} 50 521- 55 57} 60 62i 65 67} 70 72} 75 771 80 821 85 87i 90
PARKING ANGLE DEGREES
FIGURE 7
dards
RICHARD F. ROTI AND ASSOCIATES
THE VARIANCE IN CITY PARKING STANDARDS
Dimensional requirements of parking standards
for various cities vary greatly. For example,
the City of Orange standards (9' stall) re-
quire approximately 9' greater parking bay
dimension (wall to wall) at 60 angle of park,
8' at 70 and 5' at 90 than do the 8' -6"
Parking Design Standards for full size pass-
enger cars.
The excessive dimensions are generally great-
est in the preferred flatter angle of park
ranges. Walnut Creek standards illustrate this
problem, penalizing development of parking in
the 50° - 70 angle of park range. Santa
Monica and Burbank standards, despite their
differences, are designed to encourage park-
ing in 50 - 60 angle layouts. Denver with
little logic in its requirements, encourages
use of 90° angle of park.
Little reason exists for the extreme variances
encountered. Passenger cars.on the West coast
are of the same size and character as those
in the balance of the country, as well as
Canada and Mexico. Only the proportions of
sizes in use differ. Vancouver's percentage
of small cars is higher than that of Calgary;
Washington, D.C. is higher than Atlanta; and
the downtown Los Angeles small car population
is considerably greater than that encountered
in Beverly Hills or Century City. Small car
allowances, by percentage of total spaces, are
becoming commonplace in city ordinances.
The level of parking design and analysis ex-
pertise amongst parking consultants has risen
sharply in the last decade. These consultants
are undertaking the burden of educating muni-
cipalities to workable and efficient design
standards, helping to correct the present dis-
paraties in parking requirements, and achiev-
ing a uniformity in standards across the coun-
try.
1. A Parking Standards Report, Volume 1, prepared by11
Parking Standards Design Associates, March 1971
AA
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El Se : 00000 S 4 1 1011/14
30 32} 35 37} 40 42k 45 47} 50 521- 55 57} 60 62i 65 67} 70 72} 75 771 80 821 85 87i 90
PARKING ANGLE DEGREES
FIGURE 7
dards
RICHARD F. ROTI AND ASSOCIATES
THE VARIANCE IN CITY PARKING STANDARDS
Dimensional requirements of parking standards
for various cities vary greatly. For example,
the City of Orange standards (9' stall) re-
quire approximately 9' greater parking bay
dimension (wall to wall) at 60 angle of park,
8' at 70 and 5' at 90 than do the 8' -6"
Parking Design Standards for full size pass-
enger cars.
The excessive dimensions are generally great-
est in the preferred flatter angle of park
ranges. Walnut Creek standards illustrate this
problem, penalizing development of parking in
the 50° - 70 angle of park range. Santa
Monica and Burbank standards, despite their
differences, are designed to encourage park-
ing in 50 - 60 angle layouts. Denver with
little logic in its requirements, encourages
use of 90° angle of park.
Little reason exists for the extreme variances
encountered. Passenger cars.on the West coast
are of the same size and character as those
in the balance of the country, as well as
Canada and Mexico. Only the proportions of
sizes in use differ. Vancouver's percentage
of small cars is higher than that of Calgary;
Washington, D.C. is higher than Atlanta; and
the downtown Los Angeles small car population
is considerably greater than that encountered
in Beverly Hills or Century City. Small car
allowances, by percentage of total spaces, are
becoming commonplace in city ordinances.
The level of parking design and analysis ex-
pertise amongst parking consultants has risen
sharply in the last decade. These consultants
are undertaking the burden of educating muni-
cipalities to workable and efficient design
standards, helping to correct the present dis-
paraties in parking requirements, and achiev-
ing a uniformity in standards across the coun-
try.
1. A Parking Standards Report, Volume 1, prepared by11
Parking Standards Design Associates, March 1971
MIMS
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47
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Angle
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dar
ds
8'-6' Long -term Stall Width
11T
30 324 35 374 40 424 45 474 50 524 55 574 60 624 65 674 70 724 75 774 80 824 85 874 90
PARKING ANGLE DEGREES
FIGURE 8
RICHARD F. ROTI AND ASSOCIATES
A METHOD
parking investments.
1. A Parking Standards Report, Volume 1, prepared b
Parking Standards Design Associates, March 1971
. MAY COMPANY
West Los Angeles, California,
FIGURE 9
FAMOUS BARR COMPANY
St. Louis, Missouri
FIGURE 10
STIX, BAER & FULLER
St. Louis, Missouri
FIGURE 11
PARKING STANDARD
COMPARABLES
16
7 , SJ
SWIFTSURE PARKING STRUCTURE
Seattle, Washington
FIGURE 12
52 1 -9 11 --
DAYTON'S RADISSON RAMP
Minneapolis, Minnesota
FIGURE 13
PARKING AUTHORITY STRUCTURES NO's 1 THRU 6
Santa Monica, California
FIGURE 14
PARKING STANDARD
COMPARABLES
11
THE COMING SMALL CAR BOOM
The small car boom continues to appear a certainty in the
mid- seventies, according to Robert Brooks, industrial
management consultant to the automobile industry.
Reporting to Automotive News, an automotive trade jour-
nal, Brooks claimed the Wankel will boom the small -car
market for the same reasons that the smooth and powerful
V -8 caused the larger -car market to reach sales heights.
"Largely for lack of a suitable engine, many small cars
made by Crosley, Hudson, Kaiser, Nash, Studebaker and
Willys faded away in this country," Brooks said.
"The original Falcon -Chevy II- Valiant small cars introduced
in 1960 -62 have also faded away as they were replaced with
cars a size larger so that the superior V -8 engines
demanded by the public could be squeezed under the hood."
Brooks noted that the small Corvair died for reasons
other than normal market forces.
"The Vega and Pinto are the latest in the long history
of attempts by U.S. auto makers to satisfy the small -
car market. But the consumer tolerates, at best, the
roughness and poor performance of these four - cylinder
cars in exchange for much lower prices."
This has meant reduced profits to the makers. But, Brooks
said, the Wankel - powered Vega will change all this.
"Without added weight, the rotary Vega will have the
luxury performance of a V -8 with a smooth engine twice
as powerful as the four - cylinder model."
"It will meet the requirements of a vastly larger market,
yet with a higher, more profitable price and provide badly
needed fuel economy, all at the same time."
Brooks said that for the U.S. auto makers the Wankel revo-
lution will begin with a two -rotor luxury small car that will
be "the most exciting new car introduction in many years."
February 1973
As rotary engine production increases and costs are brought
down, U.S. small -car production will expand greatly with
both two -rotor cars and single -rotor standard and economy
models, which will completely replace the rougher running
four - cylinder cars.
"As the rotary expands the small -car market, the two -rotor
engines will replace first the six - cylinder engines and then
the small V -8s used in the compact cars, which, with the new
front -drive systems and increased passenger space, will cut
further into the declining large -car market.
"Within a few years," Brooks maintained, "the shift to
small, compact and new types of cars - pulled by the
popularity of the rotary engine and pushed by our energy
and ecological problems - will become something of a
stampede."
Automotive News 2/5/73
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LEGAL DESCRIPTION
.That portion of the 5.E.1/4 of the N.W.Y4 of Sec.. tb,Twp.B5N.,Z.4.E.,W.M., situated in Kirq County ,akranng-
ton deocnbed as fdlowo
Beginning at the monumented onferbecfecn of the centerlines of '5oufhcenfer Parkway I57fh Ave. Sa.) and Str-
ander • Boulevard lo. 164th 51 ); thence 6 ei9•45'SEVE along the rronumented centerline of ead -Strander
a dist of B25.05 ft; thence 50Z5'5TE. parallel with the monumented E. line of said oolodivision a distanz
of 50.CO ft. to an interoection with the 5o. margin of sod Strander Blvd. and the True Fbint of Beginning of
the herein described tract; thence continuing 5025'58E a cliSt of 2:00.00 ft; thence 5594155Tc pan,.
Ilel with said centerline of Strander Blvd. a dist. 55000 ft. fo the monument East lint of sod suixlivroon
; thence SO*2.5'• E along ine g said East l a diof. of 1595.E0 ft. to the monumented se_ cnr. of wod zulodwrsocni
thence MS9•45'19'W along the rnonumtnfed 50. line of sad sub. a chst of 626.81 ft to the East margin of
said Scufhcentur Parkway thence 110'51'48W along s.atd eemf margin a dist Of 1241.155 ff. fo a point
of ecirve, thence Mly and Ely along arc of A curve to Me cent thi of. curve j us vd ot .i 5 o t ce. 00
ft. through a ral angle..of . 91'11'50' a dt of is 79 th
.58 ft. to e.
5 59'45'SV'E along and 'So-margin a dist of E57.7E ff. fo the. True Mint of Beginning. .The aforeanenticn-
ed monumentation established by Inc. CA/ of Tukwila under L.I.D. No.15, Contract Ho. Z-68 • 5ht. 1 of 19,
•61rer..1 Ran and Profile. . • • 'Tract =Mama 17.16 Daft. •
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SOUTHCENTER. PARKWAY ( 57th AVENUE 50.)
Z-WA.Y 'TRAFFIC ASPHALT PAVING EXCELLENT otiornort
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HUGH G. GOLIMITH and ASSOCIATES, INC
CIVIL ENGINEERS PLANNERS LAND SURVEYORS
512 LYON BUILDING SEATTLE, WASHINGTON 98104 622.10110
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1. PORIZONTAL DATUM • ASSUMED
Z.VERTICAL DATUM • CITY OF TUKDVILA •
BENCH MARK z 0 CHISELED INTO CONCRET SASE OF
LIGHT STANDARD 5.E. CORNER STRANDEZ BLV'D.
AND SOUTHCENTER. PARKWAY L. 45.99
4 ALL UNDERGROUND UTILITIES 5t PER REceacy5 OF
APPLICABLE UTILITY.
r. nURFACE SOIL ort ENTIRE SITE HAS BEEN IMFORTED flO
ANALYSIS OF ITS CONDITION OR'COMPACTED DENSITY /A5
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FIELD BOOK ■
PAGE '
SAN. M.H. 0
Rim 24.58
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FILE NOG. 6376189 , 6640297, II 635
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LEGAL DESCRIPTION PARCEL A :
That portion of the 5.2.1/4 of the. NIX/ Y4 of Sec. 26, Twp 23 n. 24E W.M situated in King County, Washing
ton deocribed as follows ' -
13eg1nning of the monumented intersection of the centerlines of Southcenter Parkway (57th Ave. So.) and Str-
ander Boulevard Co. 5 164th 5T ) ; thence 589'45'58'E along the monumented centerline of sad Strander Bled.
a diet. of 32505 ft; (hence. 5012558 "C parallel with the mommiented E. line of Sad subdivrlon a dntane.
of 30.00 ff. to an Intersection with the So. margin of oad Strander Bad. and the True Flynt of Beginning of
the herein described tract; +hence continuing 5O'2.5'58`E a dnt: of 200.W ft; thence 589'45'58 "E. para-
llel with amid centerline of 5trander Blvd. a diet. 350.00 ft. to the monument East line of said outxlivisian
thence SO "25'58'E along said East Tine a deg. of 109380 ff. lathe monumented SE. car of sold st.bdivrsion;
thence N874319'W along the rnonumented 5o. Iine of sad sub. a dist of 626.81 ft to the East ma'am of
said Southoenter Parkway ; thence n 0'5'7'48 "W along said East margin a dist. of )241.e6 ft. to a point
of curve ; thence n'ly and Ely along the at of a curve to the Right said curve having a radius of 50.00
ft. through a central angle, of 91 a disf. of 79.58 ft. to the 5o. margin of said Strander Blvd.; thence
5 8945'58 "E abng sad S7. margin a diet. of 237.72 ff. to the True. Point of Beeinmrq. The aforemention-
ed monumentat,on established b the Crty of Tukwila under L.I.D. tlo.13, Contract llo. 2 , 5ht. 1 of 19,
Street Plan and Profile. EXCEPT the 5.730 ft. as measured along the East line thereof.
Tract contains 6.60 acreo.
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SOUTHCEI ITEIZ PAEKWAY (57th AVE 1UE 50.)
• f4' INTERMEDIATE PR ESSURE SAS MAIM 2 WAY TRAFFIC ASPHALT PAVING EXCELLENT NNDITION •
I O I 1 2 3 4 5 6 7 B
LEKIBLE RULER- 30R AWtTru:w-
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HUGH G. GOLDSMITH and . ASSOCIATES, INC.
CIVIL ENGINEERS PLANNERS LAND SURVEYORS
512 LYON BUILDING SEATTLE, WASHINGTON 98104 622.1080
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IF THIS MICROFILMED DOCUMENT IS LESS
CLEAR THAN THIS NOTICE, IT IS DUE TO
THE QUALITY OF THE ORIGINAL DOCUMENT
1093.20'
• CATCH BASIN
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• VALVE
❑ VAULT
• 51611
Rim 25.'500
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NOTES
I. HORIZONTAL DATUM ' A55UMED
a.VERTICAL DATUM CITY OF TUKWILA
3 :, BENCH MARK ' ❑ CHISELED INTO CONCRETE BA5E OF
LIGHT STANDARD 5.E. CORNER STRANDER BLV'D.
AND SOUTHCEf1TER PARKWAY EL. 45.89
4. ALL UNDERGROUND UTILITIES SHOWN PER .RECORDS OF
APPLICABLE UTILIT: .
5. SURFACE 501L On TIRE 5lTE. HAS BEEN IMPORTED. 110
ANALYSIS OF S IIDITIOn oR COMPACTED DENSITY WAS
MADE
100 YQ FUEL LINE
r VALVE
WATER
VALVE
• VALVE
DR -5 -/4
IRIGLta
WATER M
Rim 23.l1 $.FIRE
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VAULT
P EL 23.'".:0
2' I.P. SET
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Mon In
CASE
EXIST. CONC.
MON.