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HomeMy WebLinkAboutSEPA EPIC-03-89 - BOEING EMPLOYEES CREDIT UNION (BECU) - OFFICE AND BANKBOEING EMPLOYEES CREDIT UNION OFFICE / INDUSTRIAL PARK WITH BANKING FACILITY ON -SITE 12644 -12878 INTERURBAN AVE. S. & GATEWAY DRIVE EPIC 3 -89 p'Transmittal Callison • To n" 4 A/Zi -40 /9/4 4/ /P7 DF 7vM4/rt4 ❑ Memorandum Re: , 27Ala. EJ 1t4 ?'EEs «sir avio,/ Date: /v • 2Z • / q % d Project No:eleK:7. We are sending you yB'Attached ❑ Under separate cover ❑ the following: ❑ Prints ❑ Originals ❑ ❑ Submittal ❑ Samples ❑ For your: t information and use ❑ Review and comment ❑ As requested Action required: ❑ As indicated ❑ No action required ❑ For signature and return f /Nz' 1. 777A 7 G 2 . �..�} ,- . 57W 7 -7 // /a3/9 0 itet6 8y 4 �'%'! cc:,7kef,��rf�ti /U. If enclosures are not as noted kindly notify us at once. ❑ Corporate Headquarters: ❑ California Office: The Callison Partnership Ltd. Architecture 1420 Fifth Avenue 950 Sixth Avenue A Corporation Programming Suite 2400 Suite 200 Planning Seattle, Washington San Diego, California Interior Design 98101 92101 Graphics (206) 623-4646 (619) 232-3233 FAX: 206 - 623 -4625 FAX: 619 - 232 -3337 David P. Lindsey, Architect RE: • amiexs-fr. PERSON CONTACTED: PERSON CALLING: DATE: / ©' /5170 • TELEPHONE MEMO INFORMATION ITEMS: G/i // 0er/' f�7�+s g0W- th 5/7M- r • • • • To: Moira Carr -Brad -w From: Ron Cameron Subject: Gateway Bed ord /BECU expansion Date: July 7, 1989 This memo explains the Fair Share and mitigations to serve the INCREASED Bedford /BECU traffic. The 1984 traffic analysis projected 2,696 vehicle trips per day (VPD) with the build out of 493,850 GSF; TDA reports that the 249,112 GSF constructed is generating 2,748 VPD. TDA projects the new build out traffic generation to be 12,601 in the year 2000 and 9,763 in 1990. That's an increase of 9,905 VPD in the year 2000 and about 7,000 in 1990. The City's approval of the project was for 2,696 VPD, 12,601. The Fair Share and mitigations described in this memo are for the increased traffic, the difference between the 2,696 and 12,601 VPD. The Fair Share was determined by: measuring existing traffic (Figure 1) developing a trip distribution (Figure 2) distributing increased BECU /Bedford traffic (Figure 3) determining future traffic (Figure 4) and calculating the per cent that the increased BECU /Bedford traffic is of the total increase (future traffic - existing). The existing street system and control is essentially operating safely and efficiently. The increase in traffic will require widening, signal control, pedestrian improvements, lighting, and similar safety and capacity needs. The Fair Share is the fraction calculated by dividing the increased development traffic by the total traffic increase. EXISTING TRAFFIC The current daily traffic totals are shown on Figure 1. Additional counts have been made to supplement the TDA information. Further counts are being made to complete the analysis. TDA reports LOS for existing conditions in Table 3. The SR599 NB Off left turn at Interurban and the SR599 58 Off at S 1 33rd Street have LDS E. The report explains that signa),,s are warranted for these two locations. It is important to remember that warrant volumes are threshold numbers - meeting warrants does not require a sional but allows signal installation. TRIP DISTRIBUTION To: Moira CAI-Bradshaw From: Ron Cameron Subject: Gateway Bedford /BECU Date: July 1989 • • • A trip distribution was developed. The 1984 Wilsey & Hamm distribution was the basis and it was modified to reflect the extensive Boeing development in the Riverton area; that a substantial amount of the increased traffic is projected to be generated by the Boeing Credit Union and considering proximity of Boeing employees; the TDA information, and PSCOG GRVTAF' information. Figure 2 shows the distribution and Figure 3 shows the increased BECU /Bedford traffic distribution. FUTURE TRAFFIC CH2M is currently completing Tukwi 1 a's Transportation Plan by generating Year 2010 volumes and identifying capacity deficiencies. Additional work is to be performed in the Gateway area. Future volumeE have been identified using the CH2M work, growth factors determined using the CH2M findings, F'SCOG projections, TDA projections, -and existing count data. These were reviewed, discussed with CH2M, and revised where additional work was needed. The Future volumes are shown on Figure 4. INCREASED TRAFFIC The 1990 increased traffic generated by Bedford /BECU will be about 7,000 VPD (9,763 less 2,696) as shown in Figure 6 of TDA's report. TDA projected the increased traffic using credit union transaction data and the existing rates for the Bedford expansion. The existing rates were determined from TDA counts and existing GFA. Calculating trip generation using ITE rates shows a higher amount. TDA also calculated trip generation for the year 2000. That projection is for 12,601 VPD - an increase of 9,905 VPD. (12,601 - 2,696). The current 7,000 increase is about 4 times the original projection. The year 200C) increase of 9,905 is about 5 times the original projection. The original study assumed a warehouse - 1-i.ght industrial use actually, it i =;'developing with office and retail. The ITE trip generation difference between office pars and warehouse /light industrial is about 4 times as much. For example, office parks generate trips at 196 per acre compared to warehouses at 56 per acre. v In all likelihood, the use will continue to evolve. This is what is occuring throughout the area. Gateway has excellent access with I5, I405, and SR599 freeways as well as E Marginal Way, Pacific Highway, and Interurban /W Valley Road. The excellent access will. probably accelerate the evolution to "higher" use. The fact that one -half of the originally proposed development is • • To: Moira Carr- Bradshaw From: Ron Cameron Subject: Gateway Bedford /BECU Date: July 1989 • • generating more traffic than the original projection substantiates the change. The fair share traffic amount being used in this analysis is the rounded difference between the current 9,763 projection and the original 2,696 projection. It is rounded to 7,000 VPD recogini2ing that the projection can't be precise to the unit. It is conservative from the development perspective by using the current 7,000 increase instead of year 2000 increase of 9. 900 trips. . FAIR SHARE The Future volumes show definite need for signal control and roadway capacity and safety improvements (vehicles and pedestrian). The existing conditions analysis by TDA reports signal warrants are met but no significant LOS deficiencies are occuring Volume increases from existing to future create the safety and capacity needs for vehicles and pedestrians including the signals, widening, sidewalks, lighting and so on. The Fair Share is calculated by the proportion that the development traffic increase is of the total increase. Following is a tabulation of the Fair Share calculations for the: S 133rd St /SR 599 SB Off Interurban Ave /I5 NB On Interurban Ave /SR 599 NB On Interurban /SR599 NB Off • intersection intersection intersection intersection S 133 St (Interurban - SR599 SB Off) segment Intersection Approach S 133/SR599 SB Off 5B Off Westbound Eastbound Northbound Total Fairshare INCREASED • BECU TOTAL TRAFFIC FUTURE 500 e,i)i)i) 1,050 7i)i) 0 2,250 11,000 • 4,000 1,200 24,200 TOTAL - EXISTING 3,500 6,000 2,800 800 17.000 r Increased BECU Total Increase 5i) 11,100 TOTAL INCREASE 4,500 5,000 1,200 400 11,100 20'/. • • • To: Moira Carr - Bradshaw From: Ron Cameron Subject: Gateway Bedford /BECU Date: July 1989 Intersection Approach Interurban /I -5 NB Northbound Southbound Total Fairshare INCREASED BECU On TRFFC 700 700 1,400 Interurban /SR599 NB On Northbound . 75() Southbound 450 Total 1,650 Fairshare FUTURE 15,000 15,000 30,000 • • 622)4 ,?//f-CL) - EXISTING 11,000 11,000 22,000 Increased BECU 1,400 t -�- - }- increase -_ __ Ei,000 FUTURE 16,600 9,500 75,600 Increased BECU Total Increase EXISTING 9,200 5,300 19,800 1,650 15,800 INCREASE 4,000 4,000 8,000 18% INCREASE 7,400 4,200 15,800 10%-v Interurban /SR599 NB Off Northbound Southbound Total NB Off 750 1,050 1,050 0 2,450 Fairshare FUTURE 9,000 20,000 13,000 0 42,000 - EXISTING 4,400 10,000 6,700 0 21,100 Increased BECU Total Increase S.1=='St (Interurban - SR599 Westbound `Eastbound Total Fairshare 1,050 1,200 2,250 SB Off) FUTURE ' 9,500 9,500 19,000 2, 450 20,9qo - EXISTING r Increased BECU Total Increase 6,200 5,500 11,700 250 7,300 INCREASE 4,600 10,000 6,700 0 20,900 12/ INCREASE 3,700 4 ,1)00 7,7010 317. • • To: Moira Carr - Bradshaw From: Ron Cameron Subject: Gateway Bedford /BECU Date: July 1989 MITIGATIONS AND FAIRSHARE • • The improvements to provide for the increased traffic include widening Interurban and S 133rd Street, interconnected and coordinated signals, lighting, signing, and pedestrian improvements. The City is currently working with WSDOT on a grant to improve Interurban with the grant to provide about half of the funding. No other funding sources have been identified for the other improvements- The Fair Share portion of improvement costs and improvements for the unfunded projects: S 133 St /SR599 SB Off coordinated signal, intersection Interurban /IS NB On coordinated signal, intersection Interurban /SR599 NB On coordinated signal, intersection Interurban/SR599. NB Off coordinated signal, intersection Interurban /S 133rd St coordinate signal S 133rd St (Interurban -SB off) roadway safety /capacity. The mitigation costs will include design, construction, and construction administration. WSDOT coordination will be required. Cost estimates have not been made, even "planning level” estimates as they have not been anticipated as being needed this soon. A developer's agreement should be entered that provides for 5 jr''. Bedford /BECU funding the Fairshare improvement cost prior to construction award. The agreement should be based on planning Level cost estimates, the developers agree to their shares, a bond or similar measure is provided for the fair share, escrow deposit of the funds is required of the funds prior to construction award, and further award agreement is provided if the low bid is substantially more than the estimate. Lower or higher bids would be proportionately shared. The agreement has an expiration date. G`Tf ,JI� ( << ; • (1,-"A'''. ( � e :: i T-0°4 1 r•- G r 11,7 7 1 57 C'G //3,36/ 1: uG 9 2 12 L/ 33 1 l�d�d3b tl(l L • ••• Gs 1 iU L nX i 53 w n n 0 A Joy t\ ti ��. c� I'v I I ' X J I 91_A FIG 2 Ti-).0.> 0151 RIBuTION) V V Q/• O v 2 ... 161711 -i d ill jZ) f.;l ii L 1a1-119 \� Q OL8 6 I QlLve itt c) Ala 1. 1401 Sll•r.•1 a S 3wnl a/\ (-MA QOQ L il, c1.3 r► A g (l) .' J'�.� r -, G 4 V _ 0 L- r ?RoJECIAONs • TECHNICAL BEMORANDUX To: Bob Hart Bedford Properties Gerry Park Boeing Employees Credit Union From: Ross Tilghman • Gifts/moo eg, Date: June 1, 1989 (Revised) File: #1534 Subject: Updated Traffic Projections for Gateway Center Buildout with Addition of Boeing Employees Credit Union This Technical Memorandum updates traffic volume forecasts for Bedford Properties' Gateway Center business park located in Tukwila at Interurban Avenue and 133rd Road South. A previous traffic study was conducted for this development's Master Plan approved in 1985. The Master Plan traffic study anticipated light industrial uses totaling 494,000 gross square feet (gsf) generating a total of 2,696 daily vehicle trip -ends. The currently built portion of the project totals 249,000 gsf with a mix of office and warehouse uses. An additional 98,000 gsf is planned or under construction by Bedford Properties. Also planned is a 144,000 gsf building for the Boeing Employees Credit Union (BECU). Table 1 compares the original Master Plan with current floor area projections. Table 1. Current Floor Area versus Master Plan Original Master Plan Floor Area Use 494,000 gsf Light Industrial Current Projections Bedford Properties Built & Occupied Planned BECU Planned Buildout Total 249,112 gsf 97,888 gsf 347,000 gsf 144,000 gsf 491,000 gsf Office and Warehouse Office and Warehouse Office Credit Union Source: Bedford Properties; BECU This memo addresses current traffic generation, buildout traffic projections in years 1990 and 2000, and recommendations for improvements based on the net increase in project traffic over the Master Plan approved volumes. TDA INC. Current Traffic Volumes and Generation Traffic entering and exiting the Gateway Center site was counted between Monday, April 10, 1989 and Friday, April 14, 1989. Automatic counters were set at both access points to the site on Gateway Drive to record both daily and hourly entering and exiting volumes. Figure 1 shows counter locations. A counter was also placed at the adjacent First Interstate Bank driveway which connects with Gateway Drive in order to isolate Gateway Center traffic (the First Interstate facility is not part of Gateway Center). Figure 2 illustrates existing site generated traffic patterns. Figure 3 shows existing traffic volumes on area streets. It should be noted that current volumes on Interurban Avenue are lower than usual due to King County's closure of the Interurban Bridge approximately one mile north of the site. The bridge is being rebuilt and is expected to reopen in late 1989. Based on 1987 traffic counts prior to bridge closure, an additional 600 peak hour vehicles would return to Interurban Avenue at Gateway Center when the bridge reopens. v E 3 0 .> V 0 320 300 — 280 — 260 — 240 — 220 — 200 — 180 — 160 — 140 — 120 100 — 80 — 60 — 40 — 20 — 0 I I 1 I I 1 I 1 1 6am lam Sam 9am 10am 1 1 om 12pm 1 pm 2pm 3pm 4pm 5pm 6pm O Inbound + Outbound Hour O Total Volume Figure 2. Existing Hourly Volumes on Gateway Drive Figure 1 Legend ElProject Site • GATEWAY CENTER/BECU Traffic Counter Locations N TDAk) Figure 3 Le end aProject Site 0000 PM Peak Hour Volumes 00000 Daily Volumes GATEWAY CENTER /BECU Existing Traffic Volumes N TDA= Table 2 shows the Aversion of existing trade to a trip generation rate per employee and per 1,000 gsf. Occupied floor area and employment information as of March, 1989, was supplied by Bedford Properties. Table 2. Existing Trip Rates By Employment and Floor Area 'BUILDING 1 2 4 5 6 EMPLOYMENT WARE - OFFICE HOUSE' TOTAL 133 32 165 94 11 105 71 71 142 69 7 76 79 79 158 446 200 646 BY FLOOR AREA: BUILDING FLOOR AREA WARE - OFFICE HOUSE TOTAL 1 26619 25761 52380 2 22394 48393 70787 4 20485 20484 40969 5 29500 9876 39376 6 19515 26085 45600 118513 130599 249112 EMPLOYMENT DENSITY WARE - OFFICE HOUSE TOTAL 5.16 0.61 6.20 1.94 0.16 4.69 3.47 1.73 6.93 6.99 0.18 2.58 3.03 1.73 8.10 3.42 0.80 5.45 TRAFFIC VOLUMES AM PM DAILY PEAK PEAR 2748 258 153 TRAFFIC VOLUMES AM PM DAILY PEAR PEAR 2748 258 153 TRIP RATES /1000GSF AM PM DAILY PEAR PEAR 11.03 1.04 0.61 TRIP RATE /EMPLOYEE AM PM DAILY PEAR PEAK 4.25 0.40 0.24 The 1985 traffic study assumed a daily trip rate of 5.46 trip - ends per 1000 gsf. Actual daily trip making is 11.03 trip -ends per 1000 gsf, approximately twice the estimated rate. This is due to the mix of office and warehouse uses which was not anticipated in the 1985 study. Peak hour trip rates, however, are less than anticipated in the afternoon (0.61/1000 gsf versus 0.95/1000 gsf estimated) and essentially equal to original projections in the morning. Existing 'levels of service at adjacent intersections for the afternoon peak hour are shown in Table 3. The afternoon peak hour was selected since street traffic volumes are higher then than in the morninAmpeak hour. Only four int- ections on Interurban Avenue a analyzed in the 1985 t ffic study. For this analysis the City of Tukwila has requested that three additional intersections be evaluated for level of service. These include: o Interurban Ave /I -5 northbound on ramp o Interurban Ave /I -5 southbound off ramp o 133rd Road S. /SR -599 ramps. Level of service was calculated according to procedures described in the 1985 Highway Capacity Manual. Table 3. Existing Intersection Level of Service PX Peak Hour Intersection LOS Unsignalized: Interurban Ave. /Gateway Dr. (north) left -turn out other movements Interurban Ave. /SR -599 on ramp northbound left turn other movements Interurban Ave. /SR -599 off ramp eastbound left turn eastbound right turn other movements Interurban Ave. /I -5 on -ramp left -turn other movements 133rd Road S. /SR -599 ramps southbound movements eastbound movements northbound movements westbound movements Signalized: Interurban Ave. /133rd Road South Interurban Ave. /I -5 off -ramp Source: TDA Inc. B A A E A A D A E A A A B B Only two of the study area intersections are currently signalized. Existing traffic volumes, however, are sufficiently high to warrant installation of two other signals: at 133rd Road S. /SR -599 ramps, and at Interurban Ave. /SR -599 northbound off ramp. (Signal warrant calculations are attached). It is likely that these signals would be warranted even if Gateway Center did not exist. This is because Gateway Center traffic currently accounts for only 7.5% of traffic at the 133rd Road S. /SR -599 ramps and for only 3.5% of traffic at the Interurban Ave. /SR -599 off ramp. Buildont Projections Current plans show a buildout total of 491,000 gsf, slightly less than the Master Plan's 494,000 gsf. In addition to the existing floor area, Bedford Properties plans to complete two more buildings totaling 97,888 gsf within the next year. Boeing Employees Credit Union would construct a 144,000 gsf office and customer service building by 1990. Table 4 shows the added square footage, employment and traffic based on observed trip rates for Bedford's buildings. Table 5 shows area, employment and traffic projections for the BECU building in 1990 and 2000 when employment levels will increase. Credit Union traffic has been estimated based on information supplied by BECU about employment, and the number of transactions for drive -up windows and inside teller windows. Area Table 4. Bedford Properties Added Traffic Daily P.M. Peak 1,351 77 97,888 gross square feet Source: TDA Inc. able 5. BHECU Traffic TOTAL AREA DAILY AM PK PM PK IN OUT YEAR 1990 144000 GSF RENTABLE OFFICE 36000 GSF 638 83 84 13 71 CREDIT 108000 GSF UNION ADMIN. EMPL 182 EMP 726 95 90 14 76 SERVICE EMP 83 EMP 367 0 0 0 0 265 EMP CUSTOMERS TOTAL 1730 178 174 28 146 3934 197 354 156 198 - - -- - - -- - - -- - - -- 5664 375 528 184 344 YEAR 2000 144000 GSF RENTABLE OFFICE 24000 GSF 470 59 60 10 51 CREDIT 120000 GSF UNION ADMIN. EMPL 342 EMP 1257 176 167 27 140 SERVICE EMP 83 EMP 367 0 0 0 0 - -- - - -- - - -- - - -- - - -- 425 EMP 2094 234 227 36 191 CUSTOMERS 6408 320 577 254 323 - - -- - - -- - - -- - - -- TOTAL 8502 555 804 290 514 Comparison of Traffic Volume Projections The following table compares previously projected traffic volumes to current projections. Table 6. Gateway Center /BECU Traffic Comparison ANALYSIS DAILY PM PEAK BUILDING AREA TRIPS TRIPS ORIGINAL STUDY 493850 GSF 2696 469 EXISTING BUILT 249112 GSF 2748 153 YEAR 1990 BEDFORD 347000 GSF 4099 229 BECU 144000 GSF 5664 528 TOTAL 491000 GSF 9763 757 YEAR 2000 BEDFORD 347000 GSF 4099 229 BECU 144000 GSF 8502 804 TOTAL 491000 GSF 12601 1033 Source: TDA Inc. Afternoon peak hour volumes in 1990 would be approximately one and one -half times greater than originally estimated. Daily volumes would over three times greater. By year 2000, peak hour volumes would be slightly more than twice the original projection with daily volumes increasing to more than four times the original. Traffic Operations Additional traffic from office and warehouse uses has been assigned to the street- •.system,condistent with the observed directional patterns. Credit union customer traffic has been assigned based on the locations of Boeing employment centers and access routes from them. Figure 4 shows the 1990 project traffic assignment to area streets and Figure 5 shows total traffic for year 1990. Figure 6 shows project traffic only for year 2000 and Figure 7 shows year 2000 total traffic. The affects of buildout traffic on intersection levels of service is shown in Table 7 for year 1990 and 2000. Figure 4 Legend Project Site GATEWAY CENTERS ECU Project Total Traffic -Year 1990 N TD14. Figure 5 Letend Project Site 0000 PM Peak Hour Volumes 00000 Daily Volumes GATEWAY CENTERBECU Projected 1990 Traffic Volumes N TDA Figure 6 Legend Project Site GATEWAY CENTER/BECU Project Total Traffic -Year 2000 N TDM Figure 7 Legend QProject Site 0000 PM Peak Hour Volumes 00000 Daily Volumes GATEWAY CENTERBECU Projected 2000 Traffic Volumes N TDA� Table 7. Projected Levels of Service P.X. Peak our Intersection Existing 1990 LOS 2000 LOS Unsignalized: Interurban Ave. /Gateway Dr. left -turn out B F F other movements A A A Interurban Ave. /SR -599 on ramp northbound left turn A E F other movements A A A Interurban Ave. /SR -599 off ramp eastbound left turn E F F eastbound right turn A A C other movements A A A Interurban Ave. /I -5 on -ramp left -turn D F F other movements A A A 133rd Road S. /SR -599 ramps southbound movements E F F* eastbound movements A B C northbound movements A A A westbound movements A A A Signalized: Interurban Ave. /133rd Rd. S. B B C Interurban Ave. /I -5 off -ramp B B B * LOS C with signal. Source: TDA Inc. Decreases in levels of service by 1990 result as much from traffic returning to Interurban Avenue due to the Interurban bridge reopening as from increases in project generated traffic. At Gateway Drive(north) /Interurban Avenue, an unsignalized intersection, westbound left -turns may experience delay commensurate with LOS F by year 2000. This indicates that some traffic may shift to the main access point at 133rd Road South where a signal controls traffic to minimize delay. Traffic volumes at this intersection should be monitored to determine the actual future level of service. At the Interurban Ave. /SR -599 on ramp, northbound left turns could experience LOS F delays by year 2000. Gaps created in traffic by the adjacent signal at 42 Ave. S. may improve the actual level of service over the estimated level. • Traffic on the SR -599 off ramp to Interurban Avenue will experience LOS F conditions. Conflicting traffic volumes and queues stretching south from the adjacent 133rd Road S. intersection reduce left turn capacity from this ramp. Even though existing traffic volumes warrant a signal, a signal may not be desirable at this location due to intersection spacing. the 1985 traffic analysis recommended against signal installation at this location. Both Tukwila and WSDOT.would have to coordinate review of any potential signal to identify its effects on traffic flow on Interurban Avenue and the SR -599 off ramp. A traffic signal may not provide an adequate long -range solution for the ramp; for example, alternative ramp alignments may ultimately be required. At 133rd Road S. /SR -599 ramps, level of service would deteriorate for southbound traffic without installation of a signal. The signal is warranted by existing traffic volumes. With a signal LOS C could be achieved for year 2000. Any signal installed at this intersection should be interconnected to the 133rd Road S. /Interurban Ave. signal to assure effective coordination. At Interurban Avenue /I -5 on -ramp, long delays would likely occur for southbound left -turns in both 1990 and 2000. This is a result of growth in conflicting traffic movements. A signal would be required to improve level of service. A preliminary warrant analysis indicates that a signal would not be justified by 1990 projected volumes but would be justified by year 2000 volumes. At Interurban Avenue /133rd Road South, level of service would remain at very good ratings with one minor alteration: the eastbound and westbound approaches should be restriped so that the inside lanes are for left -turns only and the outside lanes for through plus right- turns. The lanes are currently unmarked. Fair Share Estimates Table 8 shows the project's share of total traffic at the intersections analyzed. This percentage is frequently used to indicate the "fair share" responsibility the project has to contributing to improvement costs where needed. Year 1990 and 2000 daily traffic volumes have been used to determine fair share proportions. Table 8 also shows the share as a percentage based on the net increase in project traffic over the Master Plan traffic volumes. This reflects a subtle but important point: the purpose of the analysis is to identify impacts due to the increase in project traffic above that which was approved in the Master Plan. In approving the Master Plan, Tukwila defined mitigation conditions related to the four intersections analyzed in the 1985 traffic • study. Project traffic up to the Master Plan level at other locations not analyzed became Tukwila's responsibility for any future improvements (in effect it became general public traffic). Now, three new intersections are being analyzed and the original four reanalyzed. Additional mitigation does appear necessary,, but financial responsibility for it should only be assessed against the net new (above Master Plan) project traffic. This approach would avoid placing the project in the "double jeopardy" situation of paying twice to mitigate the same traffic and it would fairly acknowledge the project's incremental impact to area streets. Table 8. Fair Share Estimates Based on Daily Traffic Intersection Full Project Share of Total 1990 2000 1990 2000 Increment over M. Plan Share of Total Interurban Interurban Interurban Interurban Interurban 133rd Road Ave. /SR -599 on ramp Ave. /133rd Road S. Ave. /SR -599 off ramp Ave. /I -5 off ramp Ave. /I -5 on ramp S. /SR -599 ramps 10.3% 9.9% 5.2% 6.0% 21.6% 22.3% 16.1% 17.9% 8.9% 8.9% 6.2% 6.6% 7.7% 7.7% 5.1% 5.8% 5.7% 8.5% 3.7% 5.6% 23.9% 26.7% 22.1% 25.2% Source: TDA Inc. Pedestrian Crossing The City of Tukwila indicates that it has received complaints from persons attempting to cross Interurban Avenue at 133rd Road S. that the crossing is difficult. Crosswalks are provided across Interurban Avenue on the south side of the intersection and across 133rd Road South on the east side and are controlled by pedestrian signals. A METRO bus stop on the west side of Interurban Avenue creates a need to cross Interurban to reach the project and adjacent properties. METRO indicates this is a temporary stop for rerouted route #124 which will be removed later this year once King County reopens the Interurban Bridge. Route 124 will then follow its regular route and would not stop on this section of Interurban Avenue. It should be noted that the crosswalk paint markings are badly faded and difficult to see. This appears to be a maintenance issue for the City of Tukwila. Also, no sidewalks exist on either side of Interurban Avenue to lead pedestrians to and from the crosswalks. This too is a City issue regarding design standards for street development and pedestrian facilities. Recommendations Based on this analysis, we recommend that: o the project proponents participate in the future installation of a traffic signal at the 133rd Road S. /SR -599 ramps intersection. This should be on a fair share (pro - rata) basis of net new daily project daily traffic to total daily traffic at the intersection. o the project proponents participate in the future installation of a traffic signal at the Interurban Avenue /I -5 on -ramp intersection. This should be on a fair share (pro rata) basis of net new project daily traffic to total daily traffic at the intersection. However, additional study may be necessary to determine whether this signal should be installed. o the intersection of Interurban Avenue /133rd Road South should be restriped on the east and west approaches to provide a left -turn only lane and a through plus right - turn lane. o additional engineering study be undertaken by Tukwila and WSDOT to determine whether a signal should be installed at the Interurban Ave. /SR -599 off ramp. o traffic volumes should be monitored annually to assess the actual need and timing for traffic control improvements. In assessing the project for the cost of this additional mitigation, the project should receive credit for its contribution to the entire cost of the signal it installed at 133rd Road S. /Interurban Avenue. This signal was required for Master Plan approval even though the signal was warranted by non - project traffic volumes as early as 1979 (according to the 1985 Master Plan traffic study) and even though the project would account for no more than 22.3% of traffic at the signal at buildout. In short, the project should be credited up to 77.7% of the cost (100% - 22.3% = 77.7 %). This should be applied against assessments at other locations to determine the actual cost of mitigation due to incremental increases in project traffic. ::rnETR® I, Municipality of Metropolitan Seattle Exchange Building • 821 Second Ave. • Seattle, WA 98104 -1598 May 24, 1989 • MAY 26 1989 Rick Beeler, Planning Director City of Tukwila 6200 Southcenter Blvd. Tukwila, Washington 98188 Determination of Non - Significance File No.: EPIC - 258 -85 Bedford Properties /Boeing Employee Credit Union Dear. Mr. Beeler: Metro staff has reviewed this proposal and anticipates no significant impacts to its wastewater facilities. Public Transportation The Boeing Credit UnionProject,is proposed for an area that is experiencing increasing- "congestion. The proponent should be required to submit a•Transportation Management Plan (TMP) to indicate how Transportation Demand Management actions will be used to reduce single occupancy vehicle trips and increase high occupancy vehicle use. At a minimum, the TMP should include the following elements. o Performance standard o Site design considerations - Pedestrian amenities - Secure bicycle parking o Distribution of transit /rideshare information o Posting of transit /rideshare information o Employee Transportation Coordinator (ETC) o Preferential parking for HOVs (if long walk between parking lot and building entrance) o Alternative works hours o Parking management program (pricing with discount for HOVs) o HOV road improvements o '.Guaranteed Ride Home program Carol Thompson, Metro market development planner, is • • Rick Beeler May 24, 1989 Page Two available at 684 -1610 for further information and assistance in developing the TMP. Thank you for the opportunity to review and comment. Sincerely, ..).....isew%)? 64, Gregory M. Bush, Manager Environmental Planning Division GMB:jmg4705 cc: Carol Thompson WAC 197 -11 -970 • AMENDED MITIGATED DETERMINATION OF NONSIGNIFICANCE Description of Proposal Board of Architecture Review consideration of a 491,000 square foot mixed use office /industrial park with banking facility on a 36.62 acre site. -(1985 projection of uses for park has changed; therefore an amended mitigated XN6061Wit DNS is issued pursuant to new traffic information). Proponent BEDFORD PROPERTIES AND BOEING EMPLOYEE CREDIT UNION Location of Proposal, including street address, if any 12644 - 12878 Interurban Avenue South and Gateway Drive Lead Agency: City of Tukwila File No%-°'EPI'C15841 The lead agency for this proposal has determined that it does not have a probable significant adverse impact on the environment. An environmental impact statement (EIS) is not required under RCW 43.21C.030(2)(c). This decision was made after review of a completed environmental checklist and other information on file with thel lead agency. This information is available to the public on request. [� There is no comment period for this DNS This DNS is issued under 197 -11- 340(2). Comments must be submitted by May 25, 1989 . The lead agency will not act on this proposal for 15 days from the date below. Responsible Official Rick Beeler Position /Title Planning Director Address 6200 Southcenter Boulevard, T Date May 10, 1989 Signature Phone 433 -18461 You may appeal this determination to the City Clerk at City Hall, 6200 Southcenter!,' Boulevard, Tukwila, WA 98188 no later than 10 days from the above date by written appeal stating the basis of the appeal for specific factual objections. You may be required to bear some of the expenses for an appeal. Copies of th e proced ures for SEDA appeals with the Clerk Planning Department. FM.DNS • Amended Mitigation Measures EPIC: 258 -85 In addition to any original outstanding 1985 mitigation measures the following conditions are attached: "f' 1989 traffic volumes at the following three intersections: Interurban/ I -5 Northbound ON Interurban/ SR -599 Northbound Off SR -599 Southbound Off / 133rd 2. Intersection improvements on Gateway Drive south and Gateway north and Interurban', Avenue to accomodate 1990 buildout' traffic patterns from Center. ; 3. Provide appropriate pedestrianimprovements for bus riders and the handicapped using transit both northbound and southbound on Interurban Avenue S. These conditionsmust be completed or agreedto by affected parties through a developer's agreement, or other bindingagreement, prior to issuance of a building permit. • • "TrTY=° •••■■■•■■=...) • do.," \ s , • .n...7r:r;.a.:. 0....1. }?,.. N• • ,,, 7 4 • ••.e. .I.-',. •■ ...e \ •.,:. ..- \ d . • s 7. qls. /0 4.4.... W.. DA. 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ONNO, SOM. liZSMII•st SINOP SPA SOMAS SEBUM MS MOWS. ••1:•0.•• ATTACHMENT F >1101rAVI fletOTAINI. OVIDIT LIMON WOGS ?.TV TUKWILA. WI. Ths 0111banParlmv4 =Ow aft =le PM WA.] Comers Amman •""--" ""'" IPMS6.•• •t•••I ••• PO•M•011.1 1 MI .11.0a • "'" SITE PLAN / VICNTY MAP 31111111 A-1