Loading...
HomeMy WebLinkAboutSEPA EPIC-23-91 - DUWAMISH OFFICE PARK IIDUWAMISH OFFICE PARK II OFFICE BUILDING & PARKING LOT SOUTH 112T" & PACIFIC HIGHWAY SOUTH EPIC -23 -91 CITY OF T UKWILA 6200 SOUTHCENTER BOULEVARD, TUKWILA, WASHINGTON 98188 PHONE # (206) 433.1800 Gary L. VanDusen, Mayor M E M O R A N D U TO: FILE NOs 91 -3 -DR, EPIC- 23 -91, 91- 4 -SMP, 91 -02 -V: Duwamish Office Park, Phase II FROM: Denni Shefrin, Associate Planner DATE: August 5, 1991 SUBJECT: Project Status No further processing will occur for the following project applications: 1.Design Review 2.Shoreline Substantial Development Permit 3.Variance Should the applicant wish to proceed with this project, new applications and associated fees must be submitted to the Department of Community Development. cc: Ron - Cameron, City Engineer CITY OF TUKWILA 6200 SOUTHCENTER BOULEVARD, TUKWILA, WASHINGTON 98188 June 27, 1991 Mr. Eugene Horbach E & H Properties P.O. Box 598 Bellevue, WA 98009 PHONE It (206) 433.1800 Gary L. VanDusen, Mayor Subject: Duwamish Office Park, Phase II Dear Mr. Horbach: The planning staff in several recent meetings has requested a letter of confirmation from the City of Seattle to be provided by you specifying the terms of the lease agreement pertaining to parking on the north portion of the site within the utility easement. The letter has been requested by staff in order to verify that land would be available to accomodate the amount of on -site parking necessary for this project as proposed. Because the initial submittal deadline of June 14 was not met, staff agreed to extend the deadline to June 19th. It was stipulated that the letter of confirmation must be received by this date in order to meet all tentative dates previously discussed for the SEPA Determination and two public hearings. Because information has not been received, the SEPA determination and all related permits have been placed on inactive hold for a three month period. Should the letter not be provided by October 1, 1991, the applications will become null and void. Feel free to contact me at 431 -3663 if you have any questions on this matter. Sincerely, Denni Shefrin, Associate Planner cc: Roger Blaylock Curtis Beattie Ron Cameron • • THE BLAYLOCK COMPANY specialists in land -use procedures June 24, 1991 Denni Sheferin Associate Planner City of Tukwila 6300 Southcenter Boulevard Tukwila, Washington 98188 RE: Duwamish Office Building Phase II - Hazardous Waste Dear, Denni : 11MEIWIM [JUN 2 4 CITY 00 TUKWILA 'PLANNING DEPT. Review of the records show that all of the tanks have been removed from the subject site. In 1985, eight tanks were removed from the boulevard excavating site. There are DOE records to substantiate removal. In 1988, another eight tanks were removed from the filling station site. Documentation is only available through the King County Fire Marshall's office. To assure continued monitoring of the site, since there may be some minor amounts of contamination resulting from old gasoline lines, it is suggested that a condition be placed upon the environmental decision to require monitoring and removal of any contaminated soils per DOE and City of Tukwila Fire Department regulations. Roger J. Blaylock 10717 NE Fourth Street, Suite 9 • Bellevue, Washington 98004 • (206) 455 -1550 — fid 41,1 -1f fX 31 11 vs-I cc o s tI\\- ,Wv yev� nc(z. z R)c_ll -- i - r T ! 1M iyos Q2INIAa x)02 QA • V , am) ) ) S' (Vv)V.- i?o s- - so' v� a iLg›062_, eptw APE ) �. eve ' G:U 1 )1.0r 16-(N*I/ f -ria1*IY) > t NT BY:Xerox Telecopie:r. 7026 -19 -91 ; 4:49PM ; DATE: TO: COMPANY: FAX NUMBER: NUMBER OF PAGES: FROM: COMPANY: PHONE NUMBER: FAX NUMBER: REMARKS: FACSIMILE COVER SHEET ** ..1111* * *** *t ** * * : **ttt*tttttt* ** to // 9/9/ -� 206 431 3665 ;# 1 be,),); ki3O ( /et- c_3( C0 (vs- (including cover) .2e -- o /8 7 • • William Popp Associates Transportation Engineers (206) 454 -6692 FAX 454 -0187 TO: Jack Pace CELLi�Shefrih� FROM: Gary. Norris, William Popp Associates DATE: June 19, 1991 SUBJECT: Duwamish Office Park II RE: Proposed Signalization of South 112th Street E. Marginal Way Upon preparing a response to your request for documentation justifying why the subject development should pay only a proportionate share of the proposen error in our signal warrant analysis. Instead of applying the "eight highest hour," we actually applied the P.M. peak hour volume (see attachment). Consequently, the intersection does not currently meet the signal warrants. Furthermore, a review of current growth trends indicates that warrant volumes will not exist at this intersection for approximately ten years. Since state law mandates that mitigation fees should be expended on a specified project within a five -year period, mitigation fees for riod, mitigation fees for future signalization are not appropriate. If you have any questions, please give me a call at 454 -0434. GN:ho'r cc: Ron Cameroon, Public Works HMEME3 F;12 I 1991 CITY OF TUKWiLA PLANNING DEPT. First Interstate Center • Suite 314 • 225 108th Ave. N.E. • Bellevue, Washington 98004 • • SIGNAL WARRANT ANALYSIS Analysis Intersection: e. WAY/z. 112.1 H sr ( 1992 PP/l PK Eastbound Westbound Northbound Southbound Approach Approach Approach Approach 347 (s 7. (LT Warrant Volumes: 430 732 54% (PM PK); Major Street (both approaches) 26% (PM PK); Minor Street (one approach, higher volume) Major Street; (4O + 732. 0.54 = � (2-7 Minor Street; ( 34 • ) 026 = 90 I. Warrant #1: Approximate 8th Highest Hour Major Street Minor Street Vehicles per hour on Major Street 70 %a Vehicles per hour on Minor Street 70 %a 1 1 2 or more 1 2 or more 2 or more 1 2 or more 600 600 500 (350) ® (105) (420) 150 (105) (420) 200 (140) (350) 200 (140) A 70% threshold reduction is wrarranted if speeds exceed 40 mph on major street II. Warrant #2: Interruption of Continuous Traffic Vehicles per hour on Vehicles per hour on Major Street Minor Street Major Street Minor Street 70 %a 70 %a 1 1 (525) 75 (53) 2 or more 1 900 (630) 75 (53) 2 or more 2 or more 900 (630) 100 (70) 1 2 or more 750 (525) 100 (70) a A 70% threshold reduction is warranted if speeds exceed 40 mph on major street III. Warrant check Warrant #1 Volume Demand Volume Warrant Justified? Major Street SGY% -%t-&L (Zi yG 5 K( p Minor Street ISO 90 NO Warrant #2 Volume Demand Volume Warrant Justified? Major Street 5 0 X02 (&V —s� D 7)..E-5' Minor Street IS 9 O Y 6:S William E. Popp Associates GI U c ow ok --Qco -6\k-110.3& 7 de-= 17 b\S/ -- ()j z8v()) a crl.,;(-/zIcct\\ < Q ;u �c - 1101-7 ( t� `/te Cpl lam' � --)54V 1' 1 IN 4;.* ‘, 0,1,,,....._, ____ _ _ "worsiows.--to il juIntolunmom 1 "8 1E1Ji!1'!!IIIIIVi , 4. -11 ly j 11K'r,!'�r 1I d�� CURTIS BEATTIE & ASSOCIATES ARCHITECTS PERSPECTIVE NE DIIWAMISH OFFICE PARK II wu...M _ 1 H1 Mall • u 3131 Elhml Avenue Itwldm };. buud 270 SrdttIC, 1V:\ 40121 12I11,1 202 -0;12 mth. �© of 11 JUN 1 4 1991 y TUKVVILA PLANNING DEPT. LJ •L. 6 fol co o CURTIS 13EATTIE, & ASSOCIATES ARCHITECTS BUILDING ELEVATIONS & SITE SECTION L DH OFFICE PARK GI= 101111•I = OM= m2=101Elmm Eiliellahio 3131 Elliott Aventio littildttlg, Sulk, 270 Seattle, WA 0S121 I 211t,) 2S2-S;12 =MN 72\-7,7c. ...1“aarq or • ...am • • NW' Wsr S7ILSI1VIS 7NIC1IT19 r AIME A 1111 111_1,1_1._116 .7 7 ue-IIRTIS--=BEATME--=&--rASSOCIATES ARCHITECTS _ 1 I THIRD FLOOR PLAN DIIWAMISH OFFICE PARK II SUSW/SA, ... MS. 11.11.7 S Wnsaintil 40. SUIS SUS • -T1'25-°.---1 Vaal • um= - srmme eas r -0 r > -e ;Z - c:1 7 co co 4 f 7611-ERTISzBEATIFIElr 10 C A ES= FIRST FLOOR PLAN 9EFICE pAlc,x HITECTS YU Len ka• 2131,111.101TAVEAUli-MILDINITIL-2711_ 112 SLIWW11A-9812t----W932-45tr- \ 1 V,0■17 l .I. CY I Mai Me WIWI, Et ft 9 a • E 33" r FF LI 1 II =r ULU* 170 0 o: ASIBEATMErtgrASSOCIATESLARCHITECIS - = LOWER PARKING LEVEL DUWAMISH OFFICE PARK II ill 900 PACIFIC /I ICIIWA1 5 LICWILA WAsiiINCION MS 0 MT. no MOM • • William Popp Associates Transportation Engineers MEMORANDUM TO: Jack Pace, City of Tukwila Denni Shefrin, City of Tukwila COPIES: Steve Johnston, Curtis Beattie Architects Curt Beattie, Curtis Beattie Architects Roger Blaylock, the Blaylock Company FROM: Gary Norris, William Popp Associates DATE: June 13, 1991 SUBJECT: Duwamish Office Park Il RE: Meeting with Metro Transit, June 9, 1991 (206) 454-6692 FAX 454 -018; I14 199j Cif Y t;t lt,■va,LA PLANNING DEPT. As requested, Steve Johnston of Curtis Beattie Associates and I met with Doug Johnson of Metro Transit on Tuesday, June 9, 1991, to discuss the transit- related issues regarding Duwamish Office Park II. The issues discussed include: o Transit service to the main entrance of the building with a scheduled layover on the south side of South 112th Street or alternatively a layover in front of the building. o The addition of a southbound approach lane along the property frontage on Pacific Highway South. o Transit facility improvements on South 112th Street. o Location of the site access driveway. Transit Service to the Main Entrance As we discussed at our meeting on Friday, June 7, Metro offered to provide direct transit service to the main entrance of the building. This service will be limited to northbound routes on Pacific Highway South, which will enter the site and use the turn - around provided in front of the building. After stopping in front of the building, the bus will layover on the south side of South 112th Street for approximately 5 minutes and then continue north on Pacific Highway. The issues discussed included designing the turn - around to adequately support the loading characteristics and turning radii required for a typical transit vehicle, as well as the traffic operations implications of having a bus cross three lanes of traffic and block one lane for a period of time during the afternoon peak hour. I irsl Illt(rsGlll •. (;(;;,1I ;r • Suii( 314 • 225 II )8111 AV •. \.I :. • H(.11(•\1I . \ \'! Iti1111121, n l ! J8 ( )( )_ {. • • MEMORANDUM Page 2 June 13, 1991 In regards to this issue, we concluded that the turn - around in front of the building should be designed from the structural and geometric aspects to support a typical transit vehicle. From the traffic operations standpoint, we decided that after the building was occupied if it appeared that transit service was desirable and viable in light of potential conflicts with auto traffic, channelization could be designed to minimize the impact of a transit vehicle laying over on South 112th Street. Alternatively, the possibility of having the layover occur on the turn - around was also discussed. This, however, may not be a desirable option for the building tenant. At any rate, all parties remained flexible and decided to wait until the building was occupied before a decision is made. However, the structure will be designed to support transit. Southbound Approach Lane Metro suggested that an additional southbound lane be provided on Pacific Highway South adjacent to the project designated for "right -turn only except for transit." This suggestion was based on W.S.D.O.T design concepts along other segments of Pacific Highway South. After discussion and considering the impact of the site access driveway, it was agreed that the lane should be provided, but without "right -turn only" restriction. Transit Facility Improvements on South 112th Street After reviewing other prepared transit facility improvements on South 112th Street, Metro made the following recommendations: 1. The proposed pedestrian path on the north side of South 112th Street from Pacific Highway South to the transit stop should be deleted. The reason for this determination is that the stop on the north side of South 112th Street is a transit layover. The same service is provided to the stop on the east side of Pacific Highway South just north of South 112th Street. This stop is much closer to the site than the South 112th stop. 2. The provision of a transit shelter for the stop on the south side of South 112th east of Pacific Highway South should be deleted. Metro's rationale is based on the fact that the stop is for drop -offs only and patrons would not be waiting for service at this location. Metro did, however, recommed a pad be provided, which would adequately accommodate the unloading of wheelchairs. Such a pad should be 8 feet in depth. Site Access Driveway A review of all the issues related to the location of the site access driveway led to the conclusion that moving the driveway approximately 30 feet to the south is in the best interest of the project in terms of fire service and overall traffic operations. Hopefully, this memo accurately documents the issues we discussed and adequately addresses your concerns. JOSEPH R. BLUM Director STATE OF WASHINGTON • DEPARTMENT OF FISHERIES 115 General Administration Building, M.S. AX -11 • Olympia, Washington 98504 • (206) 753 -6600 • (SCAN) 234 -6600 June 10, 1991 City of Tukwila ATTENTION: Denni Shefrin Department of Community Development 6300 Southcenter Boulevard Tukwila, Washington 98188 SUBJECT: Review Comments for Proposed Mitigation Measures for Duwamish Office Park II - Duwamish River, Tributary to Eliot Bay, King County, WRIA 09.0001 Dear Mr. Shefrin: The Washington Department of Fisheries (WDF) has received the above - referenced proposed mitigation plan. Based on site review of the adjacent property (separate project) and the written plan description (no drawings were provided), we have the following comments. Mr. John Anderson's letter to Mr. Jack Pace, Senior Planner for the City of Tukwila dated May 30, 1991 basically summarizes WDF's preferred approach to stream bank stabilization. The project site is located on the inside bend of the river, typically a deposition rather erosion area. Therefore, a predominantly soil bio- engineering approach would be preferred over an armoring or bank hardening approach. Native vegetation to provide temperature attenuation, a food source and protective cover, as well as fish habitat features at the toe of the slope will be requirements of any bank stabilization plan. Mitigation measure 1.a. and 1.f. under Earth indicates compliance with a City of Tukwila requirement for "armorplating of the river bank ". What exactly would this entail? I am not familiar with the geotextile "Armorplate ". Is it bio- degradable? We concur with the use of biofiltration swales for stormwater run -off. As with the bank stabilization, greater plan detail will be required prior to issuance of the Hydraulic Project Approval. ' Denni Shefrin June 10, 1991 Page 2 Without more information a more comprehensive review cannot be made. We trust the comment provided is of some benefit to you. If you have questions, please contact me at (206) 392 -7190. Thank you. gk cc: WDF - Olympia Sincerely, %%tiunVirL- Gayle Kreitman Regional Habitat Manager Habitat Management Division Junc 10, 1991 Ms. Connie Corpuz Supervisor Real Property Services City of Seattle Water Department 710 Second Avenue Dexter - Horton Building, Room 1111 Seattle, WA 98104 CURTIS BEATTIE & ASSOCIATES Architects 3131 Elliott Ave. Suite 270 Seattle, WA 98121 (206)282 -8512 Reference: Duwamish Office Building /South 112 Street Dear Ms. Corpuz: Attached arc three copies of the proposed Duwamish Phase II Office Building that is presently being reviewed by the City of Tukwila. The approximately 400,000 square foot office building would have its primary access on to South 112th Street. The original application was submitted on January 31, 1991. The City of Tukwila has requested that plans be provided to the City of Seattle Water Department. We would like the opportunity to meet with you directly to discuss any design details and concerns you may have. We do not believe that there are any significant environmental issues that would affect the City of Seattle Water Department, however specific design issues as they relate to maintenance, can be incorporated into the design plans. Both the project coordinator, Roger Blaylock, and myself are available to discuss any issues that may arise with you or your staff directly. Thank you very much for your time and consideration. Sincerely yours, CURTIS BEATTIE & ASSOCIATES ARCHITECTS Curtis L. Beattie CLB /mk cc: Mr. Eugene Horbach Mr. Roger Blaylock Ms. Denni Shefrin V �jJ LT(lrl'C _I�J tJUN12 1991 M E M O R A N D U M To: Denni Shefrin From: Ron Cameron Date: June 8, 1991 Subject: Duwamish Office Park Public Works Evaluation • J 1JUM111991 GiIY ur ILJ\vrILN# PLANNING DEPT. There are two utility issues - a water availability and approv- ing letter from their purveyor is needed, including•fireflow analysis that meets Tukwila's standards. Similarly, a Valvue sewer letter approval /availability is needed. Surface water biofiltration and drainage final plans will need our approval. The transportation study is thorough and easy to read that is sincerely appreciated. The issues have been evaluated and developer proposed mitigations for the increased traffic are identified as: 3.4% of the BAR /Pac Hwy intersection improvement costs 5.4% of the Pac Hwy (BAR - S 112 St) improvement costs 19.1% of the Pac Hwy (S 112 St - S 116 Wy) improvement costs including pedestrian linkage to the Duwamish trail full costs of improving Pac Hwy /S 112 St intersection Pac Hwy /S 116 Wy mitigations will need to provide additional southbound (SB) left turn capacity; it can be provided by re- vising the intersection with rephasing, rechannelizing, and signal modifications 2 signalization at E Marginal /S 112 St should be provided by the developer for the following reasons: (developer proposes 20 %, this analysis recommends full cost) the additional development traffic results in the intersection meeting signal warrants; currently it does not meet warrants and a signal has not been foreseen for 5 - 10 years with "normal" growth. signal control is needed for the increased vehicle AND pedestrian traffic, as shown in the analysis, Warrant 610.5‘ Analysis III and Section V F of the report. pF3��, • �, the traffic report shows that a signal will be uQl'�r� S� needed to change the LOS to B from E with the added p��_ development traffic (Section V. ttrconstruction of a ped path on the south side of S 112 St be- tween Pac Hwy and E Marginal for the following reasons: the roadway has no provision for ped traffic, they walk in the traveled way of the road, this is clearly unsafe the development is projected to increase vehicle traffic by 600 VPD; City improvements to Interurban /SR599 planned for this year will significantly increase that; the increased development vehicle traffic will substantially increase danger to existing ped traffic the development will generate significantly more ped traf- fic the developer has proposed, to provide a ped path on the south side east to the E Marginal sidewalk and on the north side to the transit stop to provide for this significant safety degradation. These are the mitigations proposed in the Transportation Study except for the signal (which was proposed for paying a share based on PM peak hour volumes, the safety need is major concern). It is not needed now. It is needed for the new traffic. Other mitigations of TDM, riverbank, biofiltration, will re- quire our approval. The riverbank work does require a geo engineer signature /stamp. • RUGVA M / 57- 74 R- Ic Pz. 0-75 CT" PERGE NrAG -E 6r kNow,v PRoJ-Ec.r5 17A c ii,-/c. N/GNrvA Y S. / /3G 5wa- Al ccr5s froA M/IRG/NAL WAY JUN 07 1991 /\/ /A/6- /9/-0,T-6-6r VOL VM E5 : (7 ,EAk CITY OF TuN,N:LA PLAN iNG DEPT. PA G Hw Y = 157 13 o r/ ,v 6- ACCESS /. = 20 E. t'14. WA 08= 15 E, MAR & WAY 58 = 2 2oZ Iii Z FM %',EAK EA/TER/N6- V&CUMES - OA/CLOP /A/6- P/2OTECr) PACIFIC HIGHWAY = T3OEJNG ACCESS Rn = E MAke7.WAY N/3 E / 1Aka- WAY 55 /06Z )053 39S a, zo SV 3 o S YEAR 6:24.wr7l @ 2% PER VEAg — 1.109- 6-Y3o 5996- vP� %hr /) A /415 /N O F 66- P39/z l< IT FA /1Z SHA,Re = 2.02 /5-9 9 s' O. 0336, • • pACI / (6 WNAY 5 . s. /I 5, i3AR q /7i'1 PEAK /72oT/=c7- VJLuf1 E S PA 1-11^/Y A/,3 = l5- 7 5 S = 30 Z. P/1 pe7 )g7 \J I 7-6 T/ L VOL-0 !`1 5 pAC I-IW y N6 /0Z- 51 = Zo 63 3/ 2S vpti 2 6-Row 714 @ 2% per year — 19 9 7 volume = 3 yso p� S�cT s/hRE : = 107 / 34/so log PAC/F c 1-7/6 ./WA-V s . - S lzt� 5F 40 S. Il wG-y /99 Z Pm PA K PROTECT VO .U/1ES poi c. HA/ V N/3 = 55.- 53 - 2 Sg 343 vP4 /9q PEA To TA voc,urrE5 PAL /Jwv N' = 77c, 5/3 = /o25- /7” vpl 12P OTECT SH4RE = 383//715 = /9,/ SUM MAR y Plao,TC T 11-A /z 3. �a FR oT6cr �...PAL 1-/GPYS //3AR/ ./1U JAy �N T r2 S E:c.Ti pA/ 6 PAC l-/bV 5 /,EMN6 5:-// z , s / , 5A/ s. 9Z) PAC it/hp/ S w /O727`lfN6- /q./ 649 5.112 '5I- ,) 5 l / '`1 /5,e59y,P 7 • • sire Gv ,)/1- t. r>0 i � M,Ae.�,oN C (A- 477 (J --77 6-. 0_ /-i c.)) 2P/ CO Y Lti • Umi'vtLA . PLANNING DEPT. .......... 1� eI°A— O-1-dfin61& /vl -7�ra,��2�LY�- 60P\ 718 e.PT2.-- "sia 2� \•9Ap(Yki — CbY3Y1331o'1 4�3Lolc ci2rteStG� y)C<< -t' v.,1c42k, 0,4 CcN- psym\idy &per N002-1-5 y'. iq ✓1 _ --r zoiA 1 z \M -Pr L J Qy2 - 5j \tI , Y�)7 4426. 2 C) kevr . J(,orr1 n ' , -1a2 Posa., IN/yen. Co6iv )k,t,r) - 27E bIZA pv,02-1 L� + octo) to) 1,2_ you rvic csFirne frrr. A a� cor'r4 )Y. ) . Jes cut) i o) -- e� .� i) \1 L 't - i t► L Q , k-o \-za koNt -- c`^' . DAY cvd, 4- 4' *WI o(16.0-e� a+grt,17‘a0 crawuEt�a -9N I 5 t 2-'. - — CL (ArDC39-). r-Usa -6( ' c 13r' copt77 eC • • 2063237135 B. H. MORAN GEOTECHN1C, CONSULTANTS GEOTECHNICAL, ENVIRON1tIENTAL, cOA;S7 RUCTION June 4, 1991 Mr. Eugene Horbach E & H Properties P.O. Box 598 Bellevue, Washington 98009 Re: River Bank Stabilization Duwamish Office Park II Tukwila, Washington Gentlemen; F -013 4 P -002 ,SUN 11 1991 TUte.V VILA PLANNING DEPT • JUN 11 • '91 09:05 SUITE 130 1240 1161b AVENUE N.E. BE , EVUE, WASHINGTON 98004 (206) 451.2448 0014- 01G.L02 Moran Geotechnical Consultants (MGC) was requested by John Anderson, P.E., of Bush, Rued & Hitchings, Inc. (BR &H) to provide preliminary recommendations and design detail for stabilization of the Duwamish River charnel bank at the referenced location. We understand that this request was initiated by Jack Pace, Senior Planner for the City of Tukwila, to expand on the Bush, Roed & Hitchings letter dated May 30, 1991. The BR &H letter correctly notes that any river bank stabilization scheme must be approved by several regulatory agencies. We also concur with BR &H that in our experience, the Washington State Department of Fisheries will take the lead agency position in evaluating and approving any proposel for river bank stabilization. To our knowledge, the Department of Fisheries has no published or specific design standards for bank stabilization, other than a policy of providing adequate fish habitat on a case by case basis. Therefore, reasonable design recommendations based on the science of hydrology, analysis of erosive forces, and engineering judgement may be deemed unacceptable due to agency requirements for vegetative bank cover to improve fish habitat. As professional engineers, our recommendations must be based on commonly accepted standards of engineering science and judgement. However, some degree of mutual compromise may exist within the desired goals and any stabilization scheme presented at this time should be recognized as preliminary in context until agreement is reached with all agencies. In deference to the natural fish habitat, stabilization of the river channel bank should be undertaken only in those areas where the natural bank is disturbed, below the 100 year flood level elevation. Also, we have observed that a significant length of the river bank, adjacent to the southwest corner of the property, has been covered 2063237135 F -013 o04 P -003 JUN 11 '91 09:06 June 4, 1991 0014- 01G.L02 B & H Properties Page 2 with. large fragments of concrete and other erosion resistant matter. These materials have been in -place for many years and appear to provide an effective stabilization measure; they should not be disturbed unleas required by other conditions of the site work. Conceptually, the river bank stabilization scheme must address two issues; erosion of the bank soils by water flow, and stability of the bank wall from sliding or caving failure. The Preliminary River Bank Stabilization Scheme presented oe Plate B01, attached, provides for a layer of erosion control geofabric over the cleared face of the bank. The geofabric is anchored at the top in a trench and on the river bottom by the weight of large rock or concrete blocks used as a base layer for riprap slope protection. In lieu of the geofabric, smaller sized rock may be placed against the bank face to form a zoned blanket of graded aggregate to retard erosion. Bank wall stability can be achieved by placing riprap over the geofabric, as depicted on Plate 1101. At the base of the riprap, large rock or concrete blocks weighing about 2,000 pounds each are placed on the channel bottom to provide a stable foundation and key for the riprap rock. The riprap is free dumped (i.e. random placed) over the erosion control geofabric or graded aggregate for a thickness of 2 feet or more and allowed to attain a natural angle of repose at about 45 degrees to the horizontal or flatter. Using riprap rock having a nominal diameter of about 12 inches will provide sufficient mass to resist the tractive forces of the river flows and should also provide cover in the interstitial spaces for small fish and other aquatic life. We are prepared to assist you if there are any questions regarding this submittal or if further information is required. Yours truly. MORAN GBOTECHNICAL CONSULTANTS John J. Moran, P.S. cc: John Anderson, Bush,Roed & Hitchings Curtis Beattie, Curtis Beattie & Associates Roger Blalock, The Blalock Company MO A G • CNNICAL CONSULTAN 2063237135 i B H. MORAN GEOTECIINICAL CONSULTANTS CLIENT F& ii Properties PROJECT Duwa ish II Office uildina • • • • • 100 Year Flood Elevation 1-1444', liv.aVet, 4 4.4.•4 'Random Placed go's. 6., 12" Quarry Rock, 40,v • • • Tukwila. Washington F-013.04 P -004 JUN 11 '91 09:06 PRELIMINARY RIVER BANK STABILIZATION SCHEME :Random Placed '4" to 12" Rock DESIGN DETAIL r i NO. 0014 -01G PLATE B01 t. • �.. '•Base Layer of 4 Man Rock . • • , • or Ecology Blocks . • • • • • • • • • • • • • Erosion Control Geofabric . • • • City of Tukwila PLANNING DEPARTMENT 6200 Southcenter Boulevard Tukwila, Washington 98188 (206) 433 -1849 l%1P))( LF31 ' 310�� LETTER OF TRANSMITTAL TO ( US6l� DATE (10 N-� 3) 1191 ADDRESS I IS (26N A, )NISI61Ar e REGARDING PIoR ef) H rrl r)c me-(m 9 I �A) W A 6160 ?C2 SEPA Oer8211.1NrSCIC ATTENTION Of 1 At • I .. WE ARE SENDING YOU THE .FOLLOWING -,)Attached ['Under separate cover COPIES DESCRIPTION \\ \ Af 1i� oLNJ THESE ARE TRANSMITTED Q For approval For review and comment (I For your use and information Q As requested (] Other COMMENTS ele=i.- Frey • - 4-e _Pr/WArep L1451 p M 111 1QN `- %JI)Q - oe- jr). � 9 korc D -9 '-) e120,Ecr p2it)(6 u)' 43) - 37,10-3) Av ortk) , Erb Pt S\a) N >✓� Cammo ,--) c.A\1Eo .\ \)No 1It199I '�N�� Gov c \ SN e) rJ R O SIGNED A\ Q j (23 /P4.LTRANS) BUSH, ROED & HITCHINGS, INC. 2009 Minor Avenue East Seattle, Washington 98102 Area 206/323-4144 Fax 206/323-7135 May 30, 1991 Mr. Jack Pace, Senior Planner City of Tukwila 6300 Southcenter Boulevard Tukwila, WA 98188 RE: Duwamish Office Park II River Bank Stabilization Dear Jack: Our firm has been asked by Curtis Beattie & Associates to address how the river banks will be stabilized for the Duwamish Office Park II project. As you are aware the river bank stabilization program selected will have to be approved by several jurisdiction which include the Department of Fisheries, Shoreline Development and the City of Tukwila. My experience with other project along the Duwamish Waterway is that the Department of Fisheries will be the most influential jurisdiction involved. Assuming this will also be true for this project the bank stabilization program will most likely take the general form of the following: 1. Minimize the amount of bank area disturbed. 2. Match existing bank slopes when cutting along the bank. 3. Slope stabilization through planting of vegetation which commonly grows along the bank. 4. Provide fish habitat along the bottom of the bank. Other methods of bank stabilization, such as rock armor along the slopes, may also be acceptable if conditions justify a more structural solution. The final method will depend on many factors. I hope this letter addresses your concerns about the Duwamish River Bank Stabilization. I look forward to working with you on this project. If you need more information please do not hesitate to call. S. ce jy ohn E. Anderson, P.E. JEA /scr cc: Phil Fraser, City of Tukwila Curtis Beattie, Curtis Beattie Architects Roger Blaylock, Blaylock Company Gene Horback, E & H Properties CIVIL ENGINEERS / LAND SURVEYORS P'd Lite cuk ;Q Cto y3e, ' 1)j itok 5/28/91 EPIC.- Z3-gi Duwamish Phase 11 Mitigating Measures 11-02—V Page 1 DUWAMISH OFFICE BUILDING — PHASE II MITIGATING MEASURES GENERAL: ;M,,. G/I&LAc �2�c d en D v' o �" ,� a. The building will be relocated approximately 45 feet to the east L 1 c-`4 pv/�. b. The terrace proposed on the west side of the building will be relocated to the southwest corner of the building. c. The building entrance will benhanced to emphasize the formal entry. The focus d. The terraces shall be designed to a fun tional people scale, with a variety of amenities which may include plazas, planters, benches, and water features. uoDA e. A pedestrian arcade will be de to provide an extended covered linkage along the parking structure. even d- tolg,1. l v(,(Q , f_ A public focal point will b created at the west end of South 112th Street. ksto- The median dividers [Sec. 14. Transportation (c)] at the west end of South 112th street will be landscaped. DEPT. intent is to create a stron g- 1. Earth a- A geotextile 'Armorplate' will be installed to protect a c. d contain the shoreline. — visL � �� ' M AAVaakva,JYINYAIXtd:� `� A rcV)iim0,9y b. All contaminated materials found during excavation of the parking garage shall be removed nd disposed of per State standards. (lo sotto m Su cov0IGt�' 4.z2, -' kltat7 c. In the shoreline area, approximately 10,000 pubic feet of material will be excavated for the benched water storage area to accommodate storm water drainage impacts. H 4m-I ? &i,(Aella? 43 kikatht 02,4,74 d. Most of the site preparation work will focus on regrading the site to first direct the water away from the river and the shorelines area to the open swale biofilters on the upland portion of the site- Thes�torm water will then be directed through pipes back to the river.-----di (�, � U pi e. Approximately 33 per cent of the site within 200 feet of the shoreline will be open landscaped areas___ H t c`t nvt,� L?AA A ? � ' r 'it. f. All City of Tukwila erosion control standards will be complied with including the planting and retention of trees along the river bank, use of open storm water swales, and the armorplating of the riverbank These measures should eliminate all possible future erosion on the site= -- -- vi wcplAW '� l" _ `5/28/91 2_ Air • • Duwamish Phase II Mitigating Measures Page 2 a. To reduce air emissions, the use of public mass transit, car - pooling, and ride - sharing will be encouraged. A Transportation Management Plan (TMP) is being prepared i accordance with guidelines set by Metro and the, Ciy of Tukwila. I rvi&m -- h3J S'}V2,t.(7C mAAATab6lfr U3k's.*t 3_ Water a. Shoreline will be improved and opened to public access. Pa t,ki rn b. The project involves the construction of a 9 story office building with terraced plazas that will extend toward the river into the 200 foot shoreline area. Landscaped plazas will enhance the shoreline area and encourage the use of the shorelines.---1- 111,1N. 4011. c. Over 10 perceni of the site will be developed into a public recreation access area adjacent to the Duwamish River, while over 15 percent of the site will be landscaped. j- &,our&. e-- O- .' Q to d. The development proposed within the 200 foot jurisdiction of the Shorelines Management Act will encompass 3.3 acres of land above the ordinary high water level. Just over 50 percent of the area will be retained in open space. e. Physical improvements in the shoreline area will consist of the following five primary elements: a public access ocus at the west end of South 112th i tA.hvb Nro_c N,a ;? nearly 1 acre of public landscaped recreational area approximately 50 feet in width along the shoreline ce.3,01,\N /L a 15 foot wide walkway that will double as a maintenance road, a formal hardscape • se . ti g and picnic area m%4)'` rb m` a/` CI-")-w a blending of cagily se ected vegetation with the benched water storage area along the shoreline to create a new i dlife habitat area. r bo ,i,u t9 . t.a5t�,u )1/03_, p&o p `eo amtuivte.. raw ki &fit, kyu f. Oil water separators will be utilized along with an open swale biofilter system that is promoted by the epartment of Fisheries to eliminate all possible wastes from storm wa er falling on the impervious surfaces. )9P 4. Water Runoff (including storm water): a. An open swale drainage system. These swales will act as biofilters to remove any contaminants. The water will then be directed back to the Duwamish River by way of underground pipes. — v„kAo WDonC fe...kr, kr b. Specialized grading to first direct the storm water runoff away from the river to be collected in open swales located within the surface parking areas. • '5128191 Duwamish Phase 11 Mitigating Measures Page 3 c. Oil water separators will be utilized along with an open swale biofilter system that is promoted by the Department of Fisheries to eliminate all possible wastes from storm water falling on the impervious surfaces. 5. Plants a. The Silver Maple will be retained in the landscaping, but become a focus of the entrance for the public access. b. The 50 foot wide landscaped recreational area along the river will blend the natural vegetation on the steep bank to complement the more formal landscaping area along the public pedestrian corridor. The existing Silver Maple which is next to the river on the southwest corner of the site. will not only be persevered but become the landscape focus in the public plaza. c. Formal landscaping will be used in the parking areas and adjacent to the office buildings to form a division between the natural vegetation and these structures. 6. Animals a. Wildlife enhancement will occur as a result of the construction of the benched water storage area and naturally landscaping along the steep bank. b. The natural habitat along the shoreline will be enhanced by the proposed use of natural vegetation. Animal and water fowl populations should 2? 7. Environmental Health There are no environmental health issues. 8. Land and Shoreline Use The public is provided with an enhanced access, while the environmental habitat is improved: Screening of 75 percent of the parking beneath the building; Retention of the large Silver Maple and the addition of other trees and shrubs along the 50 foot wide shoreline trail for use as a natural buffer; and creation of a public open space immediately adjacent to the Duwamish River. 10. Aesthetics a. The normal impact of roof mounted equipment is screened by the mechanical penthouse which is an integral part of the building design. The building does not intrude into the views of nearby buildings. b. The building's exterior treatment complements the adjacent Phase I office building. The architectural design principally uses alternating horizontal bands of glazing and opaque materials. The core areas are clad in low - reflective glass curtainwall as a contrast to the banded skin. '5/26/91 • • Duwamish Phase 11 Mitigating Measures Page 4 c. The building design has been kept lower than the maximum allowed in the M2 -L zone so that it does not impact the views from the multifamily housing located on the hills nearly a half mile away. 11. Light and Glare .cacuko-0, Nhl1ve. D fr a. The building has been purposely set back on the west side of Pacific Highway South so glare will not affect traffic on that street. b. Parking lighting will be shielded t�d�pill -over .91 e o r'i IRK c. The majority of the glazing will be non - reflective tinted glass with low - reflective (under 25 percent) glazing in the contrasting curtainwall areas. d. The building has been placed so that shadows will not substantually intrude onto other adjoining parcels. —6.011N r ► � - 12. Recreation oprOwwwyt a. The shoreline trail in front of Boeing Customer Service Center (Duwamish Office Park 1) will be connected to the new trail in front of Phase II. b. The project proposal includes two principle recreational areas: The largest area focuses on the water amenity of the Duwamish River with the creation of a nearly 1.0 acre, landscaped, approximately 50 foot wide strip of land with public access to the shoreline. This area represents approximately 25 percent of the total area within 200 feet of the shoreline and 8 percent of the total site. The other recreational area is the terraced plaza on the roof of the parking garage. There will be three levels of terraces that will be joined by a network of stairs to the shoreline trail. These separate terraces represent over one -third of an ac o fpassivU� passive recreational area. a y &r\ cuctoco c. There will be a water feature /pool near a picric area along the shoreline trail. C.v�,JplV, botA4�v HZ-HA ' ) 14. Transportation -=>01,6 DO trirr,�'e. Pw °pyre' a. SR 599 /Pacific Highway South Intersection The Duwamish Office Park II project will fund al costs associated with extending the left turn pocket on Pacific Highway South to the extent allowed by removal of the existing median island. 63-vrv,o `' b. East Marginal Way and South 112th Street Signalization The Duwamish Office Park II project will participate in the cost of the proposed signalization. Since the intersection operates at an acceptable level of service (LOS E for eastbound left turn and LOS D for eastbound right turn ) in the horizo year (1992), the project will limit participation in the cost to a fair share of the estimated design and construction costs. The calculated fair share b ed on the percentage of side street traffic is 20 %. • • '5/28191 Duwamish Phase 11 Mitigating Measures Page 5 c. Pacific Highway South and South 112th Street The Duwamish Office Park II project will fund the entire cost of any channelization and signalization modification necessary to provide an acceptable level of service at this intersection. South 112th Street will be designed with a 5 lane roadway segment at the intersection with _Pacific Highway South. This configuration will extend at least 400 feet to the west. (Attachment A) The street configuration at the west end of South 112th Street will be narrowed to two lanes with a median divider to separate access traffic from the two office buildings. (Attachment B) The northern access onto Pacific Highway South shall be limited to right in and right out. The eastern access to Phase II on South 112th Street shall be redesigned to allow easier access. Egress shall be limited during peak hours. d. Transit Stops The Duwamish Office Park II project will fund the construction of a bus stops and transit shelter pads within available right of way at: N.E. corner of South 112th St. /Pacific Highway South. N.W. corner of South 112th St. /Pacific Highway South (112th West- bound). S.W. corner of South 112th St. /Pacific Highway South (112th East- bound). e. Pedestrian Access The Duwamish Office Park II project will fund the design and construction cost of providing a hard surfaced pedestrian path on the south side of South 112th Street from Pacific Highway South to East Marginal Way within the available right of way. f. Transportation management plan The Duwamish Office Park 11 project will provide the following elements to encourage maximum usage of alternative transportation modes: post and distribute information identifying available transit, vanpool and carpools serving the site provide a transportation coordinator promote flexible work hours develop a site plan that shows how access to transit and ride sharing have been considered ' 5/28/91 • • Duwamish Phase 11 Mitigating Measures Page 6 provide lighted and hard - surfaced sidewalks on pedestrian pathways to facilitate safe and convenient access to transit or rideshare service locations provide secure bicycle parking ` conduct transportation surveys to determine and monitor the usage of alternative modes of transportation 15_ Public Services No direct impacts to public services are anticipated_ Adequate capacities for both domestic water and sanitary sewer are available_ - • v1 t — P2EU KA K1.A.EV — GHA.I.t.Q7 Dt\I IMP'S o Kt I l Z i�-i .77 /plc_ N� 0 6' EXHIBIT B • -�- Z4- oze Ico Z • • CITY OF TUKWILA 6200 SOUTHCENTER BOULEVARD, TUKWILA. WASHINGTON 98188 May 29, 1991 Mr. Roger Blaylock The Blaylock Company 10717 NE Fourth Street, Suite 9 Bellevue, WA 98004 PHONE # (206) 4331800 Gory L. VanDasen, Mayor SUBJECT: Duwamish Office Park II Dear Mr. Blaylock: This letter is a follow -up to our May 24, 1991 meeting. The following issues were discussed: TRAFFIC /112th Street - The Department of Public Works is currently reviewing the traffic analysis recieved May 23, 1991. The review status will be discussed at the June 7 meeting. The Board of Adjustment hearing and SEPA determination are dependent upon the completed review and satisfied mitigation for traffic impacts. - Alternatives to vehicular movements were discussed. It was agreed that Alternative #2A was preferred. Alignment for driveways on the north and south sides of 112th St. would not be necessary. - Also discussed was building siting and pedestrian /transit access and provision of public parking. Documentation of the 112th Street easement /transfer status must be provided. SHORELINE PERMIT - A Shorelines Permit would be required for the 112th Street easement improvements. Tukwila will coordinate with Seattle for noticing. PARKING Lease agreement for the utility easement located on the north portion of the site must be provided no later than May 31 by 5:00 P.M. The provision of adequate parking must be demonstrated prior to making a SEPA determination. BUILDING ORIENTATION • • - Building siting should emphasize accessibility for transit users and the river as active amenity PLAZA Expand the water feature - Ensure design elements encourage useage - Provide detail on proposed materials - Landscaping compatibility SEPA Provide SEPA Mitigation Checklist no later than May 31, 1991 in order to meet the June 6th SEPA determination date. - The checklist should include an addendum for a discussion on drainage and proposed mitigation. - Shoreline stabilization study to be submitted Thursday, May 31st. It is anticipated that the SEPA determination will occur the first week in June providing all SEPA issues and proposed mitigation measures have been adequately identified and agreed to by the City and applicant. SEPA issues not resolved by this time would result in rescheduling the July 11, 1991 BAR hearing. The next meeting with Curtis Beattie has been scheduled for May 31 at 9:00 a.m. to discuss architectural and design issues. A second meeting has been scheduled for June 7th at 9:00 a.m. to discuss the SEPA expanded checklist, the variance and BAR process and hearing dates and the Shorelines Permit. Please contact me at 431 -3663 if you have further questions. Sincerely, • Denni She in Assiciate Planner cc: Curtis Beattie Mr.. E. Horbach Ron Cameron, Public Works Phil Fraser, Public Works Mark Weisman CI OF TUKWILA DEPARTMENT OMMUNITY DEVELOPMENT FAX NUMBER: (206) 431 -3665 TO: • Mr. Roger Blaylock DATE: , May 29, 1991 TITLE: FROM: Denni Shefrin COMPANY: The Blaylock Company TITLE: Associate Planner DEPARTMENT: DEPARTMENT: DCD - Planning n FAX NO. 646 -9694 NUMBER OF PAGES TRANSMITTED. INCL. THIS COVER SHEET: *Wig wveMirwriCifinw,...tvA;ristwAeori•ve.fefehitrAerAVA9WAX4 IF THIS COMMUNICATION IS ;NOT CLEARLY RECEIVED, PLEASE CALL: 206 431 -3663 DEPARTMENT OF COMMUNITY DEVELOPMENT 6300 Southcenter Boulevare •kwila WA 98188 Office: (206) 431 -3670 O6 /1a /90 THE BLAYLOCK COMPANY specialists in land -use procedures May 28, 1991 Mr. Jack Pace, Senior Planner City of Tukwila 6300 Southcenter Boulevard Tukwila, Washington 98188 [jqT (f1AY2U 1991 CL , ;,,6F i uuS tiVdLA PL,.ANNING DEPT. RE: DUWAMISH PHASE II /MITIGATING MEASURES Dear Mr. Pace: Attached are the mitigating measures that E & H Properties has incorporated into the land use applications presently pending before the City of Tukwila for the Duwamish Office Building Phase II. These have been specifically broken down into a general category and each of the fifteen major categories emphasized in the environmental checklist. Please note the significant mitigations in the area of earth water, storm water runoff, transportation and aesthetics. Per your request we are submitting the easement agreements that have been recorded between King County and the City of Seattle Water Department allowing use and access for South 112th Street. In addition, our contact at City of Seattle Water Department is: Connie Corpuz, Supervisor Real Property Services City of Seattle Water Department 710 Second Avenue Dexter /Horton Building, Room 1111 Seattle, Washington 98104 (206) 684 -5969 If we can be of any further help, please contact either myself or Curt Beattie directly. erely, ovIfeS- Roger J. Blaylock 10717 NE Fourth Street, Suite 9 t„,k • Bellevue, Washington 98004 • (206) 455 -1550 • • 5/28/91 Duwamish Phase II Mitigating Measures DUWAMISH OFFICE BUILDING — PHASE II MITIGATING MEASURES GENERAL: IM-4 Page 1 0 MAY 2 8 1991 CITY v 0E-TuMvvILA PLANNING DEPT. a. The building will be relocated approximately 45 feet to the east. b. The terrace proposed on the west side of the building will be relocated to the southwest corner of the building. c. The building entrance will be enhanced to emphasize the formal entry. The intent is to create a strong crisp focus. d. The terraces shall be designed to a functional people scale, with a variety of amenities which may include plazas, planters, benches, and water features. e. A pedestrian arcade will be added to provide an extended covered linkage along the parking structure. 1. A public focal point will be created at the west end of South 112th Street. g. The median dividers [Sec. 14. Transportation (cy] at the west end of South 112th street will be landscaped. 1. Earth a. A geotextile 'Armorplate' will be installed to protect and contain the shoreline. b. All contaminated materials found during excavation of the parking garage shall be removed and disposed of per State standards. c. In the shoreline area approximately 10,000 cubic feet of material will be excavated for the benched water storage area to accommodate storm water drainage impacts. d. Most of the site preparation work will focus on regrading the site to first direct the water away from the river and the shorelines area to the open swale biofilters on the upland portion of the site. The storm water will then be directed through pipes back to the river. e. Approximately 33 per cent of the site within 200 feet of the shoreline will be open landscaped areas. 1. All City of Tukwila erosion control standards will be complied with including the planting and retention of trees along the river bank, use of open storm water swales, and the armorplating of the riverbank These measures should eliminate all possible future erosion on the site. 5128191 2. Air • • Duwamish Phase 11 Mitigating Measures Page 2 a. To reduce air emissions, the use of public mass transit, car- pooling, and ride - sharing will be encouraged. A Transportation Management Plan (TMP) is being prepared in accordance with guidelines set by Metro and the City of Tukwila. 3. Water a. Shoreline will be improved and opened to public access. b. The project involves the construction of a 9 story office building with terraced plazas that will extend toward the river into the 200 foot shoreline area. Landscaped plazas will enhance the shoreline area and encourage the use of the shorelines. c. Over 10 percent of the site will be developed into a public recreation access area adjacent to the Duwamish River, while over 15 percent of the site will be landscaped. d. The development proposed within the 200 foot jurisdiction of the Shorelines Management Act will encompass 3.3 acres of land above the ordinary high water level. Just over 50 percent of the area will be retained in open space. e. Physical improvements in the shoreline area will consist of the following five primary elements: a public access focus at the west end of South 112th * nearly 1 acre of public landscaped recreational area approximately 50 feet in width along the shoreline a 15 foot wide walkway that will double as a maintenance road, * a formal hardscaped seating and picnic area * a blending of carefully selected vegetation with the benched water storage area along the shoreline to create a new wildlife habitat area. f. Oil water separators will be utilized along with an open swale biofilter system that is promoted by the Department of Fisheries to eliminate all possible wastes from storm water falling on the impervious surfaces. 4. Water Runoff (including storm water): a. An open swale drainage system. These swales will act as biofilters to remove any contaminants. The water will then be directed back to the Duwamish River by way of underground pipes. b. Specialized grading to first direct the storm water runoff away from the river to be collected in open swales located within the surface parking areas. 5/28/91 • • Duwamish Phase 11 Mitigating Measures Page 3 c. Oil water separators will be utilized along with an open swale biofilter system that is promoted by the Department of Fisheries to eliminate all possible wastes from storm water falling on the impervious surfaces. 5. Plants a. The Silver Maple will be retained in the landscaping, but become a focus of the entrance for the public access. b. The 50 foot wide landscaped recreational area along the river will blend the natural vegetation on the steep bank to complement the more formal landscaping area along the public pedestrian corridor. The existing Silver Maple which is next to the river on the southwest corner of the site. will not only be persevered but become the landscape focus in the public plaza. c. Formal landscaping will be used in the parking areas and adjacent to the office buildings to form a division between the natural vegetation and these structures. 6. Animals a. Wildlife enhancement will occur as a result of the construction of the benched water storage area and naturally landscaping along the steep bank. b. The natural habitat along the shoreline will be enhanced by the proposed use of natural vegetation. Animal and water fowl populations should increase. 7. Environmental Health There are no environmental health issues. a. Land and Shoreline Use The public is provided with an enhanced access, while the environmental habitat is improved: Screening of 75 percent of the parking beneath the building; Retention of the large Silver Maple and the addition of other trees and shrubs along the 50 foot wide shoreline trail for use as a natural buffer; and creation of a public open space immediately adjacent to the Duwamish River. 10. Aesthetics a. The normal impact of roof mounted equipment is screened by the mechanical penthouse which is an integral part of the building design. The building does not intrude into the views of nearby buildings. b. The building's exterior treatment complements the adjacent Phase I office building. The architectural design principally uses alternating horizontal bands of glazing and opaque materials. The core areas are clad in low - reflective glass curtainwall as a contrast to the banded skin. • • 5/28/91 Duwamish Phase 11 Mitigating Measures Page 4 c. The building design has been kept lower than the maximum allowed in the M2 -L zone so that it does not impact the views from the multifamily housing located on the hills nearly a half mile away. 11_ Light and Glare a. The building has been purposely set back on the west side of Pacific Highway South so glare will not affect traffic on that street. b. Parking lighting will be shielded to avoid spill -over glare. c. The majority of the glazing will be non - reflective tinted glass with low - reflective (under 25 percent) glazing in the contrasting curtainwall areas. d_ The building has been placed so that shadows will not substantually intrude onto other adjoining parcels. 12. Recreation a. The shoreline trail in front of Boeing Customer Service Center (Duwamish Office Park I) will be connected to the new trail in front of Phase II. b. The project proposal includes two principle recreational areas: The largest area focuses on the water amenity of the Duwamish River with the creation of a nearly 1.0 acre, landscaped, approximately 50 foot wide strip of land with public access to the shoreline. This area represents approximately 25 percent of the total area within 200 feet of the shoreline and 8 percent of the total site. The other recreational area is the terraced plaza on the roof of the parking garage. There will be three levels of terraces that will be joined by a network of stairs to the shoreline trail. These separate terraces represent over one -third of an acre of passive recreational area. c. There will be a water feature/pool near a picnic area along the shoreline trail. 14. Transportation a. SR 599 /Pacific Highway South Intersection The Duwamish Office Park II project will fund all costs associated with extending the left turn pocket on Pacific Highway South to the extent allowed by removal of the existing median island. b. East Marginal Way and South 112th Street Signalization The Duwamish Office Park II project will participate in the cost of the proposed signalization. Since the intersection operates at an acceptable level of service (LOS E for eastbound left turn and LOS D for eastbound right turn ) in the horizon year (1992), the project will limit participation in the cost to a fair share of the estimated design and construction costs. The calculated fair share based on the percentage of side street traffic is 20%. 5/28/91 • • Duwamish Phase 11 Mitigating Measures Page 5 c. Pacific Highway South and South 112th Street The Duwamish Office Park II project will fund the entire cost of any channelization and signalization modification necessary to provide an acceptable level of service at this intersection. South 112th Street will be designed with a 5 lane roadway segment at the intersection with Pacific Highway South. This configuration will extend at least 400 feet to the west. (Attachment A) The street configuration at the west end of South 112th Street will be narrowed to two lanes with a median divider to separate access traffic from the two office buildings. (Attachment B) The northern access onto Pacific Highway South shall be limited to right in and right out. The eastern access to Phase II on South 112th Street shall be redesigned to allow easier access. Egress shall be limited during peak hours. d. Transit Stops The Duwamish Office Park II project will fund the construction of a bus stops and transit shelter pads within available right of way at: N.E. corner of South 112th St. /Pacific Highway South. N.W. corner of South 112th St. /Pacific Highway South (112th West- bound). S.W. corner of South 112th St. /Pacific Highway South (112th East- bound). e. Pedestrian Access The Duwamish Office Park II project will fund the design and construction cost of providing a hard surfaced pedestrian path on the south side of South 112th Street from Pacific Highway South to East Marginal Way within the available right of way. f. Transportation management plan The Duwamish Office Park II project will provide the following elements to encourage maximum usage of alternative transportation modes: * post and distribute information identifying available transit, vanpool and carpools serving the site * provide a transportation coordinator promote flexible work hours * develop a site plan that shows how access to transit and ride sharing have been considered 5/28/91 • • Duwamish Phase 11 Mitigating Measures Page 6 * provide lighted and hard - surfaced sidewalks on pedestrian pathways to facilitate safe and convenient access to transit or rideshare service locations * provide secure bicycle parking * conduct transportation surveys to determine and monitor the usage of alternative modes of transportation 15. Public Services No direct impacts to public services are anticipated. Adequate capacities for both domestic water and sanitary sewer are available. • EXHIBIT A cc MEMO v PREU NA I NIA.2'/ GHA.a tt t is,60-1 Dr.! IMP'S o ►�1 t t 211-4 T c I t Z -1 Mac N\A S%G►JAI. Gbt E 0 J3u 1 • XHIBIT B 5(28 (4t 'T"2Ar�1 S ►'1"�OrJ tco L C--Co 12,5 -♦— 524- • Aiiiiih,..CONVERSATION RECORD DATE: z / Z� / Gl M�T SUN U TIME: I P N TYP'❑ Visit ❑ Conference LI Telephone — 0 Incoming 0 Outgoing Name of person(s) contacted or in contact with you: FOR OFFICE USE ONLY Organization (office, dept., bureau, etc.) Telephone No.: Location of Visit/Conference: SUBJECT: • �i SUMMARY: (old - 'Tu5 ryrfr. P,\)' - IUe7 I,& -a v 0,140-6 peofo 1 1 S CGAN b61r,o- l� p^,}-o adOCAAW KEPI) D 2 hviA a - 0cni3b (- , ,40 1 soLuott remrnO -2_ ck.f �1 c /4V1109. / I ,fi► — juL>(h ,o — t 5 J --- pbrO`i)r6 azweni reS1' krslvc) .112p& SE-1°i9 ,fia rc� ) OA u,O:2,ic � MAy 3 I -5 f'pl - Eo ti cob - wra . 62, exivt \t-tdtta) 41-46-thctsk ma, f\t\A kt2 (J) 4841\ klotA Ahn hna pA3 — G y o-- <,,I .r , l>; IN . L � � Q-A, i- xo ['vie) Dc 'F'‘ jgb % gic(0 -V **SEI--> , ■ (k nl bb , — o -C \ \I \O `CLD `J i � 4 ,06L.Q. : icy, 6i,60 j.— Title: ��f1 Date: Signature. • al05/2_, ((AA ,3,197ott_cz._ uff9.k w Avow v‘-)1)-t . o yak going • � G ■,-i ti z -t • 'er (_14cue;r) 46) 1 AA ( ov7,41 C6\ � A \r. n 6'c-en enAuNIK-*A1 1 —b 04,r-AQQ__ 1)V-- f cf (r\\ 1- tp•.ccs) JACIVMLk‘i i e),J;sefa. -p\kcAL.)_)0,1Q, C&9- - -1n oc-,G , 1-10-&) 1+- I Pk >ro h,2- l '' rink CQ,o rme , 6t ctc sou mob (1 I- 6t)2 \ al)c4n1 st- • CONVERSATION RECORD DATE: 5 1 MON TUE WED THU TIME: �� � � � FRI SAT SUN TYPE: ❑ Visit ❑ Conference El Telephone— °Incoming °Outgoing A.M. P.M. Name of person(s) contacted or in contact with you: FOR OFFICE USE ONLY Organization (office, dept., bureau, etc.) Telephone No.: Location of Visit/Conference: SUBJECT: SUMMARY : „" N l� eJi t .12 ∎,9-A Q0 c Vyjli_LL\ fa cmo,t1v0,i G\r(° fr \C-11 03110 - C o.l`f y*_ 0411_ N:k"0.34AZack.) vz, Cool, �4°, � 1 —C)v ■ o.t.%1 & \,rlAQom.Q�.. g,0 Signature: Title: Date: q/1/ • Ea0_ (j)t17 77/� CZ 4 2g3 2 85/? 6A(tY dJ€2 /S GcI PA 4i5-4f -0413c/ y /Gf 1� Waite ( 322 • /732 - /l�hwe a/o /s/0471/ !�'/0,!/444) 6e/ G 32 2 ( 712.__ Jv 6. 74.10tgrONJ 13us} 120ep t 41-mitix-ro S 3a3 - I'L% eileLe- 6lay oc,�C 11,e. ela.y OCA‹ Li SS - l 55o . J�a es-1 Z DATE: • CONVERSATION RECORD MCIN TUE WED THU FR' SAT SUN TIME: A.M. P.M. TYPE: ❑ Visit ❑ Conference ❑ Telephone— 0Incoming 0Outgoing Name of person(s) contacted or in contact with you: • FOR OFFICE USE ONLY Organization (office, dept., bureau, etc.) Telephone No.: Location of Visit/Conference: SUBJECT: SUMMARY: Signature: Title: Date: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 ;3688 (4) Rehabilitation of areas disturbed by the construction and /or maintenance of utility facilities shall: (a) be accomplished as rapidly as possible to minimize soil erosion and to maintain plant and wildlife habitats; (b) utilize plantings compatible with the native vegetation. (5) Solid waste transfer stations shall not be permitted within the shorelines of the state. SECTION 412. INDUSTRIAL DEVELOPMENT': (1) The provisions of this chapter apply to industrial and manufacturing types of activities including ports. (2) Industrial development may be permitted in the Urban Environment subject to the General Requirements (Section 403) of this Chapter, provided that: (a) the industrial activity is permitted in the underlying zone classification; (b) the industrial activity shall utilize the best techniques in design and siting to prevent the release of contaminants into the adjoining water bodies in order to comply with the water quality standards promulgated under the provisions of RCW 90.48; (c) Oxidation and waste stabilization ponds shall not be permitted within the shoreline of the state; (d) the maintenance of these provisions may be assured by requiring' a performance bond of sufficient size to substantially defray the cost of a clean -up or rehabilitation effort . (3) The height limitations of the General Requirements Section (Section 403) of this chapter shall not apply to water dependent industrial development. (4) The provisions of this chapter shall not be construed to permit the con- struction of any oil port facility designed to load or unload ships 125,000 dead weight tons or larger in size. (5) Outside storage of equipment, vehicles, materials or supplies shall maintain a shoreline setback of twenty (20) feet from the ordinary high water -23- 3688 1 mark. 2 (6) Except as provided in subsection (5) above, water dependent industrial 3 development shall not be required to maintain a shoreline setback. 4 (7) Water related industrial development shall maintain a shoreline setback 5 of either twenty (20) feet from the ordinary high water mark or ten (10) feet from 6 the edge of the floodway whichever is greater. This shoreline setback may 7 be reduced to either ten (10) feet from the ordinary high water mark or to the 8 edge of the floodway, whichever is greater, if the water related development 9 provides limited public access or public access. 10 (8)Non-water related industrial; development; shall maintain, a.shoreliney 11 setback.of either ; fifty t(50),feet from';th'e; ordinary .;high water mark or twenty 12 (20) feet from the edge of the floodway, whichever is greater. ; This shoreline 'x''13 setback may be reduced to either twenty (20) feet from the ordinary high water 1°14 mark or ten (10) feet from the edge of the floodway, whichever is greater, if 15 the non -water related development provides limited public access. This shore- d 16 line setback may be reduced to either ten (10) feet from the ordinary high -water 17 mark or the edge of the floodway, whichever is greater, if the non -water related 18 19 20 21 22 23 24 25 26 27 28 .29 30 31 development provides public access. (9) Piers, moorages, slips, floats and launching facilities may be permitted accessory to industrial development, provided: (a) the facility will serve a water dependent or water related use, (b) the facility does not constitute a hazard to navigation. SECTION :413. SHORELINE•PROTECTION. .Shioreline protection may be permitted in.the Urban Environment, provided: (1);. Slioreline:protectioii; :• to' replace existing shoreline protection shall not be located farther waterward thanthe,,shoreline, protection it is replacing; (2) On lots where the directly abutting lots have legally established shore- line protection, shoreline protection may be installed no further waterward than is necessary to tie in with the shoreline protection on the abutting lots. -24- William E. Popp Associates Transportation Consultants TRAFFIC IMPACT ANALYSIS FOR DUWAMISH OFFICE PARK II TUKWILA, WASHINGTON MAY 23, 1991 CLIENT: E & H PROPERTIES (206) 454 -6692 Vi 1 MAY 2 3 1991 l 1 CI1 r PLANNING DEPT. 225 108th Ave. N.E. -- Suite 314 -- Bellevue, Washington 98004 TABLE OF CONTENTS I. Introduction II. Existing Conditions A. Surrounding Street System B. Traffic Volumes C. Level -of- Service D. Transit E. High Occupancy Vehicles F. Accidents III. Future Conditions A. Planned and Programmed Improvements B. Project Trip Generation, Distribution, and Assignment C. Future Background Traffic D. Future Level -of- Service W. Other Issues A. SR 599 On -Ramp Left Turn Queue Backup B. Transit, HOV, Bicycle, and Pedestrian C. Trail Connections D. East Marginal Way and South 112th Street Signal Warrant Analysis V. Mitigation A. Level -of- Service B. SR 599 On -Ramp Left Turn Queue Backup C. Trail Connection D. Transit Facilities E. Transportation Management Plan F. Signalization of East Marginal Way and South 112th Street • • I. INTRODUCTION The following report provides an assessment of the potential traffic impacts associated with the Duwamish Office Park II development located on the northwest corner of the Pacific Highway South and South 112th Street intersection, in the Duwamish Industrial Area. A vicinity map is provided in Figure 1. The development will provide 401,450 square feet of office space and 1,205 parking stalls. Access to the site will be provided via South 112th Street with a secondary access directly to Pacific Highway South. For the purposes of this analysis, the secondary access to Pacific Highway South was not considered in the level -of- service analysis. The project is intended to be fully operational by Fall 1992. A site plan is presented in Figure 2. This report is intended to meet the traffic impact analysis requirements of the City of Tukwila. As a result of initial scoping conversations with City of Tukwila staff, the following issues were identified for analysis: o Existing and Horizon Year Level -of- Service at the following intersections: - Boeing Access Road and Martin Luther King Way (SR 900) - East Marginal Way /Boeing Access Road /Pacific Highway South - East Marginal Way /Interurban Avenue South - East Marginal Way and South 112th Street - Pacific Highway South and South 112th Street - Pacific Highway South /SR 599 On -Ramp /South 116th Street o Pedestrian facilities serving the site: - Sidewalks along Pacific Highway South - Pedestrian facilities along South 112th Street from Pacific Highway South to East Marginal Way - Feasibility of connecting the trail head on the north side of the river to the trail head on the south side of the river o Transit, HOV and bicycle access and enhancements. o Signal Warrants for the East Marginal Way and South 112th Street intersection. These issues are addressed within the following report. II. EXISTING CONDITIONS A. Surrounding Street System Regional and subregional access to the site is provided by the following arterial network: Pacific Highway South is designated as a principal arterial and borders the site on the east. Pacific Highway South to the north of the project intersects with East Marginal Way and Boeing Access Road at an intersection referred to as "thousand islands," and to the south intersects f 1 O AR. AV' u. 5. Av.i6e ns41t► 4.9C AV 4.S► ...►e S AY �ro.1.w •w Ay +165 a i '•'101 +16 5 , .s /l'�ti N S,, 4151 ' 'd MIS/ v. s AY ;..ise ' Fc Ae u► — ititi S N ......,5/..,,,._. w s evitili au v NSA! AV 4i0• ' hVN' '..r- Mr Cif1C4 415 a.f2 1p. s ..l..M AV N .n „R t. AV a.i2 S AV 0422 5 AV .112 S AV AV S A.N MR* S AV ...9 z go Iz IkneheirypZ,.- N ■ All Ireei Io pal ing An ' f t' - lu h.bc • m.pplul. neiel YI Barrier shrubs pip.) / lraJlaj M'artr F<ollrn PROPOSED OFFICE BUILDING Maio Enlr/ 1•1118. : • E Silber \laple it, remain SOUTH 1121h STREET with on- and off -ramps from SR 599 and South 116th Way. The South 116th Way intersection is signalized. South Boeing Access Road extends from Martin Luther King Way (Empire Way) on the east to East Marginal Way and Pacific Highway South on the west. South Boeing Access Road, as the name implies, serves as access to the Boeing Industrial Area from I -5, Martin Luther King Way (SR 900), and Airport Way. The Boeing Access Road, classified as a principal arterial, has three lanes eastbound, two lanes westbound, and several I -5 freeway ramp connections. South 116th Way intersects with Pacific Highway South and extends west through the residential area, where it connects with the residential arterial network. South 116th Way is generally two lanes and widens to three lanes at its signalized intersection with Pacific Highway South. East Marginal Way extends north to Seattle and south to where it becomes Interurban Avenue. Interurban Avenue continues south to I -405 and continues south to SR 405. East Marginal and Interurban Avenue are classified as principal arterials. Martin Luther King Way (SR 900) extends north to Seattle and southeast to Renton. South of the Boeing Access Road, the road is called Empire Way becoming Southwest Sunset Boulevard. as it enters Renton. Empire Way is typically four lanes widening to five lanes at signalized intersections. Empire Way is classified as a principal arterial. SR 599 is a divided four -lane limited access freeway beginning at Pacific Highway South and extending south to I -5. SR 599 is classified as a principal arterial. The Physical Inventory Map presented in Figure 3 displays intersection controls, speed limits, shoulder conditions, and lane widths. B. Traffic Volumes Existing average weekday traffic (AWDT) volumes were estimated from PM peak -hour turning movement counts taken during April and May, 1991. Existing AWDT and PM peak hour intersection counts are presented in Figure 4. The traffic volumes on arterials in the vicinity have historically remained constant. C. Level -of- Service Level -of- Service (LOS) was calculated for the existing and future condition using the computerized techniques for the 1985 Highway Capacity Manual. The results of the analysis for the existing 1991 PM peak hour condition are presented in Table 1. • 4' S Boeing Access SL PACIFIC HIGHWAY - 5 to 20 foot unimproved shoulders EAST MARGINAL WAY - 5 to 10 foot unimproved gravel shoulders (north of S 112th St) 6 foot sidewalks (both sides) and 6 foot bike lane east side (south of S 112th St) iill#A'iiii • ° MI s 112th St S 112TH ST - Paved shoulders 6 foot wide with curbs and parking (both sides) Trail 4 SR 599 ® Speed Limit xL Number of Lanes $ Stop Sign O Traffic Signal Transit Stop WILLIAM POPP ASSOCIATES PHYSICAL INVENTORY Figure 3 DUWAMISH OFFICE PARK II !_ 396 4-- 400 — 229 392 499 —a 228 14 -'-i 167 nia S Boeing Act (31.300) !_ 32 4--- 150 i— 82 S 112th St 60 __0. 208 --v 281 42 WILLIAM POPP ASSOCIATES (mac) Average Weekday Traffic EXISTING TRAFFIC VOLUMES Figure 4 DUWAMISH OFFICE PARK II • • Table 1 Existing Level -of- Service Existin Intersection ' LOS RC E. Marginal /Pac. Hwy. South /Boeing Access F 78.1 Pac. Hwy. South /South 112th Street F N/A E. Marginal Way /Interurban Avenue B(EBLT) 10.0 E. Marginal Way /South 112th Street E(EBRT) 76 SR 599 On- ramp /Pacific Hwy. South /South 116th D 25.0 E. Marginal Way /Interurban Avenue B 10.0 Empire Way (SR 900)/Boeing Access Road C 18.8 *RC = Reserved capacity of least efficient movement. As shown in Table 1, the intersections of East Marginal Way /Pacific Highway South /Boeing Access Road and Pacific Highway South /South 112th operate at an unacceptable level -of- service (LOS F) in the existing condition. The overall level -of- service at the intersection of Pacific Highway South and South 112th is undefined because the V/C ratio for the westbound left turn exceeds 1.2. The individual level -of- service for the movements on Pacific Highway South is LOS B for northbound movements and LOS D for southbound movements. D. Transit Public transportation is provided in the area by Municipality of Metropolitan Seattle (METRO). A number of routes serve the Boeing Industrial Area from origins throughout the region. There are four transit stops in the vicinity of the site. There are two transit stops on Pacific Highway South, one on the east side north of South 112th Street and one on the west side south of South 112th Street. The other two stops are located on South 112th Street east of Pacific Highway South, one on the north, and one on the south side of South 112th Street. The stops on Pacific Highway South have provided transit shelters. The stop on the west side adjacent to Duwamish Office Park I is also provided with • • a transit pull out lane. The eleven routes available at these transit stops are as follows: Table 2 Metro Transit Routes * Service Route # Origin Destination Schedule 34 West Seattle Kent Peak hour 40 Wedgewood District Boeing Industrial Peak hour 60 Boeing Industrial Broadway District Daily 124 Southcenter Mall King County Airport Daily 154 Auburn Boeing Industrial Peak hour 170 McMicken Heights Downtown Seattle Peak hour 173 Federal Way Boeing Industrial Peak hour 174 Federal Way Downtown Seattle Daily 240 Clyde Hill Southcenter Mall Daily 250 Redmond Boeing Industrial Peak hour 301 Richmond Beach Boeing Industrial Peak hour • Daily service indicates regular service throughout the day. Peak hour service is only provided during the AM and PM peak periods. Counts taken during the PM peak hour indicated approximately five percent of Duwamish Office Park I employees use the available transit service. E. High Occupancy Vehicles A spot -check of auto occupancy for the Duwamish Office Park I building yielded an average car occupancy of (ACO) 1.20. It is assumed that the average however, is somewhat higher because the observer was unable to accurately determine the number of persons in the 12 -15 passenger vans. An ACO of 1.20 is typical during the PM peak hours for South King County. F. Accidents Accident data were obtained from the City of Tukwila for 1989 and 1990. Data were requested for the 1987 - 1988 time period, but this information was not readily available. Accident data were also not available from the City for SR 599 /Pacific Highway South /South 116th Street. Table 3 depicts the total number of accidents for 1989 and 1990, and the 1990 accident rate. Where available, the 1985 rate taken from the William Popp Associates study done for Duwamish Park I is presented for comparative purposes. Table 3 1989 - 1990 Accidents Intersection 1990 1985 1989 1990 Rate Rate E. Marginal Way /Pacific Hwy. South /Boeing Access Road 9 13 1.4 1.6 Empire Way (SR 900) /Boeing Access Road 7 5 0.96(1) NA E. Marginal Way /South 112th Street 2 0 0.77(1) NA E. Marginal /Interurban Avenue South 0 1 035 NA Pacific Hwy. South /South 112th Street 2 2 031 0.53 (1) -1989 rate. Current area -wide accident rate data for arterial intersections are not available; however, state -wide data suggest that 1.0 to 1.6 accidents per MEV is average for similar urban intersections. As shown, the rate for intersections in the Duwamish is within state -wide averages. III. FUTURE CONDITIONS Future conditions are projected to represent the time period when the proposed development becomes fully operational. For the purposes of this analysis, Duwamish Office Park II is anticipated to be fully operational by Fall 1992. A. Planned and Programmed Improvements City of Tukwila Public Works Department staff were contacted to determine the future transportation improvements which are scheduled in the project vicinity. The following projects are scheduled in the City's 1991 -1996 Six-Year Transportation Improvement Program: East Marginal Way - Boeing Access Road to north city limits. Project to include widening, curb, gutters, sidewalks, street lighting, drainage, and signalization. Actual widening is contingent on the results of a current design report. Construction is anticipated for 1993. East Marginal Way - Boeing Access Road to South 112th Street. Project to include reconstruction to five lanes with curb, gutters, sidewalks, drainage, illumination, and landscaping. Construction is anticipated for 1993. Pacific Highway South - Boeing Access Road to South 152nd Street. Project to include widening to seven lanes, resurfacing, curb, gutters, sidewalks, street lighting, utility underground, and landscaping. Construction is anticipated for 1993 - 1994. Pacific Highway South and South 130th Street - Signalization and intersection approach work. Construction is anticipated in 1992. • • - South Norfolk Street - East Marginal Way to SR 599. Project to include paving, drainage, illumination, curb, gutters, sidewalks, and bridge across Green River. Construction is anticipated for 1995. B. Project Trip Generation, Distribution, and Assignment Trip Generation Trip generation data for Duwamish Office Park 11 were calculated using data presented in the Institute of Transportation Engineers' 'Trip Generation Handbook," Fourth Edition, for land use code (710) "General Office Building." Rather than calculating trip generation from the average trip rate, the equation was used to provide a more accurate result. The resulting project trip generation is presented in Table 4. Land Use Table 4 Site Trip Generation AM Peak PM Peak AWDT Total In Out Total In Out Duwamish Office Park II 401,450 Sq. Ft. Office 3,891 662 576 86 624 100 524 Trip Distribution Trips generated by the proposed project were distributed to the local and regional arterial network utilizing a 1985 vehicle trip table compression obtained from Puget Sound Council of Governments (PSCOG). This method traces home -based work trips to various employment and commercial centers throughout the region and is considered the most reasonable basis for estimating trip distribution. The trip distribution percentages and project traffic volume assignments are presented in Figure 5. C. Future Background Traffic A review of historical traffic counts in the vicinity, as well as regional traffic growth projections in this area, indicates a negligible annual growth rate is being realized on the surrounding arterials. Additionally, data from control count stations on East Marginal indicated an annual growth rate of two percent north of South Norfolk Street and a negative growth of nine percent south of South 126th Street. Overall, growth in traffic volumes appears to be negligible. The only pipeline development identified by the City in the vicinity was a 120,000 square -foot warehouse expansion at the Boeing Development Center. Since Duwamish Office Park II is anticipated to be fully operational by Fall 1992 and background traffic volumes appear to be stable, 1991 existing volumes were used to represent the 1992 background conditions. The 1992 "with project" traffic volumes are presented in Figure 6. t S Boeing Acme — (213) (1a'n k xx% - Project Distribution (xx) - Project PM Peak Hour Trip 15% • 15% 1 WILLIAM POPP ASSOCIATES PROJECT TRIP DISTRIBUTION & ASSIGNMENT Figure 5 DUWAMISH OFFICE PARK II • • 942 430 L 396 1648 428 r 1 \ r 229 402 —4 1 646 —► 1 1 228 14 '-i 167 n/a 332 201 —� 617 •_ 17 4— 26 i 94 S Boeing Access 11C 589 95 264 -- 429 —► S 112th St 11 328 102 RIVER / 277 416 1025 934 240 58 - -► 33 —� WILLIAM POPP ASSOCIATES (na) Average Weekday Traffic 1992 PM PEAK HOUR TRAFFIC VOLUMES WITH PROJECT Figure 6 DUWAMISH OFFICE PARK II ! • D. Future Level -of- Service Future level -of- service (LOS) analyses were performed at each intersection identified by the City to determine the 1992 LOS with anticipated project traffic. The results of the future LOS are presented in Table 5. Table 5 Existing and Future PM Peak -Hour Level -of- Service 1991 1992 Intersection Existing w/Project * • LOS RC LOS RC E. Marginal/Pac. Hwy. South/Boeing Access F 78.1 F 82.2 E (1) 42.2 Pac. Hwy. South /South 112th Street F N/A F N/A D(2) 27.7 Marginal Way and Interurban Blvd. B 10.0 B 11.2 E. Marginal Way /South 112th Street E 76 E 68 SR 599 On- ramp /South 116th/Pac. Hwy. South D 25.0 D 28.8 C(4) 22.6 E. Marginal Way and Interurban Avenue B 10.0 B 112 Empire Way (SR 900)/Boeing Access Road C 18.8 C 18.9 'RC - Reserved capacity for the least efficient movement. (1) - Using 125 - second cycle length. Current cycle length averages 205 seconds. (2) - With a 7 -lane section on Pacific Highway South and 4 lanes on eastbound approach and side street split -phase operation. (3) - EBLT movement - EBRT operates at LOS D. With signalization, the intersection operates at LOS B. (4) - Using 110 - second cycle length in place of the current 200+ second cycle length. If the proposed 7 -lane section on Pacific Highway South is extended through this intersection, the reserve capacity improves slightly without a noticeable change in LOS. The results of the future condition level -of- service analysis indicate that all intersections will operate at an acceptable level -of- service with appropriate modification of signal operation parameters, widening of Pacific Highway South to seven lanes as proposed in the City's 1991 -1996 Transportation Improvement Program, and appropriate design of the west leg of the South 112th Street and Pacific Highway South intersection. To provide an acceptable LOS, a four -lane approach including a separate eastbound left 'turn, eastbound through and left, and dual eastbound right turn lanes should be constructed. IV. OTHER ISSUES A. SR 599 On -ramp Left Turn Queue Backup City staff expressed concern regarding the impact of the proposed project on the existing queue backup for the southbound left turn movement at the intersection of Pacific Highway South and the SR 599 SB on -ramp. William Popp Associates conducted a field analysis of this condition on Thursday, May 16, 1991, from 2:30 p.m. to 4:15 p.m. The peak hour was assumed to occur during this period as documented in recent PM peak hour counts. The intersection operates in a 5-phase confliuration with four phases allocated to the north /south mainline (Pacific Highway South) and one phase allocated to the eastbound movement (South 116th Way). The cycle begins with leading lefts followed by southbound left and through. o The southbound left turn phase gaps out and the northbound left turn is served. After the northbound through clears, with approximately 8 -15 vehicles, the southbound left turn is served again under conditional service. Finally, the eastbound movement is served. During the peak flow the cycle length was observed to average 225 seconds. Although there is a significant queue resulting from the southbound left turn movement, the existing LOS is D and can be improved to a theoretical LOS C by reducing the cycle length from the current average of 200+ seconds to a 110 - second cycle. The existing operation can be improved and the left turn queue eliminated through extension of the left turn storage pocket. In the existing operation, the southbound left turn gaps out as left turn vehicles cannot access the left turn lane fast enough to hold the green. The left turn vehicles then back up into the inside through lane blocking through traffic. It appears the queue can be eliminated by extending the southbound left turn pocket. An asphalt island exists that separates north and southbound traffic. The island is twelve feet wide and could be eliminated without any impact on existing operation. Removal of the island was estimated to provide an additional 10- vehicle storage capacity. By lengthening the left turn pocket, the left turn could provide a better preload during the red, better accessibility for left turning traffic, and elimination of left turning vehicles blocking the inside through lane. B. Transit, HOV, Bicycle, and Pedestrian Facilities The City requested that appropriate measures be implemented as a part of the project to promote alternative transportation modes. A review of the site and the project plans indicate that adequate facilities for transit and pedestrian use exist adjacent to the site. Transit facilities to include shelters and landing pads, however, should be provided on both sides of South 112th Street. Sidewalks are proposed around the site frontage but should also be provided along South 112th Street to the transit stops as a minimum. As a part of the project, a transportation management program (TMP) is being proposed to maximize employee usage of 0 4 lol 01101 Jlt, 3 (0) — o (1) —+ o (1) —i 4— 1 101 • — 0 10) f— 0 101 1r� 0 101101101 v 0 5 (01 (01 S 112th Street 0 I A 1 (11 I (01 14-- 6 (31 — - i (31 0 lol 10 10) Jl�. A-- 0 101 •--- 3 131 f— 0 101 O 101 O 131 --• 1 101 1r: 3 1 10) (0I10I xx - 11:00 to 12:00 (Pedestrians) (xx) - 12:00 to 1:00 (Pedestrians) l 3 131 2 131 Pacific Highway ■ 15 49 (291 (141 17 (301 49 (141 0 15 0 01 1291 101 Jlt. 4 1 101 4— 0 101 v— 2 101 O 101 -__! O 101 O 111 —V 11 (' 0 1 48 1o1(14I 3 (01 -1 0 101 —110- 27 97 (401 (261 A v 32 [22) 14-- 69 (241 —� 7 10 0011211 (91 J1L t— 9 111 •— 3 121 f 20 1191 O (01_! 2 131 —► O (01 —� 1 t (. 57 0 311121 1 WILLIAM POPP ASSOCIATES PEDESTRIAN MOVEMENTS Figure 7 DUWAMISH OFFICE PARK II • • alternative transportation modes. The following elements are recommended for inclusion: o Post and distribute information identifying available transits, van pool and car pools serving the site. o Provide a transportation coordinator. o Promote flex time work hour option. o Develop a site plan that shows how access to transit and ride sharing has been considered. o Provide lighted and hard - surfaced sidewalks or pedestrian pathways to facilitate safe and convenient access to transit or ride - share service locations. Of specific concern in this issue is pedestrian access to transit stops on South 112th Street east of Pacific Highway South There are no pedestrian facilities on South 112th Street and pedestrians are forced to walk in the street in direct conflict with vehicular traffic. o Provide secure bicycle parking. o Conduct transportation surveys to determine and monitor the usage of alternative modes of transportation. C. Trail Connections The City requested an analysis of connecting the Seattle to Auburn trail on the north side of the river to the trail on the south side of the river. To determine the significance of such a connection, a pedestrian count was taken at the intersection of Pacific Highway South and South 112th Street on Wednesday, May 15, 1991, from 11:00 a.m. to 1:00 p.m. The results of the count are presented in Figure 7. May 15 was a warm, sunny day and thereby is assumed to represent a peak usage condition. The count indicates there is a significant existing demand for adequate pedestrian facilities which will be significantly increased with the addition of Duwamish Office Park II. Although there appears to be significant pedestrian demand, there are other considerations which indicate a connection for the north and south trails should not be made at this time. Presently, the Seattle to Auburn trail connections and cost - sharing arrangements are under negotiation with participating jurisdictions. The feasibility of providing a path under the bridge along the river was previously evaluated and dropped from further consideration due to a lack of adequate headroom. Consideration was also given to providing a pedestrian crossing of Pacific Highway South, but was dismissed because of the safety implications of promoting a midblock or unsignalized crossing at this location. Furthermore, the safety implications of promoting pedestrian crossings of Pacific Highway South at midblock or unsignalized locations do not appear to warrant further consideration of trail connections across Pacific Highway South at this time. • • Based on existing pedestrian patterns, the best investment would be to provide pedestrian improvements along South 112th, East Marginal Way and the east side of Pacific Highway South between the Duwamish River bridge and South 112th Street. With these improvements, a logical connection can be made from the site via South 112th, East Marginal Way to the trail on the south side of the Duwamish River, along the river to Pacific Highway South, along the east side of Pacific Highway South to South 112th Street across Pacific Highway South to the site. D. East Marginal Way and South 112th Street Signal Warrant Analysis The City requested a signal warrant analysis be performed at the East Marginal Way and South 112th Street intersection. The analysis indicates Warrant #2 is met in the 1992 "with, project" condition. The warrant analysis is presented in Table 6. Major Street Minor Street Table 6 East Marginal Way and South 112th Street Signal Warrant Analysis(') MUTCD Warrant #2 Volume (vph) 750 75 1992 Demand Volume (vph) 1162 90 (1) The complete warrant analysis is presented in the Technical Appendix. V. MITIGATION The results of the analysis suggest the following mitigation measures be considered to address the impacts of the project and other existing system deficiencies. A. Level -of- Service Adjustments to the signal operation parameters should be made at the intersection of East Marginal Way /Pacific Highway South and Boeing Access Road. The current average cycle length during the PM peak hour is 205 seconds. Using a 125 - second cycle length, the level -of- service for the 1992 "with project" condition can be improved from LOS F to LOS E. The level -of- service at the Pacific Highway South and South 112th Street intersection will be improved from LOS F to LOS D with the widening of Pacific Highway South to seven lanes and a four -lane approach on the west leg of South 112th Street. The four -lane approach should be provided as a part of the project. B. SR 599 On -Ramp Left Turn Queue Backup As discussed previously, the existing asphalt island on Pacific Highway South should be removed to allow for extending the left turn storage lane. By removing the island, it is estimated that an additional 10- vehicle left turn lane storage capacity could be provided. With the additional storage capacity, the queue back up will most likely be eliminated. The elimination of the island and redesign of the Pacific Highway South channelization at the SR 599 /South 116th Way intersection can most effectively be addressed as part of the City's project to improve and widen Pacific Highway South from Boeing Access Road to South 152nd Street. If the 1993 - 1994 time frame proposed for the Pacific Highway South project is not acceptable, a small scale project should be undertaken. Duwamish Office Park II contributes 13 percent of the 1992 PM peak hour traffic at this location. C. Trail Connection The current trail and pedestrian facilities do not adequately address the needs of the pedestrian in the area. There appears to be a substantial demand for pedestrian facilities along South 112th Street between Pacific Highway South and East Marginal Way. Pedestrians are forced to walk in the street. Therefore, specific facilities should be provided to address this concern. If Duwamish Office Park I and II generate the need for the additional pedestrian facilities, using the relationship of building square footage, Duwamish Office Park II would generate 53 percent of the demand. D. Transit Facilities In general, transit service and facilities are good. Transit shelters and landing pads should be provided to the bus stops on South 112th Street. Additionally, pedestrian walkways should be provided to the bus stops on South 112th Street. E. Transportation Management Plan The project should include a transportation management plan that promotes the development of a balanced transportation system. The elements of the plan should include the following: o Post and distribute transit and ride - sharing information. o Provide a transportation'coordinator. o Promote flexible work hours. o Illustrate how access to transit and ride sharing has been considered in the development of the site plan. o Provide lighted and hard - surfaced sidewalks or pedestrian pathways to facilitate safe and convenient access to transit or ride share services locations. o Provide secure bicycle parking. o Conduct transportation surveys and monitor usage of alternative transportation modes. F. Signalization of East Marginal Way and South 112th Street. As discussed previously, the intersection of East Marginal Way and South 112th Street will meet Warrant #2 in the 1992 "with project" condition. It should be noted, however, that the intersection will operate at LOS E at this time. If signalization is provided, the level -of- service improves to LOS B. Duwamish Office Park II contributes 19 percent of the 1992 PM peak hour entering traffic to this intersection. ATE /.20 tP/Zei INIT. ACTIVIIII LOG COMMENTS Caiia Ao : Tk, —c4ok02 cti 9w 05 . THE BLAYLOCK COMPANY specialists in land -use procedures May 20, 1991 Jack Pace Senior Planner City of Tukwila 6300 Southcenter Boulevard Tukwila, Washington 98188 SUBJECT: Duwamish Office Park II Dear Mr. Pace: • In response to Ms. Shefrin's letter of May 17, 1991, please find attached a copy of the Draft TMP. Some confusion arose around the deadline date of May 20 to submit the complete Traffic Study. Ms. Shefrin confirmed by telephone the due date of Friday, May 24, 1991 for that study. This draft TMP may require significant modification depending upon the final user. If you notice the format, it refers to the ultimate BAR approval. It has flexibility designed in it to allow a modification of users. The plan specifically does not address two items that were suggested by METRO. Those are the guaranteed ride home program and the financial subsidy. Both of these items can be negotiated in the TMP. However, there is a lack of information and understanding as to the effects and successfulness of the guaranteed ride home program, while the financial subsidy for employees would be based more upon who the users of the building were. If we had a series of small to medium sized companies occupying the building, the subsidy program would be much more difficult to manage and maintain. However, if we had one large firm occupying the majority of the building, the subsidy program may be more acceptable. Please note that we have intensified the reliance on HOV's and diminished the availability of SOV parking on the site by the year 1998. Mr. Gary Norris of William Popp & Associates has been working extensively with Mr. Ron Cameron, Public Works Director for the City of Tukwila, to provide the additional information requested by his department. That report will be submitted on time. If the study is completed earlier, we will deliver it immediately. S' rely, 31�1i[\iji: Rogelo (416e.-- 10717 NE Fourth Street, Suite 9 [MAY2O 1991 CITY OF TUKWILA PLANNING DEPT. • Bellevue, Washington 98004 • (206) 455 -1550 • • TRANSPORTATION MANAGEMENT AGREEMENT DUWAMISH - PHASE II DRAFT THIS AGREEMENT dated this day of , 1991 is by and between E & H Properties, whose address is P.O. Box 598, Bellevue, Washington 98009 ( "Owner ") and the CITY OF TUKWILA, DEPARTMENT OF PUBLIC WORKS AND UTILITIES, whose address is 6300 Southcenter Boulevard, Tukwila 98188 ( "City "). RECITALS A. E & H Properties is the owner of a building ( "Building "), located on South 112th Street, West of Pacific Highway South in the City of Tukwila, Washington. The Building received a Board of Architectural Review approval, under File No. , from the City on , 1991. B. Approval of the Occupancy Permit by the City is subject to the implementation by Owner of a Transportation Management Program ( "TMP ") as contemplated by the original BAR approval. C. It is the intent of this Agreement to meet the following objectives: - Control peak hour employee traffic generated by the Building; - Provide a flexible TMP allowing adjustment to changing circumstances and success patterns. D. This Agreement shall be the understanding between Owner and the City with respect to the TMP to be observed with regard to the Building. Both parties hereto recognize and acknowledge that the Building's TMP requirements may be different than other TMPs approved by the City with respect to new office buildings. NOW, THEREFORE, and in consideration of the mutual covenants contained herein, the parties hereto agree as follows: 1. Definitions. For the purposes of this Agreement, the following definitions are hereby adopted and utilized in this Agreement: a. Employee. A full or part -time employee at a new development. • • Transportation Management Agreement Duwamish - Phase II May 20, 1991 Page 2 b. Office. Any office including general, medical /dental or governmental. DRAFT c. Anniversary. The annual date following the date of this Agreement is the anniversary date. d. High Occupancy Vehicles (HOV). A generic term referring to vehicles carrying generally two or more persons (sometimes three or more), including carpools, vanpools, and transit. e. Single Occupancy Vehicle (SOV). Automobiles carrying the driver only. f. Peak Period. Any two hours during a.m. or p.m. period when vehicle arrival and departure from the site is the highest. 2. Programmatic Requirements. 2.1 Requirements. Owner shall, as part of the TMP for the Building, perform or cause to be performed by a Transportation Management Association (TMA), or other agent suitable to the City, the following programmatic elements: a. Provide HOV parking signed and monitored in sufficient quantity in the garage to meet the demand for HOV parking. b. Provide adequate clearance for vans on at least one floor of the garage or reserve parking for vans in a preferential location on surface lots. c. Provide a safe and convenient location for carpools and vanpools to pick up and drop off passengers. d. Provide a Commuter Information Center in a visible central location in the Building. e. Provide Commuting Options Information Boards for each tenant with 50 or more employees. f. Designate a Transportation Coordinator for the Building responsible for implementing • • Transportation Management Agreement Duwamish - Phase II May 20, 1991 Page 3 DRAFT this Agreement and coordinating with METRO, the TMA, the City and others. g Require in leases which commence on or after the date of this Agreement that the tenants participate in good faith in the program. h. Specify in such lease that tenants will be required to participate in periodic employee surveys. i. Provide a personalized ridematching service for building employees to encourage carpool and vanpool formation. The ridematching service must enhance the computerized ridematching service available from METRO (or a comparable service), with personalized follow -up with individual employees. 2.2 Duration. The programmatic requirements shall continue for the life of the building. 2.3 Violation. Failure to meet the programmatic requirements of Section 2.1 shall constitute a violation, if Owner fails to cure such failure within 60 days after receiving written notice from the City. 3. Performance Requirements. 3.1 Requirements. For each year subsequent to 1993 the standards will decrease so that by the year 1998 and subsequent years maximum SOV rate will be 76 %. The annual decrease in performance requirements are as follows: Report Maximum Date % SOV 1993 96% 1994 92% 1995 88% 1996 84% 1997 80% 1998 76% • • Transportation Management Agreement Duwamish - Phase II May 20, 1991 Page 4 DRAFT 3.2 Duration. Owner shall meet the performance requirements of this Section 3 for the life of the building. 4. Survey and Analysis Requirements. 4.1 Employee Survey. Owner shall conduct a survey to determine the employee mode split and average auto occupancy. The survey must be conducted by an independent agent approved by the City. This survey shall be conducted in a manner to produce 75% return rate and shall be representative of the employee population. Any one percentage below 75% should be considered SOV. The survey results shall be used as a basis for calculating performance levels. The survey, shall address mode of travel, time of departure from work place and parking location. It is to be directed to travel behavior on a specific day. The City shall provide a sample survey form to Owner. 4.2 Intercept Survey. Owner, or its agent, shall conduct a pedestrian -based survey during the morning and afternoon peak periods in order to gather information on office employees trip characteristics such as mode of arrival and departure. The information gathered and provided shall also include the location of other parking facilities used by the office employees. The verification of all the surveys shall be performed by an independent agent approved by the City or the City staff on an availability basis. 4.3 Comparison of Employee Survey and Intercept Survey. Compare the results of surveys (4.1 and 4.2). The two resulting estimates of employee mode split should be in reasonable agreement. An intercept survey that is more than 10% different than the estimate of the employee survey shall be considered a prima facie evidence of error. If either survey indicates the performance standards as being exceeded, then the owner shall conduct a second intercept survey. If the second survey indicates results similar to the first, the results of the second survey shall be used rather than the results of the employee survey in determination of building performance. • • Transportation Management Agreement Duwamish - Phase II May 20, 1991 Page 5 DRAFT 4.4 Schedule of Surveys. The surveys (4.1 and 4.2) to be conducted bi- annually, the first of which shall be conducted within two years of temporary certificate of occupancy. 4.5 Analysis of Performance Standards. Single Occupancy Vehicle Use Formula NS /NT = percent SOV use, where: N/S = number of employees who commute from work by SOV, and NT = total number of employees. 5. Reporting Requirements. 5.1 Contents of Report. Owner shall submit a report to the City on a form to be provided by the City which includes the following elements: a. The Owner's compliance with the requirements listed in Section 3, including the number of HOV spaces reserved, the utilization of HOV spaces, their location, how HOV spaces are monitored, loading and van parking locations, transportation coordinator activities, the number and location of commuter information centers and employer commuter options boards, an example of lease language, past and current parking costs and ridematch activities. b. The results of the employee survey and intercept survey, including the survey procedures used and the confidence level. c. The percent SOV use by employees. d. Any non - required activities undertaken by Owner to encourage HOV and transit use or any unusual circumstances which have affected the vehicle trip rate and SOV use. 5.2 Reporting Schedule. An initial Action Plan for implementing the TMP shall be submitted within six months of the temporary certificate of occupancy. • • Transportation Management Agreement Duwamish - Phase II May 20, 1991 Page 6 DRAFT The following evaluation reports shall occur every two years after the temporary certificate of occupancy. 6. Review of Compliance to Requirement. The City shall review the report submitted by Owner within 60 days of its receipt. The City shall determine, based upon the contents of the report, whether or not Owner has met the performance standards and complied with the programmatic requirements. In making its determination, the City may contact Owner or its transportation coordinator, visit the site or request additional surveys, if reasonably necessary. The City shall notify Owner in writing of its decision within 60 days of its receipt of the report. This notification shall indicate the requirements that Owner must next meet, if any. 7. Failure to Meet Performance Requirements. 7.1 Sanctions. If the City determines that Owner has failed to meet one or more of the performance requirements of Section 3, Owner must comply with the Action Plan, Employee Survey and Reporting Requirements as set forth below. 7.2 Action Plan Requirement. a. Plan Required. If Owner fails to meet the performance requirements, Owner must prepare, submit to the City and implement an Action Plan. The Action Plan shall describe transportation management techniques that Owner will use to encourage HOV use by employees and /or reduce peak period vehicle trips as necessary to meet the performance requirements within one year. The City and Metro staff will be available to assist in the development of the Action Plan. b. Adequacy of Plan. The Owner will be allowed flexibility in developing the Action Plan subject to City review and approval, which approval shall not be unreasonably withheld. As a guide to this review, the City will evaluate the following: • • Transportation Management Agreement Duwamish - Phase II May 20, 1991 Page 7 DRAFT The number of employees that would be affected by the plan actions and the relationship of this to the size of the deficiency which must be reduced. The effectiveness of proposed actions as they have been applied elsewhere in comparable settings. The schedule for implementation of the Action Plan and an assignment of responsibilities for each task. c. Action Plan Schedule. An Action Plan shall be submitted within 60 days of the notification of failure to meet the performance requirements from the City. The City shall have 60 days to review the adequacy of the plan and notify Owner of its acceptance or non-acceptance, which approval is not to be unreasonably withheld. 7.3 Annual Employee and Intercept Survey Requirements. An employee survey and intercept survey of office employees shall be conducted within one year of the date of submission of the previous report to the City. These surveys shall be conducted under the same conditions and using the same methods as described in Sections 4.1 and 4.2 above. 7.4 Annual Report Requirement. A report shall be submitted one year after the submission of the previous report. The Cityf hall review the report, determine whether lor not the Owner has met the performance standards, and notify the Owner of the findings within 60 days of receipt of the report. The report shall include all of the contents described in Section 5.1 above in addition to descriptions of: Implementation of the Action Plan, including expenditures; Summary of the effectiveness of elements of the Action Plan. 7.5 Duration. Owner shall be required to comply with the Action Plan, the Annual Survey and the Annual • • Transportation Management Agreement Duwamish - Phase II May 20, 1991 Page 8 DRAFT Report Requirements every year that it fails to meet the Performance Requirements up to a maximum of five years after submission'of the first report. 7.6 Assurance Device. In the event of a failure by Owner to meet the performance requirements, Owner shall provide to the City an assurance bond, or other assurance device , at Owner's option, securing any financial incentives prescribed in an Action Plan. The assurance device shall equal the cost of the maximum incentive levels and Owner dues which could be required for the following year as referenced in the Action Plan. The amount of the assurance device shall be determined when the level of activity is determined on the Action Plan. The assurance device shall be issued not later than sixty (60) days after this determination. The City may make a claim on the assurance device only in the event and to the extent that Owner fails to provide the required level of subsidies and dues and fails to cure such failure within sixty (60) days after receiving written notice of the failure from the City. 8. Violations. 8.1 Types of Violations. Owner shall be in violation if it fails to comply with the following requirements of this Agreement, including: The programmatic requirements (2); - The reporting requirements (5); - Submission of required Action Plans (7.2); - Implementation of required Action Plans (7.1); and - Conducting of required employee survey(s) (7.3). 8.2 Notification of Violations. The City shall notify Owner of the violation in writing within thirty (30) days of the date of the violation. The order shall allow Owner a period of sixty (60) days for correction of the violation. • • Transportation Management Agreement Duwamish - Phase II May 20, 1991 Page 9 DRAFT 8.3 Penalties for Violations. A violation of the provisions of this Agreement, as referenced in 8.1 is a civil violation. 9. Appeals. What is the City of Tukwila's preference. APPLICANT CITY OF TUKWILA By: By: Eugene Horbach E & H Properties Date: Date: IMPORTANT �-MESSAGE FOR 2 V\ ( %J + / DATE S (1 /TIME / TIME S �- A.M. P M WHILE YOU WERE OUT M COY ntvk2 a 45q -OI O F Pa Q et"S.S 0 c. PHONE NO 1-'-.1-- — f TELEPHONED PLEASE CALL CALLED TO SEE YOU 'WILL CALL AGAIN WANTS TO SEE YOU RUSH MESSAGE RETURNED YOUR CALL Pic 1c.JA-Al CSf{ °FF U- M' Y o 7 7C P r ..e SIGNED ASSOCIATED L1•A2334 ....+. ...... • • CITY OF TUKWILA 6200 SOUTHCENTER BOULEVARD, TUKWILA, WASHINGTON 98188 May 17. 1991 Roger Blaylock The Blaylock Company 10717 NE Fourth Street, Suite 9 Bellevue, WA 98004 PHONE # (206) 433 -1800 Gary L. VanDusen, Mayor Subject: Duwamish Office Park II, Meeting Summaries for May 10 and May 15, 1991 Dear Mr. Blaylock: The following items were discussed at meetings held on May 10 and with Curtis Beattie on May 15, 1991. As discussed at the May 10th meeting, a public hearing for the required variances cannot be scheduled until the SEPA determination has been reached. A hearing date has been tentatively scheduled for July 11, 1991; pending how quickly the revised submittal is received and how quickly the Public Works Department is able to review and provide comments. SEPA Several issues must be resolved in order to make the SEPA determination. A list is to be provided which specifies all SEPA issues and mitigation measures as agreed to at the May 10th meeting. Traffic Management Plan (TMP) The TMP should be incorporated into the completed traffic analysis to be submitted by May 2,Orth. (See METRO's recommendations enclosed.) 4_ Schedule The sequence of permit review /approvals would occur as follows: 1. Shorelines Notice 2. SEPA Determination 3. Variance 4. Shorelines Permit Decision 5. BAR /Design Review June 3, 1991 -Tune 6, 1991 June 11, 1991 - 1 \f it , June 25, 1991 June 25, 1991 Site Plan /Building Design 1. Provide a focal point at the end of 112th adjacent to the river by maximizing the river as a pedestrian amenity. 2. Integrate pedestrian linkages from Pacific Highway to a pedestrian plaza at the 112th St. terminus. Consider a Page 2 sculpture garden and /or other amenities at this location. Provide a concept plan incorporating design features. 3. The traffic analysis should discuss how 112th St. would function if reduced to a two -way, two lane width. River improvements. 1. The path should be an all- weather surface with a maximum separation of 20 feet between the proposed building. The surface type should be acceptable to the Fire Department. 2. Grasscrete or similar enhanced surfacing should be provided between the river path and the rear parking area for fire access. Building /design. Two additional design alternatives to the original submittal were provided at the May 15 meeting. Cross sections and sketches will be submitted by May 21st. The following are recommendations based upon these alternatives: 1. Orient the proposed building towards the corner of Pacific Highway and 112th St. to provide for better pedestrian access to the transit stop. 2. Enhance the parking area boundary adjacent to the Pacific Highway /112th St. intersection. Incorporate similar design form used for the office building. 3. Enhance the building entrance. Consider moving the front entry structure closer to the circular driveway. 4. Due to the lack of natural light, reduce the outside plaza area on the north elevation. 5. Specify design the design details for the outside plazas. 6. Demonstrate how the building and 112th St. terminus will relate to the river environment. Submit concept drawings for staff's review. 7. Based upon the completed traffic analysis, determine the necessity of aligning the access driveways on the north and south sides of 112th St. Utility Easement. Provide a copy of the lease term agreement for the utility easement for the lot north of the project site. The lease term could affect on -site parking requirements and the total building area permitted for this project. The applicant should coordinate with Ron Cameron (Department of Public Works) to resolve drainage, access and public improvement issues. Page 3 In summary, the following should be submitted no later than May 24th: Completed traffic analysis ('-HP �ndL�� SEPA impacts, mitigation and conditions list Shoreline stability study Design alternatives for the building Concept plan for plaza areas /112th St. terminus Lease term agreement for the utility easement Cross sections The next meeting has been scheduled for May 24th at 9:00 a.m. at the Department of Community Development to discuss the items listed above. It is anticipated that all SEPA issues will be resolved by the second week in June. Please feel free to contact me if you have questions related to the contents of this letter. Denni Shefrin Associate Planner cc: Curtis Beattie E. Horbach Thaddas Alston Kent Anderson Ron Cameron Phil Fraser enclosure Intro 'on • • 2-1411112a-141=--2.726-90 v OP ENTS: Metro staff recommends that the proponent be required to undert following transportation demand management (TDM) actions as a con01 ; •• approval. ' • Metro staff recommends the above referenced project be required Transportation-Management Plan (TMP) that. includes the following! • P""P=o�'e° Transportation Services . d • 4 Appoint a Transportation Coordinator to promote and coordUnf'tr. " of public transportation and high occupancy vehicles. Initiate all alternative work hour program. Design and implement a guaranteed. ride home.prograra.4' Subsidies 7tt4ic'V71;i" St Provide a free one -month bus pass.. to tenants.. at the time of eP- ' tenant occupancy (peak hour, two zones). Provide a free one -month bus pass, to purchasers of .new homes 'hour, two 'zone) .. . Provide a financial''subsidy for employees who-use NOV. I2tormation and P ,omot1Q 2- .Distribute site-appropriate transit and ridesharing informatir't tenants and annually to all tenants: ,Q- Distribute 'site-appropriate transit and ridesharing informat?rt: purchasers of new homes. Display site- appropriate transit and ridesharing information 5±, prominent public locations. $it's_ Desk 4 Develop a site plan that shows how access to transit and ridep,hr• '•. have been considered. 12 Provide lighted and hard - surfaced sidewalks or pedestrian patha;Pi;� facilitate safe and convenient access to transit or rideshare r�' Locations. Provide a bus stop passenger landing pad. Provide secure bicycle parking. Conduct transportation surveys /monitoring. rte- mil.!' v. -Ei DE ) • - .::mETR -- Municipality of Metropolitan Seattle Exchange Building • 821 Second Ave. • Seattle, WA 98104 -1598 May 16, 1991 Jack Pace, Senior Planner City of Tukwila 6300 Southcenter Blvd. Tukwila, WA. 98188 Shoreline Substantial Development Applicatio File Name: Duwamish Office Park II Dear Mr. Pace: Metro staff has reviewed this proposal and anticipates no significant impacts to water quality or to Metro's wastewater facilities. However, we have the following comments regarding public transportation services. Public Transportation Services Metro staff recommends the above referenced project be required to have a Transportation Management Plan (TMP) that includes the following actions. Appoint a Transportation Coordinator to promote and coordinate the use of public transportation and high occupancy vehicles. o Initiate an alternative work hour program. o Design and implement a guaranteed ride home program. o Provide a financial subsidy for employees who use HOV. o Display site - appropriate transit and ridesharing information in prominent public locations. o Develop a site plan that shows how access to transit and ridesharing have been considered. o Provide lighted and hard - surfaced sidewalks or pedestrian pathways to facilitate safe and convenient access to transit or rideshare service locations. o Provide secure bicycle parking. o Conduct transportation surveys /monitoring. This appears to be a future Boeing employment site and should fall under the provisions of the agreements between Boeing and Metro. The City of Tukwila should be cognizant of these agreements to reduce trips to Boeing sites and it gry Gregory M. Bush, Manager Environmental Compliance Division GMB:tgg264 cc: P. Chinn and D. Johnson • • Jack Pace Page Two should be aware of the future requirement for employer TMPs are mandated by recent legislation. Questions regarding Transportation Management Plans should be directed to Pam Chin, Metro Transit Planner at 684 -1767. Metro currently provides a relatively high level of transit service along this section of Pacific Highway South adjacent to the proposed development. Existing sheltered bus zones are located on the west side of Pacific Highway South, just of South 112th Street, and on the east side, directly across the street. Serious attention should be given to a suite design that would provide the most direct and convenient pedestrian access from the proposed office building out to these existing bus zones. Positioning the proposed office building closer towards the street, with some of the parking relocated in back towards the river would reduce the walking distance to and from the bus zones and make transit a more viable alternative for office tenants. An additional sidewalk connection should be added directly between the east side of the proposed building and Pacific Highway South. Finally, if Pacific Highway South adjacent to the proposed site is widened and upgraded to City of Tukwila /Washington State Department of Transportation standards to include an additional southbound lane, Metro Service Planners suggest that this lane be designated "right turn only except transit" to enable southbound transit buses to by pass general traffic at the intersection when pulling into the southbound far -side bus zone. If you should have any questions regarding transit service, please call Doug Johnson, Metro Transit Service Planner at 684 -1597. Thank you for the opportunity to review and comment. • • City of Tukwila PUBLIC WORKS DEPARTMENT 6300 Southcenter Boulevard Tukwila, Washington 98188 (206) 433 -0179 Ross A. Earnst, P.E. Director i Y2019911 MA MEMORANDUM TO: Denni Shefrin, Associate Planner FROM: Ron Cameron, City Engineer •(J''` DATE: May 15, 1991 SUBJECT: Duwamish Park Phase II Traffic Study CA%0 1. Trip Generation /Distribution (AWDT and peak hours) for intersections: BAR /Empire BAR /E. Marginal E. Marginal /S. 112th St. E. Marginal /Interurban Pac. Hwy. /S. 112th St. Pac. Hwy. /SR - 5A 6k 2. Peds (safety evaluation) - Pacific Highway sidewalks - S. 112th St. (Pac. Hwy. - E. Marginal) - Connecting to trail on S.S. e''-river and crossing the Pac. Hwy. bridge 3. Bus. service /use /access /routes,service, stops TDM carpool, bike access, bus use enhancement Gary Norris of Bill Popp & Associates is working the issues. RC /kjp File: Developer's File - Duwamish Office Park • • B O A S Blukis Onat Applied Sciences, Inc. Broadway Station P.O. Box 20275 Seattle, WA 98102 (206) 323 -1343 May 9, 1991 Mr. Roger Blaylock The Blaylock Company 10717 NE Fourth St., Suite 9 Bellevue, WA 98004 Re: Proposed 112th Street Development Dear Mr. Blaylock: rthatdokeNti N7uCuaon : mo ie, sAt ■ InwetEllNE MAY101991 CITY o TUK WIL4 PLANNING DEPT. As per your request, we have conducted a detailed literature and records search concerning the potential for cultural resources on the proposed 112th Street development. The project site is an 8 acre parcel situated west of Pacific Highway South and north of S. 112th Street. The Duwamish River forms the western boundary of the site. The study site is indicated on the enclosed Thomas Guide map sheet. Because the site currently is covered by fill to depths of at least 10 feet and the riverbank is armored in this area, physical survey of the property was not warranted. The results of the records research are presented below. The property is thought to originally have been at least partially a wetland. However, soil survey maps from 1911 sugge;:t that this area could not have been considered a wetland in the sense commonly intended by the use of that description. Soils on the site are mapped as Puget fine sandy loam along the river margin and Puget silt loam away from the riverbank. Puget fine sandy loam is characterized as an alluvial silt loam with fine and very fine sand to depths of 8 -10 inches, underlain by fine sandy loam subsoil, often slightly mottled. These soils have good drainage except in basins or depressions, where flood or heavy rain waters may collect and stand for long periods. Puget silt loam is characterized as an alluvial fine sandy loam with a relatively large proportion of silt. At depths of 12 -15 inches the soil grades into fine sandy loam. Both soil and subsoil are slightly mottled. The soil profile is loose and incoherent and so has good drainage. Records of vegetation distributions in 1865 show the river bottoms covered with a mosaic of vine maple, alder, cottonwood, and ash (Chatters 1981), all species that grow best in soils that have water near the surface or in the subsoil. The vegetational distributions are, however, very general. It is unlikely that limited areas of wetland would have been mapped. The soil mapping, on the other hand, is very specific. Most • • likely the site had only occasional standing water in wet seasons or in very wet years. There are no recorded archaeological or historical sites on the study property. Cultural resource studies in the area have included a survey of the levees along the margin of the project site by boat ( Dalan et al. 1981; map attached) and an inspection of the river crossings for the Green River bike trail just south of the study site (Lindsay 1990; map attached, area 5). The only cultural resources identified by Dalan et al. were bridge pilings (0605 and GRI -A1). No sites were identified on the bike trail. Both of the previous surveys, as well as the current study, included a check of historic and ethnographic records. The lower Duwamish River figures prominently in the mythic lore of the Duwamish Indians. At least three sites important in myth are located near the project area. Their locations can be seen on Lindsay's map and those of Buerge. None of these areas is on the project property. Although no Indian house or townsites are recorded in the immediate vicinity of the study site, mythic lore refers to a fish weir along this stretch of the river. Because the first shallows of the Duwamish were somewhere in this vicinity, it is likely that an actual weir and associated fish processing campsite was located nearby. Subsequent alterations to streambed and riverbank probably have removed evidence of weirs, although it is possible that remnants may exist. The most likely site for a weir and camp is unknown. The Duwamish were forced to abandon traditional fishing methods on the river very early after Euroamerican settlement. Maps of land claims in 1862 and 1863 show claims to the north and south of the study site, but none on the site. The soils map of 1911 shows no houses or structures on the study site. That map shows the interurban railway between Seattle and Tacoma along the eastern margin of the site; this route is now occupied by East Marginal Way. A road can be seen running through the property from north to south. The northern portion of that road roughly follows the alignment of Pacific Highway South. There is a suggestion of a road on the 1862 plat map, although it is difficult to determine its precise location. If a road on the property dates to this time period, it is possible that puncheon May be found during construction. The nearest historic period town was Duwamish, now a collection of a few surviving buildings submerged in south Seattle (see Dalan map). The project has only marginal potential for impacting significant archaeological resources. This conclusion is derived from the fact that there are no specific archaeological or ethnographic sites known on the property and there has been considerable alteration of both the river margin and the study site. Although it is possible that sections of puncheon might be present, it is unlikely that this would be considered significant. We do not recommend further consideration of cultural resources for this project. • • This report contains professional conclusions and recommendations concerning the potential for project - related effects on cultural resources. It should not be considered to constitute clearance with regard to the treatment of cultural resources or permission to proceed with the project described. This report should be submitted to the appropriate federal, state, and local review agencies for their comments prior to the commencement of any activity that may adversely affect cultural resources. Sincerely, (—\\\\\ Sheila Stump Vice President enc • • REFERENCES Buerge, David M. n.d. Collection of maps and newspaper articles of various dates and sources, on file, BOAS, Inc. Buerge, David M. and J. Rochester 1988 Roots and Branches; the religious heritage of Washington State. Church Council of Greater Seattle, Seattle. Chatters, James C. 1981 Archaeology of the Sbabadid Site, 45KI51, King County, Washington. Office of Public Archaeology, University of Washington, Seattle. 1987 Tualdad Altu (45KI59): A 4th Century Village on the Black River, King County, Washington. First City Equities, Seattle. Dalan, Rinita, S. Hunt, and S. Wilke 1981 Cultural Resource Overview and Reconnaissance: Green River Flood Damage Reduction Study. GeoRecon International, Seattle. Lindsay, Lee W. 1990 Cultural Resource Survey of the Green River Bike Trail. BOAS, Inc., Seattle. Mangum, A.W. and Party 1911 Reconnoissance Soil Survey of the Eastern Part of the Puget Sound Basin, Washington. USDA, US Government Printing Office, Washington, D.C. N.B. A large number of general and regional historical references and sources were consulted. Only those references containing information relevant to the study area are included here. 3 1 nT 1 s1 AO1 1i 1l1 11 E 1 1 ' . T i3 ': - : 0 w r • . o 1 4 :T .''.H 4 I . .V 5E4509 ' . 7 :A BRIDGE Rox,ui IMMO 1 irr jl COTN 107m ST 6 C O13N R D HEN ERSON D I R 05> A R I •4 H •••. • I s• B T 9 : S aEn 1 • • V 41 1 1 i ,r .„ r 1 i„ , 1 w I ._6,N TZils i 1 v9 V i 1 41 v .1 ,4, sA4R L: _ T T i g sr 1.0! III 1 I sc! T 1 1 0 7 T M ST 2„ x fi g 6 U1O A E „ N 1 P N ,•1 8 ,e. l3 Il7. t'2•0, N , H . . ' , o t i, l„ e N e :ffrp -Sit NM1 ', SW I ie rS 1a r1m E m _i u .2 L =; .1 7'— sw 4 > umi 12770 sT L'' 93914 sr T ,sw a551310T O. 0 e sv 13 RD 41 ST :n SW ,/54, , Is w la dB , l ! N NO . 1 s : 4 EEGEN = „• 16H ST W 16 I SW 11414 ST 1T SW 115N ST r1 T 6 R T 11 See MaP 26 m 1 0 4 0 1 M40OS, . 8 116110 515 6N 5 911 r"115 A - 15 I SW 174.. SW ,281. ST W AN RING . : ••• x • >1 50 E.0RIAL • w 4101140 SEAN0R57 T 1a9 T s 5 T 3 10010 9 9 H I N 1U MB 9 10 s C f _• 1LS. . .:I. ACE ST GOLF 110TH y= 1I7 A.-2 . 1S 7 <> 8 M 1 T 0 T 0 N N I R • • D c. 81 F - •'04I couNra;, 0 CLUB.a fl . r ii II 11 5 ,341. 9 135 ST t 13671 P E 7 4 A K O R 6 SW>143s. SW 3 ST. OIEHSEA miK a I S O r , 7 sW a C1 12 S T H ER G •-NH K OLEMERN .; " 1 13 s $ 112TH ST E10 T 4 ST B:4 Lk. A1E . S P S 1 . D N 5 BENEFIT a N 6 ?- I' E 5 FLETCHER HT ST 1 1. , 0 S S3D S1 TS 50 120TH n _ N s T S 0°1 PRT W) 5 61 1877 ( E5 ' ' kS 1 N.s T• , “ , 4 N 4 5 O 53114 L 1TH 140TH -3 T 17 517TH T - - sT- S T 1 7H UNSET: 1 D LH • • s O See .11ap 10 G 6991 1 115 H c 0 1 Jpitvi i6 1T o 5 11874 • 1 N R Q S 14 ST 5 .T ST F. T ST cn J? _c 2N09 0 From: Thomas Guide King County At S 14671s S S 44TH R NO * T,117174f4PL &-rEIV,,E2 vi•';•.% .• • u -,t7N.t,f).‘• - , t: Oil 11;)}!))),Ii:;t4't1;111 Vii7F;a11.1, 1 1 1‘;,i; ;;•i( 41.1 11 OPI_M 911,Ery,, • • . , • . • • \.; . CA.34:;KI • • rrO9I.I., ;!;•..,,•;1,IIII, ..• \\N s' - t •\Is's \•• • IN • — \: ." 1)) \\*■\\ \ • r't(, \■\\ • 4. • g •.- iakI From: Mangum, A.W. & Party 1911 Reconnoissance Soil Survey of the Eastern part of the Puget Sound Basin, Washington. USDA • • KEY TO SOIL SURVEY Pink P Muck or peat Orange P1 Puget fine sandy loam Green Ps Puget silt loam Yellow Tm Tidal marsh White Egl Everett gravelly sandy loam Purple Es Everett loamy sand Note: The Puget series soils are alluvial in origin. The Everett series derive from glacial drift. Two small enclaves of Egl, corresponding to high ground, can be seen just east of the project site (unfortunately miscolored). • • From: Dalan, R., S.Hunt & S. Wilke 1981 Cultural Resource Overview and Reconnaissance: Green River Flood Damage Reduction Study. geoRecon International. KEY: • Fort • Town * State Inventoried Site A Ethnographic Site 2.9 Scale 1:24,000 • • KEY: • Cultural Resource Site 0 Subsurface Sampling Location n'." On Foot Inspection Along Shore 62 Scale 1:24,000 FIG. 21 SURVE Q EA TLE Beaver From: Lindsay, Lee W. 1990 Cultural Resource Survey of the Bike Trail. BOAS, Inc. Center of the World Dirty Face �L \\ ALLENTOWN Possible Religious Location J RENTON 99 0 1 K i N s Scale 0 FEET RIVERTON .e 9 • !co U N T Y i .< Possible Village 5 BLACK RIVER CT EARLwGTON w 45KI 59 10n00 Figure 1. General nap of project area with adjacent sites and ethnographic areas designated. KEY Ethnographic area Areas surveyed Possible House Sqoal -qo 45KI51 6 TUKWILA 451(16 Renton Shopping Center • l 405 R E N TON altar recapitulates the myth of the cen- ter: Christ raised above Golgotha, th ■ ' place of the skull where Adam lay buried. Iil this way Christianity spiritualizes an ancient aspect of the human perception of divinity: the association of some landmark or geographical feature with the center of the world, where natural and supernatural commingled. Both Christianity and ludiasm preached against idolatry, so the concept of the center was expressed in spiritual rather than geo- graphical terms, but it was impossible to ex- punge completely the craving to view the abstract in the concrete. Thus, the rock floor within the Holy of Holies in Solomon's Temple �• .,.�,�1, um even sneuya, became the foundation stone of all creation, the rock the !mighty hurled into the abyss to divide the aters of the earth from the waters of heaven. And Christians who visit the tomb of the holy sepulcher, where Christ conquered death, can see carved on the floor a clear depiction of a human navel, sign of a place considered the center of the new dispensation. Other modern religions venerate stones or other landmarks as actual or figurative cen- ters. The black stone of the Ka'aba in Mecca is one example: another is the holy cave at Amaranth, at the head of the Ganges, where the God Shiva is said by Hindus to by present in a pillar of ice. Secular states are not immune to the power of these symbols: we have bat- beings' • here In trunks Beaver, Stqa "Dlrtyface ", Squlec page 20 the Weekly • •.y_.. Four MI Itered ti shore a ried.th One is Monun landed tong of ning. The it seem the pia found area, tl brated i marks than tl religion They the nat before mies, al marks demigo marks them, b croPpin quarries frozen f been bla or balla survives, in dangf fast disa eroded dalism. Totf animate supernal powers 1 not unlit wiltfir1, dividuals up hum: work of Thunder and a ba tionships be much ning aca From: Buerge, David, "Haunted and Holy Places," The Weekly Oct. -Nov. 1981. 1 / / / / / / / / / / / / / / / / / / / / / / / / / / / /'/ / / / / / / / / / / / / / / / y ie e n a a Y e Rivers are as they appeared in the early 20th century. Myth sites Puget Sound as it now appears ❑ Prehistoric Puget Sound Prehistoric Des Moines Island 1. Youngstown, site of petroglyph boulder 2. Hand - Cut- in-Two 3. Clitoris 4. Eel's throat 5. Little Mountain 6. The Barrier 7. Cold Wind's boulder 8. Cold Wind's sister 9. Her other brother l0 The grandmother's hill 11. Hill of the Earth Beings 12. Bad - Looking 13. Burning Each Other 14. Angle Lake 15. Bow Lake 16. Scared, with One's Heart Thumping 17. Where the Whale Was 18. Stuk 19. Fleas' House 20. Where Mink left his lunch 21. Dolloff Lake 22. Split to the Nose 23. Hidden Water 24. Redondo Creek, "underground stream" 25. Steel Lake 26. Blanket Rock 27. Glistening White. 28. Three Tree Point 29. Lake Burien 30. Brace Point Buerge n.d. 0 H CITY OF TUKWILA 6200 SOUTHCENTER BOULEVARD, TUKWILA, WASHINGTON 98188 May 7, 1991 Roger Blaylock The Blaylock Company 10717 ouuth Street, Suite 9 Bellevue, A 98004 1 Dear Roger: N� PHONE # (2061433.1800 Gary L. VanDusen, Mayor naic Cve) L 4°)'e 4ddZ Subject: Duwamish Office Park II As a follow -up to our May 3rd meeting, the SEPA checklist should be completed by the middle of June with the variance review tentatively scheduled for July 11, 1991. This schedule is the result of submittal delays and a change in scope of the traffic analysis. The hearing for the variance and design review cannot proceed until the SEPA dtermination has been completed. As discussed on Friday, the information below should be provided in order to meet tentative meeting dates of July llth for BOA and July 25th for the Board of Architectural Review: 1. documentation of the South 112th Street water easement; 2. parameters for the proposed Transportation Management Plan; 3. revised traffic study; 4. additional archaeological information Information concerning the water easement should include the easement and water line dimensions if available. Our next meeting is scheduled for May 10 at 10:00 a.m. to discuss the above issues and issues related to project design and siting, variances and SEPA review and mitigation measures. Feel free to contact me at 431 -3663 if you have further questions. Thank you. �cerely —Benni She rin 1� Associate Plahner cc: Rent Anderson Thaddas Alston Curtis Beattie May 3, 1991 Mr. Eugene Horbach E&H Properties P.O. Box 598 Bellevue, WA 98009 Reference: Duwamish II/8842.0 Dear Gene: CURTIS *ATTIE & ASSOCIATES Architects 3131 Elliott Ave. Suite 270 Seattle, WA 98121 (206)282 -8512 Attached for your information is a copy of several easements on South 112th Street. Anne Stockton obtained these from the title company. It appears that the street is owned by the City of Seattle with easements to King County for development of the road, street end, and storm drainage. The second easement appears to only effect the area abutting Pacific Highway South and may not be critical, but it should be reviewed. Gary Danklefson in his cover letter of April 24, 1991 notes that the new building will be connected with the existing facility. Because of the waterline down South 112th, it may be difficult to purchase the land, but a use easement may be possible. From a design standpoint it would be.nice to tie the plazas together with a substantial landscaped structure. This would require the road to be regraded to maintain a minimum of 14 foot truck clearance for service vehicles. This concept would fully integrate the two projects together and allow for a linking of the grade levels. However, there are several obstacles to this: 1. Access for maintenance or replacement of the waterlines. Its' possible that the area could be spanned with pre - stressed planks- allowing for potential removal (not an inexpensive task). 2. Regrading the street to maintain a 14' minimum clearance thru the garage cover. 3. The potential restriction of public access to the shoreline. Ithink that it is really essential for your attorney to . go through this in detail. If we can be of any further help, please let me know. Sincerely yours, S BEATTIE & ASSOCIATES ARCHITECTS. Curtis L. Beattie CLB /mk cc: Mr. Mike Mastro Mr. Roger Blaylock V MUM MAY 2 8 1991 CITY OF TUKVVILA PLANNING DEPT. 8810200939 EASEMENT AGREEMENT .THIS AGREEMENT; Bede this d,y by and between THE CITY OF SEATTLE :. :mmntclpal corporation ef•the State•of:ttaibington, hereinafter called 'City', ;••.•dad KING COUNTY a political subdivision of. the State That for and to Consideration of OME and m0/100 Dollars ($1.00). the outual C4Yenants and agreaorents hereinafter set torth, and other ' valuable considerations, it is agreed by and•between the parties hereto as follows: • GO 1. City hereby grants to County, and to such mudlclpal corporations as may become its successor. by reason or incorporation or annexation of territory including all or any part of theirea below described, being a portion of Cites 60 -foot -wide West Seattle Pipeline right- of -vay, e 60- foot -wide easement' for public road and storm drainage purposes, for the extension of South I12th.Street across and along City's said right -of -way, said easement being more particularly described as follows: Description: The south 60 feet'of the southwest one - quarter of the southwest one- quarter of Section 3, Township 23 North, !r ::ge 4 East, N.M.. lying leeSteriy.of East Marginal may South. ALSO • • The lee '_r1y 6 feet of that portion of the south•60 feet of the so.:chwst.one- quarter of the southwest on'- quarter of Sectton'3,TTownship 22 North, Range 4 East, M.N.. lying easterly of East Marginal Way South, ALSO The south 60 feat of Government Lot 10. Section 4; Township 23 North, Range 4 East. M.M., EXCEPT portion thereof lying within Pacific Highway South. • Z. City•retatns,•10 its ownership of the underlying fee, the right to • grant or deny permission to use or occupy the easement area for any other purpose, including use by.nc: :- City.ut111ty. agencies; provided that•such use or occupancy shall not unreasonably ar permanently conflict with the roadway and drainage purposes herein granted; and provided that such non -City utility ayanctes••sha11 be required 6 restore rcem(ey in accor- 'dance with'County Standards. EXCISE nu( NOT REQUJRED . nr Pagel of 4 .. 9 g # :0969 EZ6 90U {; SEATTLE WATER ER DEPT, ••. • • ETa6.4.2•• •3.:::; the event County-or such other municipal corporatloa•as may • , ., halo! became •.its. succeisor with respect`. to° the:svbject property- ceases . to'. . use said described area for,road; and storm drainage purposes. as evidenced ••by abandonment, vacation or in another manner, the easement granted herein . shall forthwith terminate. • 4. The construction and maintenance of a roadway, together with storm . drainage facilities, wtthim said easenent'area. shall be at no cost or expense to Clty, and the. use of sifd.property by County for roadway our- . poses shall in no we interfere with the,present or,future use Of said property by City for overhead or underground electrical transmission or .distribution facilities, for water pipelines or for other purposes. 5. City shall have the right to install, repair, replace,.nratntain, operate and make lateral connections to any of its electrical transmission .• and dt5tr1butlon.facll•1tiei, pipelines; related facilities or other City . Uaproveaoent5 within Said•caserpent area, provided that County shall be notified in advance or any•suth work, except when emergencies make such notice impracticable. .County agrees that City shall not be liable for damage to roadway improvements within said easerr it area by reason of such work or operations, provided that the City shall restore the surface of said roa. .1.1 using standard patching procedures. • 6. It 2s expressly understood and agreed that before any construction or improvements for roadway or storm drainage are made by County, plans . will be suppi•ted by County's Department of Public'Works to'City's .Superintendent of Water and to City's Superintendent of the City Light Department for approval prior to the commencement or work, and that such plans sha11.1ndleate,the permanent grade established and depth of cover over any exiating•pipallne Or pipelines, any existing utilities, and shall show the drainage pattern within the vicinity. No such Construction or improvements for roadway or storm dratnage•purposes shall be undertaker, without the approval,.in writing, of the City's Superintendent of Meter and Superintendent of Lighting. 8 /C #!O969 C C 9OZ • Page 2of 4 . 3 11,L ,LNVM,IS : Wd6E :E i6 -9Z —fi :Aa DOS' • ET3G.4.3 :7. A11'alterations, moving or adjusting of:electrical traenniss•lon. or'di$trlbution : fac111ties, pipelines an4 ippurtenances required by • construction of iniprovenients for roadway or storm drainage purposes under- taken 1y.the County shall be performed by the City at no cost to the City. • • .8. To the fullest extent permitted by Taw. the County agrees for • itself, its successors and assigns, to defend. Indemnify and save harmless the City, its`elective•and appointed officials and employees from and • against any'and all claims, actions or damages of any kind or description. .including the Bost of defense thereof. which may accrue to or be suffered . by any parson, persors,.or property by reason of the County's.sole negli- gence ar to the extent of the County's concurrent negligence in the use of said easement area or in the exercise of the rights and privileges granted under this easement agreement. . IM WITNESS WHEREOF, City has caused this agreement to be.executed by its Mayor and City Comptroller pursuant to Ordinance County has executed this 14th day of Jtine ATTEST: 114092 , 'and the THE CITY OF SEATTLE f. ,198$. Mayor TED BY KING COUNTY By: 8 it #:0869 Etc 90u Page 3 of .4 flL11 ,L !dd,LS xecutive WdOt :E t T6 -9U- :AS .LM35 ».., • • STATE OF I(ASKINGTOH) j as. COUNTY OF,KIHG ) ET35.4.4 SEATTLE • • -p: I certify that I know or A ve satisfactory evidence that nA 14./46-* A. �,,0 .�( f,3.e.14 signed this Instrument, on oa stated that they were authorized to execute the lnstruient And acknowledged it as the Mayor and City Comptroller to be the tree•and voluntary act of Such party for.the uses and purposes mentioned in the Instrument. • 0� F�;Iated: td /9 /9 ex A • J A of C?� Zy •.,T �'•ti t • e ' WAS��� tlappetntment expires y.J/-b''`f • KINE•COUNTY Pu r1c an or ton, residing at STATE OF WSHIKGTUN) )ss COUNTY OF KIHG ) • I certify. fhat Armin Saulter • signed this tnstrutient. • on oath stated that be was anthor•ited by the King County Enecative to execute the tnsirttnent, and acknowledged it as the•Director_•Ogyt FSPC Adminfatrarinrk *of Xing County, Washington.to be the free and voluntary act of said County for the uses and purposes mentioned in'the Instrument. bated:' June 14. 19.58 8 /S # =0969 C C 90Z auiAgf PuuLitnin enZ or e State of ilashington» residing at Quvall Hy appointment aspires• Harch 5. 1991 Page 4 of 4 4- L1i INYMUS WdIt:9 = I6 -9Z -t :A9 !NM 7410010313 eastment agreement ssis Amour; 'nada this day beivain.the .City of Seattle • wonitiipal:!.. • iorition or the State 'okiliashinSi, itersinaftOr called' leCitio, and th's Stein or Washington. haroinartar ate" Thoi Dv nod in oonsideredioS qf tw*StillitiOSOaauid 9eWen Etnidrod Daiwa (S26,700), rooelpt of whieh is hirOby Oolusowie'dged,.mad af.the animal oaistatO •• 8. • rI and 'agresnatai boralsortor gel forth, 'it to agro.d lry and beano Oa .tl■o gnitiss• • horst° as fellows: f••-• 1. City hardy grants to State an aos000nt ror tb osnstraotiod, oper,4104, aaiatonanoe and/.r isprotweent of a poblio road or highway over and &loos, tha . • following described real ProPorty in Iing.Connty, itaahington, belag.a portion or dity'a 60 feat yid* Nest Seattlo Pipotina right of taw:. • A...trip of land 36 it, in width,- being 18 ft: yids annaohsicle* of tho . 4. folloningdesoribed Centerlines Doeloofias at • point on a iinS.Whioh Lo 23 rt...sorti.or..and parader iith ibe south 1i. if,8OC.' .4i Isti./311•:.941,:.11.4..soid.:%pOint•being • , •• 615,27 ft. diOtant, aiiirored gala w•st of..thi.-aast . Lin* of said 13,Q. 41 ihILWOO *est . alo ng. snidiaraliel. lifl. ti ;MO :sit lino • • ••••.. • . P• ••• •• Of: Sea. 4; thesoi 23:11.1airth• of .and parallel iitb thone;oth • tare or less, to this irosi:ioratli *ir twirl •• Pnoifio ilighorny 9. (Illt '99): • 2. City hereby grants to Mate in..•ssesmost •for: the pirose f ionstrasting 31g1 maintaning bldbotY 1i,ex6aintiOn'indier *absolutist, it losiag Oast- siood ao4 t6=114 that at tat rm. .its.ttinisisore irr Ionians. ,:shoil siCionts ' . . . .. • . . . . . . . . . and/or place an sabankositt upon ssid•eessasat 'ores' to the. level of the 'grad* 'or • ths ab;we senitOosd highway abotting.theroon, ,.:11-*righia. of the blots berth in • . • said slope esseasnt shall aims 'and taininwtsor said slope Saaseent to las on and over the following deSOribed. raga property inI Cotonty';' PARau w11“• • • • • • • a. • ThOziOrth• 5 of(tho• • • • • • • • • . • . . • • lying wit or 1141iii. if r;botrio:ifilivO7 9. (UR p9).• Aloof. : • •••••:' ' •••• • • . • • .1114:891.itk ;./ft lyiad weet Of Zoirt • .• • . . • • . . • • • •I • ' 47;4"E'roP;74734irro";; AT tnf. I o •p•t 01 to, DCPPArLiel41 Oh 10%.4hVANg • . • . ...1. -6 ''.. Me ot ?fold.... •• a 4.1 , se 0•K 'tom . • • t • .... • • .. ••• . ,....• • .. . 8 /9 #0969 NC 9114 .M111 .1,21VSGLS Wd317:C 16-934 AS .11433 • . • • • . . - . • • • • . • - • • . , e, •• • • . , . .. ‘ • • • .• • • •- . • 3. "City retains,. la :addition to iteinintriltiPi.et the ;MatarlYing free; the right to grent:or...disy..piissien'.te..hei•or se.sta*„...*th■ 'assent* ltraiii tor iv icli'Poes•Other .thito tha•Mitiairtattait:Osat naiiiteateton.'at hioneY or roe& anti •apierticasit Siepes, provided :seek l'YerSeeel: or purpeee., lealustieg, but sot Limited • to vs.; by tLijti.. iS Ot1t 1•ROgias 1st int sith.t.he perpeae for'Andsa this aaaaaast to granted. tv) • • (0) 4. .131 the event State er •snob paitioal subdivision as nay lin beam; ii* C> • • •nioeseor with reepeot't. the stibleat..susSeltr asaleS 1 We said described well' far Public road esksloPwearposeel s. widowed W mbandammest, variation or in • rs-' 'another manner, the eseat* granted herein ahall forthwith terainate. . . S. MN osostruotioa animaiateanoe of s public road within the area of Parcel "A" shall be at no oast or encase t. City, and the use of the easement ^roes tcy State 'for public rood and olepe,porposer shall is no say interfere with the present or !Vlore use ot sold property by City for underground water pipeline • purposes, or for other City purposes not i000ttsietent lath the purpose for which this eieemeat ie granted. 6. City has a 48 in. diameter tarter pipeline within said pipeline right of way, and City shall have thl right to ioitall additional pipelines Ind other City . . improveaents end to repair, replaoei maintain,. oPerats =dislike .lateral 0Oonsotions• to *sr of its pipelines, related fanilitiet or ether City isprovenentw within said • esiement trees, provided that state.ahall be notified in Advanie of say snob work, and State agrees 'that City shall not be •liahle for damage to publio read inproVe.: meats orithia amid eaiestur1 area' by reason of weak warkor operations. 7. It is expressly understood and agreed. that before acy.teastrontioa ir leoroveasnte for ptatato road perliose• ere sods by State. 'i7.ans will be mapplial by State, Department of Highways to,Cityie Hater. Department for approval prior to -She oonsencemeet of work, .inktkat tnioh.plens shall indicate tha periinent •• . . grade establiahed and dsitte .f 'cover Overtey aitetisi pipeline or pi;elioes. • .„ . . . No each ocestrmotion or isprovemeite ear •seibliA) road or slope purposes shall be tutdertabea vithcrit -the tier:rail. at the SuperizteeCeie..of Voter. • • 8. All alterat ions ,..soving :or aditteltiag sed.7•14.11-Pertesseleee; . , . racteired b casetractiaa at lopreriseieti To abi� roail• yeryoess. ietiertahee tie- Mats shell :No :ysitSrsoct b.y. City's Dater Dinertment...nt.. tbs. soli: es/eV and .. • . . . . • '• •xpeneW of. Slide. • • 9. Stale" agrees toiadOsOity cad sae. es,rsless CitY,rra. w sod all claim., eatieee, or damage of an kind er.daeoriation itok war seam to err bs•sUfferei •••• •••••• ••• • IF ort.:,1411.;, c), loh•11.•X(1), • • • • ••• • •• • •.• •• •••• •■•••• 8 IL C0889 8N 91:1 —31L 1 I IIVE.LS - 2 :11E • • •• • • ' ' • • •.:': • •;' 4.11:1.4.4airaEMNEastav • ' • • • •• .* . • • . • . . . kW mar puma, • jiansii, or- propori.r:Vrionithin sae or raid. orsorsuly maa . f b1io rood and lisps psis, ..;; to; SESO .of ...Sr action . . . . City by- !gum .tioreof;.ittedil•A‘r:aweasew saga. 'atlas to it . or.' *. thee oi the iasigeigre■It...4iiAliti■iiiii;:teil;: er'autios oi.tbeir— • salg; • • • •• • .• •• . •• • • • ,• • . • gait emit *sponse :ia*.vi11 rally.. tlio final indoSini . rendered is any •gotah . • . . . . . emotion. • .•.• • . • • ••• • - • •:.• • . • . . • -. . • • • • • •... • Di WI 111111110P, City bag egage4 *aim apooemes$ . to bs sagerated lor: it.. IWur gad City Jouitreller porgramt. to .Ordiaiaoe 103680 • Aid lb' State . . has asiguted , ID day It 4tPY4e4e0 , 1974 • • tam caw OP 81111121. •‘ Ltogyted sal Imaged; • • . • . . 'SUN OP itAournvor " !Warhead . of Eiaintors • „ 4 ales cut *tarot ) • 111.. caw! OP MKT . • . ITNEC3111 • • •• • a.. .1 • THIS IS TO CIIITIPT • that . eit:1)iii._:•:;;z•••••••••da;Y:if . • Ca P4* •-r,• 1514 Astoria:. m• the tad*rsiallas.t. irolort.P•kl$,Q 0A04for; Alto, Mato. of: oi.f.didi , oo:rOosiOmd antL.Wirorst, ; gsraeltallzvaaRgarptarAlitiosy.:;asi C.•.0;',)trlisaltioaki-t• Ih° porsenally knows to -be tho 4tor0e,..sait: ate. at-7101, CITY or sums, Wm: ausio Versozat i4h3itat inot$ . aOkamlodiod. to tw. the ...trio. not.villizriary not and .dood. of inaioiviirvOrYiretliajA*00.ii. girth. siataerast Wu", am.. authorised. to 'agouti.. Natd-: :8•41..affizsa, ji .the.:Illa of Said almiclipat oorporatioa. ••.• ' • • - • • • • • • • • • .• . ,1110313 • Mod tot 4;ffiniol *sal ..the doi*:114:year. "ma, eartifioate. yirws• • •••• 011irrigeatttax. . . . . rek. As • •atitu.ml. . hatorn.reblio, IsAusd tor um" bus* of ' • kooklaston, , idiot; ,st: •: $.444 tr. MARY ..•• 7-• t. • •••••.. • !.4 'Pu IAA • • s • • t..:=4: ?Az %-`•-•kt.s* ..... 111.. 5.14 ge11.8•114411,■ 47A—r 14, mind, "NG TON R•••• •••• . ••••/.41“.11 11.0. 1•! •■ ;:i kV. 9 /9 #=0969 CC 90Z -3 ,-21111 INVIMS DOS THE BLAYLOCK COMPANY specialists in land -use procedures May 6, 1991 Jack Pace City of Tukwila 6300 Southcenter Blvd. Tukwila, WA 98188 MEM [111'1AY 101991 CITY OF TUKWILA PLANNING DEPT. SUBJECT: Duwamish Office Park II Transportation Management Plan. Dear Mr.Pace: My office is pursuing the issue of a Transportation Management Plan for the Duwamish Office Park II. We are in contact with Carol Thompson of METRO and will be writing a TMP for a multi -user building in Tukwila. We will be looking at several different methods for reducing traffic in Tukwila. Methods may include: a Transportation Coordinator; alternate work hour programs; preferential parking; financial incentives; ride sharing, car- pooling, and van - pooling; on -site bus service; guaranteed ride home. Please see enclosed chart for breakdown of possibilities under different conditions. As it is not possible to complete a good TMP in just one week, we have so far just reviewed the guidelines for a TMP. We will complete the entire plan in a few weeks. Thank you for your time. rely; Roger J. Blaylock encl: chart 10717 NE Fourth Street, Suite 9 • Bellevue, Washington 98004 • (206) 455 -1550 Duwami Office Park II Trip Management Plan* MULTI - TENENT/ NO TENANT WITH MORE THAN 30% OF BLDG. MULTI TENENT/ NO TENANT WITH SINGLE - TENANT /ONE TENENT WIT MORE THAN 50% OF BLDG. 100% OF BLDG. Building Owner WIII Post Information Building Owner Will Distribute Information Building Owner WiII Provide Transportation Coordinator Building Owner May Suggest An Alternative Work Hour Program for employees Building Owner WIII Design And Implement A Guaranteed Ride Share Program Building Owner WlII Provide a Free One -Month Bus PassTo New Tenants Building Owner Will Develop A Site Plan That Shows How Access to Transit And Ride- Sharing Have Been Considered Building Owner Will Provide Ughted And Hard-Surfaced Sidewalks Or Pedestrian Pathways To Facilitate Safe And Convenient Access To Transit Or Ride- ShareService Locations Building Owner Will Provide Secure Bicycle Parking Building Owner Will Conduct Transportation Surveys/ Monitoring Building Owner Will Post Information Building Owner Will Distribute Information Building Owner Will Provide Transportation Coordinator Major Tenant Will Initiate Alternative Work Hour Program for employees Building Owner And Major Tenant Will Design and Implement A Guaranteed Ride Share Program Major Tenant Will Provide a Financial Subsidy for Employees Who Use HOV Building Owner Will Develop A Site Plan That Shows How Access to Transit And Ride-Sharing Have Been Considered Building Owner Will Provide Ughted And Hard-Surfaced Sidewalks Or Pedestrian Pathways To Facilitate Safe And Convenient Access To Transit Or Ride- ShareServlce Locations Building Owner Will Provide Secure Bicycle Parking Building Owner Will Conduct Transportation Surveys / Monitoring Tenant WIII Post Information Tenant Will Distribute Information Tenant Will Provide Transportation Coordinator Tenant WiII Initiate Alternative Work Hour Program Tenant Will Design And Implement A Guaranteed Ride Share Program Tenant Will Provide A Financial Subsidy For Employees Who Use HOV *Building Owner Will Develop A Site Plan That Shows How Access to Transit And Ride - Sharing Have Been Considered Building Owner WIII Provide Ughted And Hard - Surfaced Sidewalks Or -Pedestrian Pathways To Facilitate Safe And Convenient Access To Transit Or Ride- ShareService Locations Building Owner Will Provide Secure Bicycle Parking Building Owner Will Conduct Transportation Surveys /Monitoring plusIG-W rtuiriz tyt octifipea ? information gathered from Metro Service Development and the City of Bellevue Transportation Management Program. CITY OF TUKWILA ENVIRON ENTAL 4 REVIEW ROUTING-AFORM DEPARTMENT OF COMMUNITY DEVELOPMENT EPIC: PROJECT Dcat,477psiii Rgelz :Parket " • ADDRESS .5?..,-4/ A&ff - DATE TRANSMITTED 0‘..A. RESPONSE REQUESTED BY 5/0/ STAFF COORDINATOR ,,41444;e zae.5e,77 DATE RESPONSE RECEIVED .-,...: ;i...s':''::.:::.1:::::..,,.:**'::)i.::::::::;::•:...,•...... '::. '••••:;I:. ,. :::./:-.• ! • -: i:::: . ..::::.‹ -,; ' :•. e attached environmental cheCklISt.Wesreceived regarding this project : Please reyiew.:a . . .. commont below to advise the responsible official regarding the.threshoici.deteirninatiOn:i.; ..: I.: envIroemientaI reVleit file is available in the Planning Department through the above st coordinator. : Comments regarding the project you wish carried to the planning•CdniMisSIOn;,..:: ..; .. . Board Of Adjustment and City Council should be submitted In the comment Section. below. ITEM COMMENT /1.4t/e k,95e revieal el/ o77 xx,-e e&nee--"4/5 4-4k/xe J'Aoi///1/es-- ief-sn ,Aose 7-144/ aagoe,,e) iLl • 1.4 11.4.tt ' v 1 • 1#) a Al Al !U.. 1. Zi2. - A■ _in 4 A tf - 11 1 i,, i .•_,,/, ' * matillfirOMMAIRM," .1 . M 7 I / ■ If ....M.5..Allr,4, 41 A 1 _ I I* 1 Date: 6T /- 21 Comments prepared by: 09114/011 • O Luc_ /le )444_ C-e,717/12//14e ofr Zed1/66.44,9, )_ at ce4ce4x- a4aida >i -/ 1,Z.L 4-e-e.)ez-rzZ ,a7 `7L/e_ ~6 • 4e-e ,drie.//-e-1-7 11/4-Ge44- at4e-~1, J)E- c-/a-q `71-7ee.- a- Lezi ,d4.6e 11-.2 -9/ r 4 -. 1%7 2Y 5/4/ ezL _dg' dtee/ 44, d4/Z446)(- '4e0Z /-e Xe_ cee/e14-1--ece 4-/ a/lezamkeix 76 Collae} 4,7,vz,at Vital peeid-40c. )a- e . k4 4.2z- 7 glie /4- CITY OF TUKWILA ENVIRONMENTAL REVIEW ROUTING FORM DEPARTMENT OF COMMUNITY DEVELOPMENT EPIC: -a3-7/ Police Parks /Rec • PROJECT vuli 45y d (-7,0z ADDRESS ` e;(/// /4,7 zi-4' Sf /�, A 2, S- DATE TRANSMITTED 0e, /i RESPONSE REQUESTED BY 3/07 STAFF COORDINATOR 1 e4e zieso7 DATE RESPONSE RECEIVED 11 e attached environmental checklist was received regarding this:prolect.. Please review a commont•belowto.:advise the responsible official` regarding .the <thresholddetermmation >"' .,;environmental revlew: file as available in :the Planning Department through the `above stag coordinator.: :.Comments regarding'the project you wish carried to the Planning':Commission, ::Board of Adjustment and City Council should be submitted in the comment Section.beiow, COMMENT _;27. e.-2c%s o) ZAo e/ �Po /G.q��t df`' on s� ,5ize4W` 7%19445 aair-de-e)' ITEM Date: y — Comments prepared by: 09114101 City of Tukwila MEMORANDUM from the desk of Don Williams, Parks and Recreation Director To:,... Dante: Vaz Subject d7, CITY OF TUKWILA DEPARTMENT OF COMMUNITY DEVELOPMENT ENVIRONIIiIcNiAL REVIEW ROUTING FORM EPIC: — -9i PROJECT Dig 45y RA G arks! ADDRESS .6sz Q/ //,2 ,,v S_ DATE TRANSMITTED 0‘,/f/- RESPONSE REQUESTED BY 30. -/ STAFF COORDINATOR ��� DATE RESPONSE RECEIVED aitdched environmental •checklist was received regarding project. Please review a: ommont!below:to•advise the • responsible officiarregarding.the threshold determination ; . environmentai,review:file. is available in the Planning. Department through.the "'above. sta.1;;.: oordinator,.. :Comments regarding�'the project you wish carried to the Planning' Commission;: Board of Adjustment and City Council should be submitted in the conimentsection below. ITEM COMMENT % / scd I.. e l4ie ia4,95& r2' ,%� w. 644 .in* 4 on ..5yo.9. _27 aet.e> .mac • 5Jo /,/ /d. ".iisc .' 9 vi�1t • - or Date: 17/.2 2 y51 Comments prepared by: OWI48 BUSH, ROED & HITCHINGS, INC. 2009 Minor Avenue East Seattle, Washington 98102 Area 206/ 323 -4144 Fax 206/ 323 -7135 April 25, 1991 Mr. Roger Blaylock 10717 Northeast Fourth Street Suite 9 Bellevue, WA 98004 Re: Duwamish Office Park Phase II Dear Roger: You have asked me to research the following issues for the Duwamish Office Park Phase Two: 1. Storm water drainage requirements. 2. Sanitary sewer and water availability. 3. Estimated fire flow demand. 'The site is located within the City of Tukwila just north of South 112th Street between Pacific Highway South and the Duwamish River. Results of my initial telephone contacts are summarized below: 1. STORM DRAINAGE 1. Phil Fraser with City of Tukwila a. Storm water detention will be required for the 100 year - 7 day storm event following the King Count) Design Manual. b. Storm water detention can be provided by widening river bank. c. Biofiltration of the storm water will be required prior to discharge into the Duwamish. d. Other permits which may be required include: Corps of Engineers 404 and Section 10, HPA for Fisheries, D.O.E. Water Quality Certifi- cation, Shoreline Substantial Development Permit and S.A.O., Flood Zone Permit, and Land Altering Permit. e. Phil Fraser suggested that a meeting between all potential agencies with jurisdiction take place before the project design. This would help clarify and resolve the design requirements for all agencies involved. 2. Joe Robe's with the Department of Fisheries. a. Water quality will be the primary concern. Some method of hiofiltra- tion will be required before storm water discharge into the Duwam- ish. h. Storm water detention requirements will be determined by the City of Tukwila. c. Fisheries will allow river bank widening as a method of storm water detention. CIVIL ENGINEERS / LAND SURVEYORS BUSH, ROED .& HITCHINGS, INC. Mr. Roger Blaylock April 26, 1991 Page 2 II. SANITARY SEWER AND WATER 1. Sanitary sewer is available within South 112th Street. 2. Val Vue Sewer District has jurisdiction for sanitary sewer connections. 3. A 12 inch water main is available within Pacific Highway South. The 48 inch steel pipe within South 112th Street can not be tapped. 4. City of Seattle has jurisdiction for the water connections. 5. Nearest fire hydrant test by the City of Seattle is at South 108th Street and West Marginal Way (SR 99). Result of flow test are: static pressure 118 psi, residual pressure 108 psi, flow 1,574 gpm which produces a flow of 5,399 gpm at 20 psi. 111. ESTIMATED FIRE FLOW DEMAND 1. Mike Alterson, Assistant Fire Marshal at City of Tukwila estimated 3,500 gpm fire flow or typical multi -story building. 2, Mike's opinion was that the 12 inch water main within Pacific Hi hwa South would provide adequate fire flow. g y 3. The building would have to meet the design requirements established in the City's High Rise Ordinance. I hope this information is presented with sufficient detail for your use. Please contact me if you have any questions or need additional information on a particular topic. rely, John E. Anderson, P.E. JEA /sjh M MORAN GEOTECHNICAL CONSULTANTS GEOTECHNICAL, ENVIRONMENTAL, CONSTRUCTION April 24, 1991 E & H Properties P.O. Box 598 Bellevue, Washington 98009 Attention: Mr. Eugene Horbach Subject: Gentlemen: SUITE 130 1240 116th AVENUE N.E. BELLEVUE, W4SHINGTON 98004 (206) 451 -2448 Interim Evaluation Report Duwamish II Office Building S. 112th Street & Pacific Highway South Tukwila, Washington 0014- 01G.L01 Moran Geotechnical Consultants (MGC) has initiated the environmental . and geotechnical investigations of the subject site. Three soil borings have been completed to depths from 57 to 99 feet below the existing surface elevation. We have also made preliminary inquires into potential archaeological significance of the site. This letter summarizes our principle findings to date. Previously,- the principals of MGC were responsible for the studies _ of geotechnical and environmental conditions, as well as monitoring of the earthwork and foundation construction, at the Duwamish I Office Building located south of the present site across South 112th Street. Archaeology Our initial telephone inquiry to the Washington State Archaeologist did not uncover any evidence of archaeological significance at this site. The site is located adjacent to the Duwamish River. Native Americans are known to have established encampments and settlements at various locations along the river. However, currently available records indicate that this particular site has been extensively re- graded and industrialized for more than 32 years and it is doubtful that any recognizable remnants or artifacts remain. Further, to our knowledge, no archaeological remnants or artifacts of historical cultures were reported or found during construction of the Duwamish I_structures, which Covered a larger area of the river frontage. April 24, 1991 . 0014- 01G.L01 E & H Properties Page 2 Environmental Two borings were made at the west side of the site, about 100 to. 200 feet from the river channel. No contaminants were perceived by normal visual and olfactory senses in the soil samples recovered from these borings." Some construction debris was found in the near surface fill materials. A third boring was made at the east side of the property, north of the abandoned service station pump island. A hydrocarbon odor was detected in the soil samples from depths of about four and six feet. No odors were detected at a depth of eight feet. Possible vent pipes of buried storage tanks and a 55 gallon drum of fluid were observed at the west side of the main service station building. In reaction to these findings, MGC has been authorized to initiate a Level 1 Environmental Audit of the total property and to conduct further subsurface and laboratory investigations related to the hydrocarbon odor findings. These additional studies are currently underway. MGC has not observed any evidence of significant soil discoloration, vegetative distress, or other surface signs of site contamination. A detailed reconnaisrunce of the site and existing structures has not been accomplished by MGC. Geotechnical The soil stratigraphy is similar to that encountered at the Duwamish I building site. Loose to medium dense, uncontrolled, fill soils . blanket the site with depths from 5 to 10 feet. Below the surface fill, relatively loose . to medium dense silt and sand soils extend to about 80 feet followed by dense to very dense silty sand and clayey sand deposits. Major structural loads will be supported on piles or piers extended through the loose silt and sand layers and terminated in the dense sand layers found at 60 to 80 feet below the ground surface. Isolated minor loads will be supported on conventional footings bearing over prepared subgrades. If there are any questions or if additional information is needed, please contact us. Respectfully, MORAN GEOTECHNICAL CONSULTANTS John . Moran, P.E. MORAN GEOTECHNICAL CONSULTANTS • • • • Control No. Epic File No. Fee $100.00 Receipt No. ENVIRONMENTAL CHECKLIST A. BACKGROUND 1. Name of proposed project, if applicable: 2. Name of applicant: 3. Address and phone number of applicant and contact person: Applicant: Eugene Horbach E & H Properties P.O. Box 598 Bellevue, WA 98009 (206) 454 -5959 4. Date checklist prepared: 5. Agency requesting checklist: 6. Proposal timing or schedule (including phasing, if applicable): Demolition of existing structures and clearing the the site - July 1991. Construction of the building will begin - August 1991. Project will be completed - May 1992 7. Do you have any plans for future additions, expansion or further activity related to or connected with this proposal? If yes, explain. No, there are no plans for future additions, expansion or further activity related to or connected with this proposal. 8. List any environmental information you know about that has been prepared, or will be prepared, directly related to this proposal. Phase I Traffic Study for associated office building by Dave Hamlin Traffic Study for associated office building by William Popp & Associates. Preliminary Geotechnical Engineering Study by Earth Consultants Inc. Phase I1 Traffic Study/Trip Generation & Distribution by Dave Hamlin Level 1 Environmental Evaluation - Hazardous Wastes (underway) Duwamish Office Park II E & H Properties Contact Person: Roger Blaylock The Blaylock Company 10717 NE 4th St., 19 Bellevue, WA 98004 (206) 455 -1550 April 1991 City of Tukwila Other East Marginal Way Corridors Study (pending -City of Tukwila) 2 • • 9. Do you know whether applications are pending for governmental approvals of other proposals directly affecting the property covered by your proposal? If yes, explain. None are pending. 10. List any government approvals or permits that will be needed for your proposal. BAR - Design Review Shorelines Substantial Development Permit Shorelines Variance Building Permit Grading Permit Electrical Permit Mechanical Permit 11. Give brief, complete description of your proposal, including the proposed uses and the size of the project and site. There are several questions later in this checklist that ask you to describe certain aspects of your proposal. You do not need to repeat those answers on this page. Section E requires a complete description of the objectives and alternatives of your proposal and should not be summarized here. TOTAL PROJECT The construction of a 401,450 square foot office building along with parking for 1205 vehicles on a 8.04 acre site adjacent to 850 feet of shoreline on the Duwamish River. The architectural design calls for the construction of a nine story office building with seven office floors, a portion of which will be within the 200 foot shoreline area. The office building will be constructed of cast -in -place concrete over two levels of parking and a basement. Approximately 897 parking spaces or 75 percent of the total on -site parking will be covered. Over 10 percent of the site will be developed into public recreation access area adjacent to the Duwamish River, while over 15 percent of the site will be landscaped. The project is divided by separate regulatory authority into the following two basic components: (1) SHORELINES - the area within 200 feet of the Duwamish River requiring special variances and permits. (2) UPLANDS - the building permit application for the office building and parking structure on the uplands portion of the site out of the 200 foot shorelines jurisdiction. SHORELINE AREA The development proposed within the 200 foot jurisdiction of the Shorelines Management Act will encompass 3.3 acres of land above the ordinary high water level. Just over 50 percent of the area will be retained in open space. This includes parking on City Light property. Of the 144,000 square feet, only 66 percent of the area will be covered with impervious surfaces. The remaining 48,000 square feet developed into recreational or landscape areas. 3 • Physical improvements in the shoreline area will consist of the following five primary elements: (1) construction of 95 surface level parking spaces with 15 percent of the area landscaped. (2) Over 1 acre of public landscaped recreational area approximately 50 feet in width including a 15 foot wide walkway that will double as a maintenance road, a 6 foot wide , a more formal hardscaped seating and picnic area, a water feature, and terraced plazas attached to the parking garage near the shoreline. (3) excavation of 10,000+ cubic yards of material adjacent to the river channel to create a benched water storage area one foot above the ordinary high water elevation. (4) the planting of carefully selected vegetation to create a new wildlife habitat area in the bench water storage area and shoreline trail. UPLAND PORTION OF SITE Approximately 4.74 acres of the total 8.04 acre site is outside of the shorelines jurisdiction. Much of the structure will be located in this area. • The building height above finished grade to the top of the screened roof - mounted mechanical enclosure is 130.0 feet. The building's exterior treatment uses alternating horizontal bands of glazing and opaque material. A multi -floor linkage between two curtainwall cores will create the pedestrian focus and entrance to the structure. The basic design is symmetrical in respect to an axis line drawn (approximately) from the north to the south through the building. A large terraced plaza facing northwest towards the Duwamish River enhances the use of the public space near the river. The landscaping adjacent to the structures and parking areas will be formal with the basic objective of: (1) screening the parking Tots; (2) creating positive pedestrian streetscapes; (3) creating open swales for the retention and biofiltering of storm water. (4) creating a water feature (5) continuing the undulating pattern of green created at the Duwamish Office Park I landscaping. • 12. Location of the proposal. te sufficient information for a person"4o understand the precise location of your proposed project, including a street address, it any, and section, township, and range, if known, If a proposal would occur over a range of area, provide the range or boundaries of the site(s). Provide a legal description, site plan, vicinity map, and topographic map, if reasonable available, While you should submit any plans required by the agency, you are not required to duplicate maps or detailed plans submitted with any permit applications related to this checklist. GENERAL LOCATION The site is located on the northwest corner of the intersection of South 112 Street (extended) and Pacific Highway South. The site is directly north (across 112th Street) from the Boeing Customer Service Center (Duwamish Office Park I). The site follows the shoreline of the Duwamish River on the west. LEGAL DESCRIPTION (MacMiller Site) That portion of Government Lot 10, Section 4, Township 23 North, Range 4 East, W.M., in King County, Washington, described as follows: Beginning at the intersection of the west margin of State Highway No. 1 and the north margin of the City of Seattle pipeline right -of -way as condemned by King County Superior Court Cause No. 121648, being the true point of beginning; • thence along the north margin of the City of Seattle pipeline right -of- way south 89 degrees 30 minutes 59 seconds west 414.14 feet; thence north 58 degrees 42 minutes 14 seconds west 80.75 feet; thence north 33 degrees 16 minutes 12 seconds east 137.00 feet; thence north 0 degrees 23 minutes 17 seconds west 30.00 feet; thence north 46 degrees 08 minutes 49 seconds east 74.59 feet; thence north 33 degrees 16 minutes 12 seconds east 77.00 feet to the south margin of the City of Seattle Transmission Line right -of -way; thence south 57 degrees 20 minutes 50 seconds east to the west margin of State Highway No. 1; thence southwesterly along the westerly margin of said highway to the true point of beginning; TOGETHER WITH an easement for roadway purposes over a tract of land 20 feet in width, the northerly margin of which is described as follows: Beginning at a point on the west margin of State Highway No. 1 that is north 18 degrees 57 minutes 20 seconds east 156.00 feet from the intersection of said west margin with the north margin of said pipeline right -of -way: thence north 78 degrees 00 minutes 00 seconds west 196.53 feet to a point of intersection with the southerly margin of the said Transmission Line right -of -way. LEGAL DESCRIPTION (Boulevard Excavating Site) • That portion of Government Lot 10, Section 4, Township 23 North, Range 4 East, W.M., in King County, Washington, described as follows: • • Beginning at the intersection of the west margin of State Highway No. 1 and the north margin of the City of Seattle pipeline right -of -way as condemned by King County Superior Court Cause No. 121648; thence along the north margin of the City of Seattle pipeline right -of- way south 89 degrees 30 minutes 59 seconds west 414.14 feet; thence north 58 degrees 42 minutes 14 seconds west 80.75 feet; thence north 33 degrees 16 minutes 12 seconds east 137.00 feet; thence north 0 degrees 23 minutes 17 seconds west 30.00 feet; thence north 46 degrees 08 minutes 49 seconds east 74.59 feet; thence north 33 degrees 16 minutes 12 seconds east 77.00 feet to the south margin of the City of Seattle Transmission Line right -of -way as condemned by King County Superior Court Cause No. 469557; thence north 57 degrees 20 minutes 50 seconds west along said margin to the easterly bank of the Duwamish River; thence southwesterly along said river to the north margin of the City of Seattle pipeline right -of -way; thence along said north margin north 89 degrees 30 minutes 59 seconds east 344.27 feet, more or Tess, to the true point of beginning. TOGETHER WITH an easement for road right -of -way, 15 feet wide as described in deed recorded under recording number 7212290704. 13. Does the proposal lie within an area designated on the City's Comprehensive Land Use Policy Plan Map as environmentally sensitive? Yes, the proposal lies within the City of Tukwila's Shoreline Management area. 6 • TO BE COMPLETED BY APPLICANT B. ENVIRONMENTAL ELEMENTS 1. Earth • a. General description of the site (circle one): flat, rolling, hilly, steep slopes, mountainous, other. b. What is the steepest slope on the site (approximate percent slope)? The steepest portion of the site is the 850 feet of river bank, which has a slope in excess of 40 percent. c. What general types of soils are found on the site (for example; clay, sand, gravel, peat, muck)? If you know the classification of agricultural soils, specify them and note any prime farmland. The site has been graded and filled many times Loose silty sands , soft clays, and silts extend approximately 60 to 80 feet beneath the site. • d. Are there surface indications or history of unstable soils in the immediate vicinity? If so, describe. • No e. Describe the purpose, type, and approximate quantities of any filling or grading proposed. Indicate source of fill. In the shoreline area approximately 10,000 cubic feet of material will have to be excavated for the benched water storage /wildlife habitat area. Most of the site preparation work will focus on regrading the site to first direct the water away from the river and the shorelines area to the open swale biofilters on the upland portion of the office building site. The storm water will then be directed through pipes back to the river. f. Could erosion occur as a result of clearing, construction, or use? If so, generally describe. In general, erosion and sedimentation along the river bank will be improved by landscaping. Some erosion could occur during construction, however, the use of the geotextile and the retention of some natural vegetation will help. 7 Evaluation For Agency Use Only • • • g. • • About what percent of the site will be covered with impervious surfaces after project construction (for example, asphalt or buildings)? Approximately 75 percent of the total site will be covered after project construction. However, only 66 percent of the area within 200 feet of the shoreline will be covered with impervious surfaces for building and parking areas. h. Proposed measures to reduce or control erosion, or other impacts to the earth, if any. Compliance with all City of Tukwila erosion control standards will be obtained. The planting and retention of trees along the river bank, and use of open storm water swales should eliminate all possible erosion on the site. 2. Air a. What types of emissions to the air would result from the proposal (i.e., dust, automobile odors, industrial wood smoke) during construction and when the project is completed? If any, generally describe and give approximate quantities if known. Some air emissions would result during construction. The ultimate use of the total site as an office park would introduce the emissions from potentially 6700 motor vehicles accessing the site daily. b. Are there any off -site sources of emissions or odor that may affect your proposal? If so, generally describe. No c. Proposed measures to reduce or control emissions or other impacts to air, if any: None are anticipated. The use of public mass transit, car- pooling, and ride - sharing will be encouraged. Evaluation For Agency Use Only • • • 3. Water a. Surface: 1) Is there any surface water body on or in the immediate vicinity of the site (including year -round and seasonal streams, saltwater, lakes, ponds, wetlands)? If yes, describe type and provide names. If appropriate, state what stream or river it flows into. The Duwamish River is immediately adjacent to the subject site on the northwest_ 2) Will the project require any work over, in, or adjacent to (within 200 feet) the described waters? If yes, please describe and attach available plans. The project involves the construction of a 401,450 square foot office building along with parking for 1205 vehicles on a 8.04 acre site adjacent to 850 feet of shoreline on the Duwamish River. The architectural design calls for the construction of a nine story building with 7 office floors, a portion of which will be within the 200 foot shoreline area_ The office building will be constructed of cast -in -place concrete over two levels of parking and a basement. The parking garage will have terraced plazas that will extend toward the river into the 200 foot shoreline area. These plazas will be landscaped and have a water feature. The plazas will enhance the shoreline area and encourage the shorelines use. Over 10 percent of the site will be developed into a public recreation access area adjacent to the Duwamish River, while over 15 percent of the site will be landscaped. The development proposed within the 200 foot jurisdiction of the Shorelines Management Act will encompass 3.3 acres of land above the ordinary high water level. Just over 50 percent of the area will be retained in open space. Of the 144,000 square feet, only 66 percent of the area will be covered with impervious surfaces. The remaining 48,000 square feet developed into recreational or landscape areas. Evaluation For Agency Use Only • • • • • Physical improvements in the shoreline area will consist of the following five primary elements: (1) construction of 95 surface level parking spaces with 15 percent of the area landscaped (2) Nearly 1 acre of public landscaped recreational area approximately 50 feet in width including a 15 foot wide walkway that will double as a maintenance road, a formal hardscaped seating and picnic area, a water feature, and terraced plazas extending from the parking garage near the shoreline. (3) excavation of 10,000+ cubic yards of material adjacent to the river channel to create a benched water storage area one foot above the ordinary high water elevation. (4) the planting of carefully selected vegetation to create a new wildlife habitat area in the bench water storage area and shoreline trail. 3) Estimate the amount of fill and &edge material that would be placed in or removed from surface water or wetlands and indicate the area of the site that would be affected. Indicate the source of fill material. No filling or dredging is proposed from surface water or wetland areas. The planned excavation is all above the ordinary high water level of the Duwamish River. 4) Will the proposal require surface water withdrawals or diversions? Give general descriptions, purpose, and approximate quantities, if known. No it will not. 5) Does the proposal lie within a 100 year floodplain? If so, note location on the site plan. No, it does not. Evaluation For Agency Use Only • • 6) Does the proposal involve and discharges of waste materials to surface waters? If so, describe the type of waste and anticipated volume of discharge, No, none. Oil water separators will be utilized along with an open Swale biofilter system that is promoted by the Department of Fisheries to eliminate all possible wastes from storm water falling on the impervious surfaces. b. Ground: 1) Will Bound water be withckawn, or will water be discharged to gound water? Give general description, purpose, and approximate quantities, if known. No 2) Describe waste materials that will be discharged into the Bound from septic tanks or other sources, if any (for example: Domestic sewage; . industrial, containing the following chemicals...; agricultural; etc.) Describe the general size of the system, the number of houses to be to be served (if applicable), or the number of animals or humans the system(s) are expected to serve. None are anticipated. c. Water Runoff (including storm water): 1) Describe the source of runoff (including storm water) and method of collection and disposal, if any (include quantities, if known). Where will this water flow? Will this water flow into other waters? If so, describe, The site will have a unique storm water drainage system. Instead of draining the site immediately to the northwest into the Duwamish River, the grading will first direct the storm water runoff away from the river to be collected in open swales located within the surface parking areas. These swales will act as biofilters to remove any contaminants. The water will then be directed back to the Duwamish River by way of underground pipes. 11 Evaluation For Agency Use Only • • • 2) Could waste materials enter Bound or surface waters? If so, generally describe. No d. Proposed measures to reduce or control surface, Bound, and runoff water impacts, if any: The grading will first direct the storm water runoff away from the river to be collected in open swales located within the surface parking areas. These swales will act as biofilters to remove any contaminants. The water will then be directed back to the Duwamish River by way of underground pipes. 4. Plants a. Check or circle types of vegetation found on the site: deciduous tree: alder, maple, aspen, other: Silver Maple, Cottonwood.. evergreen tree: fir, cedar, pine, other shrubs grass pasture crop or gain wet soil plants: cattail, buttercup, bullrush, skunk cabbage, other: water plants: water lily, eelgass, milfoil, other: other types of vegetation: Blackberry , Scotch Broom b. What kind and amount of vegetation will be removed or altered? Some of the vegetation, including the Silver Maple, will be retained in its natural state. All the rest of the vegetation will be removed and/or replaced to enhance the proposed project site. c. List threatened or endangered species known to be on or near the site. No threatened or endangered species are known to have inhabited the proposed site and none have been observed on or near the proposed site. Evaluation For Agency Use Only • • • d. Proposed landscaping, use of native plants, or other measures to preserve or enhance vegetation on the site, if any: The 50 foot wide landscaped recreational area along the river will focus on the use of natural vegetation, especially the existing Silver Maple which is next to the river on the southwest corner of the site. Other trees and shrubs will be added to the natural vegetation to enhance the natural look and to create wildlife habitat areas. Formal landscaping will be used in the parking areas and adjacent to the office buildings to form a division between the natural vegetation and these structures. 5. Animals a. Circle any birds and animals which have been observed on or near the site or are known to be on or near the site: birds: hawk, heron, eagle, songbirds , other: quail, ducks, geese, seagulls mammals: deer, bear, elk, beaver, other: fish: bass, salmon , trout, herring, shellfish, other: b. List any threatened or endangered species known to be on or near the site. No threatened or endangered species are known to have inhabited the proposed site and none have been observed on or near the proposed site. c. Is the site part of a migration route? If so, explain. Not to our knowledge. d. Proposed measures to preserve or enhance wildlife, if any: Wildlife enhancement will occur as a result of the construction of the benched water storage area and naturally landscaped shoreline trail system. The bench that will be created one foot above the ordinary high water level will provide a natural grassed habitat for wildfowl that is not easily accessible by the adjacent human population. 13 Evaluation For Agency Use Only • • • • 6. Energy and Natural Resources a. What kinds of energy (electric, natural gas, oil, wood stove, solar) will be used to meet the completed project's energy needs? Describe whether it will be used for heating, manufacturing, etc. Electricity will be the primary energy source for both heating and cooking in the proposed office building. Some limited use of natural gas might be considered in the cafeteria facilities of the structure. b. Would your project affect the potential use of solar energy by adjacent properties? If so, generally describe. No, the proposed structure would not affect the potential use of solar energy by adjacent properties. The shadows cast by the building do not fall on any adjacent properties except late in the month of December when the shadows stretch across the Duwamish River for a short time in the early morning hours. The rest of the year the shadows are cast upon the parking areas of the development. (See attached shadow diagram.) c. What kinds of energy conservation features are included in the plans of this proposal? List other proposed measures to reduce or control energy impacts, if any: Reflective glass combined with an energy management system controlling the basic mechanical equipment. 7. Environmental Health a. Are there any environmental health hazards, including exposure to toxic chemicals, risk of fire and explosion, spill, or hazardous waste, that could occur as a result of this proposal? If so, describe. No, none • 1) Describe special emergency services that might be required. None. Normal personal emergency services for office workers are anticipated. 14 Evaluation For Agency Use Only . d 00:c 00N V'i' 00' b .ee HI-22-.91A N Dig 1 -4 JUN: 21 N DO tH •DO r • • 7 AG- �1t1,'1 1,1Diari-k przz, 2-1 °1-a0 HRH :OD PM 4_' 200 • • 2) Proposed measures to reduce or control environmental 11111 health hazards, if any: • None b. Noise 1) What types of noise exist in the area which may affect your project (for example: traffic, equipment, operation, other)? Both highway and airplane noise exist at the site. The site is immediately adjacent to Pacific Highway South and State Route 99T is across the Duwamish River to the southwest. The site is in the landing pattern for airplanes approaching Seatac Airport. 2) What types and levels of noise would be created by or associated with the project on a short -term or a long- term basis (for example: traffic, construction, operation, other)? Indicate what hours noise would come from the site. The highest levels of noise generation will occur during construction. Construction of the office building may require double shifting, which could introduce noise into the general vicinity. However, there are no adjacent residential areas that will be adversely impacted. Noise associated with the automobiles accessing the site will be minor. 3) Proposed measures to reduce or control noise impacts, if any: None are anticipated. 8. Land and Shoreline Use a. What is the current use of the site and adjacent properties? The site is presently an abandoned gas station, an abandoned construction company office /warehouse, and vacant land. To the south is the Boeing Customer Service Center (Duwamish Office Park I) and to the northeast is a City of Seattle electric transmission corridor. 15 Evaluation For Agency Use only • • • • b. Has the site been used for agriculture? If so, describe. Possibly in the distant past. The gas station and construction company office /warehouse have existed on the site for more than 30 years. There is also an old footing and slab from another building on the site that is relatively old. c. Describe any structures on the site. There are two principal structures on the site. The first building is a one story gas station building containing approximately 1500 square feet. The second is a construction company office /warehouse that covers about 21000 square feet of the site. d. Will any structures be demolished? If so, what? Yes, the gas station and construction company office /warehouse will be removed along with the existing fencing. The gas station's tanks were removed in 1985 under D.O.E. supervision by Joe Hall Construction. e. What is the current zoning classification of the site? M -2L DISTRICT —HEAVY INDUSTRIAL / SPECIAL LANDSCAPING f. What is the current comprehensive plan designation of the site? g. URBAN, the general area is designated as an employment center near Boeing Field. If applicable, what is the current shoreline program designation of the site? URBAN h. Has any part of the site been classified as an 'environmentally sensitive' area? If so, specify. Yes, the area is designated as a Shoreline area. • i. Approximately how many people would reside or work in the completed project? The building will contain between 3000 to 3300 employees. 16 Evaluation For Agency Use Only • • 0 j. Approximately how many people would the completed project displace? None, the site is presently vacant k. Proposed measures to avoid or reduce displacement impacts, if any: Not applicable. I. Proposed measures to ensure the proposal is compatible with existing and projected land uses and plans, if any: Measures taken to ensure compatibility are: Screening of 75 percent of the parking beneath the building; Retention of the large Silver Maple and the addition of other trees and shrubs along the 50 foot wide shoreline trail for use as a natural buffer; and creation of a public open space immediately adjacent to the Duwamish River for both private and public use. 9. Housing 1111 a. Approximately how many units would be provided, if any? Indicate whether high, middle, or low- income housing? None b. Approximately how many units, if any, would be eliminated? Indicate whether high, middle, or low- income housing? • None c. Proposed measures to reduce or control housing impacts, if any: Not Applicable. 10. Aesthetics a. What is the tallest height of any proposed structure(s), not including antennas; what is the principal exterior building material(s) proposed? The buildings roof is proposed to be 115 feet above average finished grade with the mechanical penthouse another 15 feet higher for a total of 130 feet. The building's exterior treatment principally uses alternating horizontal bands of glazing and opaque materials. The core areas are clad in low- reflective glass curtainwall as a contrast to the banded skin. 17 Evaluation For Agency Use Only • • • • b. What views in the immediate vicinity would be altered or obstructed? None, the top of the building is . lower than the multifamily housing located on the hills nearly a half mile away. c. Proposed measures to reduce or control aesthetic impacts, if any: The site plan has included both vegetational buffer and screening and evokes a positive architectural statement of a modern efficient office building. 11. Light and Glare a. What type of light or glare will the proposal produce? What time of day would it mainly occur? Possible glare produced from sunlight reflecting off of the exterior of the building. b. Could light or glare from the finished project be a safety hazard or interfere with views? No, it is not anticipated to be a problem. The building will be set well back on the west side of Pacific Highway South so glare will not effect traffic on that street. c. What existing off-site sources of light or glare may affect your proposal? None d. Proposed measures to reduce or control light and glare impacts, if any: Parking lighting will be shielded to avoid spill- over glare. The majority of the glazing will be non - reflective tinted glass with low- reflective (under 23 percent) glazing in the contrasting curtainwall areas. 12. Recreation a. What designated and informal recreational opportunities are in the immediate vicinity? Shoreline trail in front of Boeing Customer Service Center (Duwamish Office Park I). 18 Evaluation For Agency Use Only • • b. Would the proposed project displace any existing • recreational uses? If so, describe. • • No, it will add on to the existing trail system. c. Proposed measures to reduce or control impacts on recreation, including recreation opportunities to be provided by the project or applicant, if any: The project proposal includes two principle recreational areas. The largest area focuses on the water amenity of the Duwamish River with the creation of a nearly 1.0 acre, landscaped, approximately 50 foot wide strip of land with public access to the shoreline. This area represents approximately 25 percent of the total area within 200 feet of the shoreline and 8 percent of the total office building site. The other recreational area is the terraced plaza on the roof of the parking garage. There will be three levels of terraces that will be joined by a network of stairs to the shoreline trail. These separate terraces represent over one -third of an acre of passive recreational area. There will also be a water feature /pool near a picnic area along the shoreline trail. 13. Historic and Cultural Preservation a. Are there any places or objects listed on, or proposed for, national, state, or local preservation registers known to be on or next to the site? If so, generally describe. No, none b. Generally describe any landmarks or evidence of historic, archaeological, scientific, or cultural importance known to be on or next to the site. None are known. c. Proposed measures to reduce or control impacts, if any: Not Applicable Evaluation For Agency Use only • • • • • 14. Transportation a. Identify public streets and highways serving the site, and describe proposed access to the existing street system. Show on site plans, if any. Pacific Highway South South 112th Street b. Is site currently served by public transit? If not, what is the approximate distance to the nearest transit stop? Yes, public transit is available immediately adjacent to the site. c. How many parking spaces would the completed project have? How many would the project eliminate? 1205 new parking spaces would be created. No parking spaces would be eliminated. d. Will the proposal require any new roads or streets, or improvements to existing roads or streets, not including driveways? If so, generally describe (indicate whether public or private). Pedestrian improvements may be necessary along Pacific Highway South and along South 112th Street adjacent to the site. e. Will the project use (or occur in the immediate vicinity of) water, rail, or air transportation? If so, generally describe. No f. How many vehicular trips per day would be generated by the completed project? If known, indicate when peak volumes would occur. g. Approximately 6700 vehicle trips would occur daily. P.M. peak hour would be the most critical. Proposed measures to reduce or control transportation impacts, if any: Construction of a pedestrian walkway along the westside of Pacific Highway South and the north side of South 112th Street. Evaluation For Agency Use Only • • • 15. Public Services a. Would the project result in an increased need for public services (for example: fire protection, police protection, health care, schools, other)? Is so, generally describe. Increases would be expected to occur for emergency services such as police and fire protection. Schools and health care should not be impacted. b. Proposed measures to reduce or control direct impacts on public services, if any. 16. Utilities None a. Circle utilities currently available at the site: electricity , natural gas , water, septic system, other: refuse service, telephone , sanitary sewer b. Describe the utilities that are proposed for the project, the utility providing the service, and the general construction activities on the site or in the immediate vicinity which might • be needed. All of the major utilities are presently available adjacent to the site. C. SIGNATURE The above answers are true and complete to the best of my knowledge. I understand that the lead agency is relying on them to make its decision. Signature of Proponent: .o-ctuAt s l Date Submitted: ()(z).J . x, a 5, l 9 cf t • Evaluation For Agency Use Only • • Evaluation / For Agency Use Only D. SUPPLEMENTAL SHEET FOR NONPROJECT ACTIONS • Not used. E. SUPPLEMENTAL SHEET FOR ALL PROJECT AND NONPROJECT ACTIONS The objective and the alternei::ve means of reaching the objectives for a proposal will l: a helpful in reviewing the aforegoing items of the Environmental Checklist. This information provides a general overall perspective of the proposed action in the context of the environmental information provided and the submitted plans, documents, supportive information, studies, etc. 1. What are the objective(s) of the proposal? To construct a modern office building with screened accessory parking while taking advantage of the unique amenities offered by the site. 2. What are the alternative means of accomplishing these objectives? No other site with these amenities is available in this desired location. 3. Please compare the alternative, means and indicate the preferred course of action: The preferred course of action is to gain . approval to construct and occupy the proposed project. 4. Does the proposal conflict with policies of the Tukwila Comprehensive Land Use Policy Plan? If so, what policies of the Plan? No. The Comprehensive Plan calls for this site to be industrial or business park use. Proposed measures to avoid or reduce the conflict(s) are: None. 22 • • • • TRAFFIC ASSESSMENT A. Trip Generation The proposed action will include the construction of an office building with approximately 400,000 square feet of space. It is estimated that the occupancy of the building will be at a rate of 120 square feet per employee. This rate of usage would result in the employment of 3,333 people at the facility. The number of daily and peak -hour trips that would be generated by the proposed action is shown above. The trip rate factors are based upon previous studies that have been conducted at other facilities that are occupied by the Boeing Company, the intended tenant for the proposed action. PERIOD Daily TABLE 1 RATE 2.01 3,333 EMPLOYEES 6,700 *AM Peak Hour; in 0.34 1,333 out 0.04 133 total 1,266 *PM Peak Hour; in out total *Peak Hour of Generator B. Trip Distribution 0.11 0.40 366 1,333 1,699 A trip distribution analysis was conducted for the existing office building adjacent to the site of the proposed action as a prerequisite to the approval of that project. The distribution of trips that would be generated by the proposed action for daily and peak - hour periods, based upon the earlier- derived trip distribution characteristics is shown on Figures 1, 2, and 3. NORTH PROJECT SITE SR -99 4% 1474 1474 288 , , 42lt 22R 2% 134 BOCv&o ACCESS ROAD r..r 34X 2278 S. 112TH STREET 116TH , q DUWAMISH RI 1171 \738 638 SR -599 ESTIMATED DAILY TRIP DISTRIBUTION BY PERCENT AND VOLUME FIGURE 1 • NORTH S. 112TH STREET 249 25 ESTIMATED AM PEAK HOUR TRIP ASSIGNMENT FIGURE 2 PROJECT SITE SR -99 53 _ _ -_. S. 112TI-1 STREET 81.. -.-. 29 .81 s. 116TH DUWAMISH RI SR -599 ESTIMATED PM PEAK HOUR TRIP ASSIGNMENT FIGURE 3 APRIL 1991 AMERICAN PLANNING ASSOCIATION Reducing Traffic Through Transportation Ordinances There's a revolution in the works. Over the last decade, communities have labored in isolation to determine the best methods to manage their growth and transportation problems. The policies that resulted from these efforts have inspired regional debates and, more recently, model ordinances that require intergovernmental and private- sector cooperation to reduce single- commuter trips. Air quality requirements have added another dimension, particularly in Southern California. (See sidebar below for discussion of the new Clean Air Act.) This issue of Zoning News reports on several communities that have incorporated innovative transportation management practices into ordinances. Montgomery County, Maryland Due to its 1973 adequate public facilities ordinance (APFO), Montgomery County has a unique development review process that enables the county to realize ambitious trip - reduction goals. The county has developed a strategy to manage traffic with its annual growth management plan. The plan forecasts rapid growth in the county, designates high - density corridors with less intense development between them, and identifies Silver Spring as a significant employment center. In response to the volume of impending development projects, the plan calls for developing downtown Silver Spring to the maximum density permitted by the zoning ordinance and rezoning to lower densities at the edges of the downtown. The county decided "to accept more congestion [in Silver Spring] by targeting growth [there]," according to planner Stephanie Feazel. In creating a dense downtown area, the county increases the viability of transit and van pools. The county also collects extensive traffic data to determine the impact of new development and monitors the success of transportation demand management (TDM) programs in achieving trip reduction. They aggressively promote transportation management to the business community by emphasizing that the resulting reduction in trips will allow for additional land development. Because Silver Spring has limited transportation system capacity, developers must negotiate 10 -year TDM programs or pay for and construct road improvements under the county's APFO. The county will deny a development permit if traffic conditions are unacceptable or if the developer's TDM program is inadequate. The developer must also post a bond to finance the TDM program's implementation. The bond is used by the county to administer a program if it is found to be insufficient. Parking requirements are reduced by 15 percent if the developer agrees to participate in a TDM program. While developer requirements are stipulated in the APFO, the transportation management district ordinance of Silver Spring also places requirements on employers. New and existing employers must comply with a traffic mitigation agreement to achieve an average 1.3- person vehicle occupancy and 30 percent transit use. The ordinance is enforced by a combination of incentives and penalties. For each level of transit ridership achieved, the county will further subsidize the transit passes that the employer in turn sells to employees. New employers must meet participation - rate goals, while existing employers are fined only if they fail to file a TDM plan. To further discourage auto use, the county restricts the supply of parking, raises the cost of parking, and designates • ,;, , T• . rcrr yes MINigium To encourage transit use, Montgomery Count- vIIaired increased densities urunnd the Sih•er Spring Metro station. uoPti'I3 SIUU CI auto -free zones. Available parking is limited so that approximately 50 percent of the people coming to work must use transit. Spaces are reserved for registered car and van pools. Parking revenues account for half of the financing for the transportation management district program. Robert McGarry, the county's transportation director, reports that whereas 80 percent of commuters in the county drive to work alone, the Silver Spring district has reduced driver -only commuting to just 57 percent. Golden Triangle Transportation Management Program, California At the end of January, five California cities and Santa Clara County enacted the first multijurisdictional TDM ordinance. The ordinance was developed by an organization that provides a forum for public- and private - sector concerns about growth management in the Silicon Valley. Its studies show a 10 percent traffic reduction when rideshare programs reach a 35 percent participation rate. According to a 1987 study, only 17 percent of commuters use alternative modes; the task force has set a goal of 35 percent for the year 2000. The ordinance requires employer TDM programs, establishes reporting requirements, and designates the Golden Triangle Commuter Network to assist in implementing the ordinance. The TDM ordinance applies a time schedule for program implementation to four categories of employers at six -month intervals. Those employing 100 to 249 employees will be the last required to develop programs. Employers must designate a transportation manager to oversee program operation, compile and submit baseline and annual TDM reports, and serve as a liaison with the city. A baseline report includes the number of employees by work hours and site, a residence zip code breakdown of employees, and the average vehicle ridership (AVR), or total number of employees divided by the number of vehicles they drive from home to work. The ordinance describes methods for determining AVR and notes that AVR credit may be given for employee work trips eliminated due to compressed work weeks or telecommuting. The AVR is based on the morning peak period. The manager also reports on the information, incentives, and ridesharing programs offered. Though there are penalties for not meeting these reporting requirements, the ordinance does not penalize employers for failing to meet participation -rate goals. Now that the regional TDM ordinance has been adopted, the Golden Triangle is returning to other policy recommendations for transportation management. The organization has determined that a level -of- service approach to monitoring traffic impacts is not practical in the Silicon Valley. Instead, the agency advocates achieving a balance of jobs and housing by adopting a .35 floor area ratio (FAR) for commercial development while increasing the housing supply by 25 percent. According to the Golden Triangle proposal, each community would be able to distribute its allowable FAR as it chooses within the .35 average. Each would have a development limit based on either the amount of properties already developed or the amount of vacant land and properties slated for redevelopment. The task force endorses a density bonus of .05 FAR for development within 2,000 feet of a rail station and a density bonus of 150 square feet for each additional housing unit provided. The agency is also drafting site development guidelines for new and expanded development. Minnetonka, Minnesota A suburb to the west of Minneapolis, Minnetonka has developed an innovative ordinance designed to control development along the I -394 corridor. The ordinance is the result of a study of development pressures caused by the conversion of state Route 12 into an interstate highway. The study examined four alternative land -use scenarios taking into account traffic, land use, environmental protection, and corridor design. The study concluded that there had been insufficient spacing and buffering between uses of different intensity and that low densities along 1 -394 were no longer appropriate. The city has decided that development along the corridor should become a "showcase of the city" without sacrificing neighborhood character. The ordinance concentrates development at interchanges and near major roadways while minimizing adverse impacts on I -394 interchanges and residential streets. The city has set a minimum lot size for redeveloping areas in the corridor to prevent sprawl and to encourage larger projects. The ordinance promotes mixed -use developments, services for nearby residences, and "the provision of alternative housing types in a range of affordability." The city recognizes that development will have to be tempered by the limitations of traffic capacity. Taking this into account, the I -394 system design provides for transit alternatives including high- occupancy- vehicle lanes, park - and -ride lots, and timed- transfer transit stations. The Clean Air Act The Clean Air Act passed by Congress last fall strengthens the authority of the Environmental Protection Agency, clarifies how air quality management regions are designated, and establishes provisions defining when and how EPA can impose sanctions on regions that have not met air quality standards. Regions are classified by the degree of ozone, carbon monoxide, and particulate pollution, which in turn triggers specific requirements for achieving compliance. The act sets, stricter guidelines on tailpipe emissions and fuel quality, requires the elimination of lead from gasoline by 1996, and initiates a comprehensive plan to control hazardous air pollutants from stationary sources. It gives EPA increased authority to enforce "maximum achievable 2 control technology" standards as well. EPA must establish operating permit regulations to make the air - quality program more consistent with other environmental statutes. Penalties for noncompliance with the regulations have been substantially increased. Regions that experience moderate to severe levels of ozone pollution must achieve a 15 percent reduction within six years. Those experiencing serious to severe levels thereafter must achieve a three percent reduction on average per year until standards are met. Transportation control measures, including trip- reduction programs, are required in regions experiencing severe levels. Extreme levels of ozone will activate the requirement of peak -hour traffic controls. A.V.D. ordinance regulates the intensity of new uses in the corridor in order to maintain a reasonable level of service during the afternoon peak period. The ordinance uses performance standards to distribute an assigned number of trips within predetermined traffic analysis zones. The planning department allocates the total number of trips allowed in each zone based on the square footage of buildable property. This allocation does not include use as a factor. Once the projects qualify under the trip generation requirements, developers with projects greater than 25,000 square feet must submit traffic management plans. These may include staggered work hours or flextime, preferential parking for car and van pools, alternative traffic routes away from congested interchanges, project design to accommodate bus service and the provision of climate - controlled bus shelters, and shuttle services. South Coast Air Quality Management District, California The jurisdiction of the South Coast Air Quality Management District (SCAQMD) extends over a region of Southern California that has violated federal clean air standards nearly eight months out of every year. The Los Angeles area is known for its dependence on automobiles, which account for 87 percent of carbon monoxide emissions in the region. To meet California's stringent air quality standards, the SCAQMD adopted Regulation 15, a strict air quality control program that requires businesses over a certain size to submit trip- reduction plans. The agency also prepares air quality management plans and supports research and debate concerning regional growth management issues. Using transportation management to protect air quality emphasizes reducing trips as well as vehicle miles traveled; the toxic emission from an automobile is at its highest level during ignition. SCAQMD recently published a set of recommendations titled Making Clean Air a Priority: A Guide for Planners in Local Governments. Besides working with transportation commissions to improve and expand transit service, the agency suggests that local governments adopt ordinances that: • Zone property along transit corridors for high - density commercial and office projects; • Reduce parking standards for larger developments and along transit corridors; • Provide support facilities in office complexes and other appropriate commercial uses for nontnotorizcd travel (bicycle racks, showers, and lockers) and improve pedestrian accessibility to sites; • Require consolidated truck delivery areas for shopping malls and office complexes; and • Encourage home occupations that do not generate automoble traffic into residential areas. Effective TDM Strategies These case studies illustrate how the scope and effectiveness of efforts to manage traffic are directly proportional to the political will of local governments. Transportation planning is an essential component of growth management plans at the city and regional level. And there is evidence that transportation management programs work. These strategies include employer- targeted ordinances to encourage alternative modes of transportation, parking management programs, and developer incentives to incorporate transportation management into project design. Finally, communities are developing land -use plans that place a high priority on combining efficient traffic conditions with quality economic growth. A.V.D. Floating Proposals in Miami Boat dwellers in Miami are challenging an ordinance passed last year that prohibits live- aboard boats in residential areas and house barges citywide on the Miami River and canal system. The ordinance responds to sanitation and aesthetic concerns —such vessels are seen as threats on both fronts. The city has effectively suspended enforcement of the provisions while thc city commission considers an alternative plan still being developed by the boat dwellers. The bans. which took effect last September, are part of Miami's new comprehensive zoning ordinance. The new measure is not the first time the city has addressed sanitary and aesthetic questions through zoning code reform. In 1987, upland homeowners along the Little River Canal voiced objections to house barges. In response, the city amended the existing ordinance to prohibit both live - aboards and house barges in residential districts. (The 1990 ordinance encompasses the amendment.) Houseboats were previously allowed by special exception, although the zoning division says that such exceptions were rarely sought. The boat owners then challenged thc city's jurisdiction over the waterways in a court case that is still pending. They contend they are instead subject to admiralty law. The 1990 ordinance and the 1987 amendment could be voided if the court decides that the city cannot zone its waterways. The barges pose many hazards, according to Joseph W. McManus, assistant director of the Miami Planning, Building, and Zoning Department. They are not self - propelled but require the services of a tug to be moved, thus posing a navigational hazard on the canals. Neither the live - aboard boats nor the barges have adequate waste disposal hookups in residential areas, creating concerns about human waste being dumped into the canal system. Aesthetics are also a significant issue. The house barges can be anywhere from 15 to 20 feet wide and 40 feet long, and can support a two -story home. "You can't look out on the river without seeing a house barge," says McManus. He notes that many people consider them an "uncontrolled visual intrusion," although the house barges, which seem to cause most of the objections, are no closer to upland homes than neighboring houses. Frank Albritton, vice- chairman of the Waterfront Advisory Board, which reviews proposals affecting Miami's city -owned waterfront property, says the city's definitions of houseboat and house barge are confusing and need clarification. The board, which does not normally review such proposals, was asked to review the 1990 code because of the controversial nature of the issue. Many people have also raised questions about the permitted uses of "pleasure craft" as residences in marinas and residential districts. But if the ordinance is enforced, house barges would be allowed only in city -owned or 3 III THE BLAYLOCK COMPANY specialists in land -use procedures November 14, 1990 Mr. Jack Pace, Senior Planner City of Tukwila 6200 Southcenter Boulevard Tukwila, Washington 98188 RE: DUWAMISH - PHASE II Interpretation of Administrative Procedure Dear Mr. Pace: In response to our conference where you requested a specific site plan prior to your interpretation of applicable provisions, attached is a development proposal that complies with all of the code requirements. We are requesting your administrative review and direction. Our proposal is to construct a 7 story office building with approximately 400,000 square feet just to the north of the Boeing Customer Service Center located between Highway 99 and the Duwamish River. A 50 foot wide landscaped public access buffer would be created adjacent to the Duwamish River similar to that constructed in Phase I. A multi -story parking structure would be located at the 50 Urban setback with the primary structure (115 feet in height) would be located 100 feet from the shoreline. The procedures for processing land use applications seems very convoluted as a result of applying both the City of Tukwila's Zoning Code and King County's Shoreline Master Program. The King County. Shoreline Master Program provisions defer to the City of Tukwila's underlying zoning. [King County Section 25.16.070(E) Commercial Development in the Urban Environment -- Non -water related commercial development shall maintain a shoreline setback of either fifty (50) feet from the ordinary high water mark, or twenty (20) feet from the edge of the floodway whichever is greater.] In City of Tukwila's Code, a 35 -foot high building could be constructed 40 -feet back from the ordinary high water (Chapter 18.50). Our proposal impliments the more restrictive King County Code requirements. 10717 NE Fourth Street, Suite 9 • Bellevue, Washington 98004 • (206) 455 -1550 Jack Pace, Senior Planner Duwamish Phase II November 14, 1990 Page 2 Parking under King County (Section 25.16.030(E)1) states "Parking area servicing a water - related or non -water related use must be located beneath or upland of the development which the parking area serves. Our development proposal has a building setback of 50 feet for the parking structure. The surface parking has placed of the building setback. On the height issue the King County Shoreline Master Program defers to the underlying Tukwila M -2L Zoning. Thus at 100 feet from the ordinary high water line a 115 foot high building would be allowed outright (See Section 18.50.040 and map 2). Thank you very much for your time and consideration. We will be available at your convenience to answer to any questions. Sincerely, Roger 5. B1 lock • s -90 V OP 1 Metro staff recommends that the proponent be required to`unde.r.•tz. .':F 11- following transportation demand management (TDM) actions as a conc3i ;,'1 approval. r Metro staff recommends the above referenced project be required Transportation Management Plan (TMP). that includes the following o T o S e 3' Appoint a Transportation coordinator to promote and coordinvt:r of public transportation and high occupancy-vehicles. GInitiate all alternative work hour program. F fir ,,. • Design and implement a guaranteed.ride.home.program. 7 7) dem 7 Cm' • sid.ies A Provide a free one -month bus pass.. to tenants. at 'the time of c :t' i tenant occupancy (peak 'hour, two zones). .. Provide a free one -month bus pass:to..purchasers.of.new homes 'hour, two-zone)`. Provide a financial''subsidy for empioyees.who.usa.HOV. Information end Prrmot.ions •• 2- Distribute site-appropriate transit and ridesharing informat_tr•,, tenants and annually to all tenants. .Q,- Distribute site- appropriate transit and ridesharing informat,ot, purchasers of new homes. Display site - appropriate transit and ridesharing i.nformation i7' prominent public locations. ,Sits Desig,p C Develop a site plan that shows how access to transit and rideshr, have been considered. Provide lighted and hard - surfaced. sidewalks or pedestrian pet.hwP.:yr . facilitate safe and convenient access to transit or rideshar.e. - locations. Z4- • 1.. Provide a bus stop passenger landing pad. Provide secure bicycle parking. Conduct transportation surveys /monitoring. • I • MINEINERMIEGRESEMIRENEni SZEMEMEISELSMIMEZEIREMIEI . 3131 Elliott Avenue Building, Suite 270 Seattle, \VA 98121 (206) 282 -8512 i REC STERED TEC): WE'ITHWIFO . • • • William E. Popp Associates Transportation - Civil Engineers TRAFFIC IMPACT ANALYSIS FOR DUWAMISH OFFICE PARK KING COUNTY, WASHINGTON DECEMBER 5, 1986 CLIENT: E & H PROPERTIES 12061 454.6692 llgEn APR 2 6 1991 CITY OF TUKV'vtLA PLANNING DEPT. Seattle Trust Building • Suite 400 • 10655 N.E. 4th Street • Bellevue. Washington 98004 • • • TABLE OF CONTENTS I. Introduction II. Existing Conditions A. Surrounding Street System B. Traffic Volumes C. Level -of- Service D. Transit E. Accidents III. Future Conditions A. Planned and Programmed Improvements B. Project Trip Generation C. Future Background Traffic D. Future Level -of- Service IV. Mitiaation • • 411/ I. INTRODUCTION The following report provides an assessment of the potential traffic impacts associated with the Duwamish Office Park development located at the southwest corner of the intersection of,Pacific Highway and South 112th Street, in the Duwamish Industrial Area of unincorporated King County and within the Highline Community Planning Area. A vicinity map is provided in Figure 1. The development will provide 363,000 square feet of office space and 1,650 parking stalls. The sole access will be via three access points provided along South 112th Street. A site plan is presented in Figure 2. This report is intended to meet the requirements of King County Ordinance 7544 and the provisions of the State Environmental Policy Act (SEPA). As a result of initial scoping conversations with the transportation planning staff of the King County Department of Planning and Community Development, four critical intersections were identified for analysis: East • Marginal Way /Pacific Highway /Boeing Access Road, Pacific Highway /South 116th Way, SR -599 ramp terminals at Pacific Highway, and Pacific Highway /South 112th. On and off ramps to Pacific Highway from SR -599 have been analyzed as two individual intersections due to the median separation. Additionally, the intersection of East Marginal Way and South 112th has been added to the analysis, as a significant portion of the project traffic has been estimated to use that route. II. EXISTING CONDITIONS A. Surrounding Street System Regional and subregional access to the site's vicinity is provided by the following arterial network:. Pacific Highway is designated as a Principal Arterial by King County and borders the site on the east. Pacific Highway to the north of the project intersects with East Marginal Way and Boeing — �[1 Sw w•. _J — f ink • ••• A• S •. OWL I-a � r • se ON - — _• . - -m — :w 1< S _ .. - -�a - •.. 1 .1 r • S w-1 •a 1/ 1.y ...l — a.. —NING1INAS -a- { .• WI MI IA A.M.111 • MI at O MAW Ma 11natall as a a as a 1. f • NO A 11_1a AV IMACJIL.Illaal -.Cass as • w 1• • • • Access Road at an intersection referred to as "thousand islands ", and to the south intersects with on and off ramps from SR -599, and South 116th Way. At South 116th Way, the intersection is signalized. South Boeing Access Road extends from the east at Martin Luther King Way (Empire Way) to the west at its intersection with East Marginal Way and Pacific Highway. South Boeing Access Road, as the name implies, serves as access to the Boeing Industrial Area from I -5, [SR -900 (Empire Way)] and Airport Way, and is classified as a Principal Arterial by King County. There are three lanes eastbound and two lanes westbound and several ramp connections. South 116th Way intersects with Pacific Highway and extends west through a residential area, where it connects with a residential arterial network. South 116th Way is two lanes and widens at its signalized intersection with Pacific Highway. East Marginal Way extends north to Seattle and south through its intersection with the Boeing Access Road and continues south to SR -405 as Interurban Avenue. East Marginal and Interurban Avenue are classified as Principal Arterials. A Physical Inventory Map in Figure 3 displays intersection controls, speed limits, shoulder conditions, and lane widths. B. Traffic Volumes Existing average weekday traffic (AWT) volumes were obtained from King County. PM and AM peak hour turning movement counts were performed by this consultant on October 22 and 23, and on November 3, 1986 for each of the critical intersections, with the exception of the intersection of Pacific Highway and South 116th Way. At this location, a 1983 PM peak hour count was obtained 40 • OPACIFIC HIGHWAY - 5- 20+1Ft.- unimproved shoulders- v (INTERURBAN- 5 -10 Ft. unimproved gravel shoulders S. 112th- Paved shoulders 6 Ft. wide 5L BOEING ACCESS RD 2L 2L LEGEND E SPEED LIMIT 21. NUMBER OF LANES STOP SIGNS OTRAFFIC SIGNALS TRANSIT STOPS ,'WJ$ /lAL /1/l/ex/TOk') WM E POPP ASSOCIATES SR -599 ` /G!/• 7e. ' 9y • • • from WSDOT and factored by a growth factor which was determined by comparing a nearby 1983 count to a 1986 count on Pacific Highway. C. Level -of- Service Level -of- service (LOS) is a term defined by transportation and traffic engineers as qualitative measure of operational conditions within a traffic stream and the perception of these features by motorists and /or passengers. Several factors compromise this definition including speed, travel time or delays, freedom to maneuver, traffic interruptions, comfort and convenience, and safety. There are six levels of service that are given letter designations, from A to F, with "A" being the best, or minimum delay conditions, and "F" being the worst of failure with maximum delay conditions. LOS "C" or "D" is generally considered desirable, while LOS "E" represents operating conditions at or near capacity with difficulty in maneuver operations. King County has adopted road adequacy standards, which are defined in Ordinance 7544, for determining acceptable LOS. New Section, Section 5 states: "Standard established. A calculated LOS F shall be considered inadequate. A calculated LOS E shall be considered undesirable but tolerable. A calculated LOS D or better shall be considered desirable." The results of level -of- service calculations for existing peak conditions are presented in Table 1. Calculations for signalized intersections are based on the Webster Method and reflect the use of optimum cycles, while unsignalized intersections are calculated by the Transportation Research Board Special Report Method 209. /2,04, BOEING ACCESS RD 6:17517/./C T�f TT /C 'OW/ '3 WM E POPP ASSOCIATES 9y fxagi. ft: • • • TABLE 1 EXISTING PEAK HOUR LEVEL -OF- SERVICE Intersection LOS RC* V /C ** E. Marginal /Pac. Hwy. /Boeing Access AM D .81 PM D- .88 S. Pac. Hwy. /S. 112th PM D 149 S. Pac. Hwy. /S. 116th AM 8- .69 PM D .83 On -Off Ramps /Pac. Hwy. West- Southbound PM D+ 192 On -Off Ramps /Pac. Hwy. East - Northbound PM B 359 * RC = Reserve Capacity of least efficient movement ** V/C = Volume to Capacity Ratio As can be seen from Table 1, all intersections are currently operating at acceptable LOS. LOS analysis of the on and off ramps to Pacific Highway was performed as two separate intersections, the northbound -east, and southbound -west, due to the median barrier at this location. The ramps do not conflict. D. Transit Public transportation is provided in the area by Municipality of Metropolitan Seattle (METRO). A number of routes serve the Duwamish Industrial Area to destinations throughout the region. Two transit stops nearest the site are located on Pacific Highway, north of South 112th Street, one south bound and the other north bound. The six routes available at these transit stops are as follows: • • • Route 4 Origin Destination Availability 34 West Seattle S. 112th /Pac. Hwy. Peak Hr. 40 North 32nd /N.E. 98th S. 112th /Pac. Hwy. Peak Hr. 173 Federal Way E. Marginal Way Peak Hr. 170 McMicken Heights Downtown Seattle Peak Hr. 174 South 348th /Pac. Hwy. Downtown Seattle Daily 301 Richmond Beach S. 112th /Pac. Hwy. Peak Hr. In addition to the above routes, there are seven routes that serve East Marginal Way with various regional destinations. E. Accidents Accident data was gathered from WSDOT and King County for 1984, 1985, and the first six months of 1986. The following Table 2 depicts the total number of accidents as available and the 1985 accident rate for each of the critical intersections. Current average areawide accident rate data for arterial intersec- tions is not available thus comparisons are not presented. However the number of accidents for the first 6 months of 1986 at the inter- section of E.Marginal /Pacific Hwy. /Boeing Access Rd. is equal to 12 months of 1985 suggesting a need for further engineering study as currently planned by the county. TABLE 2 ANNUAL ACCIDENT HISTORY 1985 6 mos. Intersection 1984 1985 Rate 1986 E. Marginal /Pac. Hwy. /Boeing Access 20 23 1.6 22 Pac. Hwy. /S. 112th 4 4 0.53 6 Pac. Hwy. /S. 116th 11 9 1.3 6 4111 Pac. Hwy. /off -ramp (Northbound) 2 3 0.53 0 5 4111 III. FUTURE CONDITIONS • • A. Planned and Programmed Improvements WSDOT and King County were contacted to determine the future improvements which are scheduled in the project vicinity. The following projects are in the long -range plans for King County for the area: Interurban Bridge (South E. Marginal Way) - $3.8 million budgeted, $0.8 million to begin construction - tentative ad bid 12/4/87. E. Marginal Way - Signal Coordination - 1992 - Traffic flow improvement $3.3 million, no scope at this time. South 116th Way - Tentative schedule for 1990 construction. Estimated $1.4 million for channelization and signal work, improved alignment. South 115th Street - $49,000 for possible study, scope, maintenance, minor repair. 8. Project Trip Generation and Distribution Trip Generation Trip generation data for the Duwamish Office Park was obtained from the Institute of Transportation Engineers' 1982 "Trip Generation Report ", Third Edition for office development. The resulting PM peak hour trip generation rates are presented below in Table 3. • Land Use TABLE 3 AWT 2 -Way In Out Rate AWT Rate Vol. Rate Vol. Rate Vol. 363,000 Sq. Ft. Office 12.3 4,462 2.2 982 17% 167 83% 815 Trip Distribution Trips generated by the proposed project were distributed to the local and regional arterial network utilizing a 1985 vehicle trip compression obtained from Puget Sound Council of Governments (PSCOG). This method traces home based work trips to various employment and commercial centers by TAZ's (transportation analysis zones) throughout the region and is considered to provide the most reasonable available data basis for trip distribution estimation. Figure 5 provides a regional overview of trip allocations by percent to the various population area from Duwamish - Boeing TAZ district, the location of the proposed office development. Figure 6 depicts the project's local trip assignment. C. Future Background Traffic Inquiries to King County Transportation Planning staff (October 27) indicated that no additional projects were currently under review in the area of the proposed project for purposes of "pipeline project" traffic assumptions. Therefore, in order to establish a arowth rate for the area to the year 1988, the project's anticipated "lease out" year, two data sources were consulted. Puget Sound Council of Governments' 1984 Population and Employment Forecasts for the Duwamish Area (FAZ 5810) revealed an employment growth rate for 1980 to 1990 of 0.6%, less • • NORTH - 1 -5 Via Boeing Access Sammiamish -Cougar Mt. Bellevue- Mercer Island 4s Bear Creek - Kirkland - Bothell 4% Rainier- Beacon Hill 3% Seattle -Queen Ann 1% North Seattle 3s Lake Forest Park 1s Snohomish County 2% 23% 5% • NORTH - E Marginal Wy West Seattle(West Seattle Bridge)1S Magnolia 1% -"2T— NORTH - SR -99 Vashon/W. Seattle 4% 1101010 &CCMY 00 EAST - SR -900 Intrazonal -Renton Enumclaw (via SR -169) Newport Hills Somerset Newcastle 6% 2% iS 1s It SOUTH - 1 -5 Via Pac Hwy Pierce County 7s Federal May 12% SOUTH - SR -99 $ 116th Intrazonal -White Center /Burien 19% SOUTH - Interurban Green River 18% Interazonal- Tukwila 4s 22% ',eD✓ECT T.P // D /STEP /BUT /OJJ WM E POPP ASSOCIATES f' /ce/,PE S. 19% 11s • • • • 22.1 BOEING ACCESS RD 3Z /SJ"SR -599 9Z - / QF TOTAL TenS P,PO✓ECT Tel, D /STe /BUT /OJJ WM E POPP ASSOCIATES F /GaeE 6. • • • • • than 1% for the ten -year period. Employment forecasts for the Skyway /Boeing Field area (FAZ 4000) indicates a negative growth rate for the same time period. Additionally, review of King County's "Historical Traffic Counts - 1975 to 1985" bear out the findings of a neutral to negative growth rate for the area. For the four major arterials impacted by the proposal, E. Marginal (north leg), Pacific Highway, Boeing Access Road, E. Marginal (south leg), between 1980 and 1985, historical volume count trends show a slight positive to negative growth rate. Boeing Access Road volumes show an increase of 1.8 %. E. Marginal Way's south leg shows an increase of 0.2%. The north leg of E. Marginal Way and Pacific Highway volume counts indicate a negative growth rate, -1.0% and 1.2 %, respectively. Therefore, as a result of this analysis of historical and forecast information, no background growth factor has been added to the Future Traffic Volume Analysis. D. Future Level -of- Service Future level -of- service (LOS) analyses were performed at all affected intersections to determine LOS with the anticipated project traffic. In addition to the intersection, analyzed under existing conditions, two additional analyses were conducted; the intersection of E. Marginal Way and S. 112th Street has been analyzed with the project traffic added and LOS condition at Pacific Highway and S. 112th Street with a traffic signal added under future conditions. The results of these analyses are presented below in Table 4. Traffic volumes used for these analyses are presented in Figure 6. As can be noted from Table 4, each intersection, with the exception of Pacific Highway South and 112th, will operate at acceptable levels -of -serve as set forth in King County Ordinance 7544. With the proposed new signal at Pacific Highway BOEING ACCESS RD I SR -599 9Z WM E POPP ASSOCIATES F7 '6e6 7. • • • • • TABLE 4 EXISTING AND FUTURE PM PEAK -HOUR LEVEL -OF- SERVICE Existing w /Project Intersection LOS V /C* RC ** LOS V/C RC E. Marginal /Pac. Hwy. /Boeing Access D- .88 E+ .92 S. Pac. Hwy. /112th St. D 149 F -772 S. Pac. Why. /112th St. w /signal D- .89 SR -99/S. 116th Way D .83 D- .89 E. Marginal /112th St. C- 220 On -Off Ramps /Pac. Hwy. - W. D+ 192 D 135 On -Off Ramps /Pac. Hwy. - E. B 359 C- 204 * V/C = Volume to Capacity Ratio ** RC = Reserve Capacity of least efficient movement and S. 112th and the proposed project traffic added, that intersection will operate at LOS D, also within the standards set forth in Ordinance 7544. IV. MITIGATION Alternative options for accessing Pacific Highway were considered, including a possible new access on Pacific Highway south of S. 112th. However, the proposed signalization of S. 112th will allow that intersection to accommodate the peak hour project traffic volumes well within the standard for LOS, as defined by King County. Level -of- Service E at the E. Marginal Way /Boeing Access /Pacific Highway, although "undesirable" by King County standards, is considered "tolerable ". There are, however, plans currently underway by the County to evaluate and perhaps redesign that intersection. Since mitigation is not required per Ordinance 7544, and since • • • operational deficiencies in the form of extended queuing or hazardous maneuvers was not observed during the AM and PM peak period counts, no mitigation is suggested. Long -range mitigation to further minimize traffic impacts in the area could be accomplished by means of encouraging increased transit use. Several regional routes are available on Pacific Highway and within easy walking distance from the site to the transit stops. Coordination with available METRO van pool and ride share programs could be encouraged to facilitate additional reductions in arterial network traffic impacts. Additionally, if several or one large tenant is to occupy the building, then staggered work hours and flex time would be a very effective means of reducing peak hour impacts. iDond� DO DC1Quallilim a000eda8Qo, traffic design transportation planning • 1606 8th Avenue North • August 24, 1987 Seattle, Washington 98109 (206) 281 -8111 Department of Public Works Traffic and Planning Division 900 King County Administration Building Seattle, WA. 98104 ATTN: Gary Samek, Chuck Shields Subject: Supplemental Analysis for Duwamish Office Park Dear Gary and Chuck: We have been asked to submit a supplemental traffic analysis for the proposed Duwamish Office Park located in the Duwamish Industrial area of King County. The original traffic analysis for the office park, submitted earlier this year, was completed by William E. Popp and Associates for E & H Properties. It is our understanding that additional analysis at the intersections of SR -900 at Boeing Access Road, E. Marginal Way South at Boeing Access Road, and Pacific. Highway South at the SR -599 Southbound On -Ramp is needed to allow the County to complete the review of this project. We also understand that the analysis needs to take into account the impacts from other known or proposed projects in the area at the time of completion of the proposed office park. These known or proposed developments include the proposed BMAC expansion, the Oxbow Corporate Park by Sabey Corporation, and the proposed development of the Bedford property. BACKGROUND The traffic impact analysis submitted by William E. Popp and Associates contained trip generation and trip distribution for the proposed Duwamish Office Park. The numbers generated by the Popp study are appropriate and reasonable for the type and location of the office park development. The date of completion of the proposed development is 1988. It is the purpose of this supplement to further analyze the expected impacts from the proposed office park using the Popp data and taking into account the cumulative impacts from other developments in the vicinity. It was determined that the critical time period for all of the intersections is the PM peak hour, and therefore the analyses will concentrate only on this time period. (AM peak hour counts were conducted/ available for the intersections of SR -900 at Boeing Access Road and E. Marginal Way South at Boeing Access Road. It was found that the AM peak hour volumes were much lower than during the PM peak hour, thus the supplemental analysis will concentrate on the PM peak hour.) As mentioned earlier, three major projects in the vicinity of the proposed office park will be developed over the next several years. The Oxbow Corporate Park, which will be occupied by the Boeing Company, is currently under construction and is expected to be occupied in 1987. The BMAC expansion plans are as yet indefinite and may or may not result in an increase in employment at the Developmental Center. Various building scenarios have been proposed through the year 1992. The third development proposal in the area is a 30 acre industrial park to be developed by Bedford Properties. The expected date of completion is 1990. Since the submittal of the traffic analysis for the Oxbow Corporate Park, Boeing has announced that most of the employees occupying the complex are existing employees who will simply be transferred to the new building. As a result of this, the impacts to the area -wide transportation system will be negligible. However, for the purposes of this analysis, a worst case situation will be examined using the assumption that all of the employees will be new to the area. The BMAC expansion plans, as noted in the Environmental Impact Statement for the Developmental Center Master Plan, represent a worst case situation which may or may not occur. Boeing is unable to confirm one way or the other how much building construction will occur, although recent discussions have indicated that they will be scaling back on many of the plans presented in the DEIS. It is also believed that most of the employees working in the new buildings will be existing employees. However, any new employees resulting from the BMAC expansion would have an impact on many of the same intersections as the proposed Duwamish Office Park. Since it is unknown how many new, versus existing employees, will be involved in the BMAC expansion, a worst case scenario of all new employees will be assumed for the purposes of this analysis. The Bedford Properties industrial park has listed 1990 as the year of completion for the project, two years after the occupancy of the Duwamish Office Park. It is expected that all of the trips related to this development will be new to the adjacent street system. 2 • • TRIP ASSIGNMENT The various developments proposed in the Duwamish Industrial Area will distribute their site generated traffic to the intersections in the vicinity. Figures 1, 2, and 3 show the trip assignments for the various developments at the critical intersections, i.e., SR -900 at Boeing Access Road, E. Marginal Way South at Boeing Access Road, and Pacific Highway South at the SR -599 Southbound On -Ramp. The figures represent three different scenarios for the trip assignments. The first of these is for the year 1988 and assumes the completion of the Duwamish Office Park and the Oxbow Corporate Park. The second scenario is also for the year 1988 and includes not only the Oxbow and Duwamish office developments, but also the proposed BMAC construction through 1988. IT SHOULD BE NOTED THAT A WORST CASE SITUATION HAS BEEN ASSUMED IN WHICH ALL OF THE BMAC RELATED TRIPS WILL BE NEW, AND THAT THE DEVELOPMENT PLAN AS OUTLINED IN THE EIS WILL OCCUR. Recent discussions with Boeing have indicated that the BMAC development plans have been scaled back; also, it is not expected that the expansion will include all new employees to the site. The third scenario is for the year 1992 and includes the completion of all of the projects in the area mentioned earlier. It can be seen from the figures that most of the trips from the proposed Duwamish Office Park have been routed to the south and thus will have its major impact at the intersection of Pacific Highway South at the SR -599 Southbound On- Ramps. TRAFFIC OPERATIONS The street operations in the immediate vicinity of the Boeing plant are unique. One moment the roadway will be virtually empty, and the next minute the roadway will be saturated immediately following a shift change. The movement of traffic on the street has a strong directional influence, i.e., westbound on Boeing Access Road and northbound on Pacific Highway South and E. Marginal Way during the AM peak hour with the opposite movements occurring during the PM peak hour. The drivers in the area are very aggressive, particularly during the peak hours. Small gaps are accepted by the drivers and a minimal headway is maintained between cars. Queues in the southbound direction at the intersection of Boeing Access Road and E. Marginal Way South during the PM peak hour can be very long, although the signal timing at the intersection provides the southbound movement with an extensive amount of green time. The queues on the • Ailki NORTH ■ ■ 3 2 Boeing Access Rd. 16 MP 77 M. MP SR -599 XX XX XX XX 90 M. Duwamish Office Park Oxbow Corporate Park BMAC Expansion Bedford Properties Trip Assignment for Various Developments SCENARIO 1 1988 WITH DUWAMISH AND OXBOW OFFICE TRIPS FIGURE 1 18 14 4 fi • , NORTH 101 248 88 16 44 rr 2” INN ala 25 Project Site S. 112th St. Boeing Access Rd. 12 8 6 90 57 44 INN Duwamish Office Park Oxbow Corporate Park BMAC Expansion Bedford Properties 18 14 21 Trip Assignment for Various Developments SCENARIO 2 1988 WITH DUWAMISH, OXBOW AND PARTIAL BMAC EXPANSION TRIPS FIGURE 2 5 NORTH 3 101 484 16 115 2 2 Boeing Access Rd. tf, 277 6 IIND 17 Project Site XX XX XX XX 90 57 114 6 cn Duwamish Office Park Oxbow Corporate Park BMAC Expansion Bedford Properties 3 2 8 1 18 14 55 Trip Assignment for Various Developments SCENARIO 3 1992 WITH ALL PROPOSED DEVELOPMENT TRIPS FIGURE 3 6 • • remaining three legs of the intersection are not nearly as extensive and generally clear within the allotted green time. The intersection of SR -900 at Boeing Access Road has an extremely heavy eastbound to southbound right -turn (over 1300 vehicles per hour) during the PM peak hour. However this movement is provided with an exclusive lane which essentially operates freely. It is estimated that the majority of these right -turns (700 -800) will enter I -5, the remainder will travel SR -900 to the Renton area. This estimate is based on a review of the number of northbound to westbound left -turns during the AM peak hour and the I- 5 ramp volume during the PM peak hour. The intersection of Pacific Highway South and the SR -599 Southbound On -Ramps experiences long queues during the PM peak hour for the southbound direction due to the large volume of southbound traffic turning left onto the SR -599 ramp. The queue sometimes extends to the north over the Duwamish Bridge. However, adequate green time has been allocated to clear the queue. CAPACITY ANALYSIS PM peak hour traffic counts for the three critical intersections were obtained for use in the capacity analysis. Calculations for the level of service for the subject intersections were conducted using the computer program CAPCALC '85, by Roger Creighton and Associates, Inc., which is based on the 1985 Highway Capacity Manual, Special Report 209. The manual traffic counts used for the analysis are shown in the Appendix. The following table shows the current levels of service. LOCATION TABLE 1 EXISTING LEVELS OF SERVICE + + + - - -+ + IAM PN PERIODINOVE LOS Avg. Delay Res. Cap. SR -900/ Boeing Access Rd. (signalized) E. Marginal Way/ Boeing Access Rd. (signalized) Pacific Highway S/ SR -599 SB On -ramp (signalized) X X X +- D D D 34 sec 27 sec 28 sec MED • • The results of the analysis indicate that the intersections are currently operating at adequate levels of service overall. There are some individual movements which are experiencing more delay than the overall intersection operation due to the heavy directional volumes. This generally occurs at the southbound left - turn at the SR -599 ramp and the southbound left -turn at Boeing Access Road and East Marginal Way. As mentioned earlier, three scenarios of the future conditions in the vicinity of the proposed Duwamish Office Park have been reviewed. Two major improvement projects have been tied to developments in the area which will be taken into account in the capacity analyses which follow. The first of these improvements is the reconstruction of the intersection of Boeing Access Road and E. Marginal Way South, which is required as mitigation for any BMAC expansion. The second is the construction of the southbound ramps to SR -99 at S. 102nd Street which would not yet be completed by 1988. Additionally, the WSDOT will soon be making some operational improvements at the intersection of SR -900 and Boeing Access Road which include a change in the lane configuration and a change in the signal operation in the north -south direction from split phasing to a "quad" operation. The following tables show the levels of service at the critical intersections for the three scenarios using the trip assignments as presented in Figures 1, 2, and 3. LOCATION TABLE 2 1988 LEVELS OF SERVICE (1) + + + - - -+ SR -900/ Boeing Access Rd. (signalized) E. Marginal Way/ Boeing Access Rd. (signalized) Pacific Highway S/ SR -599 SB On -ramp (signalized) IAMERPMDIMENT LOS Avg. Delay Res. Cap. +-- - + - - -+ X - -+ X IMP D E X - D -+ 29 sec 49 sec 36 sec (1) Includes trips from the Duwamish Office Park and Oxbow Corporate Park, only. All trips from the Oxbow • development have been assumed to be new and therefore represent a worst case. No improvements projects have been included except the operational improvements at SR -900 and Boeing Access Road. 1 TABLE 3 1988 LEVELS OF SERVICE (2) (LOCATION SR -900/ Boeing Access Rd. (signalized) E. Marginal Way/ Boeing Access Rd. (signalized) IAM M ERPDIMENT LOSIAvg. Delay Res. Cap.' +-- - + - - -+ + - - -+ + + + + Pacific Highway S/ SR -599 SB On -ramp (signalized) X X X D 30 sec D 25 sec + - - -+ E 58 sec + - - -+ MID (2) Includes trips from the Duwamish Office Park, Oxbow Corporate Park, BMAC expansion through 1988. All trips from the Oxbow development and BMAC have been assumed to be new and therefore represent a worst case. The improvements to the intersection of Boeing Access Road and E. Marginal Way South and the operational improvements at SR -900 and Boeing Access Road have been included. LOCATION TABLE 4 1992 LEVELS OF SERVICE (3) + + + - - -+ + SR -900/ Boeing Access Rd. (signalized) E. Marginal Way/ Boeing Access Rd. (signalized) Pacific Highway S/ SR -599 SB On -ramp (signalized) (AM PM ERDIMENT ILOSIAvg. Delay IRes. Cap. X X X D E F 32 sec 41 sec 94 sec • • (3) Includes trips from the Duwamish Office Park, Oxbow Corporate Park, BMAC expansion through 1992 and the Bedford Properties development. All trips from the Oxbow development and BMAC have been assumed to be new and therefore represent a worst case. The improvements to the intersection of Boeing Access Road and E. Marginal Way South, the operational improvements at SR- 900 and Boeing Access Road and the new southbound ramps to SR -99 at S. 102nd Street have been included. It is estimated that at least 15% of the exiting Boeing traffic would use the new ramps. This estimate is based on the directional split of traffic entering the Boeing site during the AM and PM peak hours from previous studies conducted at the Boeing site and the continued development at the Oxbow site. The future levels of service at the three intersections will range from "D" to "F ". The planned improvement projects at the intersections will improve operations considerably, particularly as the volumes increase as a result of the proposed developments. The intersection of SR -900 at Boeing Access Road is expected to operate adequately under any of the scenarios. This is a result of the operational improvements which the WSDOT will soon be implementing and the limited number of trips which will actually be traveling through the intersection. The majority of the trips are eastbound to southbound right -turns which by -pass the intersection. The intersection of Boeing Access Road and E. Marginal Way will fluctuate between level of service "D" and "E ". The intersection will drop from its current level of service "D" to "E" under scenario 1, but then be raised to level of service "D" after improvements which would be included in scenario 2. Ultimate development of all the proposed projects would drop the intersection to level of service "E" again in 1992. Again, it should be noted that the analyses included the "worst case" conditions which will very likely not occur. The most critical intersection reviewed is Pacific Highway South at the SR -599 Southbound On- Ramps. The intersection would drop from its current level of service "D" to level of service "F" in 1992 under the "worst case" conditions. However, the operation of the intersection in the year 1988 would be acceptable under King County Ordinance 7544 at the time of completion of the proposed office park. CONCLUSIONS /RECOMMENDATIONS The development of the proposed Duwamish Office Park will • • generate additional traffic in the vicinity of the site which will create an impact at the nearby intersections. It has already been determined in the previous analysis for this site that the intersection of S. 112th Street and Pacific Highway South, which is the intersection adjacent to the site, will operate at level of service "F" without the assistance of a traffic signal. This conclusion was also made in the traffic analysis for the Bedford Properties. The intersection of SR -900 and Boeing Access Road is not expected to be a problem as a result of the operational improvements which the WSDOT will be making shortly and the limited number of trips which will actually travel through the signal controlled movements of the intersection. This would be through the year 1992, which is four years beyond the completion date of the proposed development. The intersection of Boeing Access Road and E. Marginal Way would operate within level of service "E" with the proposed development and no improvements to the intersection in the horizon year 1988. Should any BMAC expansion occur, additional traffic would be routed through the intersection, however, BMAC is responsible for reconstructing the intersection which will greatly improve the operation. Again, operations would be adequate through the year 1992. The most critically impacted intersection besides Pacific Highway South and S. 112th Street is Pacific Highway South at the SR -599 Southbound On -Ramp. The intersection currently has a very high southbound flow during the PM peak hour and it is expected that a large percentage of the traffic from any new development in the area will increase the volume of southbound traffic through this intersection. The queues at this intersection can be very long, however they do clear out rather quickly due to the long green time allocated to the left- turns. The intersection will operate at level of service "D" in the year 1988 (which is the horizon year for the Duwamish Office Park) if no BMAC expansion trips are included in the analysis. If the "worst case" build -out of BMAC through 1988 occurs, and assumes all new employees (and it is highly unlikely this will occur) the intersection would drop to level of service "E ", which is still acceptable under the County's ordinance. Development through 1992 would drop the intersection to level of service "F ". It is believed that the construction of the southbound ramps to SR -99 at S. 102nd Street will make a considerable difference in the travel routes in the area, particularly in lessening the volume of southbound traffic along • • Pacific Highway South. Much of the trip estimates used in this analysis are speculative, representing a worst case which will most likely not occur. Mitigation for the project based on the analyses completed in this report and a previous report and the horizon year 1988, would indicate that there are some measures which the developer should be responsible for to lessen the impact of the development. Contact was made with the WSDOT District Traffic Operations Engineer to see if any operational changes at the intersection of Pacific Highway South at the SR -599 Southbound On -Ramp could be made such as split phasing and an optional through and left -turn lane to assist in moving traffic through the intersection. WSDOT indicated that the split phasing would need to be warranted for two time periods during the day, not just during the PM peak hour, before they would allow such a change. Instead they would choose to adjust the green time for the increasing volumes. Further investigation into this matter revealed that a dual left -turn onto the ramp could not be accommodated due to structural constraints which would make any revisions economically unfeasible. As a result of the discussions with WSDOT and the conclusions made in the analysis submitted earlier, mitigation in the form of strong TSM measures with some physical improvements adjacent to the site would be the most appropriate. The following are believed to be appropriate for the subject development based on the horizon year of 1988: 1. Installation of a traffic signal at the intersection of S. 112th Street and Pacific Highway South. Should the Bedford development occur as scheduled, the cost of this installation should be shared with Bedford Properties. 2. Installation of a bus pullout along Pacific Highway South in the vicinity of S. 112th Street (bus stops are currently located just north of S. 112th Street) to encourage transit use by the office employees. 3. Staggered work hours and flex time to lessen the traffic impacts and dispersal of traffic. (Suggested in the Popp report.) 4. Preferential parking for vanpools and carpools. 5. Installation of a reader board with transit and ridematch information in the building, and commuter option boards throughout the building. • i 1 1 We trust that the above information will enable you to expedite the review of this project. Please feel free to contact our office if you have any questions. Sincerely, Geri Reinart, P.E. David I. Hamlin and Associates cc: Rusty Moore Gene Peterson Bill Popp • i i i • • • APPENDIX 8/17/1987 1 • 275 SB TOTAL 820 34 v 511 DAVID I. HAMLIN & ASSOCIATES 411 INTERSECTION X900BAR • BOEING ACCESS ROAD E/W STREET 340 EB TOTAL 778 438 > 0 v N W - +- E • S SR -900 N/S STREET 1 <::* v *> ^ 19 WB TOTAL 131 214 64 v BOEING ACCESS ROAD E/W STREET * - -- 1 /\ v \/ <* < * 1 1 1 1 SR -900 N/S STREET 632 127 133 < . .:> � r� n E x�� "Irk- e�aL)C� 1-1 o..,�r I�cr..�e_ss �' /cxo NB TOTAL 892 1 1 PAGE 1 DAVID I. HAMLIN &: ASSOCIATES 8/17/1987 • DUWAMISH OFFICE PARK • INTERSECTION : BOEING ACCESS ROAD @ B EING ACCESS ROAD @ 900 @ -900 WED ::DAY PM PEAK:: 1987 CBD ^ N ACTUATED SIGNAL EIS +� kcce sS p 7 12.4J Sf . °f O X900BAR V O L U M E A D J U S T M E N T APPROACH LANE GROUP FLOW RATE LANE UTIL ADJ FLOW PROP OF TURNS MVM VOLUME IN GROUP FACTOR RATE LT RT EB LT 389 442 1.00 442 0.87 0.00 T 389 442 1.00 442 0.00 0.00 WB L 64 73 1.00 73 1.00 0.00 I T 131 149 1.00 149 t►. 00 0.00 R 19 22 1.00 22 0.00 1.00 NB L 120 136 1.00 136 1. 00 0. 00 LT 386 479 1.00 439 0.02 0.00 I TR 386 439 1.00 439 0.00 0.34 SE L 34 39 1.00 39 1.00 0.00 T 511 581 1 .00 581 0. 00 0.00 R 275 312 1.00 312 0.00 1.00 • S A T U R A T I O N F L O W IDEAL # OF ADJUSTMENT FACTORS ADJ. IAF'F' MVM SAT FLOW LANES WIDTH H.V. GRADE PARK BUS AREA -RT- -LT- FLOW EB LT 1800 1 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.96 1676 T 1800 1 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1746 WB L 1800 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1710 T 1800 1 0.97 1.00 1 .00 1.00 1.00 1.00 1 .00 1.00 1746 1 R 1800 1 0.97 1.00 1 . 00 1.00 1.00 1.00 0.85 1.00 1484 J NB L 1800 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1710 LT 1800 1 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1746 TR 1800 1 1.07 1.00 1 .00 1.00 1.00 1.00 0.95 1.00 1830 SE L 1800 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1710 T 18( ) 2 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 3492 R 1800 1 0.97 1.00 1.00 1.00 1.00 1.00 0.85 1.00 1484 • PAGE 2 DAVID I. HAMLIN & ASSOCIATES 8/17/1987 • DUWAMISH OFFICE PARF 411 X900BAR INTERSECTION : BOEING ACCESS ROAD @ EING ACCESS ROAD @ 900 @ -900 WEEKDAY PM PEAK ACTUATED SIGNAL 1987 CBD ? N C A P A C I T Y A N A L Y S I S LN GR ADJ FLOW PMSV ADJ SAT FLOW APP MVM RATE LT FLOW FLW RT RATIO EB LT 442 T 442 WB L 73 T 149 R 22 1 NB L 136 LT 439 TR 4.79 SB L 39 T 581 R 312 CYCLE LENGTH : IIIS TIME PER CYCLE : 12 0 0 0 c_0 0 0 0 0 0 c:3 GREEN LN GR V/C CRIT ? RATIO CAFACITY RATIO 1676 0.264 Y 0.278 466 0.948 1746 0.253 N 0.278 485 0.911 1710 0.043 N 0.089 1746 0.085 Y 0.089 1484 0.015 N 0.089 1710 0.080 N 0.267 1746 0.251 Y. 0.267 1830 0.240 N 0.267 1710 0.023 N 0.222 3492 0.166 N 0.222 1484 0.210 Y 0.222 SUM OF CRITICAL LANES' FLOW INTERSECTION V/C : 0.935 152 155 132 456 466 488 380 776 330 RATIOS 0.480 0.961 0.167 0.298 0.942 0.900 0.103 0.749 0.945 0.810 J LN GR V/C GREEN APP MVM RATIO RATIO EB LT 0.948 0.278 T 0.911 0.278 11 mi WB L 0.480 0.089 T 0.961 0.089 F 0.167 0.089 NB L 0.298 0.267 LT 0.942 0.267 TR 0.900 0.267 SB L 0.107 0.222 T 0.749 0.222 R 0.945 0.222 • L E V E L O F S E R V I C E CYC LEN 90 90 1st LN GR 2nd LN GR LN GR APP AFF' DELAY CAP DELAY PF DELAY LOS DELAY LOS 24.2 466 21.1 0.85 38.5 D 23.9 485 15.2 0.85 33.2 D 90 29.7 152 1.9 1.00 90 31.0 155 44.5 0.85 90 28.8 132 0.1 0.85 90 20.0 456 0.1 1.00 90 24.6 466 20.1 0.85 90 24.2 488 13.8 0.85 90 21.2 380 0.0 1.00 90 24.8 776 2.8 0.85 90 26.2 330 25.6 0.85 31.6 64.2 24.6 20.1 38.0 32.3 21.2 23.5 44.0 D F C C D D C C E 35.8 D 50.9 E 33.1 D 30.3 D INTERSECTION DELAY : 34.4 secs /veh LEVEL OF SERVICE : D DAVID I. HAMLIN & ASSOCIATES 8/17/1987 • DUWAMISH OFFICE PARK X900BAR INTERSECTION : BOEING ACCESS ROAD @ EING ACCESS ROAD C 900 @ -900 WEEKDAY PM PEAK: 1987 CBD ?N ACTUATED SIGNAL T R A F F I C & R O A D W A Y C O N D I T I O N S GRADE HV ADJ. PKG LN. BUSES CONF. PEDS FED BUTTON ARR APP (Y.) ( %) Y/N Nm (Nb) PHF (peds /hr) Y/N SEC TYPE EB 0 0 N 0 0 0.88 0 N 0.0 WB 0 0 N 0 0 0.88 0 N 0.0 3 NB 0 0 N 0 0 0.88 0 N 0.0 3 SB 0 0 N 0 0 0.88 0 N 0.0 3 G E O M E T R I C S / V O L U M E S LANE GROUPS VOLUME 1 2 3 -1 APP LT TH RT MVM LNS WD MVM LNS WD MVM LNS WD 1 EB 340 438 0 LT 1 11.0 T 1 11.0 WB 64 131 19 L 1 12.0 T 1 11.0 R 1 11.0 NB 127 632 133 L 1 12.0 LT 1 11.0 TR 1 14.0 SB 34 511 275 L 1 12.0 T 2 22.0 R 1 11.0 f� L • S I G N A L P H A S I N G APP PHASE 1ST MV 2ND MV 3RD MV PROT PMSV G Y+R EB 1 LT T L 25 65 WB 2 L T R L R 8 82 NB 4 L LT TR L R 24 66 SB 3 L T R L R 20 70 • 8/18/1987 DAVID I. HAMLIN & ASSOCIATES • INTERSECTION XBAEMW • N W - +- E • S 1 • 1610 SB TOTAL 2781 v 460 • 711 E. MARGINAL WAY 374 N/S STREET 2 1 1 <:. * v * ;> WB TOTAL 540 1 160 246 v BOEING ACCESS ROAD E/W STREET /\ v 2 - - -* \/ 1 - - -. 2 - - *> v FACIFIC HWY SOUTH E/W STREET 254 ''• EB TOTAL 658 396 8 v *;> 1 1 144 E. MARGINAL WAY N/S STREET 0 310 NB TOTAL 454 Ass 'Rol/ E. mosrc\ixX W0,4.4 PAGE 1 INTERSECTION : PACIFIC HWY SOUTH @ 8 EING ACCESS ROAD @ ARGINAL WAY @ MARGINAL WAY WEEP DAY PM PEAK ACTUATED SIGNAL DAVID I. HAMLIN DUWAMISH OFFICE PARR:: & ASSOCIATES 8/18/1987 E 4' ?C c\ p ACtALS.S 1987 CBD ^ N e , ( f' XBAEMW APPROACH LANE GROUP MVM VOLUME EB WB NB SB L T TR L T •R T R L T R 254 130 274 246 540 374 144 310 711 460 1610 V O L U M E A D J U S T M E N T FLOW RATE IN GROUP 279 143 301 270 59.E 411 158 341 781 505 1769 LANE UTIL ADJ FLOW FACTOR RATE 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 279 143 301 27� ) 593 411 158 341 781 515 1769 PROP OF TURNS LT RT 1 .00 0.00 0.00 1.00 0.00 0.00 0.00 1 0.00 1.00 0.00 0.00 0.00 iC) 0.00 0.07 0.00 0.00 1.00 0.00 0(_) 1.00 01.0)0 1.001 • IDEAL * OF APP MVM SAT FLOW LANES EB '� WB NB L T TR L T R T R SB L T • 1800 180( ) 18010 1800 1800 1800 1800 1800 1800 1800 1800 1 1 1 1 1 1 1 2 S A T U R A T I O N F L O W ADJUSTMENT FACTORS WIDTH H.V. GRADE PARK BUS AREA RT - - -- - - -- - - -- - - -- 1 . 00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.97 1.00 1.00 1.00 1.00 1 .00 1.00 1.10 1 . 00 1.00 1.00 1 . O0 1.00 0.85 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1 . 0O 1.00 1 . 00 1.00 0.85 1.00 1.00 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ADJ. LT FLOW 0.92 1.(_1t) 1.00 0.95 1.00 1.00 1.00 1 .00 1.00 1.00 0.95 1.00 1.00 1.00 1.00 0.75 1.00 3312 1800 3492 1659 3492 1683 1746 1530 1710 1746 2700 PAGE 2 DAVID I. HAMLIN & ASSOCIATES 8/18/1987 • DUWAMISH OFFICE PAFO 411 XBAEMW INTERSECTION : PACIFIC HWY SOUTH @ tl8 i ING ACCESS ROAD @ MARGINAL WAY @ . MARGINAL WAY WEEKDAY PM FEAI:: 1987 CBD ^ N ACTUATED SIGNAL C A P A C I T Y A N A L Y S I S LN GR ADJ FLOW PMSV ADJ SAT FLOW GREEN LN GR V/C AF'F' MVM RATE LT FLOW FLW RT RATIO CRIT ^ RATIO CAPACITY RATIO EB L 279 0 3712 0.084 Y 0.125 414 0.674 T 143 0 1800 0.079 N 0.125 225 0.636 TR 301 0 7492 0.086 N 0.125 476 0.690 WB L 270 0 1659 0.163 N 0.183 304 0.888 T 593 0 3492 0.170 N 0.183 640 0.927 R 411 0 1687 0.244 Y 0.667 1122 0.366 '' NB T 158 0 1746 0.090 N 0.108 189 0.836 R 741 0 15.7 i 0.22' Y 0.292 446 0.765 68 L 781 0 1710 0.457 Y 0.487 826 0.946 T 505 0 1746 0.289 N 0.487 844 0.598 R 1769 0 2700 0.655 N 0.717 1935 0.914 CYCLE LENGTH : 120.0 SUM OF CRITICAL LANES' FLOW RATIOS : 1.008 410S TIME PER CYCLE : 12 INTERSECTION V/C : 1.120 L E V E L O F S E R V I C E LN GR V/C GREEN CYC 1st LN GR 2nd LN GR LN GR AF'F AF'F' APP MVM RATIO RATIO LEN DELAY CAF' DELAY PF DELAY LOS DELAY LOS 1 EB L 0.674 0.125 120 38.1 414 3.0 1.00 41.1 E T 0.636 0.125 120 37.9 225 4.0 0.85 .35.6 D i TR 0.690 0.125 120 38.2 436 3.2 0.85 35.2 D 37.6 D WB L 0.888 0.183 120 36.3 304 17.9 1.00 54.2 E T 0.927 0.183 120 36.6 640 14.2 0.85 47.2 E R 0.366 0.667 120 6.7 1 122 0.1 0.85 5.8 B 33.5 D NB T 0.836 0.108 120 39.9 189 18.0 0.85 49.2 E R 0.765 0.292 120 29.5 446 5.3 0.85 29.6 D 35.7 D SD L 0.946 0.483 120 22.4 826 14.2 1.00 36.6 D T 0.598 0.483 120 17.1 844 0.9 0.85 15.3 C R 0.914 0.717 120 10.6 1935 5.2 0.85 13.4 8 19.6 C INTERSECTION DELAY : 26.6 secs /veh LEVEL OF SERVICE : D • DAVID I. HAMLIN & ASSOCIATES 8/18/1987 DUWAMISH OFFICE PARK XBAEMW INTERSECTION : PACIFIC HWY SOUTH @ ING ACCESS ROAD @ MARGINAL WAY @ III1MARGINAL WAY WEEKDAY PM PEAF:: 1987 CBD^N ACTUATED SIGNAL T R A F F I C & R O A D W A Y C O N D I T I O N S GRADE HV ADJ. PK:G LN. BUSES CONF. PEDS PED BUTTON ARR APP (X) (7.) Y/N Nm (Nb) PHF (peds /hr) Y/N SEC TYPE EB 0 0 N 0 0 0.91 0 N 0.0 WB 0 i N 0 0 0.91 0 N 0. 0 _ NB 0 0 N 0 0 0.91 0 N 0.0 3 SB 0 0 N 0 0 0.91 0 N 0.0 _ G E O M E T R I C S / V O L U M E S LANE GROUPS VOLUME 1 3 APP LT TH RT MVM LNS WD MVM LNS WD MVM LNS WD EB 254 396 8 L 2 24.0 T 1 12.0 TR 2 22.0 WB 246 540 374 L 1 11.0 T 2 22.0 R 1 15.0 NB 0 144 310 T 1 11.0 R 1 12.0 SB 711 46 0 1610 L 1 12.0 T 1 11.0 R 2 24.0 • S I G N A L P H A S I N G APP PHASE 1ST MV 2ND MV 3RD MV PROT PMSV G Y +R EB 3 L T TR L R 15 105 WB 4 L T R L R 22 98 WB 1 R R 58 62 NB 2 T R R 13 107 NB 4 R R 22 98 98 SB 1 L T R LR 58 62 SB 2 F R 13 107 SB 3 R R 15 105 • 8/17/1987 • J • iii4VID I. HAMLIN & ASSOCIATES INTERSECTION X116FHS III SB TOTAL 2432 637 886 v 909 N W - +- E S PACIFIC HIGHWAY S. N/S STREET <* v *:* F•. 1 --*> /\ \/ 1 - - -* v 116TH WAY E/W STREET 280 1 EB TOTAL 368 57 31 v PACIFIC HIGHWAY S. N/S STREET 0 WB TOTAL <) 0 0 v SR -599 ON -RAMP E/W STREET 255 NB TOTAL 295 A-Ak%X...k30.15,/se.- sc,59 s( or\.-QaJr,-t PAGE 1 DAVID I. HAML I N .< ASSOCIATES INTERSECTION : 116TH WAY @ -599 ON -RAMP @ IFIC HIGHWAYS. @ IFIC HIGHWAY S. WEEKDAY PM FEAk:: ACTUATED SIGNAL • DUWAM I SH OFFICE PARK 8/17/1987 X116PHS Pr \ ?o 1987 CBD ? N s' e- s9 � �1\_ V O L U M E A D J U S T M E N T APPROACH LANE GROUP FLOW RATE LANE UT I L ADJ FLOW PROP OF TURNS MVM VOLUME IN GROUP FACTOR RATE LT RT EB L 154 171 1 .00 171 1.00 0.00 LT 183 203 1.00 203 0.69 0.00 R 31 34 1.00 34 0.00 1.00 WB NB L 36 1.00 36 1.00 0. 00 TR 263 292 1.00 292 0.00 0.07 SB L 886 984 1.00 984 1.00 0.00 T 909 1010 1.00 1010 0.00 0.00 R 637 708 1.00 708 0.00 1.00 • S A T U R A T I O N F L O W IDEAL # OF ADJUSTMENT FACTORS ADJ. 1AF'F' MVM SAT FLOW LANES WIDTH H.V. GRADE PARK BUS AREA -RT- -LT- FLOW EB L 1800 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.85 1530 LT 1800 1 0.97 1.00 1 .00 1.00 1.00 1.00 1.00 0.90 1 565 R 1800 1 0.97 1.00 1.00 1.00 1 .00 1.00 0.85 1 .00 1484 WB 1NB L 1800 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1710 TR 1800 2 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 3564 SB L 1800 1 1.00 1.00 1.00 1.00 1.00 1 . 00 1.00 0.95 1710 T 1800 2 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 3492 R 180 0 1 0.97 1.00 1 . 00 1.00 1.00 1 . 0i 0 0.85 1.00 1484 • PAGE 2 DAVID I. HAMLIN & ASSOCIATES 8/17/1987 DUWAM I SH OFFICE PARK INTERSECTION : 116TH WAY @ ' -599 ON -RAMP @ IFIC HIGHWAY S. @ IFIC HIGHWAY S. WEEK DAY PM F'EAF: 1987 CBD 2 N ACTUATED SIGNAL X1 16F'HS C A P A C I T Y A N A L Y S I S LN GR ADJ FLOW F'MSV ADJ SAT FLOW GREEN LN GR V/C APP MVM RATE LT FLOW FLW RT RATIO CRIT 2 RATIO CAPACITY RATIO EB L 171 0 1570 0.112 N 0.150 LT 203 0 1565 0.130 Y 0.150 F 34 0 1484 0.023 N 0.150 WB 229 235 223 0.747 0.864 0.152 NB L 36 0 1710 0. 021 N 0.050 85 0. 424 TR 292 0 3564 0.082 Y 0.120 428 0.682 SE( L 984 0 1710 0.575 Y 0.540 923 1.066 T 1010 0 3492 0.289 N 0.610 22130 0.474 R 708 0 1484 0.477 N 0.760 1128 0.628 CYCLE LENGTH : 100.0 SUM OF CRITICAL LANES' FLOW RATIOS : 0.787 410S TIME PER CYCLE : 15 INTERSECTION V/C : 0.926 L E V E L O F S E R V I C E LN GR V/C GREEN CYC 1st LN GR 2nd LN GR LN GR APP APP AF'F' MVM RATIO RATIO LEN DELAY CAP DELAY F'F DELAY LOS DELAY LOS EB L 0.747 0.150 100 30.9 229 8.5 1.00 39.4 D LT 0.864 0.150 100 31.5 235 18.3 0.85 42.3 E R 0.152 0.150 100 28.1 223+ 0.0 0.85 23.9 C 39.6 D WE( NB L 0.424 0.050 100 35.0 85 2.0 1.00 37.0 D TR 0.682 0.120 100 32.1 428 3.0 0.85 29.8 D 30.5 D SB L 1.066 0.540 100 18.9 923 42.7 1.00 61.6 F T 0.474 0.610 100 8.1 2130 0.1 0.85 7.0 B R 0.628 0.760 100 4.2 1128 0.8 0.85 4.2 A 26.2 INTERSECTION DELAY : 28.2 secs /veh LEVEL OF SERVICE : D • DAVID I. HAMLIN & ASSOCIATES 8/17/1987 • DUWAM I SH OFFICE PARR'. III INTERSECTION : 116TH WAY @ -599 ON -RAMP @ IFIC HIGHWAY S. @ IFIC HIGHWAY S. WEEKDAY PM F'EAF :: 1987 CBD ^N ACTUATED SIGNAL X1 16PHS T R A F F I C & R O A D W A Y C O N D I T I O N S GRADE HV ADJ. FIG LN. BUSES CONF. F'EDS PED BUTTON ARR APR' (X) (7.) Y/N Nm (Nb) PHF (peds /hr) Y/N SEC TYPE EB 0 0 N 0 0 0.90 0 N 0.0 3 WB 0 0 N 0 0 0.90 0 N 0. 0 3 NB 0 0 N 0 0 0.90 0 N 0.0 3 SB 0 0 N 0 0 0.90 0 N 0. 0 3 G E O M E T R I C S / V O L U M E S LANE GROUPS VOLUME 1 2 3 AF'F' LT TH RT MVM LNS WD MVM LNS WD MVM LNS WD EB 280 57 31 L 1 12.0 LT 1 11.0 R 1 11.0 WB 0 0 0 NB 32 255 8 L 1 12.0 TR 2 23.0 SB 886 909 637 L 1 12.0 T 2 22.0 R 1 11.0 • S I G N A L P H A S I N G APR' PHASE 1ST MV 2ND MV 3RD MV PROT PMSV G Y +R EB 4 L LT R L R 15 85 NB 1 L L 5 95 NB 6 TR R 12 88 SB 5 L L 54 46 SB 2 T R R 61 39 SB 4 R R 15 85 • 8/18/1987 • j • SE TOTAL 824 DAVID I. HAMLIN ?. ASSOCIATES • INTERSECTION F900BAR • W - +- E S SR -900 N/S STREET 279 34 511 1 2 1 BOEING ACCESS ROAD E/W STREET 19 WB TOTAL 136 219 64 BOEING ACCESS ROAD E/W STREET * - -- 1 - -- 1 < * -- 1 /\ \/ 1 2 632 359 159 133 <. .. EB TOTAL 817 458 SR -900 N/S STREET NB TOTAL 0 924 v cfiE P m .P.e.tt \ C:.1x- � '0 1 a0 .l c. 2 - 00 PAGE 1 DAVID I. HAMLIN & ASSOCIATES 8/18/1987 • INTERSECTION : BOEING ACCESS ROAD @ 4 B EING ACCESS ROAD @ 900 @ 900 WED :::DAY PM PEAK:: ACTUATED SIGNAL DUWAM I SH OFFICE PARK 1988 CBD • F900BAR `c % PC \ e- - W aU • mow_ \C C Q.c S APPROACH LANE GROUP MVM VOLUME EB WB NB SB LT 408 T 409 LT 100 T 100 F. 19 L 159 TR 765 L 34 T 511 R 279 V O L U M E A D J U S T M E N T FLOW RATE LANE UTIL IN GROUP FACTOR 464 465 114 114 181 869 39 581 317 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ADJ FLOW RATE 464 465 114 114 181 869 39 581 317 PROP OF TURNS LT RT 0.88 0.00 0.00 0.00 0.64 0.00 0.00 0.00 0.00 1.00 1.00 0. 00 0.00 0.17 1.00 0. 00 0.00 0.00 0.00 1.00 T. • IDEAL # OF :1 APP MVM SAT FLOW LANES EB LT T WB LT T NB L TR SB L T R • 1800 1 1800 1 180 0 1 1800 1 1800 1 1800 1 1800 2 1800 1800 1800 S A T U R A T I O N F L O W ADJUSTMENT FACTORS WIDTH H.V. GRADE PARR;: BUS AREA ADJ. RT LT FLOW 0.97 1.00 1.00 1.00 1.00 1.00 1 . 00 0.96 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.97 0.97 1.00 1.03 1.00 0.97 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.85 1.00 0.97 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.85 1.00 1676 1746 1710 1746 1484 1710 3597 1710 3492 1484 FAGE 2 DAVID I. HAMLIN R' ASSOCIATES 8/18/1987 DUWAM I SH OFFICE F'ARF:: • F900BAR INTERSECTION : BOEING ACCESS ROAD @ BOEING ACCESS ROAD @ 4090n @ 900 WEEKDAY PM PEAK:: 1989 CBD ? N ACTUATED SIGNAL C A P A C I T Y A N A L Y S I S LN GR ADJ FLOW F'MSV ADJ SAT FLOW GREEN LN GR V/C APP MVM RATE LT FLOW FLW RT RATIO CRIT ? RATIO CAPACITY RATIO EB LT T 464 0 1676 0.277 Y 0.300 503 0.922 465 0 1746 0.266 N 0.300 524 0.887 WB LT 114 0 1710 0.067 Y 0. 167 285 0.400 T 114 0 1746 0.065 N 0.167 291 0.792 R 22 0 1484 0.015 N 0.167 247 0.089 NB L 181 0 1710 0.106 Y 0.173 228 0.794 TR 869 0 3597 0.242 N 0.300 1079 0.805 SB L 39 0 1710 0.027 N 0.056 95 0.411 T 581 0 7492 0.166 N 0.222 776 0.749 R 317 0 1484 0.214 Y 0.222 330 0.961 CYCLE LENGTH : 90.0 SUM OF CRITICAL LANES' FLOW RATIOS : 0.664 5 TIME PER CYCLE : 18 INTERSECTION V/C : 0.830 L E V E L O F S E R V I C E LN GR V/C GREEN CYC 1st LN GR 2nd LN GR LN GR APP AF'F' AF'F' MVM RATIO RATIO LEN DELAY CAP DELAY PF DELAY LOS DELAY LOS 1 EB LT 0.922 0.700 90 23.2 503 16.2 0.85 33.5 D T 0.887 0.700 90 22.8 524 11.8 0.85 29.4 D 31.4 D t WB LT 0.400 0.167 90 25.4 285 0.5 0.85 22.0 C T 0.392 0.167 90 25.4 291 0.5 0.85 22.0 C R 0.089 0.167 90 24.1 247 0.0 0.85 20.5 C 21.9 C NB L 0.794 0.173 90 28.7 228 11.7 1 . 00 40.4 E TR 0.805 0.300 90 22.1 1079 3.2 0.85 21.5 C 24.7 C SB L 0.411 0.056 90 31.2 95 1.6 1.00 32.8 D T 0.749 0.222 90 24.8 776 2.8 0.85 2.:•.5 C R 0.961 0.222 90 26.3 330 28.8 0.85 46.8 E 31.8 D INTERSECTION DELAY : 28.5 secs /veh LEVEL OF SERVICE : D • CID I. HAMLIN t< ASSOCIATE, 8/18/1987 DUWAMISH OFFICE PARE; F900BAR INTERSECTION : BOEING ACCESS ROAD @ ING ACCESS ROAD @ i i 0 @ -900 WEEFDAY PM F'EAF 1988 CBD ?N ACTUATED SIGNAL T R A F F I C & R O A D W A Y C O N D I T I O N S GRADE HV ADJ. PKG LN. BUSES CONF. PEDS PED BUTTON APR' (7.) (7.) Y/N Nm (Nb) PHF (peds /hr) Y/N SEC EB 0 0 N 0 0 0.88 0 N 0.0 WB 0 0 N 0 0 0.88 0 N 0.0 NB 0 0 N 0 0 0.88 0 N 0.0 SB 0 0 N 0 0 0.88 0 N 0.0 ARR TYPE 114 (A IA I G E O M E T R I C S / V O L U M E S LANE GROUPS VOLUME 1 2 _ APR' LT TH RT MVM LNS WD MVM LNS WD MVM LNS WD EB 759 458 0 LT 1 11.0 T 1 11.0 WB 64 176 19 LT 1 12.0 T 1 11.0 R 1 11.0 NB 159 672 137 L 1 12.0 TR 2 26.0 SB 34 511 279 L 1 12.0 T 2 22.0 R 1 11.0 • S I G N A L P H A S I N G AF'F' PHASE 1ST MV 2ND MV 3RD MV PROT F'MSV G Y +R EB 3 LT T L 27 63 WB 4 LT T R LR 15 75 NB 1 L L 12 78 NB 6 TR R 27 63 SB 5 L L 5 85 SB 2 T R R 20 70 • 8/18/1987 DAVID I. HAMLIN & ASSOCIATE 0 INTERSECTION FBAEMW • • SB TOTAL 3061 N W - +- E S E. MARGINAL WAY 416 N/S STREET WB TOTAL 597 1259 1714 887 246 v 460 PACIFIC HWY SOUTH E/W STREET 270 : . EB TOTAL 951 673 8 v BOEING ACCESS ROAD E/W STREET * - -- 1 /\ \/ 1 1 144 E. MARGINAL WAY N/S STREET 0 NB TOTAL 454 kc52(Z eirfN .2-itde- °"-'r l 1 1 U 310 s. F'AGE 1 INTERSECTION : PACIFIC HWY SOUTH @ BOEING ACCESS ROAD & "'MARGINAL_ WAY @ MARGINAL WAY WEEI<:DAY F'M FEAE ACTUATED SIGNAL DAVID I. HAMLIN & ASSOCIATES 8/18/1987 DUWAMISH OFFICE PART::: • FBAEMW 10 g t Pm 1988 CBD ^ N K.f1.SS ,/ C;., MAJ. fi��•� 111 APPROACH LANE GROUP MVM VOLUME EB WB NB SB L T TR L T R T R L T 270 220 461 246 597 416 144 310 887 460 1714 V O L U M E A D J U S T M E N T FLOW RATE IN GROUP 297 242 507 270 656 457 158 341 975 505 1884 LANE UTIL ADJ FLOW FACTOR RATE PROF' OF TURNS LT RT 1.00 297 1.00 0.00 1 .00 242 0. 00 0. 00 1.00 507 0.00 0.02 1.00 270 1.00 0.00 1.00 656 0. 00 0.00 1.00 457 0. 00 1.00 1.00 158 0.00 0.00 1.00 741 0.00 1.00 1.00 1.00 1.00 975 1.00 0. 00 505 0.00 0.00 1884 0. 00 1.00 APR' MVM EB L T TR WB L T R T R I 1 NB SB L T R • IDEAL # OF SAT FLOW LANES 1800 1801) 1800 1801) 1800 1800 1800 1800 S A T U R A T I O N F L O W ADJUSTMENT FACTORS WIDTH H.V. GRADE PARE: BUS AREA RT LT 2 1.00 1.00 1 . 00 1.00 1.00 1.00 1.00 0.92 1 1.00 1.00 _ 1.00 1.00 1.00 1.00 1.00 1.00 2 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.95 2 0.97 1.00 1. 00 1.00 1.00 1 .00 1.00 1 .00 1 1.10 1.00 1.00 1.00 1.00 1.00 0.85 1.00 1 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1 1.00 1.00 1.00 1.00 1.00 1.00 0.85 1.00 1800 1 1800 1 1800 ADJ. FLOW .3712 1800 3492 1659 3492 168:_'•. 1746 1530 1.00 1.00 1.00 1.00 1 .00 1.00 1.00 0.95 1710 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1746 1.00 1.00 1 . 00 1.00 1 . 00 1.00 0.75 1.00 27C)0 PAGE 2 AVID I. HAMLIN & ASSOCIATI, 8/18/1987 DUWAMISH OFFICE PARK FBAEMW INTERSECTION : PACIFIC HWY SOUTH @ .ING ACCESS ROAD @ MARGINAL WAY @ E. MARGINAL WAY WEEP DAY PM F'EAF : 1988 CBE) ? N ACTUATED SIGNAL C A P A C I T Y A N A L Y S I S LN GR ADJ FLOW F'MSV ADJ SAT FLOW GREEN LN GR V/C AFT MVM RATE LT FLOW FLW RT RATIO CRIT ? RATIO CAPACITY RATIO EB L 297 0 7312 0.090 Y 0.142 469 0.673 T 242 0 1800 0.134 N 0.142 255 0.949 TR 507 0 3492 0.145 N 0.142 495 1.0:4 WP L 270 0 1659 0.163 N 0.183 304 0.888 T 656 0 3492 0.188 N 0.183 640 1.025 R 457 0 1687 0.272 Y 0.667 1 122 0.407 NB T 158 0 1746 0.090 N 0.092 160 0.997 R 341 0 1530 0.223 Y 0.275 421 0.810 SB L 975 0 1710 0.570 Y 0.483 826 1.180 T 505 0 1746 0.289 N 0.483 844 0.598 R 1884 0 2700 0.698 N 0.717 1975 0.974 E LENGTH : 120.0 SUM OF CRITICAL LANES' FLOW RATIOS : 1.155 4ills_ C TIME PER CYCLE : 12 INTERSECTION V/C : 1.28: L E V E L O F S E R V I C E LN GR V/C GREEN CYC 1st LN GR 2nd LN GR LN GR AF'F' AF'P APP MVM RATIO RATIO LEN DELAY CAP DELAY PF DELAY LOS DELAY LOS EB L 0.633 0.142 120 36.9 469 2.0 1.00 38.9 D T 0.949 0.142 120 38.8 255 30.9 0.85 59.2 E 1 TR 1.024 0.142 120 39.3 495 37.6 0.85 65.4 F 56.4 E WP L 0.888 0.183 120 36.3 304 17.9 1.00 54.2 E T 1.025 0.187 120 37.5 640 34.0 0.85 60.8 F R 0.407 0.667 120 7.0 1122 0.1 0.85 6.0 B 41.4 E NB T 0.987 0.092 120 41.4 160 50.8 0.85 78.4 F R 0.810 0.275 120 30.8 421 7.8 0.85 32.8 D 47.1 E SB L 1 . 180 0.483 120 28.3 826 100.0 1.00 128.3 F T 0.598 0.483 120 17.1 844 0.9 0.85 15.3 C R 0.974 0.717 120 12.1 1935 11.1 0.85 19.7 C 50.5 E INTERSECTION DELAY : 49.2 secs /veh LEVEL OF SERVICE : E • DAVID I. HAMLIN & ASSOCIATES 8/18/1987 • DUWAMISH OFFICE PARK • FBAEMW INTERSECTION : PACIFIC HWY SOUTH @ BOEING ACCESS ROAD @ IIIIMARGINAL WAY @ MARGINAL WAY WEEF;DAY PM PEN : 1988 CBD ^N ACTUATED SIGNAL AF'F' EB WB NB SB T R A F F I C E' R O A D W A Y C GRADE HV ADJ. PIG LN. BUSES (X) (X) Y/N Nm (Nb) PHF O 0 N 0 4 0.91 O 0 N 0 U 0.91 O 0 N 0 0 0.91 O 0 N 0 0 0.91 O N D I T I O N S CONF. F'EDS PED BUTTON ARR (peds /hr) Y/N SEC TYPE G N 0.0 0 N 4.0 O N 0.0 7 O N 0.0 G E O M E T R I C S / V O L U M E S LANE GROUPS VOLUME 1 2 3 APP LT TH RT MVM LNS WD MVM LNS WD MVM LNS WD EB 270 673 8 L 2 24.0 T 1 12.0 TR 2 22.0 WB 246 597 416 L 1 11.0 T 2 22.0 R 1 15.0 NB 0 144 310 T 1 11.0 R 1 12.0 SB 887 460 1714 L 1 12.0 T 1 11.0 R 2 24.0 • I S I G N A L P H A S I N G APP PHASE 1ST MV 2ND MV 3RD MV PROT PMSV G Y +R EB 3 L T TR L R 17 103 WB 4 L T R L R 22 98 WB 1 R R 58 62 NB 2 T R R 11 109 NB 4 F. R 22 98 SB 1 L T R LR 58 62 SB 2 R R 11 109 SB 3 R R 17 103 • 8/18/1987 • 722 SB TOTAL 2842 v 1028 1092 DAVID I. HAMLIN R< ASSOCIATES 411 INTERSECTION 116PH88 • W - +- E S 1 - - -* v 116TH WAY E/W STREET PACIFIC HIGHWAY S. N/S STREET 1 1 <:* v *> 4* 1 *; 0 WB TOTAL 0 00 v SR -599 ON -RAMP E/W STREET 273 293 •.? 1 .,8 EB TOTAL 381 57 31 • PACIFIC HIGHWAY S. N/S STREET P3ig tY\ P.Q H n wr s C- RANO.t' % 0 1 NB TOTAL 313 FAGE 1 iiiVID I. HAML I N & ASSOCIATES• INTERSECTION : 116TH WAY @ ON -RAMP C IFIC HIGHWAY S. C F40599 IFIC HIGHWAY S. WEEKDAY PM PEAF: ACTUATED SIGNAL DUWAMISH OFFICE PARK \qc6% Pm V S C -C \ O [-� 1988 CBD ? N i"� o-Z- -1 1 L %-k' i- S Se- S°y, Q 8/18/1987 1 16P'H88 APPROACH LANE GROUP MVM VOLUME EB WB NB L LT F 161 189 31 L 32 TR 281 L 1092 T 1028 R V O L U M E A D J U S T M E N T FLOW RATE IN GROUP 179 210 34 36 312 1213 1142 802 LANE UTIL ADJ FLOW FACTOR RATE 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 179 210 34 36 1 1213 1142 802 PROF' OF TURNS LT RT 1.00 0.70 0.00 0.00 0.00 1.0<) 1.00 0,0c :) 0.00 0.o7 1.00) o. on 0) . c_o c_o 0. 0 o O. Oc) 1 . oo • S A T U R A T I O N F L O W IDEAL # OF ADJUSTMENT FACTORS ADJ. APP MVM SAT FLOW LANES WIDTH H.V. GRADE PARK BUS AREA RT LT FLOW 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.85 1 570 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.89 1563 0.97 1.00 1 . 00 1.00 1. 00 1.00 0.85 1.00 1484 EB L 1800 1 LT 1800 R 1800 WB 1 NB L 1800 TR 1800 SB L T • 1800 1800 1800 1 1 1 1 1.00 1.00 1.00 1.00 1.00 1.00 1 .00 0.95 1710 2 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 3564 1.00 1.00 1.00 1.00 1.00 1 .00 1.00 0.95 1710 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 3492 1 0.97 1.00 1 . 00 1.00 1.00 1.00 0.85 1.00 1484 1 PAGE 2 DAVID I. HAMLIN & ASSOCIATES 8/18/1987 DUWAMISH OFFICE PARK:: • 116PH88 INTERSECTION : 116TH WAY @ ' -599 ON -RAMP @ IFIC HIGHWAY S. @ IFIC HIGHWAY S. WEEKDAY PM FEW, 1988 CBD ? N ACTUATED SIGNAL C A P A C I T Y A N A L Y S I S LN GR ADJ FLOW F'MSV ADJ SAT FLOW GREEN LN GR V/C APP MVM RATE LT FLOW FLW RT RATIO CRIT ? RATIO CAPACITY RATIO EB L 179 0 1530 0.117 N 0.145 =7 0.803 LT 210 0 1567 0.134 Y 0.145 227 0.925 R 34 0 1484 0.023 N 0.145 216 0.157 WE NB L 36 0 1710 0.021 N 0.055 97 0.387 TR 312 0 3564 0.088 Y 0.109 389 0.802 SB L 1213 0 1710 0.709 Y 0.636 1088 1.115 T 1 142 0 3492 0.327 N 0.691 241.3 0.473 R 802 0 1484 0.540 N 0.836 1241 0.646 CYCLE LENGTH : 110.0 SUM OF CRITICAL LANES' FLOW RATIOS : 0.971 S TIME PER CYCLE : 15 INTERSECTION V/C : 1.078 • 1 L E V E L O F S E R V I C E l LN GR V/C GREEN CYC 1st LN GR 2nd LN GR LN GR APR' APP AF'F' MVM RATIO RATIO LEN DELAY CAP DELAY PF DELAY LOS DELAY LOS EB L 0.803 0.145 110 34.6 22• 12.7 1.00 47.3 E LT 0.925 0.145 110 335. 3 227 28.3 0.85 54.1 E R 0.157 0.145 1 1 0 31.2 216 0.0 0.85 26.5 D 49.0 E WB NB L 0.387 0.055 110 38.2 93 1.3 1.00 39.5 D TR 0.802 0.109 110 36.4 389 7.9 0.85 37.7 D 37.8 D SB L 1.115 0.636 110 19.0 1088 61.8 1.00 80.8 F T 0.473 0.691 110 5.9 2413 0.1 0.85 5.1 B R 0.646 0.836 110 2.4 1241 0.8 0.85 2.7 A 33.6 D INTERSECTION DELAY : 35.6 secs /veh LEVEL OF SERVICE : D • 1 AVID I. HAMLIN & ASSOCIATES 8/18/1987 DUWAM I SH OFFICE PARK 116PH88 INTERSECTION : 116TH WAY @ Alik599 ON -RAMP @ 'IFIC HIGHWAY S. C F'ACIFIC HIGHWAY S. WEEKDAY FM F'EAf ::: 1988 CBD ^N ACTUATED SIGNAL T R A F F I C 9' R O A D W A Y C O N D I T I O N S GRADE HV ADJ. F'f::G LN. BUSES CONF. F'EDS PED BUTTON ARP; APP (7.) (7.) Y/N Nm (Nb) F'HF (peds /hr) Y/N SEC TYPE EB 0 0 N 0 0 0.90 0 N 0.0 3 WB 0 i> N 0 0 0.90 0 N 0.0 NB 0 0 N 0 0 0.90 0 N 0.0 SB 0 0 0 0.90 0 N 0.0 3 G E O M E T R I C S / V O L U M E S LANE GROUPS VOLUME 1 2 AF'F' LT TH RT MVM LNS WD MVM LNS WD MVM LNS WD EB 293 57 31 L 1 12.0 LT 1 11.0 R 1 11.0 WB 0 0 0 NB 32 273 8 L 1 12.0 TR 2 23. 0 .68 1092 1028 722 L 1 12.0 T 2 22.0 R 1 11.0 S I G N A L P H A S I N G APP PHASE 1ST MV 2ND MV 3RD MV PROT F'MSV G Y +R EB 4 L LT R L R 16 94 NB 1 L L 6 104 NB 6 TR R 12 98 SB 5 L L 70 40 SB 2 T R R 76 34 SB 4 R R 16 94 • 8/18/1987 • 281 DAVID I. HAMLIN & ASSOCIATES 0 INTERSECTION 900BA88 N SB TOTAL • SR -900 826 N/S STREET 34 v 511 1 2 1 <.* v *.;. 1 - - * :> BOEING ACCESS ROAD E/W STREET 19 WB TOTAL 1'9 222 64 v BOEING ACCESS ROAD E/W STREET <*-- 1 /\ \/ <, * 1 • 365 ' 170 EB TOTAL 929 464 • 0 v SR -900 N/S STREET Vc g Prr. o wr- c��o.,r c5 7- Acx_D-s s - i ( tee- °)o a 632 NB TOTAL 935 133 PAGE 1 DAVID I. HAMLIN & ASSOCIATES 8/16/1987 • INTERSECTION : BOEING ACCESS ROAD @ BOEING ACCESS ROAD @ 0900 @ 900 WEEF::DAY PM PEA ::: ACTUATED SIGNAL DUWAM I SH OFFICE PARK:. 1988 • CBD 2 N 90084188 1c3Y6t Ctr\ 942-01- k4 tux . 0 Nc-t2.sS ea/ APPROACH LANE GROUF MVM VOLUME EB WB NB SB LT 414 T 415 101 102 19 170 765 L 34 T 511 R 281 LT T R L TR V O L U M E A D J U S T M E N T FLOW RATE IN GROUF 470 472 115 116 193 869 39 581 319 LANE UTIL ADJ FLOW PROP OF TURNS FACTOR RATE LT RT 1.00 470 0.88 0.00 1.00 472 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 115 116 22 193 869 39 581 319 0.63 0 . (0►f) 0.00 0.00 0.00 1.00 1.00 0.00 0.00 0. 17 1.00 0.00 0.00 0.00 0.00 1.00 • S A T U R A T I O N F L O W IDEAL # OF ADJUSTMENT FACTORS APP MVM SAT FLOW LANES WIDTH H.V. GRADE PARK BUS AREA 1 0.97 1.00 1.00 1.00 1.00 1.00 1 0.97 1.00 1.00 1.00 1.00 1.00 EB LT 1800 T 1800 WB LT 1800 1 T 1800 1 R 1800 1 NB L 1800 1 TR 1800 2 SB L T R • 1800 1 1800 2 1800 1 1.00 0.97 0.97 1.00 1.03 1.00 1.00 1.00 1.00 1.00 1.00 1 . 00 0.97 1.00 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT 1.00 1.00 1.00 1.00 0.85 1.00 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.85 ADJ. LT FLOW 0.96 1676 1.00 1746 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 1710 1746 1484 1710 3597 1710 3492 1484 FAGE 2 DAVID I. HAMLIN 9, ASSOCIATES 8/18/1987 • DUWAM I SH OFFICE PARK • INTERSECTION : BOEING ACCESS ROAD @ BOEING ACCESS ROAD @ 1101900 e 900 WEEKDAY PM PEAk :: 1988 CBD ^ N ACTUATED SIGNAL 90 ►BA88 C A P A C I T Y A N A L Y S I S LN GR ADJ FLOW F'MSV ADJ SAT FLOW GREEN LN GR V/C APP MVM RATE LT FLOW FLW RT RATIO CRIT ^ RATIO CAPACITY RATIO EB LT 470 0 1676 0.280 Y 0.300 503 0.974 T 472 0 1746 0. 270 N 0.300 524 0.901 WB LT 115 0 1710 0.067 Y 0. 167 285 0.404 T 116 0 1746 0.066 N 0. 167 291 0.399 R 22 0 1484 0.015 N 0.167 247 0.089 1 NB L 19.3 0 1710 0.113 Y 0.133 228 0.846 1 TR 869 0 3597 0.242 N 0.300 1079 0.805 SB L 39 0 1710 0.023 N 0.056 95 0.411 T 581 0 3492 0.166 N 0.222 776 0.749 R 319 0 1484 0.215 Y 0.222 370 0.967 CYCLE LENGTH : 90.0 SUM OF CRITICAL LANES' FLOW RATIOS : 0.675 Le TIME PER CYCLE : 18 INTERSECTION V/C : 0.844 L E V E L O F S E R V I C E LN GR V/C GREEN CYC 1st LN GR 2nd APF' MVM RATIO RATIO LEN DELAY CAF' DELAY PF DELAY LOS DELAY LOS lEB LT 0.934 0.700 90 23.3 503 17.9 0.85 35.0 D r T 0.901 0.300 90 23.0 524 13.2 0.85 30.8 D 32.9 LWB LT 0.404 0.167 90 25.5 285 0.5 0.85 22.1 C T 0.799 0.167 90 25.4 291 0.5 0.85 22.0 C R 0.089 0.167 90 24.1 247 0.0 0.85 20.5 C 21.9 C NB L 0.846 0.133 90 29.0 228 16.6 1.00 45.6 E TR 0.805 0.300 90 22.1 1079 3.2 0.85 21.5 C 25.9 D LN GR LN GR AF'F' AF'F SB L 0.411 0.056 90 71.2 95 1.6 1.00 32.8 D T 0.749 0.222 90 24.8 776 2.8 0.85 23.5 C R 0.967 0.222 90 26.4 330 30.1 0.85 48.0 E • 32.2 D INTERSECTION DELAY : 29.5 secs /veh LEVEL OF SERVICE : D AVID I. HAMLIN & ASSOCIATES 8/18/1987 DUWAM I SH OFFICE FARE:: 900BAB8 INTERSECTION : BOEING ACCESS ROAD @ ‚ING ACCESS ROAD @ 900 @ 900 WEEi<DA'Y PM F'EAk:: 1988 CBD ^N ACTUATED SIGNAL T R A F F I C & R O A D W A Y C O N D I T I O N S GRADE HV ADJ. F'KG LN. BUSES CONF. F'EDS FED BUTTON ARR APP (X) (X) Y/N Nm (Nb) F'HF (peds /hr) Y/N SEC ' TYPE EB 0 0 N 0 0 0.88 0 N 0.0 WB 0 0 N 0 0 0.88 0 N 0.0 NB 0 0 N 0 0 0.88 0 N 0.0 7 GB 0 0 N 0 0 0.88 0 N 0.0 _ G E O M E T R I C S / V O L U M E S LANE GROUPS VOLUME 1 2 3 APP LT TH RT MVM LNS WD MVM LNS WD MVM LNS WD EB 365 464 0 LT 1 11.0 T 1 11.0 WB 64 139 19 LT 1 12.0 T 1 11.0 R 1 11.0 NB 170 632 137 L 1 12.0 TR 2 26.0 �SD 34 511 281 L 1 12.0 T 2 22.0 R 1 11.0 S I G N A L P H A S I N G APP PHASE 1ST MV 2ND. MV 3RD MV PROT F'MSV G Y +R EB 3 LT T L 27 6.3 WB 4 LT T R LR 15 75 NB 1 L L 12 78 T NB 6 TR R 27 67 J SB 5 L L 5 85 SB 2 T R R 20 70 6/18/1987 DAVID I. HAMLIN & ASSOCIATES • INTERSECTION BAEMW88 • • N W - +- E S S8 TOTAL E. MARGINAL WAY 1962 1023 N/S STREET <: v 548 v 1 2 2 - - -* PACIFIC HWY SOUTH E/W STREET 314 ' EB TOTAL 987 673 0 v * v * 481 WEB TOTAL 597 1324 246 BOEING ACCESS ROAD E/W STREET * - -- 1 /\ v \/ 1 1 169 <. E. MARGINAL WAY N/S STREET t$g Prn PQ Nom ti-o 2 E , (r occ U NB TOTAL 479 310 PAGE 1 DAVID I. HAMLIN & ASSOCIATES INTERSECTION : PACIFIC HWY SOUTH @ flB i ING ACCESS ROAD @ MARGINAL WAY @ MARGINAL WAY WEEKDAY PM F'EAF:: ACTUATED SIGNAL • DUWAMISH OFFICE PARK 8/18/1987 BAEMW88 .a o Z 1988 CBD ^ N SC C4R-Ss APPROACH LANE GROUP MVM VOLUME EB WB NB S8 L 314 T 673 L 246 T 597 R 481 T 169 F. 310 L 1023 T 548 R 1962 V O L U M E FLOW RATE IN GROUP 345 740 270 656 59 186 341 1124 602 2156 A D J U S T M E N T LANE UTIL ADJ FLOW FACTOR RATE 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 345 740 270 656 529 186 341 1124 602 2 156 PROF' OF TURNS LT RT 1.00 0.00 0. 00 0.00 1.00 0.00 00.00 0.00 0.00 1.00 0.00 0. 00 0.00 1.00 1.00 0. 00 0.00 0.00 0. 00 1.00 • IDEAL # OF AF'F' MVM SAT FLOW LANES EB L T WB L T R NB T R SB L T R • 1800 1800 2 1800 1 1800 2 1800 2 1800 1 1800 1 1800 1800 1800 S A T U R A T I O N F L O W ADJUSTMENT FACTORS ADJ. WIDTH H.V. GRADE PARE: BUS AREA RT LT FLOW - - -- - - -- - - -- - - -- - - -- - - -- 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.92 3312 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 3600 0.97 1.00 1.00 1.00 1.00 1.00 1 . 00 0.95 1659 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 3492 0.97 1.00 1.00 1.00 1.00 1.00 0.75 1.00 2619 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1746 1.00 1.00 1.00 1.00 1.00 1.00 0.85 1.00 1530 2 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.92 3312 1 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1746 2 1.00 1.00 1.00 1.00 1.00 1.00 0.75 1.00 2700 PAGE 2 DAVID I. HAMLIN & ASSOCIATES 8/18/1987 • DUWAMISH OFFICE PARK • BAEMWBB INTERSECTION : PACIFIC HWY SOUTH @ BOEING ACCESS ROAD @ 411MARGINAL WAY @ MARGINAL WAY WEEFDAY F'M FEAF:: 1988 CBD ? N ACTUATED SIGNAL C A F A C I T Y A N A L Y S I S LN GR ADJ FLOW PMSV ADJ SAT FLOW GREEN LN GR V/C AF'F' MVM RATE LT FLOW FLW RT RATIO CRIT ? RATIO CAPACITY RATIO EB L ;45 0 7 312 0.104 N 0.200 662 0.521 T 740 0 3600 0.206 Y 0.200 720 1.028 WB L 270 0 1659 0.163 Y 0.200 332 0.813 T 656 0 3492 0.188 N 0.260 698 0.940 R 529 0 2619 0.202 N 0.575 1506 0.751 NB T 186 0 1746 0.107 N 0.125 218 0.853 R 341 0 1530 0.223 N 0.7'5 497 0.686 SE L 1 124 0 3 312 0.379 N 0.375 1242 0.905 T 602 0 1746 0.345 N 0.500 873 0.690 R 2156 0 2700 0.799 Y 0.900 2430 0.887 CYCLE LENGTH : 120.0 SUM OF CRITICAL LANES' FLOW RATIOS : 1.168 IIS TIME PER CYCLE 12 INTERSECTION V/C : 1.298 LN GR APP MVM EB L T 1 W8 L T R NB T R SP L T R • L E V E L O F S E R V I C E V/C GREEN CYC 1st LN GR 2nd LN GR LN GR APP APP RATIO RATIO LEN DELAY CAP DELAY PF DELAY LOS DELAY LOS 0.521 0.200 120 32.6 662 0.6 1.00 33.2 D 1.028 0.200 120 36.7 720 33.2 0.85 59.4 E 51.0 E 0.813 0.200 120 34.9 332 9.8 1.00 44.7 E 0.940 0.200 120 35.9 698 15.1 0.85 43.3 E 0.351 0.575 120 10.3 1506 0.1 0.85 8.8 8 31.0 D 0.857 0.125 120 39.1 218 18.0 0.85 48.5 E 0.686 0.325 120 26.7 497 2.7 0.85 25.0 C 33.2 D 0.905 0.375 120 27.0 1242 6.9 1.00 33.9 D 0.690 0.500 120 17.4 873 1.6 0.85 16.1 C 0.887 0.900 120 2.3 2430 3.2 0.85 4.7 A 14.9 8 INTERSECTION DELAY : 25.3 secs /veh LEVEL OF SERVICE : D 1 DAVID I. HAMLIN & ASSOCIATES 8/18/1987 • DUWAMISH OFFICE PARI III BAEMWEB INTERSECTION : PACIFIC HWY SOUTH @ BOEING ACCESS ROAD @ MARGINAL WAY @ MARGINAL WAY WEEKDAY PM PEAK 198E CBD^N ACTUATED SIGNAL T R A F F I C 9< R O A D W A Y C O N D I T I O N S GRADE HV ADJ. FKG LN. BUSES CONF. PEDS PED BUTTON ARP: APP (X) (7.) Y/N Nm (Nb) PHF (peds /hr) Y/N SEC TYPE EB 0 0 N 0 0 0. 91 0 N 0. 0 WB 0 0 N 0 0 0.91 0 N 0.0 NB 0 0 N 0 0 0.91 0 N 0.0 SB 0 0 N 0 0 0.91 0 N 0.0 G E O M E T R I C S / V O L U M E S LANE GROUPS VOLUME 1 2 3 APP LT TH RT MVM LNS WD MVM LNS WD MVM LNS WD EB 314 677 0 L 2 24.0 T 2 24.0 WB 246 597 481 L 1 11.0 T 2 22.0 R 2 22.0 NB 0 169 310 T 1 11.0 R 1 12.0 SB 1023 548 1962 L 2 24.0 T 1 11.0 R 2 24.0 • S I G N A L P H A S I N G APP PHASE 1ST MV 2ND MV 3RD MV PROT PMSV G Y +R EB _ L WB 4 L WB 1 F. NB 2 T NB 4 R SB 1 L SB 2 T SB 3 R SB 4 R • T T R T R R F; L 24 96 L R 24 96 R 45 75 R 15 105 R 24 96 LR 45 75 R 15 105 R 24 96 R 24 96 8/18/1987 • • 787 SB TOTAL 3150 1246 DAVID I. HAMLIN 8< ASSOCIATES • INTERSECTION F116PHS 40 W - +- E S PACIFIC HIGHWAY S. N/S STREET v 1117 v 1 2 1 1 1 C* v *> 1 - - *:. /\ \/ 1 - - -* v 116TH WAY E/W STREET 302 EB TOTAL 390 57 0 WB TOTAL 0 0 0 SR -599 ON -RAMP E/W STREET 1 2 283 > PACIFIC HIGHWAY S. `32 N/S STREET NB TOTAL 31 323 v=)%cg, Peizak., hle/wr S c...4X 0 8 PAGE 1 AVID I. HAMLIN & ASSOCIATES 8/18/1987 INTERSECTION : 116TH WAY @ '-599 ON -RAMP @ IFIC HIGHWAY S. @ IFIC HIGHWAY S. WEEKDAY PM F'EAI< ACTUATED SIGNAL DUWAM I SH OFFICE PARK F 1 16PHS Ms% Pr \ ewC 1988 C BD ^ N P c S APPROACH LANE GROUP MVM VOLUME EB WB I NB SB L LT R 166 193 31 L 2 TR 291 L 1246 T 1117 R 787 V O L U M E A D J U S T M E N T FLOW RATE IN GROUP 184 214 34 36 `23 1384 1241 874 LANE UTIL ADJ FLOW FACTOR RATE 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1..00 184 214 34 PROP OF TURNS LT RT 1.00 0.71 0.00 0.00 0.00 1.00 36 1.00 0.00 0.00 0.07 1384 1.00 0. 00 1241 0.00 0.00 874 0. 00 1.00 • IDEAL $# OF AF'F' MVM SAT FLOW LANES EB L 1 LT F WB NB L TR SB L T R • 1800 1800 1800 1800 1800 1800 1800 1800 1 1 1 S A T U R A T I O N F L O W ADJUSTMENT FACTORS WIDTH H.V. GRADE PARK BUS AREA RT LT 1.00 0.97 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1 . 00 0.85 1.00 1.00 1.00 0.89 1.00 1.00 0.85 1.00 ADJ. FLOW 1530 1560 1484 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1710 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 3564 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1710 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 3492 0.97 1.00 1.00 1.00 1.00 1.00 0.85 1.00 1484 PAGE 2 DAVID I. HAMLIN t< ASSOCIATES 8/18/1987 DUWAMISH OFFICE PARK III INTERSECTION : 116TH WAY @ SR -599 ON -RAMP @ 1111IFIC HIGHWAY S. C IFIC HIGHWAY S. WED DAY PM F'EAI< ACTUATED SIGNAL 1988 CBD ? N F 1 16F'HS C A P A C I T Y A N A L Y S I S LN GR ADJ FLOW. F'MSV ADJ SAT FLOW AF'F' MVM RATE LT FLOW FLW RT RATIO EB L LT R WB NB TR 184 214 34 36 0 (j 0 (_0 0 SR L 1384 0 T 1241 0 R B74 0 CYCLE LENGTH : 120.0 olir TIME PER CYCLE : 15 GREEN LN GR V/C CRIT ^ RATIO CAPACITY RATIO 1530 0.120 N 0.117 1560 0.177 Y 0.117 1484 0.027 N 0.117 178 182 173 1710 0.021 N 0.042 71 3564 0.091 Y _ 0.100 356 1710 0.809 Y 0.683 1 168 3492 0.355 N 0.742 2590 1484 0.589 N 0.858 1274 SUM OF CRITICAL LANES' FLOW RATIOS INTERSECTION V/C : 1.185 1.034 1.176 0.197 0. 507 0.907 1.185 0.479 0.686 . 1.037 LN GR V/C GREEN , AF'F' MVM RATIO RATIO ll EB L 1.034 0. 117 LT 1.176 0.117 R 0.197 0.117 11 WB NB SB • L TR L T R L E V E L O F S E R V I C E CYC 1st LN GR 2nd LN GR LN GR APP AF'F' LEN DELAY CAF' DELAY PF DELAY LOS DELAY LOS 120 120 120 40.5 41.2 36.4 178 182 173 63.0 129.8 0.1 1.00 0.85 0.85 103.5 145.7 31.0 F F D 0.507 0.042 120 42.8 71 4.7 1.00 47.5 E 0.907 0.100 120 40.6 356 18.4 0.85 50.1 E 1.185 0.683 120 24.0 1168 99.5 1.00 123.5 F 0.479 0.742 120 4.7 2590 0.1 0.85 4.1 A 0.686 0.858 120 2.2 1274 1.1 0.85 2.8 A 118.5 F 49.7 E 51.0 E INTERSECTION DELAY : 57.6 secs /veh LEVEL OF SERVICE : E i 1 DAVID I. HAMLIN L ASSOCIATES 8/18/1987 DUWAM I SH OFFICE PARE: • F 1 16F'HS INTERSECTION : 116TH WAY @ SR -599 ON -RAMP @ 1111IFIC HIGHWAY S. @ IFIC HIGHWAY S. WEEF.::DAY FM F'EAF::: 1988 CBD ?N ACTUATED SIGNAL T R A F F I C & R O A D W A Y C O N D I T I O N S GRADE HV ADJ. F'<G LN. BUSES CONF. PEDS F'ED BUTTON ARR APP (X) (7.) Y/N Nm (Nb) PHF (peds /hr) Y/N SEC TYPE EB 0 0 N 0 0 0.90 0 N 0.0 3 WB 0 0 N 0 0 0.90 0 N 0.0 - NB 0 0 N 0 0 0.90 0 N 0.0 - SB 0 0 N 0 0 0.90 0 N 0.0 - G E O M E T R I C S / V O L U M E S LANE GROUPS VOLUME 1 2 APP LT TH RT MVM LNS WD MVM- LNS WD MVM LNS WD E8 302 57 31 L 1 12.0 LT 1 11.0 F: 1 11.0 WB 0 0 0 N8 2 287 8 L 1 12.0 TR 2 27.0 SB 1246 1117 787 L 1 12.0 T 2 22.0 R 1 11.0 • S I G N A L P H A S I N G AF'F' PHASE 1ST MV 2ND MV 3RD MV PROT F'MSV G Y +R EB 4 L LT R L R 14 106 NB 1 L L 5 115 NB 6 TR R 12 1 08 SB 5 L L 82 38 SB 2 T R R 89 31 SB 4 R R 14 106 • J 8/18/1987 • • • • 286 SB TOTAL 8=1 v 511 34 4AVID I. HAMLIN 9< ASSOCIATES INTERSECTION 900BA92 • BOEING ACCESS ROAD E/W STREET 375 EB TOTAL 850 475 0 v N W - +- E S SR -900 N/S STREET 1 � 1 19 WB TOTAL 145 228 64 v BOEING ACCESS ROAD E/W STREET < * -- 1 /\ v \/ <* o 1 SR -900 N/S STREET 2 99- Prn "Ri2..a)e. +-1ew, Q°eA_'`Nek Ac�c ems 212V 4) O o 632 219 133 ..> NB TOTAL 984 PAGE 1 DAVID I. HAMLIN & ASSOCIATES B/18/1987 DUWAMISH OFFICE PARK . 900BA92 INTERSECTION : BOEING ACCESS ROAD @ BOEING ACCESS ROAD @ 1111900 @ 900 WEEKDAY PM PEAK: ACTUATED SIGNAL \c f) `Z tN(`n o- }AoOr X'N0 3 ECV 1992 CBD ^ N �cfss V O L U M E A D J U S T M E N T AF'F'ROACH LANE GROUP FLOW RATE LANE UTIL ADJ FLOW PROF OF TURNS MVM VOLUME IN GROUP FACTOR RATE LT RT EB LT 425 483 1.00 483 0.88 0.00 T 425 463 1.00 483 0.00 0. 00 WB LT 104 118 1.00 118 0.62 0.00 T 105 119 1.00 119 0.00 0.00 R 19 22 1.00 22 0.00 1.00 NB L 219 249 1.00 249 1.00 0. 00 TR 765 869 1.00 869 0.00 0.17 SB L 34 39 1.00 39 1.00 0. 00 T 511 581 1.00 581 0.00 0.00 R 286 325 1.00 325 0.00 1.00 • S A T U R A T I O N F L O W IDEAL t# OF ADJUSTMENT FACTORS ADJ. AF'F' MVM SAT FLOW LANES WIDTH H.V. GRADE PARE_: BUS AREA RT LT FLOW EB LT 1800 1 0.97 1.00 1.00 1.00 1 . 00 1.00 1 . 00 0.96 1676 T 1800 1 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1746 WB LT 1800 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1710 T 1800 1 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1746 1 R 1800 1 0.97 1.00 1.00 1 . 00 1.00 1 . 00 0.85 1.00 1484 J NB L 1800 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1710 TR 1800 2 1.03 1.00 1.00 1.00 1.00 1.00 0.97 1.00 3597 SB L 1800 1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1710 T 1800 2 0.97 1.00 1.00 1.00 1 . 00 1.00 1 .00 1.00 3492 R 1800 1 0.97 1. 00 1.00 1.00 1.00 1 . 00 0.85 1.00 1484 • PAGE 2 DAVID I. HAMLIN & ASSOCIATES 8/18/1987 41/1 DUWAM I SH .OFFICE PART( • 90O8A92 INTERSECTION : BOEING ACCESS ROAD @ EING ACCESS ROAD @ 900 @ -90: WEEKDAY F'M F'EAf : 1992 CBD ? N ACTUATED SIGNAL C A P A C I T Y A N A L Y S I S LN GR ADJ FLOW PMSV ADJ SAT FLOW GREEN LN GR V/C AF'F' MVM RATE LT FLOW FLW RT RATIO CRIT ? RATIO CAPACITY RATIO EB LT 483 0 1676 0.288 Y 0.300 5c)3 0.960 T 487 0 1746 0.277 N 0.300 524 0.922 WB LT 118 0 1710 0.069 Y 0.144 247 0.478 T 119 0 1746 0.068 N 0.144 252 0.472 R 22 0 1484 0.015 N 0.144 214 0.107 NB L 249 0 1710 0. 146 Y 0. 167 285 0. 874 TR 869 0 3597 0.242 N 0.322 1159 0.750 SB L 39 0 1710 0.023 N 0.056 95 0.411 T 581 0 3492 0.166 N 0.211 737 0.788 R 325 0 1484 0.219 Y 0.211 313 1.038 CYCLE LENGTH : 90.0 SUM OF CRITICAL LANES' FLOW RATIOS : 0.722 sr TIME PER CYCLE : 18 INTERSECTION V/C : 0.902 L E V E L O F S E R V I C E LN GR V/C GREEN CYC 1st LN GR 2nd LN GR LN GR AF'F' APP AF'F' MVM RATIO RATIO LEN DELAY CAP DELAY F'F DELAY LOS DELAY LOS EB LT 0.960 0.-W)0 90 23.5 503 22.2 0.85 38.8 D T 0.922 0.300 90 23.2 524 15.7 0.85 33.1 D 35.9 D WB LT 0.478 0.144 90 26.9 247 1.1 0.85 23.8 C T 0.472 0.144 90 26.9 252 1.1 0.85 23.8 C R 0.107 0.144 90 25.4 214 0.0 0.85 21.6 C 23.6 C NB L 0.874 0.167 90 27.8 285 17.0 1.00 44.8 E TR 0.750 0.322 90 20.7 1159 1.9 0.85 19.2 C 24.9 C SB L 0.411 0.056 90 31.2 95 1.6 1.00 32.8 D T 0.788 0.211 90 25.5 737 4.0 0.85 25.1 D R 1.038 0.211 90 27.3 313 50.6 0.85 66.2 F 39.6 D INTERSECTION DELAY : 32.3 secs /veh LEVEL OF SERVICE : D • DAVID I. HAMLIN & ASSOCIATES • 8/18/1987 DUWAMISH OFFICE PARK INTERSECTION : BOEING ACCESS ROAD @ ilB i ING ACCESS ROAD @ 90(1 @ WEEF:DAY PM FEAK 1992 CBD^N ACTUATED SIGNAL 900BA92 T R A F F I C & R O A D W A Y C O N D I T I O N S GRADE HV ADJ. F'KG LN. BUSES CONF. F'EDS FED BUTTON ARR APP (!.) (Y.) Y/N Nm (Nb) F'HF (peds /hr) Y/N SEC TYPE EB 0 0 N 0 0 0.88 0 N 0.0 WB 0 0 N 0 0 0.88 0 N 0.0 3 NB 0 0 N 0 0 0.88 0 N 0.0 _ SB 0 0 N 0 0 0.88 0 N 0.0 7 G E O M E T R I C S / V O L U M E S LANE GROUPS VOLUME 1 2 AF'F' LT TH RT MVM LNS WD MVM LNS WD MVM LNS WD EB 775 475 0 LT 1 11.0 T 1 11.0 WB 64 145 19 LT 1 12.0 T 1 11.0 R 1 11.0 NB 219 632 177 L 1 12.0 TR 2 26.0 SB 34 511 286 L 1 12.0 T 2 22.0 R 1 11.0 S I G N A L P H A S I N G APP PHASE 1ST MV 2ND MV 3RD MV PROT PMSV G Y +R EB 7 LT T L 27 63 WB 4 LT T R LR 13 77 NB 1 L L 15 75 NB 6 TR R 29 61 SB 5 L L 5 85 SB 2 T R R 19 71 8/18/1987 • 1 • SP TOTAL 4123 2198 1238 v 687 PACIFIC HWY SOUTH E/W STREET V I D I. HAML I N Y; ASSOC I AT INTERSECTION BAEMW92 N W - +- E E. MARGINAL WAY N/S STREET 1 2 586 WEB TOTAL 597 1434 251 v BOEING ACCESS ROAD E/W STREET * - -- 1 /\ \/ 209 385 •' 0 1 327 <. .:> EB TOTAL 1 1058 673 . 1 E. MARGINAL WAY N/S STREET 0 NB TOTAL 536 cs� z Pm Pe4 Viowr sc� -0 3 Ac_c.k_ss E , W0.,,$ FAGE 1 DAVID I. HAMLIN Py ASSOCIATES .8/18/1987 INTERSECTION : PACIFIC HWY SOUTH @ 8 EING ACCESS ROAD C MARGINAL WAY @ MARGINAL WAY WEEKDAY FM FEAK ACTUATED SIGNAL APPROACH LANE GROUP MVM VOLUME EB WB NE SE. L 385 T 673 L 251 T 597 R 586 T 209 R �27 1238 T 687 R 2198 DUWAMISH OFFICE PARK BAEMW92 m37._ ?cam PeADLY.4oLuc S c.•en.a�c ■ O 3 1992 CBD ^ N {� �C..l�S Q' 7 C, M W V O L U M E A D J U S T M E N T FLOW RATE IN GROUP 423 740 276 656 644 359 1360 755 2415 LANE UTIL ADJ FLOW FACTOR RATE 1.00 427 1.00 740 1.00 1.00 1.00 1.00 1.00 1.0(_) 1.00 1.00 276 656 644 270 359 1360 755 2415 PROF' OF TURNS LT RT 1.00 0.00 0.00 O,O(1 1.00 c_), 00 0.00 0.00 O,(0 1,i)O 0.00 0.00 0.00 1.00 1.00 (.00 0.00 0.()0 0.00 1.00 0 IDEAL # OF 1 AF'F' MVM SAT FLOW LANES EB L 1800 2 T 1800 2 WE L 1800 T 180( ) i NB T 1800 R 180) R 1800 SB L T R • 1800 1200 1800 1 � � - F.) h) 1 S A T U R A T I O N F L O W ADJUSTMENT FACTORS ADJ. WIDTH H.V. GRADE F'AFFF_:: BUS AREA RT LT FLOW 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.92 7712 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1 . 00 3600 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1659 0.97 1.00 1.00 1.00 1.00 1.00 1 . 00 1.00 3492 0.97 1.00 1 . 00 1.00 1 . 00 1.00 0. 75 1.00 2619 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1746 1.00 1 . 00 1.00 1.00 1.00 1.00 0.85 1.00 1530 1.00 1 . 00 1.00 1.00 1.00 1.00 1.00 0.92 3,712 0.57 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1746 1.00 1.00 1.00 1.00 1.00 1.00 0.75 1.00 2700 PAGE 2 DAVID I. HAMLIN y' ASSOCIATES 8/18/1987 DUWAMISH OFFICE PARI 411 BAEMW92 INTERSECTION : PACIFIC HWY SOUTH C iilLING ACCESS ROAD @ ARG I NAL WA\' @ MARGINAL WAY WEEKDAY PM FEAF. 1992 CBD ? N ACTUATED SIGNAL C A P A C I T Y A N A L Y S I S LN GR ADJ FLOW FMSV ADJ SAT FLOW GREEN LN GR V/C APP MVM RATE LT FLOW FLW RT RATIO CRIT ? RATIO CAPACITY RATIO EB L 423 0 3312 0.128 N 0.208 690 0.617 T 740 0 7600 0.206 Y 0.208 750 0.987 • WB L 276 0 1659 0.166 N 0.200 332 0.8.31 T 656 0 7492 0.188 Y 0.200 698 0.940 R 6.44 0 2619 0.246 N 0.558 1462 0.440 NB T 270 0 1746 0.172 Y 0.177 233 0.987 R 359 0 1570 0.235 N 510 0.704 SB L 1360 0 7712 0.411 N 0.358 1187 1.146 T 755 0 1746 0.472 Y 0.492 858 0.890 R 2415 0 270 0 0.894 N 0.900 2470 0.994 . CYCLE LENGTH : 120.0 SUM OF CRITICAL LANES' FLOW RATIOS : 0.950 IVTIME PER CYCLE : 12 INTERSECTION V/C : 1.064 L E V E L O F . S E R V I C E LN GR V/C GREEN CYC 1st LN GR 2nd LN GR LN GR AFF AFF iAPP MVM RATIO RATIO LEN DELAY CAP DELAY PF DELAY LOS DELAY LOS EB L 0.617 0.208 1200 32.8 690 1.2 1.00 34.0 D i T 0.987 0.208 120 76.0 750 22.4 0.85 49.6 E 4.3.9 E i WB L 0.831 0.200 120 35.0 37? 1 1. 1 1.00 46.1 E T 0.940 0.200 120 75.9 698 15.1 0.85 43.7 E R 0.440 0.558 120 11.8 1462 0.1 0.85 10.1 8 30.2 D NB T 0.987 0.177 120 79.4 233 41.7 0.85 68.9 F R 0.704 0.377 120 26.5 510 7.0 0.85 25.1 D 42.1 E SB L 1.146 0.358 120 31.9 1187 76.7 1.00 108.6 F T 0.880 0.492 120 20.8 858 7.4 0.85 24.0 C R 0.994 0.90 0 120 4.7 2470 12.8 0.85 14.5 8 44.7 E INTERSECTION DELAY : 41.2 secs /veh LEVEL OF SERVICE : E • DAVID I. HAMLIN 9v ASSOCIATES 8/18/1987 DUWAM I SH OFFICE PARK • BAEMW92 INTERSECTION : PACIFIC HWY SOUTH @ BOEING ACCESS ROAD @ MARGINAL WAY C i" fARG I NAL WAY WEEKDAY PM F'EAF`: 1992 CBD ?N ACTUATED SIGNAL T R A F F I C & R O A D W A Y C O N D I T I O N S GRADE HV ADJ. PF,:G LN. BUSES CONF. PEDS PED BUTTON 'ARR AF'F' (X) ( /.) Y/N Nm (Nb) F'HF (peds /hr) Y/N SEC TYPE EB 0 0 N 0 0 0.91 0 N 0.0 _ WB 0 0 N G 0 0.91 0 N 0 C0 3 NB 0 0 N 0 0 0.91 0 N 0. 0 3 SB 0 0 N 0 0 0.91 0 N (.0 G E O M E T R I C S / V O L U M E S LANE GROUPS VOLUME 1 2 - AF'F' LT TH RT MVM LNS WD MVM LNS WD MVM LNS WD EB 385 677 0 L 2 24.0 T WB 251 597 586 L 1 11.0 T NB 0 209 327 T 1 11.0 R SB 1238 687 2198 L 2 24.0 T • r ►� P•) R3 24.0 22.0 R 2 22.0 12.0 11.0 R 2 24.0 1 ' AFF S I G N A L P H A S I N G F MV 2ND MV 3RD MV PROT F'MSV G Y +R EB 3 L T WB 4 L T WB 1 R NB 2 T R NB 4 R SB 1 L T SR ■ T R S8 -17 _ R S8 4 R • R R L 25 95 L R 24 96 R 43 77 R 16 104 R 24 96 LR 43 77 R 18 102 R 28 92 R 27 93 8/18/1987 DAVID I. HAMLIN y' ASSOCIATES 0 INTERSECTION 116PH92 40 W - +- E • t it 1 .1 • 841 SB TOTAL 3408 1375 v 1192 1 - - -* v 116TH WAY E/W STREET 327 .. EB TOTAL 415 57 31 v PACIFIC HIGHWAY S. N/S STREET 1 <; * v * ;} 1 2 PACIFIC HIGHWAY S. N/S STREET i.) WB TOTAL C) 0 l) v SR -599 ON-RAMP E/W STREET 319 NB TOTAL 359 Prf\ �Qa •-•\ov`ir do ‘An S. S2 s°n s c3 0 PAGE 1 DAVID I. HAMLIN yy ASSOCIATES 8/18/1987 DUWAMISH OFFICE PARK INTERSECTION : 116TH WAY @ 1599 ON -RAMP @ IFIC HIGHWAY S. @ IFIC HIGHWAY S. WEEKDAY PM F'EAK ACTUATED SIGNAL 1 16F'H92 1c1;31- P M 'Pea, vA o,r 3 1992 CBD ? N cs_e: s S �-- S°)9 S Pa 0 APPROACH LANE GROUP MVM VOLUME EB WE' NB SB L LT R L TR L T R 180 204 31 327 1375 1192 841 V O L U M E A D J U S T M E N T FLOW RATE IN GROUP 200 227 34 36 363 1528 1324 934 LANE UT I L ADJ FLOW F'ROF' OF TURNS FACTOR RATE LT RT 1.00 200 1.00 0. 00 1.00 227 0.72 0.00 1.00 34 0. 00 1.00 1.00 1.00 1.00 1.00 1.00 76 1.00 0.00 367 0.00 0.02 1528 1324 934 1.0O (3.00 0,00 0.00 0.00 1.00 IDEAL AF'F' MVM SAT FLOW S A T U R A T I O N F L O W # OF ADJUSTMENT FACTORS LANES WIDTH H.V. GRADE PARE: BUS AREA. RT LT 1.00 1 . 00 1.00 1.00 1.00 1.00 1.00 0.85 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.89 0.97 1.00 1.00 1.00 1.00 1.00 0.85 1.00 EB L 180 0 LT 1800 R 1800 WB NB L 1800 TR 1800 SB L 1800 T 1800 R 1800 • 1 1 1 ADJ. FLOW 1557 1484 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1710 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 3564 1.00 1.00 1.00 1.00 1 .00 1.00 1.00 0.95 1710 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 7492 0.97 1.00 1.00 1.00 1.00 1.00 0.85 1.00 1484 PAGE 2 DAVID I. HAMLIN y< ASSOCIATES 8/18/1987 DUWAMISH OFFICE PARR • INTERSECTION : 116TH WAY @ ' -599 ON-RAMF @ IFIC HIGHWAY S. @ -IFIC HIGHWAY S. WEEFDAY F'M F'EAF:: 1992 CBD 7 N ACTUATED SIGNAL 1 16F'H92 C A P A C I T Y A N A L Y S I S LN GR ADJ FLOW F'MSV ADJ SAT FLOW GREEN LN GR V/C AF'F' MVM RATE LT FLOW FLW RT RATIO CR I T ? RATIO CAPACITY RATIO EB L 200 0 1570 0.171 N 0.107 163 1.227 LT ^^7 0 1557 0.146 Y 0.107 166 1.367 R 34 0 1484 0.023 N 0.107 158 0.215 WB NB L 36 0 1710 0.021 N 0.077 57 0.632 TR 36.3 0 3564 0.102 Y 0.080 285 1.274 SB L 1526 0 1710 0.894 Y 0.773 1254 1.219 T 1324 0 7492 0.379 N 0.780 2724 0.486 R 934 0 1484 0.629 N 0.887 1716 0. 71 0 CYCLE LENGTH : 150.0 SUM OF CRITICAL LANES' FLOW RATIOS : 1.142 or TIME PER CYCLE : 15 INTERSECTION V/C : 1.269 L E V E L O F S E R V I C E LN GR V/C GREEN CYC 1st LN GR 2nd LN GR LN GR APP APP 1 APR' MVM RATIO RATIO LEN DELAY CAP DELAY F'F DELAY LOS DELAY LOS EB L 1.227 0.107 150 52.7 163 167.1 1.00 219.4 F LT 1-767 0.107 150 53.3 166 285.5 0.85 288.0 F R 0.215 0.107 150 46.6 158 0.1 0.85 39.7 D 239.9 F WB NB L 0.632 0.037 150 54.4 57 13.2 1.00 67.6 F TR 1.274 0.080 150 53.7 285 184.4 0.85 202.4 F 189.8 F SB L 1.219 0.737 150 38.2 1254 121.1 1.00 159.3 F T 0.486 0.780 150 4.4 2724 0.1 0.85 3.8 A R 0.710 0.887 150 2.0 1316 1.3 0.85 2.8 A 66.3 F INTERSECTION DELAY :94.1 secs /veh LEVEL OF SERVICE : F • DAVID I. HAMLlN & ASSOCIATES 8/18/1987 41' DUWAMISH OFFICE PARK Ill 116PH92 INTERSECTION : 116TH WAY @ SR-599 ON-RAMP @ .IFIC HIGHWY S. @ IFIC HIGHWAY S. WEEKDAY PM PEAK 1992 CBD?N ACTUATED SIGNAL TRAFFIC & ROADWAY CONDITIONS GRADE HV ADJ. PKG LN. BUSES CONF. PEDS PED BUTTON ARR APP (%) (%) Y/N Nm (Nb) PHF (peds/hr) Y/N SEC TYPE EB 0 0 N 0 0 0.90 0 N 0.0 3 WB 0 0 N 0 0 0.90 0 N 0.0 3 NB 0 0 N 0 0 0.90 0 N 0.0 3 SB 0 0 N 0 0 0.90 0 N 0.0 3 GEOMETRICS / VOLUMES LANE GROUPS VOLUME 1 2 3 APP LT TH RT MVM LNS WD MVM LNS WD MVM LNS WD EB 327 57 31 L 1 12.0 LT 1 11.0 R 1 11.0 / ( WB 0 0 0 / NB 32 319 8 L 1 12.0 TR 2 23.0 SB 1375 1192 841 L 1 12.0 T 2 22.0 R 1 11.0 41110 APP ___ EB { NB NB SB SB SB • SIGNAL PHASING PHASE 1ST MV 2ND MV 3RD MV PROT PMSV G Y+R .b t-.) CA ON o-- 4h L LT R L R 16 134 L L 5 145 TR R 12 138 L L 110 40 T R R 117 33 R R 16 134 Earth • Consultants Inc. E and H Properties 827 -108th Avenue Northeast Bellevue, Washington 98009 Geotechnical Engineering and Geology November 4, 1986 E- 1257 -1 Attention: yr. Eugene Horbach Gentlemen: Earth Consultants, Inc. (ECI), is pleased to submit herewith our report entitled "Preliminary Geotechnical Engineering Study, Proposed Duwamish Office Development, King County, Washington." This report presents the results of our field exploration, laboratory tests, analysis and engineering judgement. The purpose and scope of our study was outlined in our proposal dated February 10, 1986. Following is a summary of the principal findings and recommendations of this study. Detailed design and construction criteria are presented in the Discussion -and Recommendation section of this report. 1) The borings disclosed sixty (60) to eighty -one (31) feet of generally loose silty •sands and soft clays and silts underlying the proposed building area. 2) The five -story str.:ct.,rea and the parking deck should oe suppor_ec on piles ek:e- in; i nt) :he dense sags that underlie the site. 3) Augercast, cr drilled, cast -in -place • concrete piles .-e recommended with single pile load capacities ranging up fro- eighty (80) tons depending on pile size and penetration depth into the dense sand and gravel. 1805 136th Place N.E.. Suite 101. Bellevue. Washington 98005 Bellevue (2061643 -3780 Seattle (206) 464 -1584 • and H Properties November 4, 1986 .E- 1257 -1 Page Two We appreciate the opportunity to provide this service and look forward to working with you during the construction phase of this project. Should you have any questions regarding this report, please contact us. S B /JJM /RS L /tm • Respectfully submitted, EA NS LTANTS, INC. ohn J. oran, P. E. Project Manager Robert S. Levinson, P. E. President Earth Consultants, Inc. • • PRELIMINARY GEOTECHNICAL ENGINEERING STUDY PROPOSED DUWAMISB OFFICE DEVELOPMENT KING COUNTY, WASHINGTON INTRODUCTION This report presents the results of our geotechnical engineer - ing study for the proposed Duwamish Office Development. The site is located as shown on the Vicinity Map, Plate 1. The general site plan is shown on the Boring Location Plan, Plate 2. It is understood that the project involves construction of two five - story office buildings over one level of parking. The buildings will be connected at the first floor by an atrium entrance foyer. An attached parking deck is planned to the north and west of the proposed building structure. The proposed development plans are presently schematic as specific plans have not yet been developed. We estimate that maximum building column loads could be on the order of 500 to 600 kips, and about 200 kips for the parking deck. In the event that any changes in the nature, design or loca- tion of this project structure are made, we should be consulted to review the recommendations presented in this report. In any case, it is recommended that Earth Consultants, Inc. (ECI) provide a general review of the final design. The scope of our work included the exploration of subsurface conditions by drilling three test borings, review of Previous oorings on site and laboratory testing of soil samples. From these data, we were to develop foundation design and behavior, sub - ,surface drainage recommendations and site preparation criteria. This report has been prepared for specific application to this project in accordance with generally accepted geotechnical engineering practices for the exclusive use of 'E and H Properties 1 • • • • and their representatives. No other • warranty, expressed or implied, is made. We recommend that this report, in its entirety, be included in the project contract documents for the information of the contractor.. The details and results of our field exploration and laboratory testing programs are presented in the appendix to this report. Our recommendations, based on site observations and engineering analysis, are presented following the discussion of site conditions. SITE CONDITIONS Surface The subject site is located on the northwest corner of the intersection formed by Pacific Highway South and South 112th Street, King County, Washington. The approximately three -acre site is bordered by the Duwamish River to the south and west, by South 112th Street to the north and by Pacific Highway South to the east. A drive -in theatre facility has been developed on the site and has been unused for several years. However, the viewing screen, central projection /concession building and gatehouse still occupy the site. The topography is relatively level with the theatre viewing lanes providing the only relief across the site. At the south and east property margins the ground surface slopes downward along the Duwar.ish River banks. Primary vegetation on site consists of a row of native poplar trees along the east, ..est_, and south property lines and offset along the north site margin. In addition, native yil'asses and small diameter deciduous tree saplings are found across the site. Subsurface The site was explored during the current phase of work by drilling three test borings at the locations shown on Plate 2. 2 • • Previously, five borings were drilled for a different scope of work. Boring logs in the appendix provide a detailed description of the conditions encountered at each location explored. The test- borings disclose a subsurface profile typical of trick alluvial deposits found in the Duwamish River Valley. The borings extend to a maximum depth of ninety -two (92) feet below the existing surface. In general, the soil profile from the Surface consists of eight (8) to fift'sen (15) feet of loose silty sand or sandy silt. Underlying the loose sand and silt is loose to medium dense fine sand to depths ranging from thirty -six (.36) to fifty -one (51) feet below the surface. Within this sand unit are beds of silty sands, silt and a thin strata of very dense sand at about twenty -six (26) to thirty -two (32) feet. At approximately fifty (50) feet, is very soft silty clay to clayey silt soil with non - .cohesive silt lenses. This unit ranges from ten (10): to twenty (20) feet in thickness. Beneath the clay and silt are four to seven feet of loose silty sand becoming very dense at sixty (60) to eighty -one (81) feet below the surface. The silty sand becomes gravelly or silty 'sandy gravel at this depth. The silt content varies, and. cobbles or boulders were encountered within this very dense unit. The test borings terminated in this sand and gravel at a maximum depth of ninety -two (92) feet. It should oe noted that Boring B -3 from the previous study encountered sandstone in the northwest corner of the site at a depth of twenty -eight (28) feet: This relatively shallow depth.'to bearing soils appears confined to the northwest corner of the site, outside the proposed building area. Boring 3 -102 may have encountered this sandstone at a depth of seventy (70) feet. Groundwater The groundwater seepage levels observed while drilling ranged from seven (7) to twelve (12) feet below the surface shown on the - 3 - • • • • • Foundations Augercast /Cast -in -Place Piles Augercast piles should be installed with continuous flight, hollow stem auger. equipment. Drilled, cast -in- place, concrete piles will require the use of casing. The groundwater level is anticipated to occur. about ten feet below the existing site surface. The piles should penetrate a minimum of five feet into the very dense sands and gravels found sixty (60) to eighty -one (81) feet below the existing surface. For wind or seismic loads the allowable load can be increased by one - third. Based on the test boring information, we estimate a pile length ranging from about sixty -two (62) to ninety -one (91) feet depending on penetration for desired bearing capacity. The pile capacities are listed below. Pile Diameter (inches) Depth of Penetration Into Bearing Soils (feet) 12 24 36 Allowable Axial Loads. Down (Tons) Up 2 80 15 5 97 19 10 107 23 2 135 29 5 173 37 10 195 45 2 192 44 5 248 55 10 288 68 Total settlement of a single pile tip is estimated to be less than one -Half inch excluding elastic compression of the pile. No - ed.:cticn of capacity for group action will be necessary if the piles are spaced a minimum distance of 2.5 diameters apart **(centerline to centerline). • • , Lateral pile capacity is generally governed by deflections at the top of the pile which depend on the pile stiffness with respect to the surrounding soil near the upper portion of the pile, the length of the pile, and the degree of fixity at the pile cap. For lateral pile capacity design, a value of two tons should bey used for a single pile. Passive earth pressure on grade beams and friction between the slab and subgrade will also provide lateral resistance. A coefficient of friction of 0.40 may be used between. the floating concrete slab a.r6 subgrade. Passive earth pressures on the grade beams can be assumed to be equal to that exerted by a fluid having a density of two hundred seventy -five (2'75) pounds per cubic foot (pcf). If additional lateral load capacity is required, the piles can be battered. The batter should not exceed 1:5 (Horizontal:Vertical). We recommend that ECI be allowed to review the preliminary foundation design to confirm this assumed lateral capacity. As the completed pile below ground cannot be observed, judgement and experience must be used as the basis for determining the acceptability of a pile. Therefore, we recommend that the installation of all piles be observed by a qualified geotechnical engineer who can fully evaluate the contractor's operation, collect and interpret installation data, verify bearing stratum elevations, and understand the implications of variations from normal procedures with respect to the design criteria. We suggest the contractor's equipment and procedures be reviewed by ECI prior to the start of construction. Slao- or.- Grade. Floors Siao -on -grade floors -:ay be supported on recompacted competent native soil subgrade or on structural fill. Disturbed native soils should oe recompacted or replaced with structural fill. The slab should be provided with a minimum of four inches of free- draining sand or ;ravel. In areas were moisture is undesirable, a vapor barrier such as a 6 mil plastic membrane 6 • • • should be placed between the gravel and concrete slab to reduce water vapor transmission and the resultant moisture accumulation. Two inches of sand may be placed over the membrane for protection during construction and to aid in curing of the concrete. Retaining and Foundation Walls Retaining and foundation walls should be designed to resist lateral earth. pressures imposed by the soils retained .by these structures. Walls that are allowed to yield an amount equal to at least 0.002 times the wall height can be designed to resist the lateral earth pressure imposed by an equivalent fluid with a unit weight of forty -five (45) pcf. If walls are to be restrained at the top from free movement, a uniform force of one hundred (100) psf should be added to the equivalent fluid pressure force. For calculating the base resistance to sliding, we recommend using a passive pressure equivalent to that exerted by a fluid having a 4111 density of two hundred seventy -five (275) pcf and a coefficient of 0.40. • It is assumed that hydrostatic pressures do not act behind the wall nor that either surcharge slopes or loads will be placed above the walls. If surcharges are to be applied they should be added to the above lateral pressures. Retaining and foundation walls should. be backfilled with compacted free- draining soils with no organic materials. The soil should contain no more than 5 percent silt or clay and no particles greater than four our i-x.cnes in diameter. The percentage of particles passing the No. 4 sieve should be oet.een 25 and 70 percent. Alternatively, a geotextile product such as Miradrain may be used. We -c.commend the of all perimeter footings. use of footing The footing surrounded by at least six inches of one inch and provided with a positive gradient towards - 7 - drains at the base drains should be minus washed rock, suitable discharge facilities. The pipe invert should be at least as low as the bottom of the footing. For retaining walls, other than basement Malls, weepholes can be used. The weepholes should be as low as possible to maintain drainage behind the walls. When weepholes are provided, all backfill within eighteen (18) inches of the weephole should consist of one inch minus washed rock. xcavations and Slopes Excavations greater than four feet in depth are '.anticipated Only for utilities and elevator pits. In no case should excavation slopes be greater than the limits specified in local, state and national government safety regulations. Temporary cuts greater than four feet in height should have an inclination no steeper than 1:1 (H:V). As an alternate to open cuts, temporary shoring can be used in conjunction with vertical cuts. Detailed criteria for shoring systems can be developed later, if needed. Site Drainage Groundwater was encountered in our borings at depths ranging from seven and one -half (7.5) to eleven (11) feet. However, it has been our experience that groundwater levels change significantly due to changes in rainfall amounts, surface' drainage Or other factors. Seepage water encountered. in the excavations, should be drained away from the site by the use of drainage :ii: :hes, perf.Drated pipe or ;ravel drains, or.pumping from sumps. we suggest that seepage areas oe defined and appropriate locations Jr drains, if needed, Je established during grading operations by a representative of ?CI. Final site grading should assure that surface water is directed off the site and away from the tops of slopes. Water should not be allowed•to stand in any area where buildings, slabs, or pavements are to be constructed. During construction, loose 8 • • • surfaces should be sealed at night by compacting the surface soils to reduce the infiltration of rain into the soils. Final site .grades should allow for drainage away from the building founda- tions. We suggest that the ground be sloped 3 percent for a distance of at least ten feet away from the buildings except in areas t. at are to be paved. Pavement Areas All parking and roadway areas may be supported on the recom- pacted subgrade or on a minimum of twelve (12) inches of struc- tural fill placed in accordance with the Site Preparation section of this report. A greater thickness may be needed to stabilize soft, wet or unstable areas. The upper twelve (12) inches of pavement subgrade should be compacted to at least 95 percent of the .maximum density. Below this level a compactive effort of 90 percent will be adequate. The pavement section for.lightly loaded traffic and parking areas should consist of two inches of asphalt concrete (AC) over four'inches of crushed rock base (CRB) or three 411/ inches of asphalt treated base (ATB). Heavier loaded areas may • require thicker sections. We will be pleased to assist you in developing appropriate pavement sections or specifications for heavy traffic zones, if needed. Site Preparation and General Earthwork :'he' building and pavement areas should be stripped and cleared of all slabs, trees,. existing utilities, surface vegetation, all Drranic matter and any other deleterious material. It is antici- pated that a stripping depth :, of two to four inches will be required. Stripped materials should be removed from the site or stockpiled for later use in landscaping, if desired. The stripped materials should not be mixed with any ;materials to be used as structural fill. Structural fill is defined as any fill placed under buildings, roadways, slabs, pavements, or any other load bearing areas. 9 • • Following the stripping" operation, the ground surface where structural fill, foundations, or slabs are to be placed should be proofrolled. All proofrolling should be performed under the observation of a representative of ECI. Soil in any loose or soft areas should. be removed and replaced with structural fill to a depth that will provide a stable base beneath the general structural fill. ' Structural fill under floor sla.hs and footings should be placed in horizontal lifts and compacted to a minimum 95 percent of the maximum dry density in accordance with ASTM Test Designa- tion D-1557-78 (Modified Proctor). The fill materials should be placed at or near the optimum moisture content. Fill under pavements and walks should also be placed in horizontal lifts and compacted to 90 percent of maximum density except for the top twelve (12) inches which should be compacted to 95 percent of - maximum density. On -site soils at the time of our exploration were above the optimum moisture content and may not be used as structural fill. The on -site soils contain a significant quantity of fine - grained material, making compaction and grading difficult at the present moisture content. The moisture content of the on -site soils at the time of our exploration was above optimum. The moisture content can be reduced by aeration in dry weather or by the addition of lime or cement for stabilization. Ideally, structural fill to be placed in wet weather should consist of a granular material with a maximum size of three inches and no more than 5 percent fine - grained material passing the No. 200 sieve. During dry weather, any compactible non- organic soil can be used as scr;,cturai fill. LIMITATIONS ' Our recommendations and conclusions are based on the site materials observed, selective laboratory testing and engineering - 10 - • • .analyses. The conclusions and recommendations are professional opinions derived in accordance with current standards of practice. No warranty is expressed or implied. The recommendations ,submitted in this report are based upon the data obtained from the borings. Soil and groundwater conditions between borings may vary from those encountered by the study. The nature and extent of variations may not become evident until construction. If variations then appear, ECI should be allowed to reevaluate the recommendations of this report prior to proceeding with the construction. Additional Services It is recommended that ECI provide a general review of the final design and specifications to verify that the earthwork and foundation recommendations have been properly interpreted and implemented in the design and in the construction specifications. • It is also recommended that ECI be retained to provide geotechnical services during construction. Because specific project jesign information was not available at the time of the study, =CI does not accept responsibility for the performance of the foundation or earthwork unless provided the opportunity to review the construction drawings and specifications. This is to observe compliance with.the design concepts, specifications or rec- o-:nendatiOns and to allow design changes prior to the start of :onstr.ction in the event subsurface conditions differ from those anticlyated. • The appendix and following plates are included and complete this report: Plate 1 Plate 2 Plate 3 Plates 4 through 11 Plates 12 through 14 S B/J JM /RS L /tm • Vicinity Map Boring Location Plan Legend Boring Logs t.n rain Size Analyses Respectfully submitted, E TH CSISULTANTS, INC. ,.�Po� w�s,y, 4, (/John . Moran, P. E. ,� m4' '- c' Project Manager ‘"c Robert S. President Levinson, P. E. • • • APPENDIX FIELD EXPLORATION AND LABORATORY TESTING The current phase. of field exploration was performed on March 6 and 7, 1986. Five borings were done for a separate study in March, 1980. Subsurface conditions at the site were explored by drilling the supplemental borings to a maximum depth of ninety - three (93) feet below the existing grade. The borings were drilled by Associated Drilling Company using a truck- mounted drill rig. Continuous flight, hollow stem augers were used to and support the boreholes during sampling. The locations borings were approximately determined by taping from advance of the assumed property corners. Elevations of borings were approximately determined by hand leveling from a railroad stake driven into a power pole at the northeast site corner and-assigned Elev. 100. The locations and elevations of the borings should be considered accurate only to the degree implied by the method used.' These locations are shown on the Boring Location Plan, Plate 2. The field exploration engineering geologist from our encountered and maintained a representative samples, :measured was continuously :monitored by an firm who classified the soils log of each boring, obtained groundwater levels, and observed pertinent site features. Slotted standpipes were installed in all borings to monitor groundwater levels. All samples were visually classified in accordance with the Unified Soil Classification System which is presented on ?late 3, Legend. Logs of the borings are presented on Plates 4 through 11. The final logs represent o.:r interpretations :• the field logs and the results of the laoo atory examination and €sts of field samples. The stratification lines on the lags represent the approximate .c ;;:ndary between soil types. actuality, the transition may be - • 13 - • • In each boring, Standard Penetration Tests (SPT) were per- formed at Selected intervals in accordance with ASTM Test Designa- tion D -1586. In addition, a Shelby tube sampler was used to obtain less disturbed soil'samples at selected depths. The split spoon samples were driven with a one hundred forty (140) pound hammer falling thirty (30) inches. Shear strengths of undisturbed sci-ls were measured where prac- tical in the field with a penetrometer. These results are recorded on the boring logs at the appropriate sample depth.. Representative soil samples were placed in closed containers and returned to our laboratory for further examination and test- ing. Visual classifications were supplemented by index tests such as sieve and Atterberg Limits on representative samples. Moisture determinations were performed on all samples. Results of moisture determinations, together with classifications, are shown on the boring logs included in this report. The results of eight sieve analyses are illustrated on Plates 12 through 14, Grain Size Analyses. - 14 - • • Reference : • King County / Map 33 By Thomas Brothers Mops Dated 986 Earth Consultants Inc. GEO'ECNNICAI. ENGINEERING & GEOLOGY Vicinity Map Duwarnish Office Deve opment King County, Washington • Proj. No. 1257-1 1 Date Mar. '86 1 Plate It LEGEND t/i /B-11 Awl ..o uth• !kiting 111(:(11.41 Algtttl■t11e1(i• 11o(()b on of IAea►q flan 1'1evMlus EC1 this at lifoixocell Ilinwbllr) 1lefetrce Sole Penn BY Cote. 1M■IP.• :1 dtvw wt4••. Mo • l• .t • Undalrr1 Earth Consultants Inc. Bourg Location Plon Duwornlsh Office Development Klnq County. Wbshngton — Vtoj No-125 /'1- t,a.- .MU -Hfi- 1V•to._ 2 MAJOR DIVISIONS • GRAPH SYMBOL LETTER SYMBOL TYPICAL DESCRIPTION C:S st S: s ;•..t • t• S. •'s• =• a. f - o!4,4, Arta u•w:l1,Y So:r Graf ' -I- sC C:,ret *41V •• x- eri•wt !I" ,.., No a S.t.! C.91114 Gravers • 111e 0• 440 tn,es : :::•°:•:„.. . . • Gw 9w a. • V'.:+: Gravels. Grave. Sane •, i t -•ee : 'tie Or No isles Z o • ♦ GP �. i p ►; _ *•, • puaw Graving,. Grows. tia±1G v.l.rea. 0441 Or No Pees Gravies 'W,tn Fs** aoorec aot. a+ oust In ivies* • a GM gm .lts.G.av•sano- S•t, !.•: er VI M ,-re GC ,.! • ge Gies. 4•61,111 i• Gravel• Una' (",■ar M .1.•e4 ;,A -, an; Saar Sot . ,' .� k :.,�. ;. aa4• -• No • S•!.• r• ..•law Sana r ten • .,y o no es • • .• : • .*••••• .• • • • • SW /� $w 'A••rr• &raise: Sara:. - Gravelly Sa -ai .'lie, Or Nis Rwnes t '•� • ••. • •• SP .• i.0. Sp t .1 . ti >IA : u+ivey $ • es •1 • Or NO f.•,e$ Sa ^.f wan s -!s 30aec .w04 wt►a.•ti ar op" SM . !m • s %nos Savo • Sat Wahines �f .SC iC : ,••• S.:$. Sane -Clay Mututts =••f 3 -a -4: S: s _.. \•. ' a• S. -i a• a' --V. • 5••t. S VI 4 as 4.044.1 are :vss. "%af SO Cv.s ML •' -� • mi ` :•:a- : S •s 4 veer INN Sanes RoC• a a..* 5 •Y• : i •f • i •t Sanas Clayey Sees r• S•.„t a tfi:: 1r Vif CL I CI _..;•t- : a.s O•. Lo.r To memos p'aa• . , :.•+•w. • : ars Sarroy Cars Sow C als .•a•• S'•S Cars 01 Lin Pilsi•C ty aMC L :.0 L Mt Gorse*, Than +K, Gass I MN -- . ...- ffHUI - ':•,s- - 3 -4 rr :eeeo6s 0• O rota :e: -s = -e t •- :• 3' •r SOO CM I -:?la' : C.•ts .•N liras a1: :', sat C•iyt , OH -- Olt 0 m C `, Or,•ler•C Sins M,7My Organ•C 50•ra ..: _ . -- — - �' • io PT / � pi _ 0eat •Wass Swamp SOWS Wet' Organic ;oments T0a10 ' • re.••n.$ ano Layer R ., Ver•apri CQnit'tuewts •re Diseuseo• in Tee :ea: .O• `-s atoor' .i :tilt :tsaa•, s:* a a•ppp VaSIP•raneriS O. Toe aaurt Or Tv t•i n a atsen•ts '• 'wt Aroma Loss Notes Dual symbols ere used to indicate borderline soil etessifieatwn Upper case Norm symbols designate sample classifications , W ;pd . Aspen PM' oratory testing. lower Case tatter Syn+b01S designate elessiftcaiions not verified by laborstory testing 222"0•D SPUT SPOON $44-4.E4 MB: NG SAMPLER OR SELv PING 0 SAMPLER MANED SAMPLE NOT RECOVERED WATER LEVEL COATE: WATER DSSERVATION WELL Consultants Inc.��� at©T!Cr*NiC "AL COM TNtE*troG i "OCOLOGy C TORVANE READING. tsf ou PENETROMETER JIEAD1NG • 1st W MOISTURE percent of Ory weight pct DRY DENSiT T peewees "cubic te U. LIQUID LIMIT percent PI • .ASTIC INOEX • LEGEND Prof, _13 rtl'8 Piste Logged Dm BORING Bye NO 101 ELEV. 3/5/86 , Graph US 'Soil Description • { th $impls i ws B { Ft W () . . ::::m •;,:: ••: .'.��' ` ��'•' ••' • ` *' ''' . �� : :..� ' �•� ;• •' • ml asr.. sp Brown sandy SILT, mwtst, loose Sr-wt silty SAND fine., moist. 1006+ ." ..meow a tilt i ,silt tense at 7.5' 2ar. Bray 3A:D, OA* with trace silt, wet, .∎•10 loose Se, :yes saturated at 11' :ith thin lenses of tray silt S<c••ies blade, fine to medium grained at 1-.5' Beto`.% Serise at 27.3' Decreased density to loose at 32.3' 5 • . 2 15 = = •'• = "' = 3 3 t1 5 9 10 9 3 31 4 5 23 3 2 1 5 3- 3= 30 13 y9 13 31 2S 20 29 28 :.1 35 33 5: �. 3e 21 +• :5 • LL•39 PL012 PI =17 qu 0.2tsf = Z = 3E = ml Gray SILT with fine SM'D, loose- • sm Slack silty SAD, fine, *Odium, dattsa ::ith gray silt tense; = fol m1 .._— c: r m1 Gray clayey SILT with fine sandy and isolated .hest 1S.laguad. keve plastic limit, vary Soft Gray silty C.A1, above plastic limit, very soft Graff- clayey SILT, above plastic limit, very soft Decreased clay'content at 72.5', slightly plasci, 33 70 75 = = = = =.• = ors ctritfill ;.SAS: , iafet +9Cae eGRAVEL • • • • • i' .1 "ay silty Sandy with shell fragments. c.•• :in e 3 • s' ,rs•• z :.. .ravails• $s%.D,. fiia, dense 5...-: :.,:-::.,:r.: a: ?: ism: **low existing ,rant. . , ..... ?a _.....na. :,ro;.idwattr encountered a: :1 lest. . '10 ;41 G(OYLC +NNICAL. trtQIt+ttltlttrite * COMA, Y. ,. BORING LOG DU SR' OFFICE DEVELOPMENT KING COUNTY, WASHINGTON prof. NO.i13 l Dsts Aprii'86 I h= 4 BORING NO . 10 • Logged BY -11,.....— • 3/6/86 ELEV., Cate _ , Graph CS S Soil Otte riptionn SamPia (1) Mows , Ft. tW :' .... 3:• Brown silly SAND, Very fine, moist, loos. . ` i 1" i • "�6 15 b...It ss 30 35 4 '5 50 55 60 = = = ' .0.v.• = .Z _ 4 5 14 52 61 23 a P 62/6" 75 66i6" 1y 5 19 3 35 27 23 23 ..9 29 33 16 13 12 L1.023 PL =20 PI =3 qu=0.5tsf St; :fir ?r Ir. 3rc n $A. :Diovery fine to fine with trace silt, ill ;;It- M1 Interbedded: Light brown with slight orange mottling, fins sandy SILT, moist, louse, and brawn silty SAND :t ^e••d+t.C„k i wtL at 12.' • : .„ 3: •';� .� ; � ' ark brown mottled SAND, fine with :race tilt, medium dense Becomes gray at 27.5' Becomes fine to medium -- grained, very dense at 32.5' s» mi Ml. Slack silty SAND, very fine, with wood chunks medium dense Slack fine sandy SILT, with shell fragments, loose ;:::1:y: SILT, above plastic limit, very soft • . :ith shell .fragments at 57.5', soft Gravel encountered at 61' _ = = s ;: iiL ii• • `•� ".1 ; • : :.. ;:* at quo $ a --jr. sm :an silty gravelly SAND, fine, very dense -'_0 S r e Via* raveily SAID, fine, with trace silt, very Cabo a encountered at 72.' 'I0Cte3s fd'SL 4intent in 3 2.S' 65 Boring terminated at "s feet bet¢w existing grade. Groundwater encountered at i3 feet Curing Grilling: 3,:" PVC standpipe installed at 20 feet. Lower 10 feet slotted. 1•ring to :kfil,ed with sail cutt6:tgs. • :• r + : ' "uftazsti r ��� OLOTLC$NbCAL (NGINEERING $ GEOLOGY .BORING LOG atWA.'tI_51i OFFICE_ DEVELOPMENT KING COL'ti•TY, ,1ASSI IGTOr _Proj,.No. 1257-1 Da"' Ap: ,3,'86 6j Logged By . Dm 3/6/86 , US CS 7'. sp itt SO 47 BORING NO. 103 Soil Description 4rcun silty SAND, very' fine to fine, moist, loose Lens. of brown SAND, very fine to fine, with crave moist, Ic.ose • ()ran).* mottles, non plastic Irnse from t' wet S.,c.mt$ Slack at saturatod at 11' Fosc.nos br,wn at 12' SAND, v•ry fin*, metiot Cense vnc..antered at 20' 3.a. SA%D. fine with trace apt, teCium Cense 3e.:”es fine to modium grained 3.4:owe very fine to fine, dense at 32.3' Becomes loose at 37.5' Slack fin. sandy SILT lease from *1-45.5 with shall ixadosnts, loos* Slack silty SAND, fine, loose Depth (ft.) 5 1(1 13 20 .s .30 35 Gray clayey SILT with sand layers, above plastic limit, very soft Asccmis non plastic with isolated clayey silt lenses Gray clayey SILT with silt and sand lenses, very soft Gra'. Silty SAND, fraimehcs, loose 2ri.lyr reported i-ray si::y 3.j.\�, fine, with clay and shell increased density a: 31' t crav-41. cry rzck 0 S .0 0 ELEV. Sept "T" -r 1111•11100 (N) Blows Ft. S 3 15 5 a p p ? p (%) 25 35 37 25 2e 27 27 34 30 27 Si 28 so 35 13 4: w: 474J1k,. ,r,:...47:vrt,c At ■■ f+T. '. -" .0 fi-Tt. fee: $:. -; • $-:: Earth CHCOTILCHNICA ENG1NCZRNG * £OI.OGY BORING LOG DCWAMISH OFFICE Dr:FLOPMENT KIX-C COC,NTY,WASiiINCTON :101101.131 Apri1'86 Iftne 6 Logged Date BORING By D'''l NO. ELEV, 3 -4 -80 Graph Soil Description Depth Sample .(N) Blows Ft. 00 . :IL Brown, sandy SILT with occasional gravel, to SILT with some clay, loose, moist. . 5 . 102 = .= 4 4 7 9 11 15 19 14 7 10 23 26 27 29 • 32 28 33 25 32 29 -5 I I = 1 1 7 S? S�" • Brown, slightly silty to clean fine to medium SAND, medium dense, wet to saturated. • Lens of fine, sandy SILT at 40 feet. 15 _ 20 - 25 30 35 40 S1 Gray, silty, fine to medium SAND, 'ediJm dense, wet to saturated. - 45 • Boring terminated at 49 feet. Groundwater observation welloring installed at 49 feet. Earth Consultants Inc. 0 GEOTECMNICAL ENGINEERING a GEOLOGr 80RING LOG DL'tirAMISE OFFICE DEVELOPMENT KING COUNTY, ; ;ASHINGTOx `Prof. No.1257 -1 1 Dte�•iar. '80 1 'Plate - BORING NO. _2_ LoggedBy OKW Date 3-4-30 ELEV. Graph US CS •••••• -'•:•:•••••••" . • • ::: • :: : Soil Description Brown, gravelly,.silty SAND, medium dense. moist Depth (ft) Sample Gray-brown; sandy SILT to silty, fine to medium SAND, loose to medium dense, wet. ML **** sm Gray, clayey SILT with some sand, soft, wet. Gray, silty, fine SAND with shell frag- ments very loose, becomes very dense, 5° wet. — 5 • • — 10 • 7 15 — 20 25 30 — 35 40 P 45 3-4-80 Boring terminated at 54 feet. - r T (N) Blows Ft. 26 10 6 9 12 28 10 41 25 26 17 29 16 24 w (%) 11 20. 20 12 15 23 2 35• LL=27 PL=24 P 33 1 3 Earth Ot; Consultants Inc. GEOTECHNICAL ENGINEERING & GEOLOGY BORING LOG DCWAMISH OFFICE DEVELOPMENT KING CONTY, tASHINGTON Proj. No.1257-1 Date mar. '30 Plate s Logged Date BORING By nw NO.- ELEV. 3 -4 -30 Graph CS Soil Description Ohp;fi Sample (N) Blows Ft. ( %) 20 19 IL fine sandy SILT to silty, - = 12 14 Si1 fine fine SAND with occasional gravel, loose to medium dense. -- 5 . = 7 12 — - I 3 33 _ 10 • 2 3 -5 -80 • _ 15 I 11 31 :i ;; co Black, clean, fine to medium SAND, medium dense, wet. - 20 = 19 28 :. • • :I: 32 :: 26 _ 25 Gray, coarse SANDSTONE, slightly weathered hard. 'j' 50/4" 16 . ... SS Boring terminated at 29 feet. Groundwater observation wellpoint installed at 29 feet. • • BORING LOG J;':�:.. ".I S - OFFICE DEVELOPMENT Earth • Consultants Inc. OD KING COUNTY, WASHINGTON Proj. No. 1257 -1' DateMar. '30 'Plate 9 GEOTECPINlCAL ENGINEERING & GEOLOGr BORING Logged By ._.Q.K_ Date 3 -5 -80, NO. 4 . , ELEV. i Graph CS Soil Description Delp Sample Bows Ft. 9w ( 6 ) 2'AC Brown, grave iy, si ty r•%,Il, 1nncp mnict (FTLI) T 11 9 -- 5 9 5 SP S Brown, slightly silty to clean, " ne • I 6 34 S: to iedium SAND, loose to medium dense, — 10 - ; = 7 33 — 15 • 1 16 28 — 20 is = 19 25 • ::. I 22 18. — 30 ` T 32 32 Boring terminated at 34 feet. • ' BORING LOG • DU Ax_SH OFTICE DEVELOPMENT Earth KING COUNTY, »�.SHI \GTO`: Consultants Inc. GEOTECI. NICAL ENGINEERING a GEOLOGY Pro). No. i:57-1 1Datelar. '80 ,Plate :0 • • BORING Logged By OW Date, 3 -5 -80 ELEV. Graph US CS Soil Description Depth (ft.) Sample .1L S,•1 2" AC Brown, silty SAND, loose, fill. Gray, fine to sandy SILT to silty fine SAND, loose to medium dense, • moist to wet. • SP Gray, clean, gravelly SAND, dense, grading loose, moist. r 57 10 15 20 25 30 I I 1 T (N) Blows Ft. 17 11 4 18 27 30 55 W (%) Boring terminated at 34 feet. Groundwater observation wellpoint installed at 34 feet. 33 27 35 31 25 24 33 Earth Consultants Inc. GEOTECIoNICAL ENGINEERING A GEOLOGY BORING LOG DL N Ise OFFICE DEVELOPMENT K:NG COUNTY, *b:ASNINGTOy Proj. No. 125; —i 1 Date Mar. '80 'Plate 11 LI 0* CI 0 CI 0 •1 14. 1-' S3SA1VNV 321S NIV>:ID AS 1:13NId 1N301d3d 041 00 /0 GO !■11 40 30 20 10 0 0 0 0 0 /41 N SIEVE ANALYSIS SIZE Of OPENING IN INCHES 1 NUM_UER OF MESIIPER Mat VS,SIANDARD • .8 I 4.4 CU „, CO 4•2 tti ■14 22 0 00 0 to 0 ID CO ••• ° . . I I 1 11 1 t11 - 0 0 0 00 0 0 CO 40 rl 1,4 JILL 0 co 40 _J IlY UltUML 1 Lli i‘lvAL 1 1.2 GRAIN SIZE IN Mm 1 03 m N 44- 9 9 5 8 8 `61 _138 0 — 1. - _ m m 7 °I w! •e. el el 7 2 82 8 GRAIN SIZE IN MILLIMETERS 10 20 II COBBLES COARSE 1 FINE 1 COARSE 1 MEDIUM FINE GRAVEL • SAND 1 FINES 1 1H0I3M AS 1:13S1:1V03 1■331:13d KEY Y Durum or Test Pit No. DEPTH 11L1 USCS DESCRIPTION Moisture Content 1%) LL PL ( ) R-102 2.5 SM silty SAND 14 • - • -• • - • "A ▪ 2M PI se fis • es z mss! ✓ • ,� m Z N int m 0 • m A z 0 m 0 m 0 r 0 0 O z 0 vI 0 of A 71 CI: .- t7 N x 0 r • 0 •! 1 0 2 0 1) VI 0 ry 0 a co CO (-• 7: s1 H1L -1 Gl H rn o''' r, o '•1 '•l H n :10 co tn -: r= M r o o Ki SIEVE ANALYSIS HYDROMETER ANALYSIS S111 01 OPINING IN INCHES I NUM0ER OF MESH PER'NCILU.S. STANDARD 1 GRAIN SIZE IN MM 100 • - m 0 70 2 -4 11 GO 2 m. 40 m_ a ]O 20 l0 00 a° V O 1-11 m d t0 '$ M .LL 0 0 8 000 1 • M N 0 0 10 M N GRAIN SIZE IN MILLIMETERS I COUBLES COARSE 1 FINE I COARSE 1 MEDIUM 1 FINE 111 GRAVEL SAND myQ O O O O ZS 0 0 0- 0 -o 10 20 40 60 70 80 - 4 4 o N 0 100 0 0 FINES 1 1HDI3M A8 113S8`103 1N33>:I3d KEY Boring or Test Pit No. DEPTH UI.) USCS DESCRIPTION Moisture Content IS) LL PL 0 U B -4 B -5 B -5 5.0 7.5 22.5 SP ML SP Clean, fine SAND Fine, sandy SILT Clean, gravelly SAND 4.6 34.6 24.6 •