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HomeMy WebLinkAboutCOW 2012-03-26 Item 4A - Attachment F - Parking Demand AnalysisSource: Tukwila Website Tukwila RIVERTON MIXED USE PARKING DEMAND ANALYSIS March 10, 2012 ‘5A'Tc1. CCfC.{41:tC. r JTE . Jake Traffic Engineering, Inc. Mark J. Jacobs, PE, PTOE, President 2614 39th Ave SW - Seattle, WA 98116 - 2503 Tel. 206.762.1978 - Cell 206.799.5692 E-mail jaketrafific@comcast.net 49 50 . Jake Traffic Engineering, Inc. . Mark J. Jacobs, PE, PTOE •-• President 2614 39th Ave SW — Seattle, WA 98116 — 2503 Td. 206.762.1978 - Cell 206.799.5692 i. -mail jaketrattic©comcast.net March 10, 2012 Brie Campbell, Leed AP RIVERTON DEVELOPMENT LLC 3723 S. 1260 Street Tukwila, WA 98168 Re: Riverton Mixed Use - Tukwila Parking Demand Analysis Dear Ms. Campbell. 1 have prepared this Peak Parking Demand Analysis for the proposed Riverton Mixed Use project in Tukwila. The project proposes to provide the following: 23 unit apartment 3,000 sf commercial space (envisioned uses include a small cafe and office) The proposed project is located at 12909 East Marginal Way in the City of Tukwila. Access to the site is via a driveway off of East Marginal Way South. The proposed project proposes to provide 51 parking stalls; 39 parking stalls will be on the site and 12 parking stalls will be adjacent to the site. An aerial of the site obtained from King County IMap is depicted to the right. This report is prepared to identify the peak parking demand for the proposed project per City requirements and Institute of Transportation Engineers (ITE) data. The peak parking demand is conducted for the apartment peak and commercial peaks. The summary, conclusions and recommendations are on page 4 of this report. Figure 1 is a vicinity map of the proposed project. A preliminary site plan is depicted on Figure 2. \\En4nnw2e\c\- Fro,' FIn\2012002 N!..nnn pereiopmene Shuyn.wennecnne i.ewk\hrWmp.m.r..m.rArvUr.n aoe COLOR COPY ONLY 51 52 JTE, Inc. Brie Campbell. Leed AP RIVERTON DEVELOPMENT LLC March 10, 2012 Page -2- EXISTING ENVIRONMENT Project Site The project site is presently developed with a single family dwelling. The existing building would be removed to make way for the proposed development. Street System The primary streets within the study areas and their functional classifications Tukwila Ordinance #1616 are as follows: • SR -99 ➢ E. Marginal Way S. ➢ S. 133rd St. ➢ S. 130th St. Transit Services The map to the right is the pertinent section of the Metro Transit System Map depicting transit service in the site vicinity. Metro Transit Routes #124 on SR - 99 about 1/4 mile away and 15/ provides service on East Marginal Way. Further information on these routes can be found on the Metro Transit website (http://transit.metrokc.gov/). Principal Arterial Minor Arterial Minor Arterial Collector Project Site PARKING IMPACT ANALYSIS v' taR ' 5��a� ,i The Riverton Development project will l provide 51 parking spaces; 39 parking spaces will be on the site and 12 parking stalls will be on East Marginal Way S. adjacent and to the north of the site. City of Tukwila The City of Tukwila Zoning Code Chapter 18.56 PARKING AREAS, VEHICLE AND PEDESTRIAN ACCESS, AND RELATED IMPROVEMENTS provides the Zoning parking requirements for the project. My review of the City Zoning Code indicates that the project requires the following parking. ➢ 23 units residential • 1,000 sf cafe (800 sf useable) ➢ 2,000 sf office ➢ Total 46 stalls (2 per unit) 8 stalls (10 per 1,000 sf useable sf) 6 stalls (3 per 1,000 sf) 60 stalls AIlcn.ofinc\-P.q.. %...52ot2 001. q,v.rvan 0.w ne sn.gan wenn.cr... r.na+-.n.mn.aon ace COLOR COPY ONLY 53 54 JTE, Inc. Brie Campbell, Leed AP RIVERTON DEVELOPMENT LLC March 10, 2012 Page -3- The parking demand per TZC for the above identified uses is noted at 60 stalls; however the parking peaks at different times during the day; the residential peaks late at night/early AM and the commercial uses in the daytime. Additionally. the City's parking requirement for the residential component is much higher than researched parking data suggests. Tukwila Zoning Code Section 18.56.140 Administrative Variance from Parking Standards provides a mechanism to obtain a variance from the required parking standards. I have prepared an Excel spreadsheet noting the envisioned uses with City and National parking data included with the time of peak noted. The residential component peaks during the late night/early AM time period (1200 - 0400), the Office component peaks at 1000 - 1100 and the Cafe is expected to peak from 1200 to 1300. ITE Peak Parking The Institute of Transportation Engineers (ITE) Parking Generation, 4th Edition identifies the time of the peak period and percentage of the peak period. The proposed project provides apartment and office uses. The parking rate, peak period, percentage of peak period and percentage during other uses peak periods for the above mentioned lands uses are identified in the table below: USE (LUC) Suburban ITE Parking Rate Peak Period Percentage of Peak Period Percentage during other uses peak Apartment (221) 1.23 spaces per dwelling unit 0000 - 0400 100% 65%/65% Office Building (701) 2.84 spaces per 1,000 sf 1000 1100 100% 10%/90% Restaurant (932) 10.60 spaces per 1.000 sf 1200 - 1300 100% 10%/85% The peak period for the Apartment occurred during 0000 - 0400 hours (12:00 am - 4:00 am). Data shows no percentages for the other uses during the Apartment peak period. Accounting for janitorial staff and other off hour maintenance I applied a 10% parking percentage during the Apartment peak for the office and restaurant use. In addition no ITE percentages were noted for the Apartment during the other uses Peak Parking period (1000 - 1100 and 1200 - 1300). A percentage of 64% is identified during the 0800 time period, 65% is used for the analysis. Attached in the appendix are pertinent sections noted above. Peak Parking during Peak Period Peak parking demand occurs at different times pending the use. Residential peaks occur at night and commercial office and Cafe uses during the day. The Riverton Development E(gmn.].A-F.gen...VTIIT 007 Nnnian 0mvbnm.nsm S+u m 4c.nenwe • T.x ...N.dooOd.dddimdr.koodoo do= COLORCOPY ONLY 55 56 JTE, Inc. Brie Campbell, Leed AP RIVERTON DEVELOPMENT LLC March 10, 2012 Page -4- project is a multi -use project that encompasses the aforementioned uses and thus is conducive to shared parking. Peak Parking Demand Analysis I conducted the peak parking demand utilizing six scenarios: Peak demand for Apartment - Urban and Suburban r Peak demand for Office - Urban and Suburban Peak Demand for the Cafe - Urban and Suburban Included in the appendix is the Excel spreadsheet that shows the peak parking demand for the above mentioned scenarios. The site is situated in an area that is neither completely Urban nor Suburban in nature: thus both the Urban and Suburban ITE parking data is used. The Suburban ITE data, as would be expected, shows higher parking demand than the Urban data. My analysis using City parking rates indicates that the peak parking demand for the project to be 47 stalls. Using ITE data the peak parking is projected at 34 stalls using Suburban data and 25 using Urban data. The residential peak parking demand on Saturday is 14% less than during the weekday and little parking is projected for the Office on weekends; thus my analysis focused on the weekday peak. 1 recommend that a transit schedule kiosk be provided in the lobby of the building and appropriate bike parking be provided. SUMMARY AND CONCLUSIONS This report analyzed the Peak Parking Demand for the proposed Riverton Mixed Use project. The parking requirements are governed by City Zoning Code. A peak parking analysis was done using the required City parking and the percentage of peak parking during the time of peak for each land use as derived in the ITE Parking Generation. I used the City parking requirement data and ITE data for time of peak parking demand to calculate the peak parking during the peak period for the Apartment and the commercial scenarios. My analysis using ITE data indicates the highest peak parking demand scenario during the restaurant peak period that resulted in a peak parking demand of 34 spaces. The proposed project provides 51 spaces that are sufficient to accommodate the peak parking demand. Transit service is available adjacent and near the site and ITE data shows less parking demand. The installation of a bus schedule kiosk in the building lobby and appropriate bike parking is recommended. Arn0.m..2flc -rvomi ane.exe.a 001 am.a.o De*Nownene Ohugv, ...nn«w,e.1• a,a,pwrn:noi.vxa,..wn aoc COLOR CORY ONLY 57 58 JTE, Inc. Brie Campbell, Leed AP RIVERTON DEVELOPMENT LLC March 10, 2012 Page -5- Please contact me at 206.799.5692 or email me at jaketraffic@comcast.net if you have any questions. MJJ: mjj EXPIRES 4/3/Z0/ Y Very truly yours, Mark J. Jacobs, PE, PTOE JAKE TRAFFIC ENGINEERING, INC. 03//0/z_0/2_ v,,,Frw,,ear 3//0/z_0.2- tYEngrnem YoYcY-RoAcx Fdn\1011001 PlWW D...IyplMAI $n4g.rtkchrteelum IWwilekPatgDem.nEt Rnertonaae COLOR COPY ONLY 59 60 Project: Riverton Mixed Use - King County Location: 12909 East Marginal Way NORTH F,sme Gap ens 6wwamish S 112th St Cwvy Clot, Ca IR O $ a .HaghI sn SII s 115th St Sauthea C.. u. 4) cnS 116th St mam g77h $ \ Areraown ro or 5 120th St Q Q m V} to Q� Q Boulevard V, v Ptak q 1Vl m HNNaP ? m < L od Park .4 qj . Q t > D 9P rp d a 5 128th Si v, t3 3 s t3pm St � Y Et o a5 ro CO 4 70 rn m North a, I° rn 4 in y 5 133rd 5� air 0 .4 Seatac Park Q' S 133rd Si n < a `g(' m V S 135th St > v.'Rwells V, � -Tukwila Burien a, to V) `t S 138th St m Foster Golf Lnks g SeaTac Ca a S 140th Si North Seatac Park Sunset Playllelds a, - m Ca Q..4rA at m D 01. S 142nd Si Q..1 d> o yy@ o m ^t N S S 144th StCO rtonel en m S 144th St on vi u 5 146th St 5 146th St Q •..t Faster L ®O 7Mcroso1 Corp NPR NN AI NPR ea Seattle S Len St S AVM St 10 4 = ID n m N al &' Q s 4)&I p ID a. qia m Q Skyway Cr) S r Park Skyway E c9 d� &ja m4 tP - iy a A., t ra S 128th St I aker Riga Perk s sAy RaW03 S Langston Rd S 133rd St f7 ref 1 ort gerrl Park S 132nd St 5 1351• St Revlon JTE, Inc FIGURE 1 Reprint in Color Only RIVERTON MIXED USE - TUKWILA PARKING DEMAND ANALYSIS VICINITY MAP 61 62 Project: Riverton Mixed Use - King County Location: 12909 East Marginal Way 4 Note: An 8.5 x 1.1copy of the site plan is included with this Parking Demand Analysis • Ar NORTH JTE, Inc. FIGURE 2 Reprint In Color Only RIVERTON MIXED USE - TUKWILA PARKING DEMAND ANALYSIS SITE PLAN 63 64 iJ ! !» )/ ;; 110 6. 1 26117sas E PROJECT INFORMATION: ZONING CODE SUMMARY: 0 < (: ; F NOT FOR CONSTRUCTION 65 66 APPENDIX 67 68 MAP County Boundary Mountain Peaks Highways Streets tlgtrAW {'cont} Le ge rid An ar _a; e. Lakes and Large Rivers Streams Parcels Parks 2007 Color Aerial Photos (6in` 2007 Color Aerial Photos (12in: COMMENTS: Site Aerial The information included on Ihis map has been compiled by King County staff from a variety of sources and is subject to change without notice. King Courcy makes no representations or warranties. express or implied, as to accuracy, completeness, bmetiness, or rights to the use of such Information This document is not intended for use as a survey product. Ktng County shall not be liable for any general, spacial, indirect, mcidentah or consequential damages inctudtng. bul not limited to. lost revenues or lost profits resulting from the use or misuse of the lrrformation contained on this map. Any sate of this map or mformabon on this map is prohibited except by written permission of King County Date 7116/2012 Source: King County IMAP - Properly Informationfhttp:llwww,metrokc.gov/GtS/iMAP) King County 69 70 lS) N o C2 0 0 (D (D f0 TJ W H 0 0 0 a) 0 (1) 0 0 0 CO 0 0 (CI a 0 0 9- 0 co17/ du N 0 CO co U) 0 lr URBAN OFFICE PEAK (1000 peak) 11 t peak parking 0000 - 0400 N Cn CN U) O (0 Q LO N City peak parking 1000 - 1100 City peak parking 0000 - 0400 0 T; C (0 O CO O N- URBAN RESIDENTIAL PEAK (late night/earlyAM) % peak parking 0000 - 0400 %0T %00T a c-1 Time of Peak 03 a 0 (D E R 00 O rI 0 0 0 o O 4 O co rI 0 N - %00T ITE Peak Parking 1'- O) Cfj 4 N CO IC3 d- Cr) City Peak Parking 46.0 6.0 8.0 0 (o IIE Parking Rate 1.03 2.4 7 4 o co 1.03_ J •QoN c a) 4-, Y N 0 (.5 a co o to a✓ c w s @ 0 8 c a. ITE LUC ,L-1 c1 N © N N cY) O) 4.9 Sze SF/ Units 23 2,000 0 0 co N CO o a) u) D C CO -J Apartment Office Restaurant ro O I- lS) N o C2 0 0 (D (D f0 TJ W H 0 0 0 a) 0 (1) 0 0 0 CO 0 0 (CI a 0 0 9- 0 co17/ du N 0 CO co U) 0 lr URBAN OFFICE PEAK (1000 peak) 11 t peak parking 1000 - 1100 v I() r -I C) 4 4 in N City peak parking 1000 - 1100 0 6i CV 0 Chi CO C4 co ct % peak parking 1000 - 1100 65% 1%OOT `o In co Time of Peak 0000-0400 1000 - 1100 1200-1300 %00T ITE Peak Parking c,.i N a In co City Peak Parking O V 0 (r6 O cati O Ca IIE Parking Rate 1.03_ J 4 N 6.94 to a✓ c w s @ 0 8 c a. N co OT 4.9 ITE LUC H N N TOL N CO o City Peak Parking Sze SF/ Units CO N 0 00 N 800{ ITE Parking Rate Land Use Apartment Office Restaurant 47C-5 Ln N 0. -o Cia 0 0 (D (D (0 W 1- •• m 0 0 0 t--4 0 4- 0 In O CO 0 (6 0 0 4 0 0 a) ffl 0 (D 7 (c3 V) a) CC URBAN RESTAURANT PEAK (1200 peak) ITk E pea parking 1200 - 1300 4-4rcoIn If) 4 LL7 N gayly peak parking 1200 - 1300 (3) ct 8.01 Cr) 0) L(i d- N % peak parking 1200 - 1300 o In o %00T (9 CA Time of Peak 0000-0400 1000 1100 00 m 1 0 N ' -I ITE Peak Parking 23.7 4.9 (fl m Xi City Peak Parking 46.0 q (D 8.0 0 (0 ITE Parking Rate mr- o 4 d (n ,-I N (0 City Parking Rate N CO 0 ITE LUC N 0 CO N 1- (3) Size SF/ Units CO 0 0 N O CO N Land Use Apartment 'Restaurant Total 0 !TSU V In N 0Q D Q) 0 0 OS (D ((0 0 W F- 0 0 0 O '-3 a) L 0 0 O ()O 0 0 (D L1. (n 0 0 w Q) a a) cn I s= m L 7 co "roa) cr 71 72 10 N 0. a a) 0 U (46 [6 a UJ N 0 0 0 N L 0 i 0 0 00 a) 0 co 0 N 0 0 4- co 0 m a) cc SUBURBAN OFFICE PEAK (1000 peak) I I L peak parking 0000 - 0400 00014 N Lei 0) 301 City peak parking 1000 - 1100 City peak parking 0000 - i 0400 0 ‘zt 0.61 «,IN % peak parking 0000-0400 0 o 0 0 Time of Peak 0000-0400 0 0 ci 0 O 0 0 co ,-I O N IAL PEAK ( ITE Peak Parking m CO 5.71 CO 10 o't c'1 (000))00 City Peak Parking 0 co RI - 8.0 60 0000-0400 ITE Parking Rate co (NI vi- oo lf3 (5 c a N r)!0 45 ITE LUC 221 o N- N co a) Size SF/ Units co N 0 00 800 Land Use 'Apartment U 0 c ([3 3 (4 a Ito° SUBURBAN OFFICE PEAK (1000 peak) ITE peak parking 1000 - 1100 .4tioco co' Lei 0) ") City peak parking 1000 - 1100 0) a) 0 co 00 43- % peak parking 1000 - 1100 o OR° N LO % peak parking 1200 - 1300 (0 0 DO (000))00 1-1 Time of Peak 0000-0400 OOTT - 000T 1200 1300 Time of Peak ITE Peak Parking 0 ti 0 45 0o 10 0 N - .-1 City Peak Parking 0 r 8.0 0 K O 0 ITE Parking Rate co Tt 13.25 N rl CO N H Crty Parking Rate N CO O to ITE LUC H e -I ("N N N 0 m 46.0 N h- 0) 0 Size SF/ Bedrooms m 2,0001 0 N 00 2.84 Land Use 'Apartment a3 'Restaurant U iii O Cf) H N 0. a 0 0 U N (D a-+ Z7 uJ H v) O 0 0 Q) 0 0 0 00 CL) U 0 U) 0 0 4- (1) T0 CO a� (0 (a 7) (i) SUBURBAN RESTAURANT PEAK (1200 peak) ITE peak parking 1200 - 1300 .4- 00 .-I( Ili 0 ") City peak parking 1200 - 1300 0)st0 m OO di ad N % peak parking 1200 - 1300 o a (000))00 1 Time of Peak 0 0 0 0 0 ,--1 0 m 0 - ,-1 0 0 0 0 O 0 0 0 N 0 H H ITE Peak Parking m r-- to 45 0o di o N City Peak Parking 46.0 0 0 0 (s 00 TIE Parking Rate CO 2.84 `0 N N )313N Cf) OT C 0 .►+ .-- U Y a ITE LUC .--1 --I N N 0 f+7 N P- 0) Size SF/ Bedrooms DO 2,0001 800 N Land Use 'Apartment a) 'Restaurant U (0 4-, 0 1� 11) N a 0 'C3 aD a ((0 a W H O 0 0 r4 a) 0 0 O 00 a) R0 3 0 N 0 0 4- a) a� w sT 0 N 0 73 74 Figure 18-1- Required Number of Parking Spaces for Automobiles and Bicycles Use Automobile Standard Bicycle Standard For multi -family, 1 space per 10 parking stalls, with a minimum of 2 spaces. No requirement for single family. Single-family and multi- family dwellings 2 for each dwelling unit that contains up to 3 bedrooms. 1 additional space for every 2 bedrooms in excess of 3 bedrooms in a dwelling unit. Additional parking may be required for home occupations and accessory dwelling units as otherwise proved by this title Multi -family and Mixed- Use residential (in the Urban Renewal Overlay (URO)) One for each dwelling unit that contains up to one bedroom. 0.5 additional spaces for every bedroom in excess of one bedroom in a multi -family dwelling unit. At least 75% of required residential parking is provided in an enclosed structure (garage or podium). The structure must be screened from view from public rights of way. One automobile space at no charge to a car sharing program (if available) for every 50 to 200 residential units on site An additional space shall be provided for developments with over 200 residential units. All car share spaces are in addition to required residential parking. If car sharing programs are not available when the building is constructed, an equivalent number of guest parking spaces shall be provided. These shall be converted to dedicated car -sharing spaces when the program becomes available. One secure, covered, ground -level bicycle parking space shall be provided for every four residential units in a mixed-use or multi -family development. Senior Citizen Housing For 15 units or less, 1 space per dwelling unit. For dwellings with more than 15 units, a minimum of 15 spaces are required, plus 1 space per 2 dwelling units. 1 space per 50 parking stalls, with a minimum of 2 spaces. Religious facilities, mortuaries and funeral homes 1 for each 4 fixed seats 1 space per 50 parking stalls, with a minimum of 2 spaces. Colleges, Universities, Vocational Schools and other post -secondary educational institutions Shall be determined by Planning Commission, based on an evaluation of information concerning traffic generated by proposed use. 1 space per 50 parking stalls, with a minimum of 2 spaces. Convalescent! nursinglrest homes 1 for every 4 beds with a minimum of 10 stalls 1 space per 50 parking stalls, with a minimum of 2 spaces. ' 1 space per 50 parking stalls, with a minimum of 2 spaces. 1 space per 50 parking stalls, with a minimum of 2 spaces. Food stores and markets 1 for each 300 square feet of usable floor area _ High schools 1 for each staff member plus 2 for every 5 students or visitors Hospitals 1 for each bed 1 space per 50 parking stalls, with a minimum of 2 spaces. Hotels, motels and extended stay 1 for each room, plus one employee space for each 20 rooms, rounded to the next highest figure 1 space per 50 parking stalls, with a minimum of 2 spaces. Manufacturing 1 for each 1,000 square feet of usable floor area 1 space per 50 parking stalls, with a minimum or 2 spaces. Page 1 75 76 Office, commercial and professional buildings, banks, dental and medical clinics 3.0 for each 1,000 square Leet of usable floor area 1 space per 50 parking stalls, with a minimum of 2 spaces. Outdoor sports areas Shall be determined by Planning Commission 1 space per 50 parking stalls, with a minimum of 2 spaces. Places of public assembly, including auditoriums, exhibition halls, community dubs, community centers, and private clubs The Director shall determine the number of required parking spaces, with a minimum of 1 space for every 100 square-feet of assembly area. To ensure parking adequacy for each proposal, the Director may consider the following: a. A parking study or documentation paid for by the applicant and administered by the City regarding the actual parking demand for the proposed use, or b. Evidence in available planning and technical studies relating to the proposed use. 1 space per 50 parking stalls, with a minimum of 2 spaces. Post offices 3 for each 1,000 square feet of usable floor area 1 space per 50 parking stalls, with a minimum of 2 spaces. 1 space per 50 parking stalls, with a minimum of 2 spaces, Public facilities, including libraries, police and fire stations Shall be determined by the Planning Commission Restaurant 1 for each 100 square feet of usable floor area 1 space per 50 parking stalls, with a minimum of 2 spaces. Restaurant, Fast food 1 for each 50 square feet of usable floor area. Fifty percent of any outdoor seating area will be added to the usable floor area for parking requirement calculations. 1 space per 50 parking stalls, with a minimum of 2 spaces, Retail Sales, Sulk 2.5 for each 1,000 square feet of usable floor area 1 space per 50 parking stalls, with a minimum of 2 spaces. Retail sales, General 4 for each 1,000 square feet of usable floor area if located within the TUC or TVS zoning districts; 2.5 for each 1,000 square feet of usable floor area if located in any other zoning district. 1 space per 50 parking stalls, with a minimum of 2 spaces. Schools, Elementary & Junior High 1.5 for each staff member 1 space per classroom Shopping center (mall), planned, per usable floor area size, as listed below 500,000 sq. ft. or larger 5 for every 1,000 sq. ft. 1 space per 50 parking stalls, with a minimum of 2 spaces. 25,000 — 499,999 sq. ft. 4 for every 1,000 sq. ft. 1 space per 50 parking stalls,with a minimum of 2 spaces. 1 space per 50 parking stalls, with a minimum of 2 spaces. Taverns 1 for every 4 persons based on occupancy load. Theaters 1 for every 4 fixed seats. If seats are not fixed, 1 per 3 seats, with concurrence of Fire Chief, consistent with maximum allowed occupancy 1 space per 100 seats, with a minimum of 2 spaces. Warehousing 1 for every 2,000 square feet of usable floor area 1 space per 50 parking stalls, with a minimum of 2 spaces. Page 2 77 78 TUKWILA MUNICIPAL CODE 18.56.140 Administrative Variance from Parking Standards A. General: 1. A request for an administrative variance from required parking standards must be received prior to any issuance of building or engineering permits. Administrative variances are only eligible for requests for reductions of required parking between 1% and 10%. Requests for reductions from minimum parking standards in excess of 10% must be made to the Planning Commission. 2. The project developer shall present all findings to the Director prior to any final approvals, including design review, conditional use permit review, building review or any other permit reviews required by the Director. B. Criteria: 1. All requests for reductions in parking shall be reviewed under the criteria established in this section. 2. In addition to the following requirements, the Director may require specific measures not listed to ensure that all impacts with reduced parking are mitigated. Any spillover parking which cannot be mitigated to the satisfaction of the Director will serve as the basis for denial. A reduction may be allowed, pursuant to either an Administrative variance or requests to the Planning Commission, after a. All shared parking strategies are explored. b. On-site park and ride opportunities are fully explored. c. The site is in compliance with the City's commute trip reduction ordinance or, if not an affected employer as defined by the City's ordinance, agrees to become affected. d. The site is at least 300 feet away from a single- family residential zone. e. A report is submitted providing a basis for less parking and mitigation necessary to offset any negative effects. C. Process: 1. An applicant shall submit evidence that decreased parking will not have a negative impact on surrounding properties or potential future uses. This may take the form of a brief report for administrative variances. Decreases in excess of 10% must be made to the Planning Commission, The Director may require additional studies to ensure that negative impacts are properly mitigated. A complete and detailed Parking Demand study is required for requests reviewed by the Planning Commission. 2. AH site characteristics should be described in report, including a. Site accessibility for transit. b. Site proximity to transit, with 15- to 30 -minute headways. c. Shared use of on-site parking. d. Shared use of off-site parking. e. Combined on-site parking. f. Employee density. g. Adjacent land uses. Page 18-178 D. Review: Applications for Administrative Variances for reductions below minimum parking requirements between 1% and 10% shall be processed as Type 2 decisions, pursuant to TMC 18.108.020. Applications for reductions from minimum parking requirements in excess of 10% shall be processed as Type 4 decisions, pursuant to TMC 18.108.040, including a hearing before the Planning Commission. (Ord. 1795 §2 part), 1997% Produced by the City of Tukwila, City Clerk's Office 79 80 Land Use: 221 Low/Mid-Rise Apartment Based on Vehicles per Dwelling Unit (Suburban) Weekday Hour Beginning Percent o ' - - , 'eriod Number of Data Points* 12:00-4:00 a.m. 100 14 5:00 a.m. -- • 14 6:00 a.m. 92 14 7:00 a.m. 74 _ 1 8:00 a.m. 64 1 9:00 a.m. - 0 10:00 a.m. - 0 11:00 a.m. - 0 12:00 p.m. - 0 1:00 p.m. - 0 2:00 p.m. - - 0 3:00 p.m. - 0 4:00 p.m._ 44 1 5:00 p.m. 59 1 6:00 p.m. 69 1 7:00 p.m. 66 9 8:00 p.m. 75 9 9:00 p.m. 77 10 10:00 p.m. 92 14 11:00 p.m. 94 14 ' Subset of database 4t Fu r a•f+2 - t C `pe pe -kr Parking studies of apartments should attempt to obtain information on occupancy rate and on the mix of apartment sizes (in other words, number of bedrooms per apartment and number of units in the complex). Future parking studies should also indicate the number of levels contained in the apartment building. Additional Data • Apartment occupancy can affect parking demand ratio. In the United States, successful apartment complexes commonly have a vacancy rate between 5 and 10 percent.' Study Sites/Years Canada: Central City, Not Downtown: Brooks, AB (1998) Puerto Rico: Central City, Not Downtown: Mayaguez, PR (2007) 'Rental and Homeowner Vacancy Rates for the United States: 1960 and 1965 to 2009, U.S. Census Bureau. http://www.census.gov/hhes/www/housing/hysiqtr309/q309tab1.html institute of Transportation Engineers [51] Parking Generation, 4th Edition 81 82 Land Use: 221 Low/Mid-Rise Apartment Average Peak Period Parking Demand vs. Dwelling Units On a: Weekday Location: Urban Statistic Peak Period Demand Peak Period 10:00 p.m. -5:00 a.m. Number of Study Sites 40 Average Size of Study Sites _ 70 dwelling units Average Peak Period Parking Demand 1.20 vehicles per dwelling unit Standard Deviation 0.42 Coefficient of Variation 35% 95% Confidence Interval 1.07-1.33 vehicles per dwelling unit 0.66-2.50 vehicles per dwelling unit Range 85th Percentile 1.61 vehicles per dwelling unit 33rd Percentile 0.93 vehicles per dwelling unit P = Parked Vehicles 700 600 500 400 300 200 100 0 Weekday Urban Peak Period Parking Demand P = 0.92x + 4 R2 = 0.96 i 0 200 400 x = Dwelling Units 600 • Actual Data Points institute of Transportation Engineers Fitted Curve [541 - - - - Average Rate Parking Generation. 4th Edition 83 84 Land Use: 221 Low/Mid-Rise Apartment Average Peak Period Parking Demand vs. Dwelling Units On a: Saturday 4 �.{ Location: Urban JPb r O +� Statistic _ Peak Period Demand Peak Period No clear peak period emerged from the data; likely to fall between 10:04 p.m. and 6:00 a.m. Number of Study Sites 8 Average Size of Study Sites 147 dwelling units Average Peak Period Parking Demand 1.03 vehicles per dwelling unit Standard Deviation 0.19 Coefficient of Variation 19% Range 0.80-1.43 vehicles per dwelling unit 85th Percentile 1.14 vehicles per dwelling unit 33rd Percentile 0.93 vehicles per dwelling unit P = Parked Vehicles 500 400 300 200 100 0 0 Saturday Urban Peak Period Parking Demand P = 1.04x • R2 = 0.99 100 200 300 400 500 x = Dwelling Units • Actual Data Points Institute of Transportation Engineers Fitted Curve/Average Rate 551 r,07fr_a Parking Generation, 41h Edition 85 86 Land Use: 221 Low/Mid-Rise Apartment Average Peak Period Parking Demand vs. Dwelling Units On a: Weekday Location: Suburban Statistic Peak Period Demand Peak Period 12:00-5:00 a.m. Number of Study Sites 21 Average Size of Study Sites 311 dwelling units Average Peak Period Parking Demand 1.23 vehicles per dwelling unit Standard Deviation _ 0.32 Coefficient of Variation 21% 95% Confidence Interval 1.10-1.37 vehicles per dwelling unit Range 0.59-1.94 vehicles per dwelling unit 85th Percentile _ 1.94 vehicles per dwelling unit 33rd Percentile 0.68 vehicles per dwelling unit P = Parked Vehicles Weekday Suburban Peak Period Parking Demand 2,000 1,500 1,000 500 P = 1.42x - 38 R2=0.93 500 1,000 x = Dwelling Units 1,500 • Actual Data Points Institute of Transportation Engineers Fitted Curve - - - - Average Rate [537 Park ng Generation, 4th Edition 87 88 Land Use: 701 Office Building As noted, peak parking demand rates were different between sites located in suburban settings and those located in urban settings for the independent variable 1,000 sq. ft. GFA. The individual site surveys did not enable a quantitative explanation of the factors that caused the difference. One potential explanation may relate to differences in the availability of alternative modes (for example, transit, bike and pedestrian) available at the urban sites. Of the studies with data on transit availability and presence of a transportation demand management (TOM) program, the suburban sites reported about 55 percent with available transit services and 20 percent with TDM programs. The urban sites reported almost 100 percent with available transit and 63 percent with TDM programs of some form. Weekend parking demand data were available at two study sites. At one site, the Saturday peak demand was less than 10 percent of peak weekday demand at the same site, At the other site, the Saturday and Sunday demand approached 90 percent of the weekday peak demand for the same site. It was riot possible to derive reliable weekend parking demand rates due to lack of information on the nature of work conducted during the weekend at the two sites. The following table presents the time -of -day distributions of parking demand variation for suburban and urban sites. The only sites included in the table data were those that submitted at least four consecutive hours of parking demand observations. (Note: the majority of the parking demand data in the overall database consisted of one or two hourly observations.) Based on vehicles per 9,000 sq. ft. GFA. Weekday Suburban Weekday Urban _ Hour Beginning Percent of Peak Period Number of Data Points" Percent of Peak Period Number of Data Points" 12:00-4:00 a.m. 0 - 0 5:00 a.m. - 0 - 0 6:00 a.m. - 0 - 0 7:00 a.m. 5919 2 8:00 a.m, 79 10 64 4 9:00 a.m. 12 91 5 95 10:00 a.m, 100 12 99 5 11:00 a.m. 12 99 5 12:00 p.m. 90 _ 12 98 5 1:00_p. m. 77 7 96 5 2:00 p.m. 84 7 100 5 3:00 p.m. 81 6 99 _ 5 4:00 p.m. 72 6 90 5 5:00 p.m. 46 6 58 3 6:00 p.m. _ 25 1 - 0 7:00 p.m. - 0 - 0 8:00 p.m. - 0 - 0 9:00 p.m. - 0 _- 0 10:00 p.m. - 0 - 0 11:00 p.m. - 0 - 0 Subset of database Institute of Transportation Engineers [ 202 Parking Generation. 4th Edilioi 89 90 Land Use: 701 Office Building Average Peak Period Parking Demand vs. 1,000 sq. ft. GFA On a: Weekday Location: Urban Statistic Peak Period Demand Peak Period 9:00 a.m.-5:00 p.m. Number of Study Sites 14 Average Size of Study Sites 370,000 sq. ft. GFA Average Peak Period Parking Demand 2.47 vehicles per 1,000 sq. ft. GFA Standard Deviation 0.62 Coefficient of Variation 25% Range 1.46-3.43 vehicles per 1,000 sq. ft. GFA 85th Percentile 2.98 vehicles per 1,000 sq. ft. GFA 33rd Percentile 2.24 vehicles per 1,000 sq. ft. GFA P = Parked Vehicles 6,000 5,000 4,000 3,000 2,000 1,000 0 Weekday Urban Peak Period Parking Demand 116. P = 2.56x - 80 R2 = 0.98 0 500 1,000 1,500 2,000 2,500 x = 1,000 sq. ft. GFA • Actual Data Points Fitted Curve/Average Rate Institute of Transportation Engineers [206] Parking Generation, 4th Edition 91 92 Land Use: 701 Office Building Average Peak Period Parking Demand vs. 1,000 sq. ft. GFA On a: Weekday Location: Suburban Statistic Peak Period Demand Peak Period 9:00 a.m.-4:00 p.m. Number of Study Sites 176 Average Size of Study Sites 136,000 sq. ft. GFA Average Peak Period Parking Demand 2.84 vehicles per 1,000 sq. ft. GFA Standard Deviation 0.73 Coefficient of Variation 26% 95% Confidence Interval 2.73-2.94 vehicles per 1,000 sq. ft. GFA Range 0.86-5.58 vehicles per 1,000 sq. ft. GFA 85th Percentile 3.45 vehicles per 1,000 sq. ft. GFA 33rd Percentile 2.56 vehicles per 1,000 sq. ft, GFA P = Parked Vehicles 2,000 1,800 1,600 1,400 1,200 1,000 800 600 400 200 0 Weekday Suburban Peak Period Parking Demand 0 200 400 600 x= 1,000 sq. ft. GFA 800 • Actual Data Points Institute of Transportation Engineers Fitted Curve f 205 - - - Average Rate Parking Generation, 4th Edition 93 •J *� P=2.51x+2. • •• _0.91 0 200 400 600 x= 1,000 sq. ft. GFA 800 • Actual Data Points Institute of Transportation Engineers Fitted Curve f 205 - - - Average Rate Parking Generation, 4th Edition 93 94 Land Use: 932 High -Turnover (Sit -Down) Restaurant The following tables present the time -of -day distribution for the variation in parking demand during the course of the weekday. The data represent a combination of urban and rural study sites. Based on Vehicles per 1,000 sq. ft. GFA Weekday at a Family Restaurant Weekday at a Restaurant with Bar or Lounge Hour Beginning Percent of Peak Period Number of Data Points* Percent of Peak Period Number of Data Points` 12:00-4:00 a.m. - 0 - 0 5:00 a.m. 9 1 - 0 6:00 a.m. 26 4 - 0 7:00 a.m. 44 5 - 0 8:00 a.m. 57 8 -- 0 9:00 a.m. 76 9 5 1 10:00 a.m. 85 9 7 1 11:00 a.m. 100 11 16 1 12:00 p.m. 100 12 49 1 1:00 p.m. 84 11 39 1 2:00 p.m. 53 12 _ 27 1 3:00 p.m. 42 11 19 1 4:00 p.m. 42 12 22 _ 1 5:00 p.m. 76 11 60 5 6:00 p.m. 83 12 94 5 7:00 p.m. 63 10 100 5 8:00 p.m. 66 10 81 5 9:00 p.m. 63 7 84 1 10:00 p.m. 48 5 - 0 11:00 p.m. 44 2 - 0 * Subset of database Based on Vehicles per 1,000 sq. ft. GFA Saturday at a Family Restaurant Saturday at a Restaurant with Bar or Lounge Hour Beginning Percent of Peak Period Number of Data Points" Percent of Peak Period Number of Data Points" 12:00-4:00 a.m. - 0 - 0 5:00 a.m. - 0 - 0 6:00 a.m. 20 4 - 0 7:00 a.m. 30 5 - 0 8:00 a.m. 51 7 - 0 9:00 a.m. 73 9 5 1 10:00 a.m. 94 10 7 1 11::00 a.m. 100 10 20 1 12:00 p.m. 93 11 41 1 1:00 p.m. 84 10 53 1 2:00 p.m. 63 11 46 1 3:00 p.m. 39 10 38 1 4:00 p.m. 48 11 63 1 5:00 p.m. 55 11 80 1 6:00 p.m. 63 11 100 1 7:00 p.m. 74 11 93 1 8:00 p.m. 55 11 70 1 9:00 p.m. 39 _ 9 33 1 10:00 p.m. 40 8 9 1 11:00 p.m. 53 3 - 0 unset of database institute of Transportation Engineers C1-2:(1 [316] Parking Generation, 4th Edition 95 96 Land Use: 932 High -Turnover (Sit -Down) Restaurant Average Peak Period Parking Demand vs. 1,000 sq. ft. GFA On a: Weekday Land Use Code Subset: Family Restaurant (No Bar or Lounge) Location: Urban Statistic Peak Period Demand Peak Period 11:00 a.m.-1:00 p.m.; 6:00-8:00 p.m. Number of Study Sites 10 Average Size of Stud Sites 3,200 s.. ft. GFA Average Peak Period Parking Demand 5.55 vehicles per 1,000 sq. ft. GFA Standard Deviation 2.69 Coefficient of Variation _ 48% Range 3.13-12.41 vehicles per 1,000 sq. ft. GFA 85th Percentile 6.37 vehicles per 1,000 sq. ft. GFA 33rd Percentile 3.86 vehicles per 1,000 s.. ft. GFA P = Parked Vehicles 50 40 30 20 10 0 Weekday Urban Peak Period Parking Demand (Family Restaurant) •• • •• • • • • 0 1 2 3 4 5 6 x = 1,000 sq. ft. GFA Institute of Transportation Engineers • Actual Data Points [ 319 1 Parking Generation, 4th Edition 97 98 Land Use: 932 High -Turnover (Sit -Down) Restaurant Average Peak Period Parking Demand vs. 1,000 sq. ft. GFA On a: Weekday Land Use Code Subset: Family Restaurant (No Bar or Lounge) Location: Suburban Statistic Peak Period Demand Peak Period 11:00 a.m.-2:00 p.m. Number of Study Sites 20 Average Size of Study Sites 4,750 sq. ft. GFA Average Peak Period Parking Demand 10.60 vehicles per 1,000 sq. ft. GFA Standard Deviation 5.42 Coefficient of Variation 51% 95% Confidence Interval 8.22-12.98 vehicles per 1,000 sq. ft. GFA Range 2.59-21.78 vehicles per 1,000 sq. ft. GFA 85th Percentile 16.30 vehicles per 1,000 sq. ft. GFA 33rd Percentile 7.40 vehicles per 1,000 sq. ft. GFA P = Parked Vehicles 100 80 60 40 20 0 0 Weekday Suburban Peak Period Parking Demand (Family Restaurant) 2 4 6 x = 1,000 sq. ft. GFA 8 10 institute of Transportation Engineers • Actual Data Points ((9 [ 318 l Parking 'Generation, 4th Edifan 99 • •• •4 • • • .• • 2 4 6 x = 1,000 sq. ft. GFA 8 10 institute of Transportation Engineers • Actual Data Points ((9 [ 318 l Parking 'Generation, 4th Edifan 99 100