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22810 Edmonds Way Traffic Report_20190430_Resub.pdf GTC #19-071 Gibson Traffic Consultants, Inc. 2813 Rockefeller Avenue Suite B Everett, WA 98201 425.339.8266 22810 Edmonds Way Traffic Impact Analysis Prepared For: Kisan Enterprises Jurisdiction: City of Edmonds April 2019 22810 Edmonds Way Traffic Impact Analysis Gibson Traffic Consultants, Inc. April 2019 info@gibsontraffic.com GTC #19-071 i TABLE OF CONTENTS 1. PROJECT DESCRIPTION ..................................................................................................... 1 2. METHODOLOGY .................................................................................................................. 1 3. TRIP GENERATION .............................................................................................................. 4 4. TRIP DISTRIBUTION ........................................................................................................... 4 5. SITE ACCESS ROADWAY/DRIVEWAYS AND SAFETY ................................................ 6 5.1 Level of Service Analysis ............................................................................................... 6 5.2 Collision Summary ......................................................................................................... 8 6. LEVEL OF SERVICE ANALYSIS ........................................................................................ 8 7. MITIGATION RECOMMENDATIONS ............................................................................... 9 8. CONCLUSIONS ..................................................................................................................... 9 LIST OF FIGURES Figure 1: Site Vicinity Map ........................................................................................................... 2 Figure 2: Development Trip Distribution ...................................................................................... 5 Figure 3: 2021 Future with Development Traffic Volumes .......................................................... 7 LIST OF TABLES Table 1: Level of Service Criteria for Intersections ....................................................................... 3 Table 2: Trip Generation Summary ................................................................................................ 4 ATTACHMENTS Trip Generation Calculations ......................................................................................................... A Existing Turning Movement Counts and Turning Movement Calculations ................................... B PM Peak-Hour Level of Service Analysis ...................................................................................... C WSDOT Collision Data ................................................................................................................. D City of Edmonds Traffic Mitigation Fee Table .............................................................................. E Site Plan ........................................................................................................................................ F 22810 Edmonds Way Traffic Impact Analysis Gibson Traffic Consultants, Inc. April 2019 info@gibsontraffic.com GTC #19-071 1 1. PROJECT DESCRIPTION The 22810 Edmonds Way development is located along the south side of SR-104 (Edmonds Way), east of 95th Place W. A site vicinity map is shown in Figure 1. The 22810 Edmonds Way is proposed to consist of 18 multifamily low-rise units with the existing house on the site to be removed. The units will gain access to the Cascadian In Edmonds apartment complex parking lot to the west of the existing single-family house and the signal at the intersection of SR- 104/95th Place W. The development is proposed to be constructed/occupied before 2021. The development will modify the access to the Cascadian In Edmonds apartment complex by creating two 12-foot ingress lanes and one 12-foot egress lane. The existing c-curbing will be removed. 2. METHODOLOGY The Institute of Transportation Engineers (ITE) Trip Generation, 10th Edition (2017) is the nationally accepted source for trip generation estimates for specific land uses. The trip generation estimates include trip generation rates and equations for time periods such as average daily traffic, morning and evening peak-hours for typical weekday, Saturday and Sunday. The ITE rates represent the national averages and may vary from area to area as demonstrated by the range of rates included in ITE Trip Generation, 10th Edition for specific land uses. The peak-hour level of service (LOS) analysis calculations were completed using the Synchro 10, software. This software applies the operational analysis methodology of the current Highway Capacity Manual (HCM). Traffic congestion is generally measured in terms of level of service. In accordance with the HCM 6th Edition, road facilities and intersections are rated between LOS A and LOS F, with LOS A being free flow and LOS F being forced flow or over-capacity conditions. The level of service criteria is summarized in Table 1. The level of service at two-way stop-controlled intersections is based on the average delay of the worst approach. The level of service at signalized and all-way stop-controlled intersections is based on the average delay for all approaches. Geometric characteristics and conflicting traffic movements are taken into consideration when determining level of service values. N 22 8 T H S T S W 23 0 T H S T S W 23 1 S T S T S W 23 2 N D P L S W 23 3 R D P L S W 23 4 T H P L S W 23 6 T H S T S W 23 8 T H S T S W 24 0 T H S T S W 24 2 N D S T S W 2 4 2 N D S T S W 76TH AVE W 75TH AVE W 74TH AVE W 78TH AVE W 80TH AVE W 76TH AVE W 84TH AVE W 88TH AVE W 92ND AVE W 93RD PL W 95TH PL W 96TH PL W 22 6 T H S T S W 22 4 T H S T S W 22 0 T H S T S W 22 2 N D S T S W 22 4 T H S T S W 98TH AVE W 100TH AVE W 8TH AVE S 7TH AVE S 106TH AVE W 23 8 T H S T S W 104TH AVE W 114TH AVE W TIMBER LN WOODWAY PARK RD WACHUSETT RD 102ND PL W EL M S T BE L L A C O O L A R D 23 4 T H S T S W 90TH AVE W 100TH AVE W FIRDALE AVE 107TH PL WMAKAH RDKULSHAN RD N DOGWOOD LN ALGONQUIN RD 22 6 T H S T S W N D E E R D R S D E E R D R SI T E 22 8 1 0 E D M O N D S W A Y 18 M U L T I F A M I L Y LO W - R I S E U N I T S CI T Y O F E D M O N D S TR A F F I C I M P A C T S T U D Y IB S O N TRA F F I C CON S U L T A N T S G GT C # 1 9 - 0 7 1 10 4 99 10 4 SI T E V I C I N I T Y MA P FI G U R E 1 LE G E N D DE V E L O P M E N T S I T E ST U D Y I N T E R S E C T I O N ## #1 22810 Edmonds Way Traffic Impact Analysis Gibson Traffic Consultants, Inc. April 2019 info@gibsontraffic.com GTC #19-071 3 Table 1: Level of Service Criteria for Intersections Level of 1 Service Expected Delay Intersection Control Delay (Seconds per Vehicle) Unsignalized Intersections Signalized Intersections A Little/No Delay <10 <10 B Short Delays >10 and <15 >10 and <20 C Average Delays >15 and <25 >20 and <35 D Long Delays >25 and <35 >35 and <55 E Very Long Delays >35 and <50 >55 and <80 F Extreme Delays2 >50 >80 Per the June 2015 Comprehensive Transportation Plan; the acceptable level of service for City of Edmonds intersections is LOS D for arterials and LOS C for collectors. Highways of Statewide Significance, SR-104, are not subject to local concurrency standards; however, WSDOT has established a standard of LOS D for these facilities. The City of Edmonds monitors these roadways and coordinates with WSDOT to address any deficiencies. The analysis has been performed for the existing conditions, 2021 baseline conditions, and 2021 future with development conditions during the PM peak-hour. Existing counts were collected by Traffic Data Gathering (TDG) on April 16, 2019 for the PM peak-hour. That count was compared to the count taken at the intersection on September 13, 2013 which showed no growth during the PM peak-hour; however, 2021 baseline turning movements were calculated by applying an annually compounding growth rate of 1% to the existing turning volumes to be conservative. The 2021 future with development turning movements have been calculated by adding the development’s trips to the 2021 baseline turning movements. The traffic volume calculations are included in the attachments. 1 Source: Highway Capacity Manual 6th Edition LOS A: Free-flow traffic conditions, with minimal delay to stopped vehicles (no vehicle is delayed longer than one cycle at signalized intersection). LOS B: Generally stable traffic flow conditions. LOS C: Occasional back-ups may develop, but delay to vehicles is short term and still tolerable. LOS D: During short periods of the peak hour, delays to approaching vehicles may be substantial but are tolerable during times of less demand (i.e. vehicles delayed one cycle or less at signal). LOS E: Intersections operate at or near capacity, with long queues developing on all approaches and long delays. LOS F: Jammed conditions on all approaches with excessively long delays and vehicles unable to move at times. 2 When demand volume exceeds the capacity of the lane, extreme delays will be encountered with queuing which may cause severe congestion affecting other traffic movements in the intersection. 22810 Edmonds Way Traffic Impact Analysis Gibson Traffic Consultants, Inc. April 2019 info@gibsontraffic.com GTC #19-071 4 3. TRIP GENERATION Trip generation calculations for the 22810 Edmonds Way development are based on national statistics contained in the Institute of Transportation Engineers’ (ITE) Trip Generation, 10th Edition (2017). The average trip generation rates for the following ITE Land Uses were utilized:  Land Use Code 220, Multi-Family Housing (Low-Rise) – 18 Units  Land Use Code 210, Single-Family Detached – 1 Unit (Removed) The development will generate 122.32 new daily trips, 7.54 new AM peak-hour trips and 9.09 new PM peak-hour trips. The trip generation is summarized in Table 2. Table 2: Trip Generation Summary Land Use Size Average Daily Trips AM Peak-Hour Trips PM Peak-Hour Trips Inbound Outbound Total Inbound Outbound Total Multi-Family Housing (Low-Rise) ITE LUC 220 18 Units 131.76 1.90 6.38 8.28 6.35 3.73 10.08 Single-Family ITE LUC 210 Removed -1 Unit -9.44 -0.19 -0.55 -0.74 -0.62 -0.37 -0.99 TOTAL NEW 122.32 1.71 5.83 7.54 5.73 3.36 9.09 The trip generation calculations are included in the attachments. 4. TRIP DISTRIBUTION The distribution of trips generated by the 22810 Edmonds Way residential development are based on recent PM peak-hour counts performed for the adjacent intersection of SR-104 at 95th Place W, which included the adjacent apartment complex as the south leg. It has been assumed that distribution for the 22810 Edmonds Way development will be similar to the adjacent apartment complex. The count data showed that approximately 30% of the total inbound and outbound trips travel to and from the west and 50% travel to and from the east. The remaining 20% travel to and from the north through the signalized intersection. This distribution has therefore been applied to the trips generated by the 22810 Edmonds Way development. The distribution of daily and PM peak-hour trips generated by the development are shown in Figure 2. N 22 8 T H S T S W 23 0 T H S T S W 23 1 S T S T S W 23 2 N D P L S W 23 3 R D P L S W 23 4 T H P L S W 23 6 T H S T S W 23 8 T H S T S W 24 0 T H S T S W 24 2 N D S T S W 2 4 2 N D S T S W 76TH AVE W 75TH AVE W 74TH AVE W 78TH AVE W 80TH AVE W 76TH AVE W 84TH AVE W 88TH AVE W 92ND AVE W 93RD PL W 95TH PL W 96TH PL W 22 6 T H S T S W 22 4 T H S T S W 22 0 T H S T S W 22 2 N D S T S W 22 4 T H S T S W 98TH AVE W 100TH AVE W 8TH AVE S 7TH AVE S 106TH AVE W 23 8 T H S T S W 104TH AVE W 114TH AVE W TIMBER LN WOODWAY PARK RD WACHUSETT RD 102ND PL W EL M S T BE L L A C O O L A R D 23 4 T H S T S W 90TH AVE W 100TH AVE W FIRDALE AVE 107TH PL WMAKAH RDKULSHAN RD N DOGWOOD LN ALGONQUIN RD 22 6 T H S T S W N D E E R D R S D E E R D R SI T E 22 8 1 0 E D M O N D S W A Y 18 M U L T I F A M I L Y LO W - R I S E U N I T S CI T Y O F E D M O N D S TR A F F I C I M P A C T S T U D Y IB S O N TRA F F I C CON S U L T A N T S G GT C # 1 9 - 0 7 1 10 4 99 10 4 LE G E N D 25 AW D T PE A K PM N E W P M P E A K H O U R T R I P S NE W D A I L Y T R A F F I C TR I P D I S T R I B U T I O N % FI G U R E 2 DE V E L O P M E N T TR I P D I S T R I B U T I O N 3 6 1 2 50 30 37 1 2 20 24 11 22810 Edmonds Way Traffic Impact Analysis Gibson Traffic Consultants, Inc. April 2019 info@gibsontraffic.com GTC #19-071 6 5. SITE ACCESS ROADWAY/DRIVEWAYS AND SAFETY All the multifamily units will gain access to the Cascadian In Edmonds apartment complex parking lot to the west of the existing single-family house and the signal at the intersection of SR-104/95th Place W. The frontage of the development currently has curb, gutter and sidewalk. SR-104 is a 5-lane section along the development’s frontage, which provides two lanes in each direction and a center two-way-left-turn-lane/left-turn pocket. The 50th percentile queuing for the westbound left-turn at the signal is anticipated to be less than 22 feet. 5.1 Level of Service Analysis Level of service analysis has been performed for the signalized intersection of SR-104 at 95th Place W to ensure it would continue to operate at an acceptable level of service. The analysis has been performed for the year 2021, which is when it would be anticipated the residential units would become fully occupied. The 2021 turning movement volumes are based on the counts performed for the intersection of SR-104 at 95th Place W. These counts were performed by the independent count firm of Traffic Data Gathering (TDG) on Tuesday, April 16, 2019 between 4:00 PM and 6:00 PM. An annually compounding growth rate of 1%, which accounts for development in the area, was applied to the existing volumes to determine the 2021 baseline volumes. The 2021 baseline volumes represent the future volumes before the development is constructed. The 2021 future with development volumes were calculated by adding the development trips to the 2021 baseline volumes. The 2021 future with development volumes at the site accesses are shown in Figure 3. The level of service analysis shows that the signalized intersection of SR-104 at 95th Place W will operate at LOS C with 31.6 seconds of delay. The level of service analysis also shows that the 50th percentile queue length at the intersection will be less than 1 westbound vehicle. N 22 8 T H S T S W 23 0 T H S T S W 23 1 S T S T S W 23 2 N D P L S W 23 3 R D P L S W 23 4 T H P L S W 23 6 T H S T S W 23 8 T H S T S W 24 0 T H S T S W 24 2 N D S T S W 2 4 2 N D S T S W 76TH AVE W 75TH AVE W 74TH AVE W 78TH AVE W 80TH AVE W 76TH AVE W 84TH AVE W 88TH AVE W 92ND AVE W 93RD PL W 95TH PL W 96TH PL W 22 6 T H S T S W 22 4 T H S T S W 22 0 T H S T S W 22 2 N D S T S W 22 4 T H S T S W 98TH AVE W 100TH AVE W 8TH AVE S 7TH AVE S 106TH AVE W 23 8 T H S T S W 104TH AVE W 114TH AVE W TIMBER LN WOODWAY PARK RD WACHUSETT RD 102ND PL W EL M S T BE L L A C O O L A R D 23 4 T H S T S W 90TH AVE W 100TH AVE W FIRDALE AVE 107TH PL WMAKAH RDKULSHAN RD N DOGWOOD LN ALGONQUIN RD 22 6 T H S T S W N D E E R D R S D E E R D R SI T E 22 8 1 0 E D M O N D S W A Y 18 M U L T I F A M I L Y LO W - R I S E U N I T S CI T Y O F E D M O N D S TR A F F I C I M P A C T S T U D Y IB S O N TRA F F I C CON S U L T A N T S G GT C # 1 9 - 0 7 1 10 4 99 10 4 FU T U R E 2 0 2 1 WI T H D E V E L O P M E N T TR A F F I C V O L U M E S FI G U R E 3 LE G E N D PM P E A K H O U R TU R N I N G M O V E M E N T V O L U M E S XX X 64 2 168 11 3 91 5 8 5 3 2 15 1 76 0 5 22810 Edmonds Way Traffic Impact Analysis Gibson Traffic Consultants, Inc. April 2019 info@gibsontraffic.com GTC #19-071 8 5.2 Collision Summary The latest 5-year collision history from January 1, 2014 through December 2018 was obtained from WSDOT. The development’s access is located at MP 26.80 (signalized intersection of SR- 104/95th Place W). There were 16 collisions in the 5-year reporting period that were at the signalized intersection. There were: 1 sideswipe, 1 opposite direction, 1 pedestrian/bike, 5 at angle, 5 rear end, and 3 fixed object collisions. Based on the existing count showing 2,144 PM peak-hour trips, a K factor of 10 to estimate 21,440 daily trips at the intersection; the 16 collisions result in a collision rate of 0.41 collisions per million entering vehicles (MEV). The WSDOT 2011 Washington State Collision Data Summary, the most recent one available from WSDOT, shows that the collision rate for an Urban Principal Arterial in the Northwest Region, which are roadways similar to SR-104, is 2.27 collisions per million vehicle miles of travel. The collision rate at the development’s accesses should therefore be considered acceptable since the collision rate is below the state average. 6. LEVEL OF SERVICE ANALYSIS Future intersection level of service analysis is typically only required at off-site intersections that are impacted with 25 or more PM peak-hour development trips. The 22810 Edmonds Way development will not impact any off-site intersections with 25 PM peak-hour trips. Therefore, off-site intersection level of service analysis would not be required. The level of service analysis at the site access intersection has discussed under section 5.3 Level of Service Analysis. The analysis shows that the site access intersection will operate at acceptable LOS C. 22810 Edmonds Way Traffic Impact Analysis Gibson Traffic Consultants, Inc. April 2019 info@gibsontraffic.com GTC #19-071 9 7. MITIGATION RECOMMENDATIONS The applicable traffic mitigation fees are from City of Edmonds Code 3.36.125. The City of Edmonds has calculated traffic mitigation fee of $5,530.21 per PM peak-hour trip for 2019 and beyond. The development will generate 10.08 PM peak-hour trips before credit for the existing home which will require $55,744.52 in mitigation fees. The existing house is credited based on the 2004 Impact Fee Rate Table which identified $840.72 as the mitigation fee for a single- family house. With the single-family house credited towards the mitigation fees the 22810 Edmonds Way development would have mitigation fees of $54,903.80. 8. CONCLUSIONS The 22810 Edmonds Way development is a proposed 18 multifamily low-rise unit development with the existing house to be removed. The site is located on the south side of SR-104, east of 95th Place W. However, all the units will access the public road system via the adjacent signal. The development will have an easement to the adjacent apartment complex to the west and the signal of SR-104/95th Place W. The development will have traffic mitigation fees of $54,903.80, based on the City of Edmonds updated traffic mitigation fee. The development will not have a significant impact on the surrounding intersections. A Trip Generation Calculations 22 8 1 0 E d m o n d s W a y GT C # 1 9 - 0 7 1 Tr i p G e n e r a t i o n f o r : W e e k d a y (a . k . a . ) : A v e r a g e W e e k d a y D a i l y T r i p s ( A W D T ) NE T E X T E R N A L T R I P S B Y T Y P E IN B O T H D I R E C T I O N S D I R E C T I O N A L A S S I G N M E N T S Gr o s s T r i p s In t e r n a l Cr o s s o v e r TO T A L P A S S - B Y DI V E R T E D LI N K NE W P A S S - B Y DI V E R T E D LI N K NE W LA N D U S E S V A R I A B L E IT E LU co d e Tr i p Ra t e %IN %OU T In + O u t (T o t a l ) % o f Gr o s s Tr i p s Tr i p s In + O u t (T o t a l ) In + O u t (T o t a l ) % o f Ex t . Tr i p s In + O u t (T o t a l ) % o f Ex t . Tr i p s In + O u t (T o t a l ) In + O u t (T o t a l ) In O u t I n O u t I n O u t Mu l t i f a m i l y ( L o w - R i s e ) 18 u n i t s 2 2 0 7 . 3 2 5 0 % 50 % 1 3 2 0% 0 1 3 2 0% 0 0% 0 1 3 1 . 7 6 0 0 0 0 6 5 . 8 8 6 5 . 8 8 Si n g l e - F a m i l y ( R e m o v e d ) -1 u n i t s 2 1 0 9 . 4 4 5 0 % 50 % - 9 0% 0- 9 0% 0 0% 0 - 9 . 4 4 0 0 0 0 - 4 . 7 2 - 4 . 7 2 To t a l s 122 0 1 2 2 0 0 1 2 2 . 3 2 0 0 0 0 6 1 . 1 6 6 1 . 1 6 H: \ 2 0 1 9 \ 1 9 - 0 7 1 \ 2 2 8 1 0 E d m o n d s W a y T G A - 1 22 8 1 0 E d m o n d s W a y GT C # 1 9 - 0 7 1 Tr i p G e n e r a t i o n f o r : W e e k d a y , P e a k H o u r o f A d j a c e n t S t r e e t T r a f f i c , O n e H o u r b e t w e e n 7 a n d 9 A M (a . k . a . ) : W e e k d a y A M P e a k H o u r NE T E X T E R N A L T R I P S B Y T Y P E IN B O T H D I R E C T I O N S D I R E C T I O N A L A S S I G N M E N T S Gr o s s T r i p s In t e r n a l Cr o s s o v e r TO T A L P A S S - B Y DI V E R T E D LI N K NE W P A S S - B Y DI V E R T E D LI N K NE W LA N D U S E S V A R I A B L E IT E LU co d e Tr i p Ra t e %IN %OU T In + O u t (T o t a l ) % o f Gr o s s Tr i p s Tr i p s In + O u t (T o t a l ) In + O u t (T o t a l ) % o f Ex t . Tr i p s In + O u t (T o t a l ) % o f Ex t . Tr i p s In + O u t (T o t a l ) In + O u t (T o t a l ) In O u t I n O u t I n O u t Mu l t i f a m i l y ( L o w - R i s e ) 18 u n i t s 2 2 0 0. 4 6 2 3 % 77 % 8 0 % 0 8 0 % 0 0 % 0 8 . 2 8 00 0 0 1. 9 0 6 . 3 8 Si n g l e - F a m i l y ( R e m o v e d ) -1 u n i t s 2 1 0 0. 7 4 2 5 % 75 % - 1 0 % 0 - 1 0 % 0 0 % 0 - 0 . 7 4 00 0 0 -0 . 1 9 - 0 . 5 5 To t a l s 8 0 8 0 0 7 . 5 4 00 0 0 1. 7 1 5 . 8 3 H: \ 2 0 1 9 \ 1 9 - 0 7 1 \ 2 2 8 1 0 E d m o n d s W a y T G A - 2 22 8 1 0 E d m o n d s W a y GT C # 1 9 - 0 7 1 Tr i p G e n e r a t i o n f o r : W e e k d a y , P e a k H o u r o f A d j a c e n t S t r e e t T r a f f i c , O n e H o u r b e t w e e n 4 a n d 6 P M (a . k . a . ) : W e e k d a y P M P e a k H o u r NE T E X T E R N A L T R I P S B Y T Y P E IN B O T H D I R E C T I O N S D I R E C T I O N A L A S S I G N M E N T S Gr o s s T r i p s In t e r n a l Cr o s s o v e r TO T A L P A S S - B Y DI V E R T E D LI N K NE W P A S S - B Y DI V E R T E D LI N K NE W LA N D U S E S V A R I A B L E IT E LU co d e Tr i p Ra t e %IN %OU T In + O u t (T o t a l ) % o f Gr o s s Tr i p s Tr i p s In + O u t (T o t a l ) In + O u t (T o t a l ) % o f Ex t . Tr i p s In + O u t (T o t a l ) % o f Ex t . Tr i p s In + O u t (T o t a l ) In + O u t (T o t a l ) In O u t I n O u t I n O u t Mu l t i f a m i l y ( L o w - R i s e ) 18 u n i t s 2 2 0 0. 5 6 6 3 % 37 % 1 0 0 % 0 1 0 0 % 0 0 % 0 1 0 . 0 8 00 0 0 6. 3 5 3 . 7 3 Si n g l e - F a m i l y ( R e m o v e d ) -1 u n i t s 2 1 0 0. 9 9 6 3 % 37 % - 1 0 % 0 - 1 0 % 0 0 % 0 - 0 . 9 9 00 0 0 -0 . 6 2 - 0 . 3 7 To t a l s 9 0 9 0 0 9 . 0 9 00 0 0 5. 7 3 3 . 3 6 H: \ 2 0 1 9 \ 1 9 - 0 7 1 \ 2 2 8 1 0 E d m o n d s W a y T G A - 3 22810 Edmonds Way GTC #19-071 AM Peak-Hour New AM Peak Hour Trips New AM Peak Hour Trips In Out Total In Out Total 100% 122 2 6 7.54 100% 122 2 6 8 1% 1.22 0.02 0.06 0.08 51% 62.38 0.87 2.97 3.85 2% 2.45 0.03 0.12 0.15 52% 63.61 0.89 3.03 3.92 3% 3.67 0.05 0.17 0.23 53% 64.83 0.91 3.09 4.00 4% 4.89 0.07 0.23 0.30 54% 66.05 0.92 3.15 4.07 5% 6.12 0.09 0.29 0.38 55% 67.28 0.94 3.21 4.15 6% 7.34 0.10 0.35 0.45 56% 68.50 0.96 3.26 4.22 7% 8.56 0.12 0.41 0.53 57% 69.72 0.97 3.32 4.30 8% 9.79 0.14 0.47 0.60 58% 70.95 0.99 3.38 4.37 9% 11.01 0.15 0.52 0.68 59% 72.17 1.01 3.44 4.45 10% 12.23 0.17 0.58 0.75 60% 73.39 1.03 3.50 4.52 11% 13.46 0.19 0.64 0.83 61% 74.62 1.04 3.56 4.60 12% 14.68 0.21 0.70 0.90 62% 75.84 1.06 3.61 4.67 13% 15.90 0.22 0.76 0.98 63% 77.06 1.08 3.67 4.75 14% 17.12 0.24 0.82 1.06 64% 78.28 1.09 3.73 4.83 15% 18.35 0.26 0.87 1.13 65% 79.51 1.11 3.79 4.90 16% 19.57 0.27 0.93 1.21 66% 80.73 1.13 3.85 4.98 17% 20.79 0.29 0.99 1.28 67% 81.95 1.15 3.91 5.05 18% 22.02 0.31 1.05 1.36 68% 83.18 1.16 3.96 5.13 19% 23.24 0.32 1.11 1.43 69% 84.40 1.18 4.02 5.20 20% 24.46 0.34 1.17 1.51 70% 85.62 1.20 4.08 5.28 21% 25.69 0.36 1.22 1.58 71% 86.85 1.21 4.14 5.35 22% 26.91 0.38 1.28 1.66 72% 88.07 1.23 4.20 5.43 23% 28.13 0.39 1.34 1.73 73% 89.29 1.25 4.26 5.50 24% 29.36 0.41 1.40 1.81 74% 90.52 1.27 4.31 5.58 25% 30.58 0.43 1.46 1.89 75% 91.74 1.28 4.37 5.66 26% 31.80 0.44 1.52 1.96 76% 92.96 1.30 4.43 5.73 27% 33.03 0.46 1.57 2.04 77% 94.19 1.32 4.49 5.81 28% 34.25 0.48 1.63 2.11 78% 95.41 1.33 4.55 5.88 29% 35.47 0.50 1.69 2.19 79% 96.63 1.35 4.61 5.96 30% 36.70 0.51 1.75 2.26 80% 97.86 1.37 4.66 6.03 31% 37.92 0.53 1.81 2.34 81% 99.08 1.39 4.72 6.11 32% 39.14 0.55 1.87 2.41 82% 100.30 1.40 4.78 6.18 33% 40.37 0.56 1.92 2.49 83% 101.53 1.42 4.84 6.26 34% 41.59 0.58 1.98 2.56 84% 102.75 1.44 4.90 6.33 35% 42.81 0.60 2.04 2.64 85% 103.97 1.45 4.96 6.41 36% 44.04 0.62 2.10 2.71 86% 105.20 1.47 5.01 6.48 37% 45.26 0.63 2.16 2.79 87% 106.42 1.49 5.07 6.56 38% 46.48 0.65 2.22 2.87 88% 107.64 1.50 5.13 6.64 39% 47.70 0.67 2.27 2.94 89% 108.86 1.52 5.19 6.71 40% 48.93 0.68 2.33 3.02 90% 110.09 1.54 5.25 6.79 41% 50.15 0.70 2.39 3.09 91% 111.31 1.56 5.31 6.86 42% 51.37 0.72 2.45 3.17 92% 112.53 1.57 5.36 6.94 43% 52.60 0.74 2.51 3.24 93% 113.76 1.59 5.42 7.01 44% 53.82 0.75 2.57 3.32 94% 114.98 1.61 5.48 7.09 45% 55.04 0.77 2.62 3.39 95% 116.20 1.62 5.54 7.16 46% 56.27 0.79 2.68 3.47 96% 117.43 1.64 5.60 7.24 47% 57.49 0.80 2.74 3.54 97% 118.65 1.66 5.66 7.31 48% 58.71 0.82 2.80 3.62 98% 119.87 1.68 5.71 7.39 49% 59.94 0.84 2.86 3.69 99% 121.10 1.69 5.77 7.46 50% 61.16 0.86 2.92 3.77 100% 122.32 1.71 5.83 7.54 %%New ADT New ADT H:\2019\19-071\22810 Edmonds Way TG A - 4 22810 Edmonds Way GTC #19-071 PM Peak-Hour New PM Peak Hour Trips New PM Peak Hour Trips In Out Total In Out Total 100% 122 6 3 9.09 100% 122 6 3 9 1% 1.22 0.06 0.03 0.09 51% 62.38 2.92 1.71 4.64 2% 2.45 0.11 0.07 0.18 52% 63.61 2.98 1.75 4.73 3% 3.67 0.17 0.10 0.27 53% 64.83 3.04 1.78 4.82 4% 4.89 0.23 0.13 0.36 54% 66.05 3.09 1.81 4.91 5% 6.12 0.29 0.17 0.45 55% 67.28 3.15 1.85 5.00 6% 7.34 0.34 0.20 0.55 56% 68.50 3.21 1.88 5.09 7% 8.56 0.40 0.24 0.64 57% 69.72 3.27 1.92 5.18 8% 9.79 0.46 0.27 0.73 58% 70.95 3.32 1.95 5.27 9% 11.01 0.52 0.30 0.82 59% 72.17 3.38 1.98 5.36 10% 12.23 0.57 0.34 0.91 60% 73.39 3.44 2.02 5.45 11% 13.46 0.63 0.37 1.00 61% 74.62 3.50 2.05 5.54 12% 14.68 0.69 0.40 1.09 62% 75.84 3.55 2.08 5.64 13% 15.90 0.74 0.44 1.18 63% 77.06 3.61 2.12 5.73 14% 17.12 0.80 0.47 1.27 64% 78.28 3.67 2.15 5.82 15% 18.35 0.86 0.50 1.36 65% 79.51 3.72 2.18 5.91 16% 19.57 0.92 0.54 1.45 66% 80.73 3.78 2.22 6.00 17% 20.79 0.97 0.57 1.55 67% 81.95 3.84 2.25 6.09 18% 22.02 1.03 0.60 1.64 68% 83.18 3.90 2.28 6.18 19% 23.24 1.09 0.64 1.73 69% 84.40 3.95 2.32 6.27 20% 24.46 1.15 0.67 1.82 70% 85.62 4.01 2.35 6.36 21% 25.69 1.20 0.71 1.91 71% 86.85 4.07 2.39 6.45 22% 26.91 1.26 0.74 2.00 72% 88.07 4.13 2.42 6.54 23% 28.13 1.32 0.77 2.09 73% 89.29 4.18 2.45 6.64 24% 29.36 1.38 0.81 2.18 74% 90.52 4.24 2.49 6.73 25% 30.58 1.43 0.84 2.27 75% 91.74 4.30 2.52 6.82 26% 31.80 1.49 0.87 2.36 76% 92.96 4.35 2.55 6.91 27% 33.03 1.55 0.91 2.45 77% 94.19 4.41 2.59 7.00 28% 34.25 1.60 0.94 2.55 78% 95.41 4.47 2.62 7.09 29% 35.47 1.66 0.97 2.64 79% 96.63 4.53 2.65 7.18 30% 36.70 1.72 1.01 2.73 80% 97.86 4.58 2.69 7.27 31% 37.92 1.78 1.04 2.82 81% 99.08 4.64 2.72 7.36 32% 39.14 1.83 1.08 2.91 82% 100.30 4.70 2.76 7.45 33% 40.37 1.89 1.11 3.00 83% 101.53 4.76 2.79 7.54 34% 41.59 1.95 1.14 3.09 84% 102.75 4.81 2.82 7.64 35% 42.81 2.01 1.18 3.18 85% 103.97 4.87 2.86 7.73 36% 44.04 2.06 1.21 3.27 86% 105.20 4.93 2.89 7.82 37% 45.26 2.12 1.24 3.36 87% 106.42 4.99 2.92 7.91 38% 46.48 2.18 1.28 3.45 88% 107.64 5.04 2.96 8.00 39% 47.70 2.23 1.31 3.55 89% 108.86 5.10 2.99 8.09 40% 48.93 2.29 1.34 3.64 90% 110.09 5.16 3.02 8.18 41% 50.15 2.35 1.38 3.73 91% 111.31 5.21 3.06 8.27 42% 51.37 2.41 1.41 3.82 92% 112.53 5.27 3.09 8.36 43% 52.60 2.46 1.44 3.91 93% 113.76 5.33 3.12 8.45 44% 53.82 2.52 1.48 4.00 94% 114.98 5.39 3.16 8.54 45% 55.04 2.58 1.51 4.09 95% 116.20 5.44 3.19 8.64 46% 56.27 2.64 1.55 4.18 96% 117.43 5.50 3.23 8.73 47% 57.49 2.69 1.58 4.27 97% 118.65 5.56 3.26 8.82 48% 58.71 2.75 1.61 4.36 98% 119.87 5.62 3.29 8.91 49% 59.94 2.81 1.65 4.45 99% 121.10 5.67 3.33 9.00 50% 61.16 2.87 1.68 4.55 100% 122.32 5.73 3.36 9.09 %%New ADT New ADT H:\2019\19-071\22810 Edmonds Way TG A - 5 B Existing Turning Movement Counts and Turning Movement Calculations HV NB 0.0% 2,144 WB 1.1% 2,144 EB 1.6% INTRS.1.4% PHF = Peak Hour Factor HV = Heavy Vehicle COUNTED BY:DATE OF COUNT: REDUCTION DATE:TIME OF COUNT: 1.7% 1 0 0 0 TURNING MOVEMENTS DIAGRAM Edmonds Way 1,063 INTERSECTION SB 95 t h P l a c e W 3 1 229 Edmonds Way Pe d s = 1 63 5 897 0 Dr i v e w a y Edmonds, WA 95th Place W @ Edmonds Way 0.85OUT 0.93Peds = 3 Wed. 4/17/19 TDG 4:00 PM - 6:00 PM 5:30 PM Tue. 4/16/19 Peds = 13 PHF 0.87 0.94 0 0 TO 811 1,013 111 0.506 261 2 4:00 PM - 6:00 PM PEAK HOUR:4:30 PM IN PEAK HOUR VOLUME 3 9 0 165 1 Pe d s = 6 896 148 745 Bi c y c l e s Bi c y c l e s Bicycles U-Tu r n U-Turn Bicycles U-Tu r n U-Turn B - 1 LO C A T I O N : 95 t h P l a c e W @ E d m o n d s W a y DA T E O F C O U N T : CO U N T E D B Y : TD G Ed m o n d s , W A TI M E O F C O U N T : DA T E O F R E D U C T I O N : 4/ 1 7 / 2 0 1 9 TI M E IN T E R V A L IN T E R V A L EN D I N G TO T A L S AT Pe d s Bi c y c l e HV U- T u r n Le f t Th r u Ri g h t Pe d s Bi c y c l e HV U- T u r n Le f t Th r u Ri g h t Pe d s Bi c y c l e HV U- T u r n Le f t Th r u Ri g h t Pe d s Bi c y c l e HV U- T u r n Le f t Th r u Ri g h t 02 : 1 5 P M 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02 : 3 0 P M 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02 : 4 5 P M 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03 : 0 0 P M 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03 : 1 5 P M 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03 : 3 0 P M 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03 : 4 5 P M 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04 : 0 0 P M 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04 : 1 5 P M 0 0 0 0 17 0 31 0 0 0 0 0 0 3 0 0 6 0 2 21 2 31 1 0 6 0 33 16 5 0 49 4 04 : 3 0 P M 1 0 0 0 5 0 31 0 0 0 0 0 0 1 0 0 1 0 3 21 3 30 0 0 6 0 36 15 8 0 47 7 04 : 4 5 P M 1 1 1 0 12 0 42 2 0 0 0 0 0 1 1 0 4 0 1 24 2 26 4 0 8 0 26 19 8 0 54 8 05 : 0 0 P M 5 0 2 0 17 0 49 0 0 0 0 0 1 2 0 0 1 0 0 22 5 30 1 0 3 0 40 13 0 2 49 6 05 : 1 5 P M 5 0 1 0 18 0 38 1 0 0 0 0 1 0 0 0 3 0 3 20 2 23 1 0 1 0 47 19 1 0 52 3 05 : 3 0 P M 2 0 0 0 16 1 36 0 0 0 0 1 0 0 0 0 3 0 1 22 8 32 0 0 2 0 35 22 6 1 57 7 05 : 4 5 P M 0 0 0 0 22 1 41 1 0 0 0 1 1 0 0 0 2 0 2 21 3 27 1 1 1 0 53 15 0 2 51 3 06 : 0 0 P M 0 0 0 0 9 0 36 0 0 0 0 0 0 0 1 0 0 0 0 19 7 28 0 0 0 0 49 14 0 0 45 9 13 1 4 0 63 1 16 5 3 0 0 0 1 2 3 1 0 11 0 5 89 7 11 1 6 0 14 0 14 8 74 5 3 IN T E R S E C T I O N AL L M O V E M E N T S 21 4 4 % H V 1. 7 % 0. 0 % 1. 1 % 1. 6 % 1. 4 % HV = H e a v y V e h i c l e PH F = P e a k H o u r F a c t o r TO IN T E R V A L TO T A L S TI M E I N T E R V A L Pe d s Bi c y c l e HV U- T u r n Le f t Th r u Ri g h t Pe d s Bi c y c l e HV U- T u r n Le f t Th r u Ri g h t Pe d s Bi c y c l e HV U- T u r n Le f t Th r u Ri g h t Pe d s Bi c y c l e HV U- T u r n Le f t Th r u Ri g h t 2: 0 0 P M - 3 : 0 0 P M 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2: 1 5 P M - 3 : 1 5 P M 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2: 3 0 P M - 3 : 3 0 P M 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2: 4 5 P M - 3 : 4 5 P M 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3: 0 0 P M - 4 : 0 0 P M 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3: 1 5 P M - 4 : 1 5 P M 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3: 3 0 P M - 4 : 3 0 P M 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3: 4 5 P M - 4 : 4 5 P M 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4: 0 0 P M - 5 : 0 0 P M 7 1 3 0 51 0 15 3 2 0 0 0 0 1 7 1 0 12 0 6 89 2 11 7 6 0 23 0 13 5 65 1 2 20 1 5 4: 1 5 P M - 5 : 1 5 P M 12 1 4 0 52 0 16 0 3 0 0 0 0 2 4 1 0 9 0 7 88 2 10 9 6 0 18 0 14 9 67 7 2 20 4 4 4: 3 0 P M - 5 : 3 0 P M 13 1 4 0 63 1 16 5 3 0 0 0 1 2 3 1 0 11 0 5 89 7 11 1 6 0 14 0 14 8 74 5 3 21 4 4 4: 4 5 P M - 5 : 4 5 P M 12 0 3 0 73 2 16 4 2 0 0 0 2 3 2 0 0 9 0 6 86 8 11 2 3 1 7 0 17 5 69 7 5 21 0 9 5: 0 0 P M - 6 : 0 0 P M 7 0 1 0 65 2 15 1 2 0 0 0 2 2 0 1 0 8 0 6 84 0 11 0 2 1 4 0 18 4 70 7 3 20 7 2 4: 0 0 P M - 6 : 0 0 P M T o t a l : 14 1 4 0 11 6 2 30 4 4 0 0 0 2 3 7 2 0 20 0 12 17 3 2 22 7 8 1 27 0 31 9 13 5 8 5 40 8 7 95 t h P l a c e W Dr i v e w a y Ed m o n d s W a y Ed m o n d s W a y RO L L I N G H O U R C O U N T FR O M N O R T H O N FR O M S O U T H O N FR O M E A S T O N FR O M W E S T O N 0. 8 7 0. 5 0 0. 9 4 0. 8 5 4: 0 0 P M - 6 : 0 0 P M P E A K H O U R : 4: 3 0 P M 5: 3 0 P M PE A K H O U R F A C T O R PE A K H O U R T O T A L S 95 t h P l a c e W Dr i v e w a y 0. 9 3 22 9 6 10 1 3 IN T E R S E C T I O N T U R N I N G M O V E M E N T S R E D U C T I O N S H E E T Ed m o n d s W a y Ed m o n d s W a y FR O M N O R T H O N FR O M S O U T H O N FR O M E A S T O N FR O M W E S T O N Tu e . 4 / 1 6 / 1 9 4: 0 0 P M - 6 : 0 0 P M 89 6 B - 2 1 95th Place W @ Edmonds Way Page 1 of 1 Synchro ID: 1 Existing 229 490 261 Average Weekday 165 1 63 148 2 111 PM Peak Hour  165 95th Place W 111 Year: 4/16/19 1,063 897 897 1,013 1 5  Data Source:TDG 1,959 Edmonds Way (SR-104)2,144 Edmonds Way (SR-104) 1,824 North 148 63  896 745 745 811 3 Apartment Dwy 3  315 123 9156 Future without Project 233 499 266 Average Weekday 168 1 64 151 2 113 PM Peak Hour  168 95th Place W 113 Year:2021 1,084 915 915 1,033 Growth Rate =1.0%1 5  Years of Growth = 2 1,998 Edmonds Way (SR-104) 2,186 Edmonds Way (SR-104) 1,860 North Total Growth = 1.0201 151 64  914 760 760 827 3 Apartment Dwy 3  315 123 9156 Total Project Trips 121 Average Weekday 010 010 PM Peak Hour  0 95th Place W 0 1 0 0 3 1 3  3 Edmonds Way (SR-104) 10 Edmonds Way (SR-104) 5 North 0 0  2 0 0 2 2 Apartment Dwy 2  213 112 6104 Future with Project 234 501 267 Average Weekday 168 2 64 151 3 113 PM Peak Hour  168 95th Place W 113 1,085 915 915 1,036 2 8  2,001 Edmonds Way (SR-104) 2,196 Edmonds Way (SR-104) 1,865 North 151 64  916 760 760 829 5 Apartment Dwy 5  528 235 15 25 10 B - 3 C PM Peak-Hour Level of Service Analysis H:\2019\19-071\Synchro\2021 Future With Conditions.syn 1: Access/95th Place W & Edmonds Way 22810 Edmonds Way GTC (MJP)2021 Future With Conditions HCM 6th Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 151 760 5 8 915 113 2 3 5 64 2 168 Future Volume (veh/h) 151 760 5 8 915 113 2 3 5 64 2 168 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 162 817 5 9 984 122 2 3 5 69 2 181 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, %222222222222 Cap, veh/h 198 1652 10 20 1132 140 142 217 315 619 17 629 Arrive On Green 0.11 0.46 0.46 0.01 0.36 0.36 0.40 0.40 0.40 0.40 0.40 0.40 Sat Flow, veh/h 1781 3621 22 1781 3182 394 249 545 794 1378 43 1585 Grp Volume(v), veh/h 162 401 421 9 549 557 10 0 0 71 0 181 Grp Sat Flow(s),veh/h/ln 1781 1777 1866 1781 1777 1799 1589 0 0 1421 0 1585 Q Serve(g_s), s 8.8 15.8 15.8 0.5 28.7 28.7 0.0 0.0 0.0 2.7 0.0 7.7 Cycle Q Clear(g_c), s 8.8 15.8 15.8 0.5 28.7 28.7 0.4 0.0 0.0 3.1 0.0 7.7 Prop In Lane 1.00 0.01 1.00 0.22 0.20 0.50 0.97 1.00 Lane Grp Cap(c), veh/h 198 810 851 20 632 640 674 0 0 635 0 629 V/C Ratio(X) 0.82 0.49 0.49 0.46 0.87 0.87 0.01 0.00 0.00 0.11 0.00 0.29 Avail Cap(c_a), veh/h 484 810 851 484 715 724 674 0 0 635 0 629 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 43.2 19.0 19.0 48.9 29.9 29.9 18.2 0.0 0.0 19.0 0.0 20.4 Incr Delay (d2), s/veh 8.0 0.5 0.4 15.6 10.2 10.2 0.0 0.0 0.0 0.4 0.0 1.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.3 6.3 6.6 0.3 13.5 13.6 0.1 0.0 0.0 1.1 0.0 3.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 51.2 19.5 19.4 64.5 40.1 40.1 18.2 0.0 0.0 19.3 0.0 21.6 LnGrp LOS D B B E D D BAABAC Approach Vol, veh/h 984 1115 10 252 Approach Delay, s/veh 24.7 40.3 18.2 20.9 Approach LOS C D B C Timer - Assigned Phs 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 44.0 5.6 49.9 44.0 15.6 39.9 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 39.5 27.0 40.0 39.5 27.0 40.0 Max Q Clear Time (g_c+I1), s 2.4 2.5 17.8 9.7 10.8 30.7 Green Ext Time (p_c), s 0.0 0.0 5.1 1.0 0.4 4.7 Intersection Summary HCM 6th Ctrl Delay 31.6 HCM 6th LOS C C - 1 D WSDOT Collision Data JU R I S D I C T I O N C O U N T Y C I T Y PR I M A R Y TR A F F I C W A Y DI S T FR O M RE F PO I N T MI or FT M I L E P O S T RE P O R T NU M B E R D A T E T I M E M O S T S E V E R E I N J U R Y T Y P E # I N J # F A T # V E H # P E D S # BI K E S VE H I C L E 1 T Y P E VE H I C L E 2 T Y P E JU N CT I O N R E L A T I O N S H I P WE A T H E R R O A D W A Y S U R F A C E C O N D I T I O N St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 7 9 E 7 1 4 8 8 3 2 0 1 7 - 0 9 - 2 1 1 6 : 0 0 S u s p e c t e d S e r i o u s I n j u r y 10 1 0 1 P i c k u p , P a n e l T r u c k o r V a n e t t e u n d e r 1 0 , 00 0 l b At I n t e r s e c t i o n a n d R e l a t e d Cl e a r o r P a r t l y C l o u d y D r y St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 0 E 4 4 3 4 2 4 2 0 1 5 - 0 7 - 1 5 0 7 : 5 4 S u s p e c t e d M i n o r I n j u r y 20 2 0 0 P i c k u p , P a n e l T r u c k o r V a n e t t e u n d e r 1 0 , 00 0 l b P i c k u p , P a n e l T r u c k o r V a n e t t e u n d e r 1 0 , 0 00 l b A t I n t e r s e c t io n a n d R e l a t e d Cl e a r o r P a r t l y C l o u d y D r y St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 0 E 4 2 1 5 5 7 2 0 1 5 - 0 5 - 0 3 0 9 : 0 3 S u s p e c t e d M i n o r I n j u r y 10 2 0 0 P i c k u p , P a n e l T r u c k o r V a n e t t e u n d e r 1 0 , 00 0 l b M o t o r c y c l e At D r i v e w a y Cl e a r o r P a r t l y C l o u d y D r y St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 0 E 5 7 2 5 3 0 2 0 1 6 - 0 8 - 1 0 1 1 : 4 4 P o s s i b l e I n j u r y 10 2 0 0 P a s s en g e r C a r Pa s s e n g e r C a r At I n t e r s e c t i o n a n d R e l a t e d Cl e a r o r P a r t l y C l o u d y D r y St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 0 E 5 9 2 6 9 8 2 0 1 6 - 1 0 - 0 6 1 9 : 5 0 S u s p e c t e d M i n o r I n j u r y 10 2 0 0 P i c k u p , P a n e l T r u c k o r V a n e t t e u n d e r 1 0 , 00 0 l b P a s s e n g e r C a r At I n t e r s e c t i o n an d R e l a t e d Cl e a r o r P a r t l y C lo u d y W e t St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 0 E 5 1 5 3 9 8 2 0 1 6 - 0 2 - 1 2 1 6 : 4 4 P o s s i b l e I n j u r y 10 2 0 0 P a s s en g e r C a r Pa s s e n g e r C a r At I n t e r s e c t i o n a n d R e l a t e d Cl e a r o r P a r t l y C l o u d y D r y St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 0 E 5 5 9 2 1 5 2 0 1 6 - 0 6 - 2 9 1 6 : 1 1 P o s s i b l e I n j u r y 10 2 0 0 P a s s en g e r C a r Pi c k u p , P a n e l T r u c k o r V an e t t e u n d e r 1 0 , 0 00 l b A t I n t e r s ec t i o n a n d R e l a t e d Cl e a r o r P a r t l y C l o u d y D r y St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 0 E 5 9 3 3 0 1 2 0 1 6 - 1 0 - 0 7 0 2 : 45 N o A p p a r e n t I n j u r y 00 1 0 0 P i c k u p , P a n e l T r u c k o r V a n e t t e u n d e r 1 0 , 00 0 l b At I n t e r s e c t i o n a n d N o t R e l a t e d Ra i n i n g We t St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 0 E 6 2 3 1 4 0 2 0 1 6 - 1 2 - 2 0 0 2 : 25 N o A p p a r e n t I n j u r y 00 1 0 0 P a s s en g e r C a r At I n t e r s e c t i o n a n d R e l a t e d Ra i n i n g We t St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 0 E 6 0 6 3 5 3 2 0 1 6 - 1 1 - 0 7 1 5 : 29 N o A p p a r e n t I n j u r y 00 2 0 0 P i c k u p , P a n e l T r u c k o r V a n e t t e u n d e r 1 0 , 00 0 l b P i c k u p , P a n e l T r u c k o r V a n e t t e u n d e r 1 0 , 0 00 l b A t I n t e r s e c t io n a n d R e l a t e d Cl e a r o r P a r t l y C l o u d y D r y St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 0 E 3 5 2 4 9 8 2 0 1 4 - 0 8 - 1 6 2 0 : 1 9 S u s p e c t e d S e r i o u s I n j u r y 10 2 0 0 M o t o r c y c l e Pick u p , P an e l T r u c k o r V a n e t t e un d e r 1 0 , 0 0 0 l b A t I n t e r s e c t i o n a n d N o t R e la t e d Cl e a r o r P a r t l y C l o u d y D r y St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 0 E 6 1 5 2 4 8 2 0 1 6 - 1 2 - 0 1 1 6 : 3 8 P o s s i b l e I n j u r y 10 2 0 0 P a s s en g e r C a r Pi c k u p , P a n e l T r u c k o r V an e t t e u n d e r 1 0 , 0 00 l b A t I n t e r s ec t i o n a n d N o t R e l a t e d Cl e a r o r P a r t l y C l o u d y D r y St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 0 E 5 9 0 7 9 5 2 0 1 6 - 0 9 - 3 0 1 8 : 2 8 P o s s i b l e I n j u r y 10 2 0 0 P i c k u p , P a n e l T r u c k o r V a n e t t e u n d e r 1 0 , 00 0 l b P a s s e n g e r C a r At I n t e r s e c t i o n an d R e l a t e d Cl e a r o r P a r t l y C lo u d y D r y St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 0 E 6 7 3 1 2 6 2 0 1 7 - 0 5 - 2 1 1 4 : 11 N o A p p a r e n t I n j u r y 00 2 0 0 P i c k u p , P a n e l T r u c k o r V a n e t t e u n d e r 1 0 , 00 0 l b P a s s e n g e r C a r At I n t e r s e c t i o n an d R e l a t e d Cl e a r o r P a r t l y C lo u d y D r y St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 0 E 6 9 7 3 0 4 2 0 1 7 - 0 8 - 0 1 1 5 : 2 5 P o s s i b l e I n j u r y 10 2 0 0 P i c k u p , P a n e l T r u c k o r V a n e t t e u n d e r 1 0 , 00 0 l b P i c k u p , P a n e l T r u c k o r V a n e t t e u n d e r 1 0 , 0 00 l b A t I n t e r s e c t io n a n d R e l a t e d Cl e a r o r P a r t l y C l o u d y D r y St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 0 E 7 4 9 3 8 3 2 0 1 7 - 1 2 - 1 9 1 6 : 1 3 P o s s i b l e I n j u r y 10 1 0 0 P i c k u p , P a n e l T r u c k o r V a n e t t e u n d e r 1 0 , 00 0 l b At I n t e r s e c t i o n a n d N o t R e l a t e d Ov e r c a s t We t St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 1 E 8 3 0 3 5 1 2 0 1 8 - 0 8 - 2 0 1 4 : 40 N o A p p a r e n t I n j u r y 00 2 0 0 P i c k u p , P a n e l T r u c k o r V a n e t t e u n d e r 1 0 , 00 0 l b T r u c k ( F l a t b a d , V an , e t c ) In t e r s e c t i o n Re l a t e d b u t N o t a t I n te r s e c t i o n C l e a r o r P a r t l y C l o u d y D r y St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 3 E 4 0 1 6 5 3 2 0 1 5 - 0 2 - 1 7 1 4 : 30 N o A p p a r e n t I n j u r y 00 2 0 0 P i c k u p , P a n e l T r u c k o r V a n e t t e u n d e r 1 0 , 00 0 l b P i c k u p , P a n e l T r u c k o r V a n e t t e u n d e r 1 0 , 0 0 0 l b A t D r i v e w a y Cle a r o r P a r t l y C l o u d y D r y St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 4 E 6 4 6 1 0 2 2 0 1 7 - 0 2 - 2 7 0 2 : 37 N o A p p a r e n t I n j u r y 00 1 0 0 P a s s en g e r C a r No t a t I n t e r s e c t i o n a n d N o t R e l a t e d Cl e a r o r P a r t l y C l ou d y D r y St a t e R o u t e S n o h o m i s Ed m o n d 10 4 0 2 6 . 8 4 E 6 3 4 3 8 2 2 0 1 7 - 0 1 - 1 6 1 2 : 3 3 P o s s i b l e I n j u r y 10 2 0 0 P i c k u p , P a n e l T r u c k o r V a n e t t e u n d e r 1 0 , 00 0 l b No t a t I n t e r s e c t i o n a n d N o t R el a t e d Cl e a r o r P a r t l y C l o u d yD r y D - 1 LI G H T I N G C O N D I T I ON F I R S T C O L L I S I O N T Y P E / OB J E C T S T R U C K VE H I C L E 1 A C T I O N VE H I C L E 2 A C T I O N V E H I C L E 1 C O M P A S S D I R E C T I O N F R O M V E H I C L E 1 C O M P A S S D I R E C T I O N T O V E H I C L E 2 CO M P A S S D I R E C T I O N F R O M V E H I C L E 2 C O M P A S S D I R E C T I O N T O Da y l i g h t Ve h i c l e - P e d a l c y c l i s t Goi n g S t r a i g h t A h e a d We s t Ea s t Da y l i g h t En t e r i n g a t a n g l e Go i n g S t r a i g h t A h e a d Ma k i n g L e f t T u r n Ea st We s t No r t h Ea s t Da y l i g h t En t e r i n g a t a n g l e Ma k i n g R i g h t T u r n Go i n g S t r a i g h t A h e a d Nor t h We s t Ea s t We s t Da y l i g h t En t e r i n g a t a n g l e Go i n g S t r a i g h t A h e a d Go i n g S t r a i g h t A h e ad Ea s t We s t So u t h No r t h Da r k - S t r e e t L i g h t s O n E n t e r i n g a t a n g l e Go i n g S t r a i g h t A h e a d Ma k i n g R i g h t T u r n Ea s t We s t No r t h We s t Da y l i g h t En t e r i n g a t a n g l e Go i n g S t r a i g h t A h e a d Go i n g S t r a i g h t A h e ad No r t h So u t h Ea s t We s t Da y l i g h t En t e r i n g a t a n g l e Go i n g S t r a i g h t A h e a d Ma k i n g L e f t T u r n Ea st We s t No r t h Ea s t Da r k - S t r e e t L i g h t s O n F e n c e Go i n g S t r a i g h t A h e a d So u t h e a s t No r t h w e st Da r k - S t r e e t L i g h t s O n F e n c e Go i n g S t r a i g h t A h e a d Ea s t We s t Da y l i g h t Fr o m o p p o s i t e di r e c t i o n - o n e l e f t t u r n - o n e s t r a i g h t Mak i n g L e f t T u r n Go i n g S t r a i g h t A h e a d We s t No r t h Ea s t We s t Du s k Fr o m s a m e d i r e c t i o n - b o t h go i n g s t r a i g h t - b o t h m o v i n g - r ea r - e n d G o i n g S t r a i g h t A h e a d Go i n g S t r a i g h t A h e a d We s t Ea s t We s t Ea s t Da r k - S t r e e t L i g h t s O n F r o m s a m e d i re c t i o n - b o t h g o i n g s t r a i g h t - b o t h m o v i n g - s i d e s w i p e O t h e r * Go i n g S t r a i g h t A h e a d Ea s t No r t h Ea s tW est Da y l i g h t Fr o m s a m e d i r e c t i o n - bo t h g o i n g s t r a i g h t - o n e s t o p p e d - r e a r - e n d G o i n g S t r a i g h t A h e a d St o p p e d f o r T r a f f i c Ea s t We s t Ea s t Nor t h Da y l i g h t Fr o m s a m e d i r e c t i o n - bo t h g o i n g s t r a i g h t - o n e s t o p p e d - r e a r - e n d G o i n g S t r a i g h t A h e a d St o p p e d f o r T r a f f i c No r t h So u t h No r th Ve h i c l e S t o p p e d Da y l i g h t Fr o m s a m e d i r e c t i o n - bo t h g o i n g s t r a i g h t - o n e s t o p p e d - r e a r - e n d S t a r t i n g i n T r a f f i c L a n e S t o p p e d a t S i g n a l o r S t o p S i gn W e s t Ea s t We s t Ve h i c l e S t o p p e d Da r k - S t r e e t L i g h t s O n S i g n a l P o l e Go i n g S t r a i g h t A h e a d Ea s t So u t h w es t Da y l i g h t Fr o m s a m e d i r e c t i o n - bo t h g o i n g s t r a i g h t - o n e s t o p p e d - r e a r - e n d G o i n g S t r a i g h t A h e a d St o p p e d f o r T r a f f i c Ea s t We s t Ea s t Veh i c l e S t o p p e d Da y l i g h t En t e r i n g a t a n g l e Me r g i n g ( E n t e r i n g T r a f f i c ) G o i n g S t r a i g ht A h e a d No r t h We s t Ea s t We s t Da r k - S t r e e t L i g h t s O n F e n c e Go i n g S t r a i g h t A h e a d Ea s t We s t Da y l i g h t Fe n c e Go i n g S t r a i g h t A h e a d So u t h e a s t No r t h w e s t D - 2 MV D R I V E R C O N T R I B U T I N G CI R C U M S T A N C E 1 ( U N I T 1 ) MV D R I V E R C O N T R I B U T I N G CI R C U M S T A N C E 2 ( U N I T 1 ) MV D R I V E R C O N T R I B U T I N G CI R C U M S T A N C E 3 ( U N I T 1 ) MV D R I V E R C O N T R I B U T I N G CI R C U M S T A N C E 1 ( U N I T 2 ) BI C Y C L I S T C O N T R I B U T I N G CI R C U M S T A N C E 1 ( U N I T 2 ) BI C Y C L I S T C O N T R I B U T I N G CI R C U M S T A N C E 2 ( U N I T 2 ) BI C Y C L I S T C O N T R I B U T I N G CI R C U M S T A N C E 3 ( U N I T 2 ) FI R S T I M P A C T L O C A T I O N ( C i t y , C o u n t y & M i s c Tr a f f i c w a y s ‐ 2 0 1 0 f o r w a r d ) WA S T A T E P L A N E SO U T H ‐ X 2 0 1 0 ‐ FO R W A R D WA S T A T E P L A N E SO U T H ‐ Y 2 0 1 0 ‐ FO R W A R D No n e Di s r e g a r d S t o p a n d G o L i g h t I n a t t e n t i o n Un k n o w n D r i v e r D i s t r a c t i o n L a n e 2 I n c r e a s i n g M i l e p o s t 11 8 3 2 4 1 . 8 2 90 2 0 6 7 . 4 1 Di s r e g a r d S t o p a n d G o L i g h t I n a t t e nt i o n Un k n o w n D r i v e r D i s t r a c t i o n N o n e La n e 2 D e c r e a s i n g M i l e p o s t 11 8 3 2 9 2 . 2 4 90 2 0 7 3 . 1 9 In a t t e n t i o n Di d N o t G r a n t R W t o V e h i c l e Un k n o w n D r i v e r D i s t r a c t i o n N o n e La n e 1 D e c r e a s i n g M i l e p o s t 11 8 3 2 8 7 . 6 5 90 2 0 7 0 . 6 4 Di s r e g a r d S t o p a n d G o L i g h t I n a t t e nt i o n Un k n o w n D r i v e r D i s t r a c t i o n N o n e La n e 2 D e c r e a s i n g M i l e p o s t 11 8 3 2 9 1 . 1 2 90 2 0 6 7 . 6 9 In a t t e n t i o n Ot h e r D r i v e r D i s t r a ct i o n s I n s i d e V e h i c l e No n e La n e 1 D e c r e a s i n g M i l e p o s t 11 8 3 2 9 2 . 2 4 90 2 0 7 3 . 1 9 Di s r e g a r d S t o p a n d G o L i g h t I n a t t e n t i o n No n e La n e 2 D e c r e a s i n g M i l e p o s t 11 8 3 2 9 0 . 4 2 90 2 0 6 5 . 3 2 Di s r e g a r d S t o p a n d G o L i g h t I n a t t e nt i o n Un k n o w n D r i v e r D i s t r a c t i o n N o n e In t e r s e c t i n g R o a d D e c r e a s i n g M i l e p o s t 11 8 3 2 9 2 . 2 4 90 2 0 7 3 . 1 9 Un d e r I n f l u e n c e o f A l c o h o l U n k n o w n D r i v e r D i s t r a c t i o n Pa s t R ig h t S h o u l d e r D e c r e a s i n g M i l e p o s t 11 8 3 2 9 6 . 4 3 90 2 0 6 2 . 6 6 In a t t e n t i o n Ex c e e d i n g R e a s . S a f e Sp e e d Un k n o w n D r i v e r D i s t r a c t i o n Pa s t R i g h t S h o u l d e r D e c r e a s i n g M i l e p o s t 11 8 3 2 9 2 . 2 4 90 2 0 7 3 . 1 9 In a t t e n t i o n Di d N o t G r a n t R W t o V e h i c l e Un k n o w n D r i v e r D i s t r a c t i o n N o n e La n e 2 D e c r e a s i n g M i l e p o s t 11 8 3 2 9 2 . 2 4 90 2 0 7 3 . 1 9 Ex c e e d i n g R e a s . S a f e S p e e d F o l l o w T o o C l o s e l y No n e La n e 2 I n c r ea s i n g M i l e p o s t 11 8 3 2 8 9 . 5 6 90 2 0 7 2 . 8 4 Im p r o p e r T u r n In a t t e n t i o n Un k n o w n Dr i v e r D i s t r a c t i o n N o n e La n e 1 D e c r e a s i n g M i l e p o s t 11 8 3 2 8 6 . 5 8 90 2 0 7 0 . 3 8 Un k n o w n D r i v e r D i s t r a c t i o n F o l l o w T o o C l o s e l y No n e La n e 1 D e c r ea s i n g M i l e p o s t 11 8 3 2 9 2 . 2 4 90 2 0 7 3 . 1 9 In a t t e n t i o n Fo l l o w T o o C l o s e l y Dr i v e r N o t D i s t r a c t e d In t e r s e c t in g R o a d D e c r e a s i n g M i l e p o s t 11 8 3 2 8 9 . 9 3 90 2 0 7 1 . 3 9 In a t t e n t i o n Fo l l o w T o o C l o s e l y No n e La n e 2 I n c r e a s i n g M i l e p o s t 11 8 3 2 9 1 . 5 6 90 2 0 7 3 . 0 6 Un d e r I n f l u e n c e o f D r u g s I n a t t e n t i o n Pa s t R i g h t S h o u l d e r I n c re a s i n g M i l e p o s t 11 8 3 2 8 9 . 9 5 90 2 0 7 1 . 9 9 In a t t e n t i o n Fo l l o w T o o C l o s e l y No n e La n e 2 D e c r e a s i n g M i l e p o s t 11 8 3 3 6 5 . 6 3 90 2 0 7 3 . 5 6 Di d N o t G r a n t R W t o V e h i c l e U n k n o w n D r i v e r D i s t r a c t i o n No n e La ne 1 D e c r e a s i n g M i l e p o s t 11 8 3 4 7 2 . 6 8 90 2 0 5 3 . 1 1 Un d e r I n f l u e n c e o f A l c o h o l U n k n o w n D r i v e r D i s t r a c t i o n Pa s t R ig h t S h o u l d e r D e c r e a s i n g M i l e p o s t 11 8 3 5 1 7 . 2 4 90 2 0 3 0 . 0 3 In a t t e n t i o n Un k n o w n D r i v e r D i s t r ac t i o n Pa s t R i g h t S h o u l d e r D e c r e a s i n g M i l e p o s t 11 8 3 4 9 5 . 8 6 90 2 0 4 4 . 3 8 D - 3 E City of Edmonds Traffic Mitigation Fee Table -8- 3.36.125 Street impact fee rates. The street impact fee rates in this section are generated from the formula for calculating impact fees set forth in the rate study, which is incorporated herein by reference. Except as otherwise provided for herein, all new developments in the city will be charged the street impact fee applicable to the type of development as follows in the table below. For properties zoned BD – Downtown Business, an ITE Land Use Code of 814 – Specialty Retail shall be applied. ITE Land Use Code - Description Fee Calculation 2016 (w/ $1,049.41 cost per trip) 2017 (with $2,543.01 cost per trip) 2018 (w/ 4,036.61 cost per trip) 2019 and beyond (w/ $5,530.21 cost per trip) 110 - Light Industrial per square foot $1.50 $3.64 $5.77 $7.91 140 - Manufacturing per square foot $1.12 $2.72 $4.32 $5.92 151 - Mini-warehouse per square foot $0.40 $0.97 $1.54 $2.10 210 - Single-family house per dwelling unit $1,196.33 $2,873.60 $4,561.37 $6,249.14 220 - Apartment per dwelling unit $776.56 $1,881.83 $2,987.09 $4,092.36 230 - Condominium per dwelling unit $629.65 $1,525.81 $2,421.97 $3,318.13 240 - Mobile home per dwelling unit $671.62 $1,627.53 $2,583.43 $3,539.33 251 - Senior Housing per dwelling unit $157.41 $584.89 $928.42 $1,271.95 320 - Motel per room $629.65 $1,525.81 $2,421.97 $3,318.13 420 - Marina per boat berth $188.89 $457.74 $726.59 $995.44 444 - Movie theater per screens $13,166.00 $31,905.90 $50,645.37 $69,384.85 492 - Health/fitness club per square foot $2.78 $6.74 $10.98 $14.66 530 - High school per square foot $0.82 $1.98 $3.15 $4.31 560 - Church per square foot $0.69 $1.68 $2.67 $3.65 565 - Day care center per square foot $6.57 $15.77 $25.02 $34.29 620 - Nursing home per bed $199.39 $483.17 $766.96 $1,050.74 710 - General office per square foot $2.07 $5.01 $7.95 $10.89 720 - Medical office per square foot $3.81 $9.54 $15.14 $20.74 820 - Shopping center per square foot $1.34 $3.26 $5.17 $7.08 826 - Specialty retail per square foot $0.93 $2.06 $3.27 $4.48 850 - Supermarket per square foot $4.80 $10.50 $16.84 $22.84 850 - Convenience market 15-16hrs per square foot $5.80 $14.07 $22.38 $30.58 912 - Drive-in bank per square foot $7.00 $15.97 $25.41 $34.73 E - 1 Revised on 6/24/10 E82 - Traffic Impact Analysis Page 4 of 4 2004 - Impact Fee Rate Table EFFECTIVE 9/12/2004 E - 2 F Site Plan 6 5 4 3 2 1 ACCESS ED M O N D S W A Y PR E L I M I N A R Y DR A I N A G E & P L O T P L A N SC A L E : 1 " = 3 0 ' - 0 " 10 . 0 0 ' 10 . 0 0 ' 15.00' 340.14' N 1 2 º 4 0 ' 2 1 " E 195.08 ' N 2 1 º 2 7 ' 5 0 " E 473.75' N 03º09'11" E L = 1 3 9 2 2 Δ = 2 1 º 3 2 ' 4 2 " EX I S T I N G R O C K E R Y TO B E R E M O V E D EX I S T I N G H O U S E TO B E R E M O V E D 35 8 35 8 35 635 4 35 2 35 0 34 8 34 8 35 0 35 2 35 4 35 6 35 6 (2 ) 1 0 " C H E R R Y TO B E R E M O V E D 10 " F I R T O B E RE M O V E D 8" F I R T O B E RE M O V E D 5' W O O D F E N C E EX I S T I N G S H E D & CO N C R E T E T O BE R E M O V E D PA R K I N G R E Q U I R E M E N T S (1 6 ) 2 B E D = 1 . 8 X 1 6 = 2 8 . 8 (2 ) 3 B E D = 2 X 2 = 4 TO T A L R E Q . = 3 3 S P O T S AC T U A L = 3 6 S P O T S EX I S T I N G G R A D E PR O P O S E D G R A D E BL D B A. 3 5 0 . 2 2 ' B. 3 4 9 . 9 4 C. 3 5 7 . 8 8 D. 3 5 7 . 0 2 AV E G R A D E = 3 5 3 . 7 7 ' BL D A A. 3 4 9 . 8 1 ' B. 3 5 0 . 3 0 ' C. 3 5 2 . 2 0 ' D. 3 5 3 . 0 5 ' AV E G R A D E = 3 5 1 . 3 4 ' BL D C A. 3 5 7 . 0 2 ' B. 3 5 7 . 8 8 ' C. 3 5 8 . 1 0 ' D. 3 5 7 . 8 0 ' AV E G R A D E = 3 5 7 . 7 0 ' LO T C O V E R A G E BL D A = 1 , 9 7 1 . 5 2 S Q . F T . BL D B = 3 2 2 2 . 0 0 S Q . F T . BL D C = 3 4 7 4 . 0 0 S Q . F T . BL D D = 3 3 3 4 . 3 7 TO T A L S Q . F T . = 1 2 , 0 0 1 . 8 9 S Q . F T . LO T C O V E R A G E = 1 2 , 0 0 1 . 8 9 / 3 1 , 2 2 6 . 5 7 S Q . F T . = 3 8 % IM P E R V I O U S BU I L D I N G ( W / E A V E S ) = 1 3 , 8 7 7 . 6 3 S Q . F T . DR I V E W A Y = 8 7 6 6 . 7 9 S Q . F T . TO T A L = 2 2 6 4 4 . 0 9 S Q . F T . A B C D A B A C D BC D A B C D BL D D A. 3 5 5 . 0 4 ' B. 3 5 6 . 0 0 ' C. 3 5 6 . 9 8 ' D. 3 5 6 . 0 0 ' AV E G R A D E = 3 5 6 . 0 0 ' SL A B : 3 5 1 . 5 0 SL A B : 3 5 1 . 5 0 SL A B : 3 5 0 . 5 0 21.89' 25 . 0 0 ' BL D A BL D B BL D C BL D D 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 272829 303132 3334 35 361 2 3 5 6 7 8 9 10 11 12 13 1415 16 17 18 1 5 . 0 0 ' SL A B : 3 5 0 . 5 0 SL A B : 3 5 1 . 5 0 SL A B : 3 5 1 . 5 0 SL A B : 3 5 1 . 5 0 VI C I N I T Y M A P P1LI G H T I N G 60 W A T T P O R C H L I G H T HT 7 ' - 0 " LA M P S P L U S : M A T T H I S 7 - 1 / 2 " H I G H B L A C K LE D D O W N L I G H T CO N N E C T D R A I N A G E TO C I T Y D R A I N A G E 4 7 8 3' R E T A I N I N G W A L L 20 . 3 4 ' 12 x 1 6 Mi c h e l D e s i g n B U I L D I N G D E S I G N PO B o x 1 2 1 5 L y n n w o o d , W A 9 8 0 4 6 2 0 6 - 9 3 0 - 2 4 4 5 22 8 1 0 E D M O N D S W A Y ED M O N D S , W A . 9 8 0 2 0 LO C A T I O N : PRINTED: 1.18.19 F - 1