Final Traffic Impact Report Addendum.pdfCITYCOPY
Edmonds
EDMONDS WAY KEYBANK
TRAFFIC IMPACT ANALYSIS ADDENDUM
March 4, 2012
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 'aketraffic@comcast.net
JTE. Jake Traffic Engineering, Inc. .
O ®L491
Cassandra Rowan, IIDA, Director
CALLISON
1420 Fifth Avenue #2400
Seattle, WA 98101-2343
Re: Edmonds Way KeyBank - Edmonds
Traffic Impact Analysis Addendum
Dear Ms. Rowan,
Mark J. Jacobs, PE, PTOE
President
2614 39th Ave. SW Seattle, WA 98116-2503
Tel. 206.162.1918 - (ell 206.199.5692
E-mail jaketralfic@comcastnet
March 4, 2012
I am pleased to submit this Traffic Impact Analysis Addendum for the proposed 2,740 sf
KeyBank with drive up service project located in the southwest corner of the 100th Ave.
W./Edmonds Way (SR -104) intersection in Edmonds. This Addendum to my Edmonds Way
KeyBank Traffic Impact Analysis dated July 22, 2011 is in response to the Hearing Examiner
Decision regarding the project dated February 9, 2012. The HE Condition #5 is noted below:
5. City staff stall shall investigate whether the Ivar's easement discussed in Finding
of Fact No. 5 has the capacity and can safely accommodate traffic generated by the
project. If left turns from and into Edmonds Way are contemplated for the easement,
safety and traffic conflicts shall be assessed for these movements as well if not
already addressed by the Applicant. Staff shall require additional traffic analysis and
mitigation from the Applicant to the extent reasonably necessary to address any
potential deficiencies. City staff shall provide notice to Mr. McGuire and Mr. Snow
of its final determination on this issue, as well as any other parties of record who
request notice.
The proposed KeyBank re -development
includes an interconnecting driveway in
the southeast corner of the site to the
adjacent commercial properties. See site
plan noted to the right. This access
improves access to all the property
owners. As I understand the HE question
is what is the operation of the internal
intersection? I further researched the
internal access per HE request; the
technical discussion follows:
Y
Interconnecting
Driveway
' }r.:
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Y�
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PROPOSED SITE PLAN
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COLOR COPY ONLY
JTE, Inc.
Cassandra Rowan, IIDA, Director
CALLISON
March 4, 2012
Page -2-
I conducted additional research of the site using Google and Snohomish County data. The
Ivar's Restaurant Drive aisle (the easement) drive width is -20' that is typical. The inter -site
connection is accessed by 4 properties currently and it would be five with KeyBank. Three of
the properties are restaurants (per Google and site inspection - Ivar's, Herfy's Burger and
Chopstick's). The 4th property southeast corner lot (#27033600113900) is identified by
Snohomish County as manufacturing. Figure 8 attached shows the properties sharing the
internal connection
Roughly scaling the 3 restaurant buildings, I estimate about 7,500 sf of restaurant space.
Using ITE LUC 933; fast food no drive thru - a high conservative value (higher than Grocery
Store) I can project 196 PM peak hour trips. Add 4 PMPHT's for the 41h industrial use in the
4th lot. Thus a projection of 200 PMPHTs is calculated.
Some KeyBank traffic would be added to the internal street traffic (essentially traffic from the
east and leaving and going to the south). Figure 6 (see attached, values affected are in red)
from Edmonds Wav KeyBank Traffic Impact Analysis shows 18 PMPHT's are from the east
and leave to go south (using the higher more conservative ITE data); add in a few shared
trips between the uses yields 22. Combining the existing and KeyBank traffic yields 222
internal peak hour trips made with the 5 sites combined. Not all of the 222 cars would
converge on the internal connection (other access options exist). Figure 8 shows the highest
projected traffic volume scenario at the internal intersection.
I conducted an operational analysis of the internal intersection using the HCS2000 software
by McTrans. The results show that the internal intersection would operate at LOS 'A' that is
the best operating level. My analysis assigned stop control to the eastbound and westbound
traffic; however I do not believe internal stop signs as appropriate in this case. Stop signs
increase traffic speeds of motorists not having to stop. With no control all motorists must
approach the intersection with proper caution. Appropriate driver sight lines at the internal
intersection need to be provided; thus limiting the height of signage, landscaping and other
features at the internal intersection to less than 3' is recommended.
In addition to reviewing the internal connection, I reviewed the current site plan. The current
site plan is refined from the one studied in Edmonds Way KeyBank Traffic Impact Analysis.
Traffic circulation of the new site plan is typical of driver experience; and as previously
studied
Site Circulation:
1 he project site has access via right in/out driveways on Edmonds Way (Sft 104) acid 1.M'''
Ave. W. and an internal connection to the adjacent business drive aisle and parking area to
the west JTE Inc. trip generation based on local financial institutions projects that 28 would
enter and exit the site (7l per ITE) during the PNI peak period that correlates into at most a
vehicle just over a vehicle a minute. The site circulation as depicted on the site plan works
for these rates of projected traffic.
I have reviewed the internal connection and the refined site plan. The internal intersection
would operate at LOS 'A' the best operating condition. The height of signage, landscaping at
\v�Creer],k\-Pn�rt reoV Il.ge Cd•+rn], M.,9.�4 G'I.unrar.r:-.�sVrEvrepo�s.lmri\CYnnJ,Xr,O,NNmeepereetmer ac
COLOR COPY ONLY
JTE, Inc.
Cassandra Rowan, IIDA, Director
CALLISON
March 4, 2012
Page -3-
the intersection (in the sight triangle) shall be limited to less than 3' in height. The refined
site plan was reviewed and determined to be consistent with driver expectation and as
previously studied.
Please contact me at 206.799.5692 or email me at iaketraffic®comcast.net if you have any
questions.
MJ.
EXPIRES 4/3/
Very truly yours,
Mark J. Jacobs, PE, PTOE
JAKE TRAFFIC ENGINEERING, INC.
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Two -Way Stop Control
Page 1 of 1
HCS2000rtit Copyright 02000 University or Florida, All Rights Reserved Version 4.1c
file://C:\Documents and Settings\Owner\Local Settings\Temp\u2k384.tmP 3/4/2012
TWO-WAY STOP CONTROL SUMMARY
General Information
Site Information
Analyst
Agency/Co.
Date Performed
Analysis Time Period
MJJ
JTE
3/4/2012
PM peak
Intersection
Jurisdiction
Analysis Year
Ivar's/KeyBank
Edmonds
2016 w/project
Project Description 2011.008 - Ke Bank - Internal Connection (KeyBanklnternal
East/West Street: Ke Bank-Ivar's
North/South Street: Ivar's Easement
Intersection Orientation:
North-South
IStudy
Period hrs : 0.25
Vehicle Volumes and Adjustments
Major Street
Northbound
Southbound
Movement
1
2
3 4
5
6
L
T
R L
T
R
Volume
1
80
10 10
80
10
Peak -Hour Factor, PHF
0.90
0.90
0.90 0.90
0.90
0.90
Hourly Flow Rate, HFR
1
88
11 11
88
11
Percent Heavy Vehicles
0
--
__ 0
Median Type
Undivided
RT Channelized
0
0
Lanes
0
1
0 0
1
0
Configuration
LTR
LTR
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9 10
11
12
L
T
R L
T
R
olume
10
1
10 1
1
8
Peak -Hour Factor, PHF
0.90
0.90
0.90 1.00
0.90
0.90
Hourly Flow Rate, HFR
11
1
11 1
1
8
Percent Heavy Vehicles
0
0
0 0
L 0
0
Percent Grade (%)
0
0
Flared Approach
N
N
Storage
0
0
RT Channelized
0
0
Lanes
0
1
0 0
1
0
Configuration
I
LTR
LTR
Delay, Queue Length and Level of Service
Approach
NB
SB
Westbound
Eastbound
Movement
1
4
7 8 9
10 11
12
Lane Configuration
LTR
LTR
LTR
LTR
(vph)
1
11
23
10
C (m) (vph)
1507
1507
826
900
lc
0.00
0.01
0.03
0.01
95% queue length
0.00
a02
0.09
0.03
Control Delay
7.4
7.4
9.5
9.0
LOS
A I
A
A
A
pproach Delay
Vpproach
--
__
9.5
9.0
LOS
--
--
A
A
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