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RS_Traffic_Study_210804_v1
GTC #20-112 Gibson Traffic Consultants, Inc. 2813 Rockefeller Avenue Suite B Everett, WA 98201 425.339.8266 Harrington Redevelopment Traffic Impact Analysis Jurisdiction: City of Renton June 2021 Harrington Redevelopment Traffic Impact Analysis Gibson Traffic Consultants, Inc. June 2021 info@gibsontraffic.com i GTC #20-112 TABLE OF CONTENTS 1. DEVELOPMENT IDENTIFICATION .................................................................................. 1 2. METHODOLOGY .................................................................................................................. 1 3. TRIP GENERATION .............................................................................................................. 4 4. TRIP DISTRIBUTION ........................................................................................................... 5 5. INTERSECTION LEVEL OF SERVICE ANALYSIS .......................................................... 5 5.1 Turning Movement Calculations ...................................................................................... 5 5.2 Level of Service Calculations ........................................................................................ 10 6. CRASH DATA ...................................................................................................................... 10 7. PEDESTRIAN FACILITIES ................................................................................................ 11 8. PARKING DEMAND ........................................................................................................... 11 9. TRANSPORTATION IMPACT FEES ................................................................................. 12 10. CONCLUSIONS ................................................................................................................... 13 LIST OF FIGURES Figure 1: Site Vicinity Map ............................................................................................................ 2 Figure 2: Development Trip Distribution PM Peak-Hour .............................................................. 6 Figure 3: 2021 Existing Turning Movements ................................................................................. 7 Figure 4: 2024 Baseline Turning Movements ................................................................................ 8 Figure 5: 2024 Future with Development Turning Movements ..................................................... 9 LIST OF TABLES Table 1: Level of Service Criteria ................................................................................................... 3 Table 2: Trip Generation Summary ................................................................................................ 4 Table 3: Level of Service Summary ............................................................................................. 10 Table 4: Crash Rate Summary ...................................................................................................... 11 Table 5: Shared Peak Parking Demand ........................................................................................ 12 ATTACHMENTS Trip Generation Calculations ......................................................................................................... A Count Data and Turning Movement Calculations .......................................................................... B Level of Service Calculations ......................................................................................................... C Parking Data................................................................................................................................... D Crash Data ....................................................................................................................................... E Site Plan ....................................................................................................................................... F Harrington Redevelopment Traffic Impact Analysis Gibson Traffic Consultants, Inc. June 2021 info@gibsontraffic.com 1 GTC #20-112 1. DEVELOPMENT IDENTIFICATION Gibson Traffic Consultants, Inc. (GTC) has been retained to provide a traffic impact analysis for Harrington Redevelopment development. This report is intended to provide the City of Renton with the necessary traffic generation, trip distribution and intersection analysis to facilitate their review of the development. The Harrington Redevelopment development is in the southeast corner of the intersection of NE Sunset Blvd (SR-900) and Harrington Ave NE in the City of Renton. A site vicinity map is included in Figure 1. The development is proposed to consist of 69 apartments with 3,461 square-feet (SF) of commercial space. There is currently a Pizza Hut, Subway and general office space that comprise 4,860 SF of commercial space to be removed. The site will gain access to the road system through the existing curb cut on the east side of the site to NE Sunset Blvd and the curb cut on the south side of the site to Harrington Ave NE. There will be a total of 69 vehicle parking spaces proposed. Matthew Palmer, responsible for this report and traffic analysis, is a licensed professional engineer (Civil) in the State of Washington and member of the Washington State section of ITE. 2. METHODOLOGY The analysis contained in this report is based on the City of Renton Policy Guidelines for Traffic Impact Analysis for New Development. Additionally, the access to Harrington Avenue has been analyzed under the future with development conditions. The level of service analysis has been performed in accordance with the Highway Capacity Manual 6th Edition (HCM). Congestion is generally measured in terms of level of service (LOS). 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. A summary of the level of service criteria is included in Table 1. TRAFFIC IMPACT STUDY CITY OF RENTON G IBSON T RAFFIC C HARRINGTON REDEVELOPMENT (69 APTS & 3,461 SF HTSD) ONSULTANTS GTC #20-112 N N E 3 R D S T S 2ND ST AIRPORT WAY S P A R K D R N 30TH ST N 27TH ST RENTON AVE S EDMONDS AVE NEPARK AVE NLOGAN AVE NRAINIER AVE NNE SITE HARRINGTON AVE NELEGEND FIGURE 1 SITE VICINITY MAP DEVELOPMENT SITE STUDY INTERSECTIONS## #1 #2 Harrington Redevelopment Traffic Impact Analysis Gibson Traffic Consultants, Inc. June 2021 info@gibsontraffic.com 3 GTC #20-112 Table 1: Level of Service Criteria 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 The level of service at two-way stop-controlled intersections is based on the average delay for the stopped approach with the highest delay. The level of service at all-way stop-controlled intersections and signalized intersections is based on the average delay for all vehicles. The level of service analysis for unsignalized and signalized intersections has been performed utilizing the Synchro 10 software. The trip generation calculations for the development are based on average trip generation rates published in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 10th Edition + Supplement (2020). 1 Source: Highway Capacity Manual 2010. 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. Harrington Redevelopment Traffic Impact Analysis Gibson Traffic Consultants, Inc. June 2021 info@gibsontraffic.com 4 GTC #20-112 3. TRIP GENERATION Trip generation calculations for the Harrington Redevelopment development have been performed utilizing data published in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 10th Edition + Supplement (2020). The average trip generation rates for the following ITE Land Use Codes (LUC) have been utilized in the trip generation calculations: LUC 221, Multifamily Housing (Mid-Rise) – 69 apartments units LUC 932, High Turnover Sit Down Restaurant (HTSD) – 3,461 SF LUC 932, High Turnover Sit Down Restaurant (HTSD) – 3,624 SF (Removed) LUC 710, General Office – 1,236 SF (Removed) ITE Land Use Code 221 has been utilized for the 69 proposed apartments since they will include 7 stories, which meets the criteria of ITE Land Use Code 221. ITE also publishes a pass-by rate for ITE Land Use Code 932 to account for existing trips along the roadway using the site. This pass-by rate, 43%, has been applied to the daily and peak-hour trip generation calculations. The trip generation of the Harrington Redevelopment development is summarized in Table 2. Table 2: Trip Generation Summary Land Use Units/Size Average Daily Trips AM Peak-Hour Trips PM Peak-Hour Trips Inbound Outbound Total Inbound Outbound Total Apartments 69 Units 376 7 18 25 18 12 30 HTSD 3,461 SF 221 11 9 20 12 7 19 HTSD (Removed) 3,624 SF -232 -12 -9 -21 -12 -8 -20 General Office (Removed) 1,236 SF -12 -1 0 -1 0 -1 -1 TOTAL NEW TRIPS 353 5 18 23 18 10 28 The Harrington Redevelopment development is anticipated to generate approximately 353 new average daily trips with 23 new AM peak-hour trips and 28 new PM peak-hour trips. The trip generation calculations are included in the attachments. Harrington Redevelopment Traffic Impact Analysis Gibson Traffic Consultants, Inc. June 2021 info@gibsontraffic.com 5 GTC #20-112 4. TRIP DISTRIBUTION The Harrington Redevelopment development is proposed to have one access to Harrington Avenue near the south edge of the property and one access to NE Sunset Blvd (SR-900) near the east edge of the property. The distribution of trips is based on existing count data and surrounding uses. It is anticipated that 50% of the development’s trips will travel to and from the west and 45% to and from the east along NE Sunset Blvd. The remaining 5% of the development’s trips are anticipated to travel to and from the south along Harrington Ave NE. It is possible that trips generated by the development could travel to and from the north along Harrington Avenue NE; however, the distribution represents the highest potential impact to the study intersections. Detailed trip distributions for the PM peak-hour is shown in Figure 2. 5. INTERSECTION LEVEL OF SERVICE ANALYSIS The intersection of NE Sunset Blvd at Harrington Ave NE was identified for intersection analysis with the development as it represents the only off-site intersection impacted with 20 peak-hour trips. Additionally, the site access to Harrington Avenue NE has also been analyzed. 5.1 Turning Movement Calculations The existing PM peak-hour turning movements at the study intersection were collected by the independent count firm Traffic Data Gathering in April 2021. Traffic volumes are impacted by the COVID-19 pandemic, the traffic volumes have been increased by 6% during the PM peak-hours. This was determined based on information provided by WSDOT along I-405 in Renton. The 2021 existing turning movements at the study intersection are shown in Figure 3. The future analysis has been performed for the year 2024, which represents a 3-year horizon period and is beyond when the development is anticipated to be constructed and occupied. The 2024 baseline turning movements have been calculated by applying a 2.5% annually compounding growth rate to the 2021 existing turning movements. The growth rate is consistent with that used for other developments in the city. The 2024 baseline turning movements at the study intersection are shown in Figure 4. The 2024 future with development turning movements at the study intersections have been calculated by adding the development’s trips to the 2024 baseline turning movements. The turning movements at the site access are based volumes from the adjacent intersection of NE Sunset Blvd at Harrington Avenue NE with the addition of 5 trips to each movement from to/from the existing site access. The 2024 future with development turning movements are shown in Figure 5. TRAFFIC IMPACT STUDY CITY OF RENTON G IBSON T RAFFIC C HARRINGTON REDEVELOPMENT (69 APTS & 3,461 SF HTSD) ONSULTANTS GTC #20-112 N N E 3 R D S T S 2ND ST AIRPORT WAY S P A R K D R N 30TH ST N 27TH ST RENTON AVE S EDMONDS AVE NEPARK AVE NLOGAN AVE NRAINIER AVE NNE SITE HARRINGTON AVE NELEGEND 25 AWDT PEAKPM (DAILY/PEAK HOUR) NEW SITE TRAFFIC TRIP DISTRIBUTION % FIGURE 2 DEVELOPMENT TRIP DISTRIBUTION PM PEAK-HOUR 50 1 7 6 5 9 5 181 1 45 1598 4 TRAFFIC IMPACT STUDY CITY OF RENTON G IBSON T RAFFIC C HARRINGTON REDEVELOPMENT (69 APTS & 3,461 SF HTSD) ONSULTANTS GTC #20-112 N N E 3 R D S T S 2ND ST AIRPORT WAY S P A R K D R N 30TH ST N 27TH ST RENTON AVE S EDMONDS AVE NEPARK AVE NLOGAN AVE NRAINIER AVE NNE SITE HARRINGTON AVE NELEGEND PM PEAK-HOUR TURNING MOVEMENTS FIGURE 3 EXISTING TURNING MOVEMENTS PM PEAK-HOUR XXX 55142 934 73 534398 1028 7715155 5 591 TRAFFIC IMPACT STUDY CITY OF RENTON G IBSON T RAFFIC C HARRINGTON REDEVELOPMENT (69 APTS & 3,461 SF HTSD) ONSULTANTS GTC #20-112 N N E 3 R D S T S 2ND ST AIRPORT WAY S P A R K D R N 30TH ST N 27TH ST RENTON AVE S EDMONDS AVE NEPARK AVE NLOGAN AVE NRAINIER AVE NNE SITE HARRINGTON AVE NELEGEND PM PEAK-HOUR TURNING MOVEMENTS FIGURE 4 2024 BASELINE TURNING MOVEMENTS PM PEAK-HOUR XXX 66152 1006 79 575429 1107 8316266 6 698 TRAFFIC IMPACT STUDY CITY OF RENTON G IBSON T RAFFIC C HARRINGTON REDEVELOPMENT (69 APTS & 3,461 SF HTSD) ONSULTANTS GTC #20-112 N N E 3 R D S T S 2ND ST AIRPORT WAY S P A R K D R N 30TH ST N 27TH ST RENTON AVE S EDMONDS AVE NEPARK AVE NLOGAN AVE NRAINIER AVE NNE SITE HARRINGTON AVE NELEGEND PM PEAK-HOUR TURNING MOVEMENTS FIGURE 5 2024 FUTURE WITH DEVELOPMENT TURNING MOVEMENTS PM PEAK-HOUR XXX 66152 1006 87 615479 1107 921622315 7 798 Harrington Redevelopment Traffic Impact Analysis Gibson Traffic Consultants, Inc. June 2021 info@gibsontraffic.com 10 GTC #20-112 5.2 Level of Service Calculations The 2021 existing level of service calculations have been performed utilizing the existing channelization, existing intersection control and peak-hour factors and heavy vehicle factors from the 2021 turning movement counts. The 2024 baseline and 2024 future with development level of service analysis does not include any changes to the existing channelization or control. The level of service summary is included in Table 3. Table 3: Level of Service Summary Intersection Approach 2021 Existing Conditions 2024 Baseline Conditions 2024 Future w Development Conditions LOS Delay LOS Delay LOS Delay 1. NE Sunset Blvd at Harrington Avenue Intersection A 7.9 sec A 8.0 sec A 8.2 sec 2. Site Access at Harrington Avenue Westbound A 9.5 sec A 9.6 sec A 9.5 sec The analysis shows that the study intersection of NE Sunset Blvd at Harrington Ave NE currently will remain at LOS A under the 2024 baseline and 2024 future with development conditions. The site access is anticipated to operate at acceptable LOS A under the 2024 future with development conditions as well. There is a slight improvement at the site access with the development due to the additional right-turn movements which can reduce delay on a stop-controlled approach. The level of service calculations are included in the attachments. 6. CRASH DATA Crash data for the intersection of NE Sunset Blvd at Harrington Ave NE, including 500 feet along each leg, was obtained from WSDOT for the period from January 1, 2016, through December 31, 2020. This period represents approximately 5 years. The crash data showed a total of 15 crashes in the study area, but only 11 occurred at the study intersection and only 8 were associated with the study intersection. The other 4 crashes occurred at adjacent driveways and were not associated with the study intersection. The 11 crashes that occurred at the intersection of NE Sunset Blvd at Harrington Ave NE included 5 rear-end, 2 sideswipes, 2 enter at angle, 1 cyclist and 1 head-on. None of the crashes resulted in a fatality. The crash rate is summarized in Table 4. Harrington Redevelopment Traffic Impact Analysis Gibson Traffic Consultants, Inc. June 2021 info@gibsontraffic.com 11 GTC #20-112 Table 4: Crash Rate Summary Crashes Years Crash Rate per Year Daily Trips Crash Rate per Million Entering Vehicles (MEV) 11 5 2.2 22,440 0.27 The crash rate shows that there are 2.2 crashes per year and a crash rate of 0.27 per MEV. Both rates are below typical crash rates for a signalized intersection. The crash data is included in the attachments. 7. PEDESTRIAN FACILITIES The existing pedestrian facilities in the area include sidewalks along both sides of NE Sunset Blvd and Harrington Ave NE with pedestrian cycles on all legs of the signalized intersection. The development will include frontage improvements along both NE Sunset Blvd and Harrington Ave NE to tie into the existing pedestrian connectivity in the site vicinity. 8. PARKING DEMAND The parking demand calculations for the combined residential and commercial uses are based on the information provided in Parking Generation, 5th Edition by the Institute of Transportation Engineers (ITE). The parking demand for the development are based on average parking demand rates for ITE Land Use Codes (LUC) 221, Multifamily (Mid-Rise) in a dense multi-use urban location and ITE LUC 932, HTSD – Family, during a non-December, non-Friday weekday in a dense multi-use urban location. Based on ITE parking demand rates, the development will have a parking demand of 62 residential spaces and 22 commercial parking spaces for a total parking demand of 84 parking spaces. Note: the average parking demand in ITE is the average of all the maximum data points within the study period and should be viewed as the average of maximums. Based on King County Metro Transit’s Right Size Parking Project, the location of the proposed development would have an anticipated unbundled parking demand rate of 0.84 parking stalls per unit based on the number, type, and size of the units (42 one-bedroom and 27 two-bedroom) in the development. This would result in a demand of 58 parking stalls for the 69 residential units. Data provided in ITE Parking Generation shows the percent of peak parking demand for different uses for various hours of the day. Summarized in Table 5 is the shared peak parking demand for the site using the same square footage and building uses. It considers the number of parking spaces being utilized throughout the day with shared parking for every use. Utilizing a shared parking methodology, the development is anticipated to have a maximum parking demand of 66 parking spaces which will occur at 10 PM. Harrington Redevelopment Traffic Impact Analysis Gibson Traffic Consultants, Inc. June 2021 info@gibsontraffic.com 12 GTC #20-112 Table 5: Shared Peak Parking Demand Hour Beginning Multifamily (Mid-Rise) HTSD Total % Peak Demand Peak Demand % Peak Demand Peak Demand 12:00-4:00 AM 100 62 --- 0 62 5:00 AM 94 58 --- 0 58 6:00 AM 83 52 --- 0 52 7:00 AM 71 44 --- 0 44 8:00 AM 61 38 --- 0 38 9:00 AM 55 34 --- 0 34 10:00 AM 54 34 87 19 53 11:00 AM 53 33 90 20 53 12:00 PM 50 31 100 22 53 1:00 PM 49 30 98 22 52 2:00 PM 49 30 85 19 49 3:00 PM 50 31 73 16 47 4:00 PM 58 36 58 13 49 5:00 PM 64 40 63 14 54 6:00 PM 67 42 76 17 59 7:00 PM 70 43 78 17 61 8:00 PM 76 47 76 17 64 9:00 PM 83 52 55 12 64 10:00 PM 90 56 46 10 66 11:00 PM 93 58 --- 0 58 Utilizing the same ITE shared parking methodology but substituting the Right Size Parking demand for the residential use results in a peak shared parking demand of 62 vehicular parking spaces at 10 PM. 9. TRANSPORTATION IMPACT FEES The transportation impact fees for the Harrington Redevelopment are based on the current impact fees and could increase when the fees are actually paid. The current traffic impact fees for 2021 are $7,145.85 per Net New PM peak-hour vehicle trip. Per the trip generation section earlier in the TIA the development will the development will generate 28 net new PM peak-hour trips. Therefore, the total traffic mitigation fees for the Harrington Redevelopment are $200,298.18. Harrington Redevelopment Traffic Impact Analysis Gibson Traffic Consultants, Inc. June 2021 info@gibsontraffic.com 13 GTC #20-112 10. CONCLUSIONS The Harrington Redevelopment is proposed to consist of 69 apartments with 3,461 SF of commercial replacing a Pizza Hut, Subway and general office space that comprise 4,860 SF of commercial space. The development is anticipated to generate 353 new average daily trips with 22 new AM peak-hour trips and 28 new PM peak-hour trips. The intersection of NE Sunset Blvd at Harrington Ave NE is the only off-site intersection that is anticipated to be impacted with 20 PM peak-hour trips. The intersection currently operates at LOS A and will remain at LOS A under the 2024 baseline and 2024 future with development conditions. The development 69 parking spaces will be sufficient to support the anticipated parking demand for the site. The current transportation impact mitigation fees total $200,298.18; however, the actual fee will be determined when a complete building permit application is filed. A Trip Generation Calculations Harrington RedevelopmentGTC #20-112Trip Generation for: Weekday(a.k.a.): Average Weekday Daily Trips (AWDT)NET EXTERNAL TRIPS BY TYPEIN BOTH DIRECTIONSDIRECTIONAL ASSIGNMENTSGross TripsInternalCrossoverTOTAL PASS-BYDIVERTED LINKNEW PASS-BYDIVERTED LINKNEWLAND USESVARIABLEITE LU codeTripRate%IN%OUTIn+Out(Total)% ofGrossTripsTripsIn+Out(Total)In+Out(Total)% ofExt.TripsIn+Out(Total)% ofExt.TripsIn+Out(Total)In+Out(Total)In Out In Out In OutMultifamily (Mid-Rise)69 units 221 5.44 50%50% 375.360%0 3750%00%0 375 0 0 0 0 188 188HTSD Restaurant3.461 KSF 932 112.18 50%50% 388.250%0 38843%1670%0 221 83 83 0 0 111 111HTSD Restaurant (Removed)-3.624 KSF 932 112.18 50%50% -406.540%0 -40743%-1750%0 -232 -87 -87 0 0 -116 -116General Office (Removed)-1.236 KSF 710 9.74 50%50% -12.040%0-120%00%0 -12 0 0 0 0 -6 -6Totals345.030 345-80 353 -4 -4 0 0 176 176 A - 1 Harrington RedevelopmentGTC #20-112Trip Generation for: Weekday, Peak Hour of Adjacent Street Traffic, One Hour between 7 and 9 AM(a.k.a.): Weekday AM Peak HourNET EXTERNAL TRIPS BY TYPEIN BOTH DIRECTIONSDIRECTIONAL ASSIGNMENTSGross TripsInternalCrossoverTOTAL PASS-BYDIVERTED LINKNEW PASS-BYDIVERTED LINKNEWLAND USESVARIABLEITE LU codeTripRate%IN%OUTIn+Out(Total)% ofGrossTripsTripsIn+Out(Total)In+Out(Total)% ofExt.TripsIn+Out(Total)% ofExt.TripsIn+Out(Total)In+Out(Total)In Out In Out In OutMultifamily (Mid-Rise)69 units 2210.36 26%74% 25 0% 0 25 0% 0 0% 0 25 0 0 0 0 6.46 18.38HTSD Restaurant3.461 KSF 9329.94 55%45% 34 0% 0 34 43% 15 0% 0 20 8 7 0 0 10.79 8.82HTSD Restaurant (Removed)-3.624 KSF 9329.94 55%45% -36 0% 0 -36 43% -15 0% 0 -21 -9 -7 0 0 -11.29 -9.24General Office (Removed)-1.236 KSF 7101.16 86%14% -1 0% 0 -1 0% 0 0% 0 -1 0 0 0 0 -1.23 -0.20Totals220 22-10 22 0 0 0 0 4.73 17.76 A - 2 Harrington RedevelopmentGTC #20-112Trip Generation for: Weekday, Peak Hour of Adjacent Street Traffic, One Hour between 4 and 6 PM(a.k.a.): Weekday PM Peak HourNET EXTERNAL TRIPS BY TYPEIN BOTH DIRECTIONSDIRECTIONAL ASSIGNMENTSGross TripsInternalCrossoverTOTAL PASS-BYDIVERTED LINKNEW PASS-BYDIVERTED LINKNEWLAND USESVARIABLEITE LU codeTripRate%IN%OUTIn+Out(Total)% ofGrossTripsTripsIn+Out(Total)In+Out(Total)% ofExt.TripsIn+Out(Total)% ofExt.TripsIn+Out(Total)In+Out(Total)In Out In Out In OutMultifamily (Mid-Rise)69 units 2210.44 61%39% 30 0% 0 30 0% 0 0% 0 30 0 0 0 0 18.52 11.84HTSD Restaurant3.461 KSF 9329.77 62%38% 34 0% 0 34 43% 15 0% 0 19 9 6 0 0 11.95 7.32HTSD Restaurant (Removed)-3.624 KSF 9329.77 62%38% -35 0% 0 -35 43% -15 0% 0 -20 -9 -6 0 0 -12.51 -7.67General Office (Removed)-1.236 KSF 7101.15 16%84% -1 0% 0 -1 0% 0 0% 0 -1 0 0 0 0 -0.23 -1.19Totals270 27-10 28 0 0 0 0 17.73 10.30 A - 3 Harrington Redevelopment GTC #20-112 AM Peak-Hour New AM Peak Hour Trips New AM Peak Hour Trips In Out Total In Out Total 100% 353 4.73 17.76 22.49 100% 353 5 18 22 1% 3.53 0.05 0.18 0.22 51% 179.97 2.41 9.06 11.47 2% 7.06 0.09 0.36 0.45 52% 183.50 2.46 9.24 11.69 3% 10.59 0.14 0.53 0.67 53% 187.03 2.51 9.41 11.92 4% 14.12 0.19 0.71 0.90 54% 190.56 2.55 9.59 12.14 5% 17.64 0.24 0.89 1.12 55% 194.09 2.60 9.77 12.37 6% 21.17 0.28 1.07 1.35 56% 197.62 2.65 9.95 12.59 7% 24.70 0.33 1.24 1.57 57% 201.15 2.70 10.12 12.82 8% 28.23 0.38 1.42 1.80 58% 204.68 2.74 10.30 13.04 9% 31.76 0.43 1.60 2.02 59% 208.21 2.79 10.48 13.27 10% 35.29 0.47 1.78 2.25 60% 211.73 2.84 10.66 13.49 11% 38.82 0.52 1.95 2.47 61% 215.26 2.89 10.83 13.72 12% 42.35 0.57 2.13 2.70 62% 218.79 2.93 11.01 13.94 13% 45.88 0.61 2.31 2.92 63% 222.32 2.98 11.19 14.17 14% 49.40 0.66 2.49 3.15 64% 225.85 3.03 11.37 14.39 15% 52.93 0.71 2.66 3.37 65% 229.38 3.07 11.54 14.62 16% 56.46 0.76 2.84 3.60 66% 232.91 3.12 11.72 14.84 17% 59.99 0.80 3.02 3.82 67% 236.44 3.17 11.90 15.07 18% 63.52 0.85 3.20 4.05 68% 239.97 3.22 12.08 15.29 19% 67.05 0.90 3.37 4.27 69% 243.49 3.26 12.25 15.52 20% 70.58 0.95 3.55 4.50 70% 247.02 3.31 12.43 15.74 21% 74.11 0.99 3.73 4.72 71% 250.55 3.36 12.61 15.97 22% 77.64 1.04 3.91 4.95 72% 254.08 3.41 12.79 16.19 23% 81.16 1.09 4.08 5.17 73% 257.61 3.45 12.96 16.42 24% 84.69 1.14 4.26 5.40 74% 261.14 3.50 13.14 16.64 25% 88.22 1.18 4.44 5.62 75% 264.67 3.55 13.32 16.87 26% 91.75 1.23 4.62 5.85 76% 268.20 3.59 13.50 17.09 27% 95.28 1.28 4.80 6.07 77% 271.73 3.64 13.68 17.32 28% 98.81 1.32 4.97 6.30 78% 275.25 3.69 13.85 17.54 29% 102.34 1.37 5.15 6.52 79% 278.78 3.74 14.03 17.77 30% 105.87 1.42 5.33 6.75 80% 282.31 3.78 14.21 17.99 31% 109.40 1.47 5.51 6.97 81% 285.84 3.83 14.39 18.22 32% 112.92 1.51 5.68 7.20 82% 289.37 3.88 14.56 18.44 33% 116.45 1.56 5.86 7.42 83% 292.90 3.93 14.74 18.67 34% 119.98 1.61 6.04 7.65 84% 296.43 3.97 14.92 18.89 35% 123.51 1.66 6.22 7.87 85% 299.96 4.02 15.10 19.12 36% 127.04 1.70 6.39 8.10 86% 303.49 4.07 15.27 19.34 37% 130.57 1.75 6.57 8.32 87% 307.01 4.12 15.45 19.57 38% 134.10 1.80 6.75 8.55 88% 310.54 4.16 15.63 19.79 39% 137.63 1.84 6.93 8.77 89% 314.07 4.21 15.81 20.02 40% 141.16 1.89 7.10 9.00 90% 317.60 4.26 15.98 20.24 41% 144.68 1.94 7.28 9.22 91% 321.13 4.30 16.16 20.47 42% 148.21 1.99 7.46 9.45 92% 324.66 4.35 16.34 20.69 43% 151.74 2.03 7.64 9.67 93% 328.19 4.40 16.52 20.92 44% 155.27 2.08 7.81 9.90 94% 331.72 4.45 16.69 21.14 45% 158.80 2.13 7.99 10.12 95% 335.25 4.49 16.87 21.37 46% 162.33 2.18 8.17 10.35 96% 338.77 4.54 17.05 21.59 47% 165.86 2.22 8.35 10.57 97% 342.30 4.59 17.23 21.82 48% 169.39 2.27 8.52 10.80 98% 345.83 4.64 17.40 22.04 49% 172.92 2.32 8.70 11.02 99% 349.36 4.68 17.58 22.27 50% 176.45 2.37 8.88 11.25 100% 352.89 4.73 17.76 22.49 %%New ADT New ADT A - 4 Harrington Redevelopment GTC #20-112 PM Peak-Hour New PM Peak Hour Trips New PM Peak Hour Trips In Out Total In Out Total 100% 353 17.73 10.30 28.03 100% 353 18 10 28 1% 3.53 0.18 0.10 0.28 51% 179.97 9.04 5.25 14.30 2% 7.06 0.35 0.21 0.56 52% 183.50 9.22 5.36 14.58 3% 10.59 0.53 0.31 0.84 53% 187.03 9.40 5.46 14.86 4% 14.12 0.71 0.41 1.12 54% 190.56 9.57 5.56 15.14 5% 17.64 0.89 0.52 1.40 55% 194.09 9.75 5.67 15.42 6% 21.17 1.06 0.62 1.68 56% 197.62 9.93 5.77 15.70 7% 24.70 1.24 0.72 1.96 57% 201.15 10.11 5.87 15.98 8% 28.23 1.42 0.82 2.24 58% 204.68 10.28 5.97 16.26 9% 31.76 1.60 0.93 2.52 59% 208.21 10.46 6.08 16.54 10% 35.29 1.77 1.03 2.80 60% 211.73 10.64 6.18 16.82 11% 38.82 1.95 1.13 3.08 61% 215.26 10.82 6.28 17.10 12% 42.35 2.13 1.24 3.36 62% 218.79 10.99 6.39 17.38 13% 45.88 2.30 1.34 3.64 63% 222.32 11.17 6.49 17.66 14% 49.40 2.48 1.44 3.92 64% 225.85 11.35 6.59 17.94 15% 52.93 2.66 1.55 4.20 65% 229.38 11.52 6.70 18.22 16% 56.46 2.84 1.65 4.48 66% 232.91 11.70 6.80 18.50 17% 59.99 3.01 1.75 4.77 67% 236.44 11.88 6.90 18.78 18% 63.52 3.19 1.85 5.05 68% 239.97 12.06 7.00 19.06 19% 67.05 3.37 1.96 5.33 69% 243.49 12.23 7.11 19.34 20% 70.58 3.55 2.06 5.61 70% 247.02 12.41 7.21 19.62 21% 74.11 3.72 2.16 5.89 71% 250.55 12.59 7.31 19.90 22% 77.64 3.90 2.27 6.17 72% 254.08 12.77 7.42 20.18 23% 81.16 4.08 2.37 6.45 73% 257.61 12.94 7.52 20.46 24% 84.69 4.26 2.47 6.73 74% 261.14 13.12 7.62 20.74 25% 88.22 4.43 2.58 7.01 75% 264.67 13.30 7.73 21.02 26% 91.75 4.61 2.68 7.29 76% 268.20 13.47 7.83 21.30 27% 95.28 4.79 2.78 7.57 77% 271.73 13.65 7.93 21.58 28% 98.81 4.96 2.88 7.85 78% 275.25 13.83 8.03 21.86 29% 102.34 5.14 2.99 8.13 79% 278.78 14.01 8.14 22.14 30% 105.87 5.32 3.09 8.41 80% 282.31 14.18 8.24 22.42 31% 109.40 5.50 3.19 8.69 81% 285.84 14.36 8.34 22.70 32% 112.92 5.67 3.30 8.97 82% 289.37 14.54 8.45 22.98 33% 116.45 5.85 3.40 9.25 83% 292.90 14.72 8.55 23.26 34% 119.98 6.03 3.50 9.53 84% 296.43 14.89 8.65 23.55 35% 123.51 6.21 3.61 9.81 85% 299.96 15.07 8.76 23.83 36% 127.04 6.38 3.71 10.09 86% 303.49 15.25 8.86 24.11 37% 130.57 6.56 3.81 10.37 87% 307.01 15.43 8.96 24.39 38% 134.10 6.74 3.91 10.65 88% 310.54 15.60 9.06 24.67 39% 137.63 6.91 4.02 10.93 89% 314.07 15.78 9.17 24.95 40% 141.16 7.09 4.12 11.21 90% 317.60 15.96 9.27 25.23 41% 144.68 7.27 4.22 11.49 91% 321.13 16.13 9.37 25.51 42% 148.21 7.45 4.33 11.77 92% 324.66 16.31 9.48 25.79 43% 151.74 7.62 4.43 12.05 93% 328.19 16.49 9.58 26.07 44% 155.27 7.80 4.53 12.33 94% 331.72 16.67 9.68 26.35 45% 158.80 7.98 4.64 12.61 95% 335.25 16.84 9.79 26.63 46% 162.33 8.16 4.74 12.89 96% 338.77 17.02 9.89 26.91 47% 165.86 8.33 4.84 13.17 97% 342.30 17.20 9.99 27.19 48% 169.39 8.51 4.94 13.45 98% 345.83 17.38 10.09 27.47 49% 172.92 8.69 5.05 13.73 99% 349.36 17.55 10.20 27.75 50% 176.45 8.87 5.15 14.02 100% 352.89 17.73 10.30 28.03 %%New ADT New ADT A - 5 B Count Data and Turning Movement Calculations Right 73 PHF HV 50 0.78 0.0%Right 0.48 0.0% 0.93 1.1% 1.00 2.2% 0.95 1.6% PHF = Peak Hour Factor HV = Heavy Vehicles 970 Bicycles = 0 Peds Crossing West Leg = 7Peds Crossing South Leg = 9Intersection SB Total = 23 Right Thru Left U-Turn PEAK HOUR SUMMARY 4 SB Total TURNING MOVEMENTS DIAGRAM Bicycles = 1 Heavy Vehicles = 0 147Approach SB Approach U-Turn Left Thru Right Thru Left Count Period Heavy Vehicles = 0 2 881 69 Bicycles = 0WB Total = 952Peds Crossing East Leg= 4U-Turn EB Total Heavy Vehicles = 21Intersection NE Sunset Boulevard @ Harrington Avenue NE WB Approach Harrington Avenue NENE Sunset Boulevard U-Turn Left Thru 0 931 8 0 1025 EB Approach 5:00 PM - 6:00 PM 0.95 1.6% 2117 NB ApproachBicycles = 0EB Total = 1051Heavy Vehicles = 12NB Total = 91 Renton, WA WB Total 0 37 Date Time Wed 4/14/2021 4:00 PM - 6:00 PM Harrington Avenue NEPeak Hour Volume PHF HV NE Sunset Boulevard Peds Crossing North Leg = 3 NB Total 1455130 B - 1 LOCATION:NE Sunset Boulevard @ Harrington Avenue NE TDG Renton, WA 4/14/2021 DURATION OF COUNT (Hrs):2 TIME INTERVAL INTERVAL ENDING TOTALS AT Peds Bicycle HV U-Turn Left Thru Right Peds Bicycle HV U-Turn Left Thru Right Peds Bicycle HV U-Turn Left Thru Right Peds Bicycle HV U-Turn Left Thru Right 04:15 PM 1 0 0 0 0 1 2 2 1 0 0 8 2 11 1 1 11 0 13 220 3 2 0 3 0 0 236 10 506 04:30 PM 0 1 1 0 0 1 6 1 2 0 0 7 1 14 0 0 7 0 19 192 2 1 0 2 0 1 187 14 444 04:45 PM 4 0 0 0 0 1 2 2 0 0 0 6 1 10 2 0 10 0 13 231 0 1 0 4 0 1 221 14 500 05:00 PM 2 0 0 0 1 2 2 3 0 0 0 16 2 7 1 0 1 0 19 212 0 3 0 2 0 0 212 17 490 05:15 PM 0 0 0 0 0 1 2 1 0 0 0 4 2 9 1 0 5 0 15 222 0 4 0 4 0 1 257 18 531 05:30 PM 2 0 0 0 1 0 1 7 0 0 0 12 1 7 3 0 6 0 22 217 0 3 0 3 0 3 203 17 484 05:45 PM 1 0 0 0 2 1 9 0 1 0 0 11 1 15 0 0 4 0 11 224 2 0 0 1 0 0 250 18 544 06:00 PM 0 0 0 0 2 3 1 1 0 0 0 10 0 19 0 0 6 0 21 218 0 0 0 4 0 4 260 20 558 3 0 0 0 5 5 13 9 1 0 0 37 4 50 4 0 21 0 69 881 2 7 0 12 0 8 970 73 INTERSECTION ALL MOVEMENTS 2117 % HV 0.0%0.0%2.2%1.1%1.6% HV = Heavy Vehicle PHF = Peak Hour Factor INTERVAL TOTALS TIME INTERVAL Peds Bicycle HV U-Turn Left Thru Right Peds Bicycle HV U-Turn Left Thru Right Peds Bicycle HV U-Turn Left Thru Right Peds Bicycle HV U-Turn Left Thru Right 4:00 PM - 5:00 PM 7 1 1 0 1 5 12 8 3 0 0 37 6 42 4 1 29 0 64 855 5 7 0 11 0 2 856 55 1940 4:15 PM - 5:15 PM 6 1 1 0 1 5 12 7 2 0 0 33 6 40 4 0 23 0 66 857 2 9 0 12 0 3 877 63 1965 4:30 PM - 5:30 PM 8 0 0 0 2 4 7 13 0 0 0 38 6 33 7 0 22 0 69 882 0 11 0 13 0 5 893 66 2005 4:45 PM - 5:45 PM 5 0 0 0 4 4 14 11 1 0 0 43 6 38 5 0 16 0 67 875 2 10 0 10 0 4 922 70 2049 5:00 PM - 6:00 PM 3 0 0 0 5 5 13 9 1 0 0 37 4 50 4 0 21 0 69 881 2 7 0 12 0 8 970 73 2117 4:00 PM - 6:00 PM Total:10 1 1 0 6 10 25 17 4 0 0 74 10 92 8 1 50 0 133 1736 7 14 0 23 0 10 1826 128 4057 NE Sunset Boulevard ROLLING HOUR COUNT FROM NORTH ON FROM SOUTH ON FROM EAST ON FROM WEST ON 4:00 PM - 6:00 PM PEAK HOUR:5:00 PM - 6:00 PM Harrington Avenue NE Harrington Avenue NE NE Sunset Boulevard 0.95 23 91 952 0.48 0.78 1.00 0.93PEAK HOUR FACTOR PEAK HOUR TOTALS Harrington Avenue NE Harrington Avenue NE 1051 COUNTED BY: DATE OF REDUCTION: INTERSECTION TURNING MOVEMENTS REDUCTION SHEET NE Sunset BoulevardNE Sunset Boulevard FROM NORTH ON FROM SOUTH ON FROM EAST ON FROM WEST ON DATE OF COUNT:Wed. 4/14/2021 START OF COUNT:4:00 PM TIME OF COUNT:4:00 PM - 6:00 PM B - 2 1 Sunset Blvd @ Harrington Ave Page 1 of 2 Synchro ID: 1 Existing 23 37 14 Average Weekday 13 5 5 842 PM Peak Hour 13 Harrington Ave NE 2 Year: 4/14/21 931 881 881 952 37 69 Data Source:TDG 1,982 NE Sunset Blvd 2,117 NE Sunset Blvd 1,977 North 8 5 1,051 970 970 1,025 73 Harrington Ave NE 50 73569 37450 147 238 91 24 39 15 14 5 5 842 Average Weekday PM Peak Hour 14 Harrington Ave NE 2 987 934 934 1,009 Percent Change:6.0%39 73 2,101 NE Sunset Blvd 2,244 NE Sunset Blvd 2,096 North 8 5 1,114 1,028 1,028 1,087 77 Harrington Ave NE 53 77573 39453 156 252 96 Future without Project 27 43 16 Average Weekday 15 6 6 952 PM Peak Hour 15 Harrington Ave NE 2 Year:2024 1,063 1,006 1,006 1,087 Growth Rate =2.5%42 79 Years of Growth = 3 2,262 NE Sunset Blvd 2,417 NE Sunset Blvd 2,257 North Total Growth = 1.0769 9 6 1,199 1,107 1,107 1,170 83 Harrington Ave NE 57 83679 42557 168 272 104 Total Project Trips 000 Average Weekday 000 000 PM Peak Hour 0 Harrington Ave NE 0 5 0 0 8 5 8 14 NE Sunset Blvd 26 NE Sunset Blvd 12 North 0 0 9 0 0 4 9 Harrington Ave NE 4 908 504 17 26 9 Future with Proj ect 27 43 16 Average Weekday 15 6 6 952 PM Peak Hour 15 Harrington Ave NE 2 1,068 1,006 1,006 1,095 47 87 2,276 NE Sunset Blvd 2,443 NE Sunset Blvd 2,269 North 9 6 1,208 1,107 1,107 1,174 92 Harrington Ave NE 61 92687 47561 185 298 113 Normalized Existing (COVID- 19 Factor) Based on I-405 Volumes in Renton during that day. B - 3 2 Site Access @ Harrington Ave Page 2 of 2 Synchro ID: 2 Existing 147 238 91 Average Weekday 0 142 5 0865 PM Peak Hour 0 Harrington Ave 5 Year: 4/14/21 0 0 0 10 0 5 Data Source:TDG 0 --- 248 Site Access 20 North 0 5 -Extrapolated from signal to the 0 0 0 10 north and added 5s to 0 Harrington Ave 5 turning movements. 0 142 5 0865 147 238 91 156 252 96 0 151 5 0915 Average Weekday PM Peak Hour 0 Harrington Ave 5 0 0 011 Percent Change:6.0%0 5 0 --- 263 Site Access 21 North 0 5 000 11 0 Harrington Ave 5 0 151 5 0915 156 252 96 Future without Project 168 272 104 Average Weekday 0 162 6 0986 PM Peak Hour 0 Harrington Ave 6 Year:2024 0 0 012 Growth Rate =2.5%0 6 Years of Growth = 3 0 --- 284 Site Access 24 North Total Growth = 1.0769 0 6 000 12 0 Harrington Ave 6 0 162 6 0986 168 272 104 Total Project Trips 17 26 9 Average Weekday 0017 009 PM Peak Hour 0 Harrington Ave 9 0 0 0 10 0 1 0 --- 28 Site Access 28 North 0 17 0 0 0 18 0 Harrington Ave 1 001 001 121 Future with Proj ect 185 298 113 Average Weekday 0 162 23 09815 PM Peak Hour 0 Harrington Ave 15 0 0 022 0 7 0 --- 312 Site Access 52 North 0 23 000 30 0 Harrington Ave 7 0 162 7 0987 169 274 105 Normalized Existing (COVID- 19 Factor) B - 4 B - 5 C Level of Service Calculations HCM 6th Signalized Intersection Summary 1: Harrington Ave NE & NE Sunset Blvd Harrington Redevelopment (20-112) Existing PM PM Peak GTC (MJP) Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 8 1028 77 73 934 2 39 4 53 5 5 14 Future Volume (veh/h) 8 1028 77 73 934 2 39 4 53 5 5 14 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 0.98 0.97 0.99 0.98 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 8 1082 81 77 983 2 41 4 56 5 5 15 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %222222222222 Cap, veh/h 15 1763 132 102 2093 4 318 23 186 196 138 189 Arrive On Green 0.01 0.53 0.53 0.06 0.58 0.58 0.12 0.12 0.12 0.12 0.12 0.12 Sat Flow, veh/h 1781 3349 251 1781 3638 7 1227 194 1536 518 1139 1558 Grp Volume(v), veh/h 8 574 589 77 480 505 45 0 56 10 0 15 Grp Sat Flow(s),veh/h/ln 1781 1777 1823 1781 1777 1869 1421 0 1536 1657 0 1558 Q Serve(g_s), s 0.2 9.2 9.2 1.7 6.4 6.4 0.9 0.0 1.4 0.0 0.0 0.3 Cycle Q Clear(g_c), s 0.2 9.2 9.2 1.7 6.4 6.4 1.1 0.0 1.4 0.2 0.0 0.3 Prop In Lane 1.00 0.14 1.00 0.00 0.91 1.00 0.50 1.00 Lane Grp Cap(c), veh/h 15 935 960 102 1022 1075 341 0 186 334 0 189 V/C Ratio(X)0.53 0.61 0.61 0.76 0.47 0.47 0.13 0.00 0.30 0.03 0.00 0.08 Avail Cap(c_a), veh/h 263 3845 3945 876 4457 4688 1034 0 945 1099 0 958 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 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 20.1 6.7 6.7 18.9 5.0 5.0 16.2 0.0 16.3 15.8 0.0 15.9 Incr Delay (d2), s/veh 25.7 0.7 0.6 10.8 0.3 0.3 0.2 0.0 0.9 0.0 0.0 0.2 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 0.2 2.1 2.1 0.9 1.2 1.3 0.4 0.0 0.4 0.1 0.0 0.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 45.8 7.4 7.4 29.7 5.4 5.3 16.3 0.0 17.2 15.8 0.0 16.0 LnGrp LOS D A A C AABABBAB Approach Vol, veh/h 1171 1062 101 25 Approach Delay, s/veh 7.6 7.1 16.8 15.9 Approach LOS AABB Timer - Assigned Phs 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 8.9 6.3 25.4 8.9 4.3 27.4 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 25.0 20.0 88.0 25.0 6.0 102.0 Max Q Clear Time (g_c+I1), s 3.4 3.7 11.2 2.3 2.2 8.4 Green Ext Time (p_c), s 0.4 0.1 10.2 0.0 0.0 7.7 Intersection Summary HCM 6th Ctrl Delay 7.9 HCM 6th LOS A C - 1 HCM 6th TWSC 2: Harrington Ave NE & Site Access Harrington Redevelopment (20-112) Existing PM PM Peak GTC (MJP) Intersection Int Delay, s/veh 0.5 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 5 5 91 5 5 151 Future Vol, veh/h 5 5 91 5 5 151 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 22222 Mvmt Flow 5 5 99 5 5 164 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 276 102 0 0 104 0 Stage 1 102 ----- Stage 2 174 ----- Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 714 953 - - 1488 - Stage 1 922 ----- Stage 2 856 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 711 953 - - 1488 - Mov Cap-2 Maneuver 711 ----- Stage 1 922 ----- Stage 2 853 ----- Approach WB NB SB HCM Control Delay, s 9.5 0 0.2 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 814 1488 - HCM Lane V/C Ratio - - 0.013 0.004 - HCM Control Delay (s) - - 9.5 7.4 0 HCM Lane LOS - - A A A HCM 95th %tile Q(veh) - - 0 0 - C - 2 HCM 6th Signalized Intersection Summary 1: Harrington Ave NE & NE Sunset Blvd Harrington Redevelopment (20-112) 2024 Baseline PM PM Peak GTC (MJP) Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 9 1107 83 79 1006 2 42 5 57 6 6 15 Future Volume (veh/h) 9 1107 83 79 1006 2 42 5 57 6 6 15 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 0.98 0.97 0.99 0.98 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 9 1165 87 83 1059 2 44 5 60 6 6 16 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %222222222222 Cap, veh/h 17 1847 138 108 2192 4 293 25 175 182 129 178 Arrive On Green 0.01 0.55 0.55 0.06 0.60 0.60 0.11 0.11 0.11 0.11 0.11 0.11 Sat Flow, veh/h 1781 3350 250 1781 3639 7 1198 221 1534 518 1134 1556 Grp Volume(v), veh/h 9 617 635 83 517 544 49 0 60 12 0 16 Grp Sat Flow(s),veh/h/ln 1781 1777 1823 1781 1777 1869 1419 0 1534 1653 0 1556 Q Serve(g_s), s 0.2 10.5 10.5 2.0 7.1 7.1 1.1 0.0 1.6 0.0 0.0 0.4 Cycle Q Clear(g_c), s 0.2 10.5 10.5 2.0 7.1 7.1 1.3 0.0 1.6 0.3 0.0 0.4 Prop In Lane 1.00 0.14 1.00 0.00 0.90 1.00 0.50 1.00 Lane Grp Cap(c), veh/h 17 980 1005 108 1070 1126 318 0 175 312 0 178 V/C Ratio(X)0.53 0.63 0.63 0.77 0.48 0.48 0.15 0.00 0.34 0.04 0.00 0.09 Avail Cap(c_a), veh/h 244 3571 3664 814 4139 4354 959 0 876 1018 0 888 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 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 21.6 6.8 6.8 20.3 4.9 4.9 17.8 0.0 17.9 17.3 0.0 17.4 Incr Delay (d2), s/veh 23.7 0.7 0.7 11.1 0.3 0.3 0.2 0.0 1.2 0.0 0.0 0.2 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 0.2 2.4 2.5 1.1 1.4 1.4 0.4 0.0 0.5 0.1 0.0 0.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 45.3 7.4 7.4 31.3 5.2 5.2 18.0 0.0 19.0 17.3 0.0 17.6 LnGrp LOS D A A C AABABBAB Approach Vol, veh/h 1261 1144 109 28 Approach Delay, s/veh 7.7 7.1 18.6 17.5 Approach LOS AABB Timer - Assigned Phs 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 9.0 6.6 28.1 9.0 4.4 30.4 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 25.0 20.0 88.0 25.0 6.0 102.0 Max Q Clear Time (g_c+I1), s 3.6 4.0 12.5 2.4 2.2 9.1 Green Ext Time (p_c), s 0.4 0.1 11.7 0.1 0.0 8.7 Intersection Summary HCM 6th Ctrl Delay 8.0 HCM 6th LOS A C - 3 HCM 6th TWSC 2: Harrington Ave NE & Site Access Harrington Redevelopment (20-112) 2024 Baseline PM PM Peak GTC (MJP) Intersection Int Delay, s/veh 0.6 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 6 6 98 6 6 162 Future Vol, veh/h 6 6 98 6 6 162 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 22222 Mvmt Flow 7 7 107 7 7 176 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 301 111 0 0 114 0 Stage 1 111 ----- Stage 2 190 ----- Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 691 942 - - 1475 - Stage 1 914 ----- Stage 2 842 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 688 942 - - 1475 - Mov Cap-2 Maneuver 688 ----- Stage 1 914 ----- Stage 2 838 ----- Approach WB NB SB HCM Control Delay, s 9.6 0 0.3 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 795 1475 - HCM Lane V/C Ratio - - 0.016 0.004 - HCM Control Delay (s) - - 9.6 7.5 0 HCM Lane LOS - - A A A HCM 95th %tile Q(veh) - - 0.1 0 - C - 4 HCM 6th Signalized Intersection Summary 1: Harrington Ave NE & NE Sunset Blvd Harrington Redevelopment (20-112) 2024 Future With PM PM Peak GTC (MJP) Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 9 1107 92 87 1006 2 47 5 61 6 6 15 Future Volume (veh/h) 9 1107 92 87 1006 2 47 5 61 6 6 15 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 0.98 0.97 0.99 0.98 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 9 1165 97 92 1059 2 49 5 64 6 6 16 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %222222222222 Cap, veh/h 17 1828 152 120 2216 4 292 23 177 180 130 179 Arrive On Green 0.01 0.55 0.55 0.07 0.61 0.61 0.12 0.12 0.12 0.12 0.12 0.12 Sat Flow, veh/h 1781 3319 276 1781 3639 7 1208 197 1535 523 1125 1556 Grp Volume(v), veh/h 9 623 639 92 517 544 54 0 64 12 0 16 Grp Sat Flow(s),veh/h/ln 1781 1777 1818 1781 1777 1869 1405 0 1535 1648 0 1556 Q Serve(g_s), s 0.2 10.9 11.0 2.3 7.2 7.2 1.3 0.0 1.7 0.0 0.0 0.4 Cycle Q Clear(g_c), s 0.2 10.9 11.0 2.3 7.2 7.2 1.6 0.0 1.7 0.3 0.0 0.4 Prop In Lane 1.00 0.15 1.00 0.00 0.91 1.00 0.50 1.00 Lane Grp Cap(c), veh/h 17 979 1001 120 1082 1138 314 0 177 310 0 179 V/C Ratio(X)0.53 0.64 0.64 0.76 0.48 0.48 0.17 0.00 0.36 0.04 0.00 0.09 Avail Cap(c_a), veh/h 237 3472 3552 791 4024 4233 930 0 852 988 0 864 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 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 22.2 7.0 7.0 20.6 4.9 4.9 18.3 0.0 18.4 17.7 0.0 17.8 Incr Delay (d2), s/veh 23.8 0.7 0.7 9.6 0.3 0.3 0.3 0.0 1.2 0.1 0.0 0.2 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 0.2 2.6 2.7 1.1 1.4 1.5 0.5 0.0 0.6 0.1 0.0 0.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 46.0 7.7 7.7 30.2 5.2 5.2 18.6 0.0 19.6 17.8 0.0 18.0 LnGrp LOS D A A C AABABBAB Approach Vol, veh/h 1271 1153 118 28 Approach Delay, s/veh 8.0 7.2 19.2 17.9 Approach LOS AABB Timer - Assigned Phs 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 9.2 7.0 28.8 9.2 4.4 31.4 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 25.0 20.0 88.0 25.0 6.0 102.0 Max Q Clear Time (g_c+I1), s 3.7 4.3 13.0 2.4 2.2 9.2 Green Ext Time (p_c), s 0.4 0.2 11.8 0.1 0.0 8.7 Intersection Summary HCM 6th Ctrl Delay 8.2 HCM 6th LOS A C - 5 HCM 6th TWSC 2: Harrington Ave NE & Site Access Harrington Redevelopment (20-112) 2024 Future With PM PM Peak GTC (MJP) Intersection Int Delay, s/veh 1.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 7 15 98 7 23 162 Future Vol, veh/h 7 15 98 7 23 162 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 22222 Mvmt Flow 8 16 107 8 25 176 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 337 111 0 0 115 0 Stage 1 111 ----- Stage 2 226 ----- Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 658 942 - - 1474 - Stage 1 914 ----- Stage 2 812 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 645 942 - - 1474 - Mov Cap-2 Maneuver 645 ----- Stage 1 914 ----- Stage 2 797 ----- Approach WB NB SB HCM Control Delay, s 9.5 0 0.9 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 822 1474 - HCM Lane V/C Ratio - - 0.029 0.017 - HCM Control Delay (s) - - 9.5 7.5 0 HCM Lane LOS - - A A A HCM 95th %tile Q(veh) - - 0.1 0.1 - C - 6 D Parking Data D - 1 89 Land Use: 221 Multifamily Housing (Mid-Rise) Description Mid-rise multifamily housing includes apartments, townhouses, and condominiums located within the same building with at least three other dwelling units and with between three and 10 levels (floors) of residence. Multifamily housing (low-rise) (Land Use 220), multifamily housing (high-rise) (Land Use 222), and affordable housing (Land Use 223) are related land uses. Time of Day Distribution for Parking Demand The following table presents a time-of-day distribution of parking demand on a weekday (one general urban/suburban study site), a Saturday (two general urban/suburban study sites), and a Sunday (one dense multi-use urban study site). Percent of Peak Parking Demand Hour Beginning Weekday Saturday Sunday 12:00–4:00 a.m.100 100 100 5:00 a.m.94 99 – 6:00 a.m.83 97 – 7:00 a.m.71 95 – 8:00 a.m.61 88 – 9:00 a.m.55 83 – 10:00 a.m.54 75 – 11:00 a.m.53 71 – 12:00 p.m.50 68 – 1:00 p.m.49 66 33 2:00 p.m.49 70 40 3:00 p.m.50 69 27 4:00 p.m.58 72 13 5:00 p.m.64 74 33 6:00 p.m.67 74 60 7:00 p.m.70 73 67 8:00 p.m.76 75 47 9:00 p.m.83 78 53 10:00 p.m.90 82 73 11:00 p.m.93 88 93 Land Use Descriptions and Data Plots D - 2 90 Parking Generation Manual, 5th Edition Additional Data In prior editions of Parking Generation, the mid-rise multifamily housing sites were further divided into rental and condominium categories. An investigation of parking demand data found no clear differences in parking demand between the rental and condominium sites within the ITE database. As more data are compiled for future editions, this land use classification can be reinvestigated. The average parking supply ratios for the study sites with parking supply information are shown in the table below. Parking Supply Ratio Setting Proximity to Rail Transit Per Dwelling Unit Per Bedroom Center City Core Within ½ mile of rail transit 1.1 (15 sites)1.0 (12 sites) Dense Multi-Use Urban Within ½ mile of rail transit 1.2 (39 sites)0.9 (34 sites) Not within ½ mile of rail transit 1.2 (65 sites)0.8 (56 sites) General Urban/ Suburban Within ½ mile of rail transit 1.5 (25 sites)0.8 (12 sites) Not within ½ mile of rail transit 1.7 (62 sites)1.0 (39 sites) The sites were surveyed in the 1980s, the 1990s, the 2000s, and the 2010s in California, Colorado, District of Columbia, Maryland, Massachusetts, New Jersey, New York, Oregon, Virginia, Washington, and Wisconsin. It is expected that the number of bedrooms and number of residents are likely correlated to the parking demand generated by a residential site. Parking studies of multifamily housing should attempt to obtain information on occupancy rate and on the mix of residential unit sizes (i.e., number of units by number of bedrooms at the site complex). Future parking studies should also indicate the number of levels contained in the residential building. Source Numbers 21, 209, 247, 255, 277, 401, 402, 419, 505, 512, 522, 533, 535, 536, 537, 538, 545, 546, 547, 575, 576, 577, 579, 580, 581, 583, 584, 585, 587 D - 3 D - 4 D - 5 D - 6 D - 7 D - 8 E Crash Data E - 1 Collisions (2016‐2020)CITY PRIMARY TRAFFICWAY BLOCK NUMBERINTERSECTING TRAFFICWAY/ REFERENCE POINT NAMEDIST FROM REF POINTMI or FTCOMP DIR FROM REF POINTREFERENCE POINT NAME MILEPOSTREPORT NUMBERDATE TIME MOST SEVERE INJURY TYPE# INJ# FAT# VEH# PEDS# BIKESVEHICLE 1 TYPE VEHICLE 2 TYPE JUNCTION RELATIONSHIP WEATHERRenton 9000 0 12.84 E585223 2016-09-14 08:50 Possible Injury10200Pickup,Panel Truck or Vanette under 10,000 lb Passenger CarAt DrivewayClear or Partly CloudyRenton 9000 0 12.84 E589807 2016-09-29 08:22 No Apparent Injury0 0 20 0 Passenger CarPassenger CarAt DrivewayClear or Partly CloudyRenton 9000 0 12.81 E979950 2019-11-05 8:25 Suspected Serious Injury 30400Pickup,Panel Truck or Vanette under 10,000 lb Passenger CarAt Intersection and Not RelatedClear or Partly CloudyRenton 9000 0 12.81 E524069 2016-03-07 02:17 Suspected Minor Injury 20200Passenger CarPickup,Panel Truck or Vanette under 10,000 lb At Intersection and Not RelatedRainingRenton 9000 0 12.81 E952695 2019-08-22 20:34 No Apparent Injury0 0 30 0 Passenger CarPassenger CarAt Intersection and Not RelatedClear or Partly CloudyRenton 9000 0 14.42 E883260 2019-01-09 7:11 No Apparent Injury00200Pickup,Panel Truck or Vanette under 10,000 lb Pickup,Panel Truck or Vanette under 10,000 lb At Intersection and RelatedRainingRenton 9000 0 12.81 E586508 2016-09-19 10:49 Possible Injury10200Pickup,Panel Truck or Vanette under 10,000 lb Passenger CarAt Intersection and RelatedClear or Partly CloudyRenton 9000 0 12.8 E994496 2019-12-16 19:55 No Apparent Injury00200Pickup,Panel Truck or Vanette under 10,000 lb OtherAt Intersection and RelatedClear or Partly CloudyRenton 9000 0 12.81 E518475 2016-02-24 04:33 Suspected Minor Injury 10101Passenger Car At Intersection and RelatedClear or Partly CloudyRenton 9000 0 12.81 E952762 2019-08-11 11:05 Possible Injury10300Passenger CarPickup,Panel Truck or Vanette under 10,000 lb Intersection Related but Not at Intersection Clear or Partly CloudyRenton 9000 0 12.82 E883554 2019-01-12 21:39 No Apparent Injury0 0 20 0 Passenger CarPassenger CarIntersection Related but Not at Intersection Clear or Partly CloudyRenton HARRINGTON AVE NE0 NE SUNSET BLVD0 EA06322 2020-01-22 18:20Possible Injury10300Passenger CarPickup,Panel Truck or Vanette under 10,000 lb At Intersection and RelatedRainingRenton HARRINGTON AVE NE900 167 F S NE SUNSET BLVD EA24535 2020-03-16 20:35 No Apparent Injury00200Pickup,Panel Truck or Vanette under 10,000 lb Passenger CarAt DrivewayClearRenton HARRINGTON AVE NE900 200 F S SUNSET BLVD NE E561529 2016-07-0517:20Possible Injury10200Pickup,Panel Truck or Vanette under 10,000 lbMotorcycleAt DrivewayClear or Partly CloudyRenton NE SUNSET BLVD0 HARRINGTON AVE NE0 E996856 2019-12-23 15:56 No Apparent Injury00200Passenger CarPassenger CarAt Intersection and RelatedClear or Partly CloudyE - 2 Collisions (2016‐2020)ROADWAY SURFACE CONDITION LIGHTING CONDITIONFIRST COLLISION TYPE / OBJECT STRUCKVEHICLE 1 ACTIONVEHICLE 2 ACTION VEHICLE 1 COMPASS DIRECTION FROM VEHICLE 1 COMPASS DIRECTION TO VEHICLE 2 COMPASS DIRECTION FROM VEHICLE 2 COMPASS DIRECTION TO MV DRIVER CONTRIBUTING CIRCUMSTANCE 1 (UNIT 1)DryDaylightFrom opposite direction - one left turn - one straightMaking Left TurnGoing Straight AheadNorthEastSouthNorthImproper TurnDryDaylightFrom same direction - one right turn - one straightGoing Straight AheadMaking Right TurnWestEastWestSouthFollow Too CloselyDryDaylightFrom opposite direction - both going straight - sideswipeGoing Straight AheadGoing Straight AheadEastWestWestEastNon Motorist on Wrong Side of RoadWetDark-Street Lights On From opposite direction - both moving - head-onGoing Straight AheadGoing Straight AheadEastWestWestEastInattentionDryDark-Street Lights On From same direction - both going straight - both moving - rear-end Going Straight AheadGoing Straight AheadEastWestEastWestUnder Influence of AlcoholWetDark-Street Lights On Entering at angleGoing Straight AheadMaking Left TurnWestEastSouthWestDisregard Stop and Go LightWetDaylightFrom same direction - both going straight - one stopped - rear-end Going Straight AheadStopped at Signal or Stop Sign EastWestVehicle StoppedVehicle StoppedExceeding Reas. Safe SpeedDryDark-Street Lights On Same direction -- both turning right -- both moving -- sideswipe Making Right TurnMaking Right TurnSouthEastSouthEastImproper Turn/MergeDryDark-Street Lights On Vehicle - PedalcyclistGoing Straight Ahead WestEast NoneDryDaylightFrom same direction - both going straight - one stopped - rear-end Going Straight AheadStopped at Signal or Stop Sign EastWestVehicle StoppedVehicle StoppedUnder Influence of AlcoholDryDark-Street Lights On From same direction - both going straight - one stopped - rear-end Changing LanesStopped at Signal or Stop Sign EastWestVehicle StoppedVehicle StoppedInattentionWetDark-Street Lights On Entering at angleMaking Left TurnStopped at Signal or Stop Sign SouthWestVehicle StoppedVehicle StoppedUnder Influence of AlcoholDryDark-Street Lights On Entering at angleMaking Left TurnGoing Straight AheadEastSouthNorthSouthDid Not Grant RW to VehicleDryDaylightEntering at angleMaking Left TurnGoing Straight AheadWestNorthNorthSouthInattentionWetDaylightFrom same direction - both going straight - one stopped - rear-end Going Straight AheadStopped at Signal or Stop Sign WestEastWestEastFollow Too CloselyE - 3 Collisions (2016‐2020)MV DRIVER CONTRIBUTING CIRCUMSTANCE 2 (UNIT 1) MV DRIVER CONTRIBUTING CIRCUMSTANCE 1 (UNIT 2) BICYCLIST CONTRIBUTING CIRCUMSTANCE 1 (UNIT 2) FIRST IMPACT LOCATION (City, County & Misc Trafficways ‐ 2010 forward) WA STATE PLANE SOUTH ‐ X 2010 ‐ FORWARD WA STATE PLANE SOUTH ‐ Y 2010 ‐ FORWARDInattentionNone Lane 1 Increasing Milepost1224817.6794317.76 None Lane 1 Increasing Milepost1224802.83794301.23Unknown DistractionNone Lane 1 Increasing Milepost1224664.32794196.57 None Lane 2 Increasing Milepost1224664.33794196.57 None Lane 2 Decreasing Milepost1224664.32794196.57InattentionNone Lane 2 Increasing Milepost1224663.17794194.49 None Left Turn Lane Decreasing Milepost1224664.33794196.57 None Lane 1 Increasing Milepost1224632.93794185.15 Disregard Stop and Go LightLane 2 Increasing Milepost1224664.59794198.02 None Left Turn Lane Decreasing Milepost1224691.46794208.63 None Lane 2 Decreasing Milepost1224729.04794232.07 None Intersecting Trafficway1224665.53794194.17 None Lane of Primary Trafficway1224721.33794036.55 None Lane of Primary Trafficway1224727.24794004.45 None Lane of Primary Trafficway1224665.53794194.17E - 4 F Site Plan ∆=30°19'18"R=410.51'L=217.2∆=25°27'15"R=618.89'L=274.95'N24°32'09"W44.93'214.65'‐ME(29,359 S.F.)SSSSSSICVSS332.7'334.7'334.8'335.5'338.2'333.5'334.1'335.7'337.4'332.8'336.0'334.9'334.1'333.4'331.6'334.6'335.0'335.0'335.1'335.2'333.6'335.2'336.3'336.5'336.1'335.6'335.0'336.1'335.5'336.3'337.3'336.7'339.4'338.3'338.8'340.0'338.9'339.1'338.1'339.1'339.4'337.0'339.6'339.4'340.7'338.5'338.0'338.0'337.8'337.7'337.4'337.1'337.0'337.4'337.9'337.8'337.7'337.7'338.2'337.1'336.1'339.2'339.3339.3'339.4'337.2'337.4'341.7'339.5'340.8'340.2'341.1'337.3'3337.0'339.8'33834033833433233833833633834033633233433424' DRIVEWAYEASEMENTREC. NO.20050422900002WN E S U N S E T B LV D HARRINGTON AVE NE(E) 5-STORYBUILDING(E) SOLID WALL BARRIER(E ) A C C E S S E A S E M E N T R E C #20050422900002ROW LANDSCAPE10' - 0"TCE23' - 0" APPROXR O W L A N D S C AP E10' - 0"F R O N T B S B L15' - 0 "EASEMENT17' - 4"ACCESS(E) STREET CURB(E) SIDEWALK TO REMAIN(N) 8' PLANT STRIP WHERE (E) SIDEWALK WAS LOCATED PER CIP DRAWINGS #20130276(E) CURBCUT TO BE ABANDONEDFRONT BSBL15' - 0"(E) CURBCUT TO BE ABANDONEDABANDON EXISTING PARKING EASEMENTREC #9809221300REC #20050422900002(E) CURBCUT TO BE RELOCATED(N) CURBCUT TO GARAGE ENTRYRELOCATION OF (N) 8' SIDEWALK PER CIP DRAWING #20130276LINE OF BACK OF (E) SIDEWALK TO BE RELOCATED PER CIP #20130276(E) CURBCUT TO BE RELOCATEDAPPROX LOC / EXTENTS OF TCE TERMS OF REDUCED EXTENTS TO BE NEGOTIATED WITH CITY OF RENTON5' - 0"CLEAR VISION TRIANGLESOLID WASTE STORAGE ACCESSNEW TRANSFORMER BY PSEBACKING DIST.24' - 0"OUTLINE OF BUILDING ABOVE TYP.VEHICULAR LIFT BY CITYLIFT (14 STANDARD VEHICLE CAPACITY)BACKING DIST.24' - 0"ALL PARKING SHOWN PROVIDED AS STRUCTURED PARKING PER RMC 4-4-080F.8.b ,TYP.NEW FHOUTLINE OF BUILDING ABOVE TYP.RETAIL AENTRYRETAIL BENTRYRETAIL BENTRYRETAIL AENTRYRESIDENTIAL STAIR EXITRESIDENTIAL PARKING ENTRYRESIDENTIAL MAIN ENTRY334.43'335.38'334.00'333.65'338.75'338.75'338.00'335.75'338.75'338.75'334.00'334.00'(E) CURBCUT TO REMAINRESIDENTIAL PARKING ENTRYwww.grouparch.comHARRINGTON REDEVELOPMENT05/19/21960 Harrington Avenue NE, Renton, WA 98056Zarnoor Associates, LLC100% SCHEMATIC DESIGN1.00CONCEPTUAL SITE PLANSCALE:1" = 20'-0"CONCEPTUAL SITE PLANF - 1 336.93'331.73'B (STORY 1)R-2 (STORY 3)R-2 (STORY 4)R-2 (STORY 5)R-2 (STORY 6)$9**5$'( 0$;+7 MAX. BUILDING HEIGHT70' - 0"T.O.PENTHOUSE78' - 7"R-2 (STORY 1)WCF MAX HEIGHT16' - 0"R-2 (STORY 2)R-2 (STORY 7)Departure NumberLand Use Code and DescriptionCode RequirementDeparture RequestedApplicant Design RationaleD34-4-150.D.2.a: Ground floor commercial space standards depth.Minimum average depth of 30' and no less than 20' at any given point for commerical spaceProposing more than min. depth of 20' along alll commercial front. Average is approximately 26.34'With limited area of our lot and the need to provide a minimum amount of parking stalls, we have reduced possible depth of all our grade level occupiable spaces in order to allow Renton standard stall sizes and aisle dimensions. This requirement thus has reduced a long portion of the depth along the NE sunset Blvd facade to about 22'. The possible make up for the average is at the bend onto Harrision, increasing our depth toabout an average of 31'.Total height of building shall be a maximum 70' measuring from building's average grade plan to the average height of highest rooftopProject proposes 77'-0" from highest penthouse structureThe building proposed for main rooftop structure is below the max 70' structure height at about 68'-1". Additional height space is required for mechanical equipment and screening components. Elevator shafts require additional height for structure and machinery above the ceiling of the 7th floor. Also, to vary up the roof lines, we are needing the extra height to play with top of surfaces and parapets per urbandesign 4-3-100.E3D14-2-120.A: Building heightThe max percent of compact parking stalls in the overall scheme is 30%The proposed amount of compact stalls compared to the total is 38%Within our limited area of space to provide for parking, we chose to fit more compact stalls to allow the amount to reach closer to required total stalls. If to keep within max % of compact stalls, our total stall count would be reduced to half the current count, or a large portion of retail/residential space would have to be take out. Our preference is to promote a better commercial space for pedestrians over type of parking.D44-4-080.F.8: Parking stall percentage requiredThe max percent of residential wall along street frontage is 25% of overall facade along any street frontageThe proposed length of residential facade is about 31.9% of the overall facade frontageOur residential L1 spaces and commercial areas are broken up by rated vertical circulation stairways. These building componebts are main points of egress from the upper tower of the building and must be separated by a minimum distance to give reasonable exit access duringan emergency, IBC 1015.2.1. By pushing our north stair south, it would reduce the residential facade, but break the IBC seperation requirements.D24-4-150.B.2: Limit of overall street frontage of residential space at ground levelParking spaces for residential units shall be 1 space per DU. For commercial stalls the stall count shall be min 10 stalls / 1000 sf dining area spaceProposed total stalls is 70 spaces while the requirement of total stall is 75 spacesIn order to keep to Renton standards of stall size and aisle width along with the grade level occupiable spaces, the minimum parking stall count is unobtainable. To try to make up for the amount of stalls, we are proposing to install a parking lift system for the residential count in order to get closer to the parking minimum.D54-4-80.F.10.d: Number of parking spaces requiredD64-4-.080-F-8-b: Standard parking stall size -Structure ParkingStructured parking is part of a structure above or below grade with stalls accessed via interior aisles and used for temporary storage of motor vehicles. excludes surface parking.Proposed standard parking under on L1 partially under building to be sized as structural parking To provide more parking for both commercial and residential occupancies, we are proposing the capability to have structured parking stall sizes within an area that is below the main building but techinically in a paved outdoor area. 6)%8,/',1*&29(5$*(/27&29(5$*( 6)121%8,/',1*&29(5$*(/27&29(5$*(C OM M E R C IA L65' - 1 1"COMMERCIAL31' - 1"COMMERCIAL39' - 9"MIXED USE9' - 3" 6)5(7$,/$*5266$5($6)5(7$,/%*5266$5($28' - 0"RESIDENTIAL85' - 8"MIXED USE37' - 1"© 2021 GROUPARCHITECT, INC. ALL RIGHTS RESERVEDSHEET TITLE:PROJECT No.CHECKED:DRAWN:REVISIONSCLIENT:PROJECT:1735 westlake avenue north, suite 200, seattle, wa 98109206.365.1230 | www.grouparch.comORIGINAL SHEET SIZE IS 24"x36" | PLOT DATE: SHEET DATE:ISSUE:HARRINGTON REDEVELOPMENT960 HARRINGTON AVE. NE, RENTON, WA 98056ZARNOOR ASSOCIATES LLCPROJECT ISSUES:25% SD02/04/20215/21/2021 2:51:14 PMZONING CODEANALYSIS (CITY OFRENTON)A0.111922BJPKJS05/19/21100% SCHEMATIC DESIGNCONSTRUCTION OF A RESIDENTIAL MIXED USE BUILDING CONSISTING OF (1) FLOOR OF COMMERCIAL / PARKING AND (5) FLOORS OF RESIDENTIAL UNITS WITH VEHICULAR AND BICYCLE PARKING IN ATTACHED GARAGE.LEGAL DESCRIPTIONTAX PARCEL NO:7227801025PROPERTY ADDRESS:960 HARRINGTON AVENUE NE, RENTON, WA 98056LEGAL DESCRIPTION:LOT B, CITY OF RENTON LOT LINE ADJUSTMENT NO. LUA-05-015-LLA,RECORDED UNDER RECODING NO. 20050422900002, IN KING COUNTY WA.SITUATE IN THE CITY OF RENTON, COUNTY OF KING, STATE OF WASIDE(ELEV + ELEV) / 2NORTH(338.36 + 336.93) / 2 = 337.64'WEST (336.93 + 331.73) / 2 = 334.32'SOUTH(331.73 + 335.18) / 2 = 333.46'EAST(335.18 + 338.36) / 2 = 336.77'1342.19 / 4 = 335.54' GRADE PLANEMAX HEIGHT = AVG GRADE PLANE + 70' = 405.54'BUILDING PROPOSED TOP OF ROOF = 401.86' (COMPLIES)(ADDITIONAL SHED, PARAPET, AND ROOF SLOPE WITH ENCLOSING PARAPET HEIGHTS MAY APPLY)REFER TO ROOF PLAN FOR ADDITIONAL INFORMATIONADDITIONAL EQUIPMENT AND PENTHOUSE > 70' (D1)BUILDING HEIGHT CALCULATIONSSCOPE OF WORKPARKING MATRIXBUILDING HEIGHT CALCULATIONS -4-2-120AGRADE PLANE FORMULAFORMULA TO BE USED FOR BUILDING TO DETERMINE AVERAGE GRADE PLANE:ELEVATION USED IS LOWEST POINT FROM BUILDING TO PL OR WITHIN 6' OF BUILDING(ELEV A + ELEV A')/2 + (ELEV B + ELEV B')/2 + (ELEV C + ELEV C')/2 +..... = AVERAGE GRADE LEVEL # OF FACES IN CALCULATIONSSTALL TYPECOUNTSTANDARD - LIFT14COMPACT - ADA1STANDARD - ADA2VAN - ADA1COMPACT25STANDARD26Grand total: 6969PROJECT ADDRESS: 960 HARRINGTON AVENUE NE, RENTON, WA 98056SITE AREA:GROSS SITE AREA=29,359 (0.67 ACRES)ROW DEDICATION= TBDNET SITE AREA = TBDZONING: CENTER VILLAGE-CV (COMMERCIAL AND MIXED USE)URBAN DESIGN DISTRICT DPRINCIPAL USESNUMBER OF RESIDENTIAL UNITS: 69 UNITS -MULTIFAMILY APARTMENTSLOT COVERAGEMAX BUILDING AREA:75% (29,359 X .75 = 22,019 SF) MAXDENSITY:MIN RESIDENTIAL DENSITY 20 DU/acre = 13.4 UNITS (.67 X 20)MAX RESIDENTIAL DENSITY80 DU/acre = 53.6 UNITS (.67 x 80)AFFORDABLE HOUSING DENSITY BONUS 4-09-65.D3:GAIN 1 MARKET RATE DU PER EVERY AFFORDABLE HOUSING DU PROVIDED30% AFF HOUSING INCREASE53.6 X .3 = 16 ADDITIONAL UNITS ALLOWED MAX54 + 16 = 70 UNITS MAXSEE UNIT MATRIX ABOVEAFFORDABLE PROVIDED:8 UNITS AFFORDABLE HOUSING DUMARKET RATE DU GAIN:7 UNITS MARKET RATE DUTOTAL NET DU GAINED:15 UNITSDENSITY PROPOSED:54 UNITS + 15 BONUS = 69 UNITS TOTAL (COMPLIES)SETBACKS:MIN FRONT (STREET) YARD:15 FT (COMPLIES)MAX FRONT (STREET) YARD:20 FT (COMPLIES)FRONT YARDPROVIDED:15 FT (COMPLIES)MIN SIDE YARD:0 FT (COMPLIES)MIN BACK YARD:0 FT (COMPLIES)SIDE/BACK YARD PROVIDED:0 FT (COMPLIES)CLEAR VISION ANGLE CREATED FROM 20' AT INTERSECTION CORNER(SEE ARCHITECTURAL SITE PLAN FOR SETBACK PROPOSAL)BUILDING LIMITATIONS:MAX GROSS FLOOR AREA COMMERCIAL USE:NONE(COMPLIES)BUILDING ORIENTATION TOWARDS PUBLIC STREETS(COMPLIES)HEIGHT:MAX BUILDING HEIGHT:50 FT OR 70 FT FOR MIX USE VERTICAL BUILDINGBUILDING HEIGHT PROPOSED:76'-2" (SEE BUILDING HEIGHT CALCULATION) (D2)MAX HEIGHT CELL TOWER (4-4-140.F.2.d) WCF ALLOWED 16'-0" HIGHER THAN ZONING CODE4-4-150 -RESIDENTIAL MIXED USE DEVELOPMENT STANDARDSCOMMERCIAL MIXED USE STANDARD:ANY DEVELOPMENT WHEREIN DWELLING UNITS ARE PROPOSED SHALL PROVIDE COMMERCIAL SF EQUIVALENT TO 50% THE GROSS GROUND FLOOR AREA OF ALL BUILDINGS ON SITE.GROSS FLOOR AREA OF LEVEL 1 =6767 SF50% GROSS COMMMERCIAL REQUIRED=6767 SF / 2 = 3,3383 SF MIN.50% OF GROUND FLOOR FACING STREET FRONTAGE SHALL BE OF COMMERCIAL SPACE.MIN. AVG DEPTH OF COMMERCIAL SPACE SHALL BE 30' AND NO LESS THAN 20' AT ANY POINT.PROPOSED AVG DEPTH APPROXIMATE 26.34' (D3)PROPOSED DEPTH> 20' (COMPLIES)PROPOSED LENGTH %142 / 274 = 51.8% (COMPLIES)MIN. FLOOR TO CEILING HEIGHT OF 18', AND MIN. CLEAR HEIGHT OF 15'PROPOSED HEIGHT18' FLOOR TO CEILING AND 15' CLEARRESIDENTIAL SPACES FOR RESIDENTS OR THEIR GUESTS IS LIMITED TO 25% OF THE OVERALL FACADE LENGTH ALONG A STREET FRONTAGE OR PRIMARY FACADE.PROPOSED RESIDENTIAL FACADE % =85.66' RES / 268.7' TOTAL FACADE =31.9% (D2)4-4-070.F1 -STREET FRONTAGE LANDSCAPING:10 FT REQ'D ALONG ALL PUBLIC FRONTAGES CONTAINING TREES SHRUBS AND LANDSCAPING.PROVIDED LANDSCAPE STRIP =10' (COMPIES)4-4-070.F2 -STREET FRONTAGE LANDSCAPING IN ROW ON PUBLIC STREETS:STREET TREES IN THE ROW PLANTER WILL ALSO BE REQUIRED, MIN WIDTH BETWEEN CURB AND SIDEWALK DETERMINED BY 4-6-060.4-4-080.B.1.b -PARKING LOADING AND DRIVEWAY STANDARDSPARKING SHALL BE PROVIDED TO NEW STRUCTURES OUTSIDE CENTER DOWNTOWN. REQUIRED PARKING LOCATED UNDER BUILDING / FIRST LEVEL OR IN ATTACHED / DETACHED STRUCTURE. NOT TO BE LOCATED BETWEEN BUILDINGS AND PUBLIC UNLDESS LOCATED IN GARAGE STRUCTURE.4-100.E.2 -NO SURFACE PARKING PERMITTEDNO SURFACE PARK PERMITTED BETWEEN PRIMARY BUILDING AND FRONT PROPERTY LINE4-4-080.F.8 -PARKING STALL TYPES, SIZES, AND PERCENTAGE ALLOWED / REQUIREDSTANDARD PARKING STALL DIMENSIONS FOR STRUCTURED PARKING PER 4-4-080.F.8.b SHALL BE:8.33' WIDE X 15' LONG (STANDARD STALL)7.5' WIDE X 12' LONG (COMPACT STALL)COMPACT PARKING STALL DIMENSIONS FOR STRUCTURED PARKING PER 4-4-080.F.8.c.ii SHALL BE:MAX 30% COMPACT PARKING ALLOWEDACCESSIBLE PARKING STALLS -PROVIDE PER WA ST CODE STANDARDS, IBC-WSA CH 11.4-4-080.F.9.b -AISLE WIDTH STANDARDSAISLE WIDTH AT 90 DEG PARKING TO BE MIN 24 FT WIDE4-4-080.F.10.d -NUMBER OF PARKING SPACES REQUIREDPARKING QUANTITIES FOR ATTACHED DWELLINGS IN ALL OTHER ZONES:MIN. STALLS = 1.0 SPACES / STANDARD DU61 X 1.0 = 61 SPACES MIN.MIN. STALLS = 1.0 SPACES / 4 AH DU8 X .25 = 2 SPACES MIN.MAX. STALLS = 1.75 SPACES / DU68 X 1.75 = 119 SPACES MAX.PARKING QUANTITIES FOR EATING AND DRINKING ESTABMLISHMENTS:MIN. STALLS = 10 / 1000 SF DINING AREA10 X (1200 / 1000) SF = 12 SPACES MIN.PARKING QUANTITY REQUIRED:MIN. 75 SPACESPARKING QUANTITY PROVIDED:69 SPACES (8% PARKING ADJUST D5)PARKING % COMPACT PROVIDED:26 COMPACT / 70 TOTAL = 38% (D4)4-4-080.F.11.a -NUMBER OF BICYCLE PARKING SPACES REQUIRED: 0.5 BICYCLE SPACES / ATTACHED DWELLING UNIT SHALL BE PROVIDEDBICYCLE PARKING REQUIRED:69/2 = STORAGE FOR 35 BIKES REQUIRED FOR RESIDENTS12X .1 = STORAGE FOR 1 BIKE REQUIRED FOR COMMERCIALBICYCLE PARKING PROVIDED:34 BIKE STALLS(2) 2 ADA BIKE STALLS (COMPLIES)4-4-090.C -GENERAL REQUIREMENTSARCHITECTURAL DESIGN OF OUTDOOR STRUCTURE SHALL BE CONSISTENT WITH ARCHITECTURE OF PRIMARY BUILDINGS ON PROPERTY. COLLECTIONS AND COMPACTOR AREAS SHALL BE SCREENED BY MIN 6 FT HIGHT FENCE OR WALL. ENTRY INTO THE ENCLOSURE SHALL BE AT LEAST 12 FT WIDE. MIN. HEIGHT WHERE ENCLOSED TO BE 15 FT. FENCE, HEIGHT AND DOORWAY PROVIDED (COMPLIES)4-4-090.D -MULTI-FAMILY -ADDITIONAL REQUIREMENTS FOR DEPOSIT AND COLLECTION AREASMIN SIZE TO BE 1.5 SF / DU FOR RECYCABLE DEPOSITS AND A MINIMUM OF 3 SF / DU FOR REFUSE DEPOSIT AREA. ADDITIONALLY, AT LEAST 1 DEPOSIT AREA/COLLECTION POINT FOR EVERY 30 DU.4-4-090.E -COMMERCIAL -ADDITIONAL REQUIREMENTS FOR DEPOSIT AND COLLECTION AREASMIN SIZE TO BE 5 SF / 1000 SF FOR RECYCABLE DEPOSITS AND A MINIMUM OF 10 SF / 1000 SF FORREFUSE DEPOSIT AREA. A TOTAL MIN. OF 100 SF SHALL BE PROVIDED FOR COMMERCIAL DEPOSIT AREAREFUSE / RECYCLING AREAS REQUIRED:69 DU x 1.5 SF / DU = 103.5 SF MIN RECYCLE COLLECTION 69 DU x 3.0 SF / DU = 207 SF MIN REFUSE COLLECTION 69 DU = MIN 2 COLLECTION AREAS REQ'D3479 SF / 1000 SF X 5 SF = 17.4 SF MIN RECYCLE COLLECTION3479 SF / 1000 SF X 10 SF = 34.8 SF MIN REFUSE COLLECT(100 SF MIN. REQUIRED FOR COMMERCIAL COLLECTION)REFUSE / RECYCLING AREAS REQUIRED:TOTAL AREA = 410.5 SFREFUSE / RECYCLING AREAS PROVIDED:TOTAL AREA = 415 SF (COMPLIES)ONE CENTRALLY-LOCATED DEPOSIT AREA ON EACH LEVELSITE INFORMATIONCV ZONING DEVELOPMENT STANDARDS (4-2-120A):SCALE:1" = 50'-0"ZONING - PLAN HEIGHT CALC DIAGRAMLANDSCAPING -4-4-0704-4-095.D.1 -SURFACE MOUNTED EQUIPMENT GENERAL SCREENING:ALL ON SITE-SURFACE MOUNTED UTILITY EQUIPMENT SHALL BE SCREENED FROM PUBLIC VIEW.SCREENING TO CONSIST OF EQUIPMENT CABINETS ENLCOSING UTILITY EQUIPMENT, SOLID FENCING OR WALL AS HIGH AS EQUPIMENT, OR LANDSCAPE VISUAL BARRIER. SCREENING TO ALLOW EASY ACCESS. MATERIALS TO BLEND AND GO ALONG WITH BUILDING.4-4-095.E.1 -ROOF MOUNTED EQUIPMENT GENERAL SCREENING:ALL OPERATING EQUIPMENT ON ROOF OF ANY BUILDING SHALL BE ENCLOSED AS TO SCREENEDFROM THE PUBLIC VIEWSHIELDING SHALL CONSISTS OF ROOF WELLS, CLERESTORIES, PARAPETS, WALLS, SOLID FENCINGOR OTHER SIMILAR SOLID, NONREFLECTIVE BARRIERS OR ENCLOSURES. SCREENING -4-4-095PARKING 10-10-13 & 4-4-080BICYCLE PARKING MATRIXREFUSE & RECYCLING -4-4-090ACCESS TO SITE IS PROPOSED VIA AN ACCESS EASEMENT , OVER THE PROPERTY TO THE SOUTH, OFF OF HARRINGTON AVE NE AS WELL AS DRIVEWAY ACCESS OFF OF NE SUNSET BLVD.ACCESS EASEMENT #20050422900002PARKING AGREEMENT LINE ON EASTERN PL REC. NO. #9809221300 PER REC. NO. 20050422900002 TO BE UPHELD WITH PROVIDING PARKING ALONG EAST PL AT GRADE LEVEL.SEE URBAN DESIGN REGULATIONS FOR MORE INFORMATIONACCESS 4-3-100CITY COR MAPPING SYSTEM DOES NOT CONTAIN ANY CRITICAL AREAS ON THE PROPERTY OR WITHIN NEARBY VICINITIES.CRITICAL AREAS -4-3-050SCALE: 1" = 30'-0"ZONING - BUILDING HEIGHT DIAGRAMSTALL TYPECOUNTBIKE RACK - FLOOR MOUNTED / 2 BIKE CAPACITY ADA 3BIKE RACK - WALL MOUNTED33OCCUPANCY LEVELAREACOMMERCIAL LEVEL 1 3460.69 SF3460.69 SFOCCUPANCY LEVELAREARESIDENTIAL LEVEL 3 12318.55 SFRESIDENTIAL LEVEL 4 12318.55 SFRESIDENTIAL LEVEL 5 12318.55 SFRESIDENTIAL LEVEL 6 10993.36 SFRESIDENTIAL LEVEL 7 12046.54 SF59995.55 SFDEPARTURE MATRIXUNIT # COUNTA.1 5A.2 5B.1 20B.2 5B.3 5B.4 2C.1 5C.2 5C.3 5C.4 5C.5 3C.6 3C.7 1STANDARD: 69TOTAL: 69SCALE: 1" = 50'-0"ZONING - BUILDING COVERAGE DIAGRAMBUILDING LOT COVERAGE AREA % OF TOTAL SITE AREABUILDING COVERAGE 18636.47 SF 63%NON-BUILDING COVERAGE 10721.93 SF 37%29358.41 SFBUILDING LOT COVERAGE CALCULATIONSCALE: 1" = 50'-0"ZONING - COMMERCIAL OCCUPANCY DIAGRAMGROSS COMMERCIAL SPACE CALCULATIONOCCUPANCY TYPE AREA % OCCUPANCY AREACOMMERCIAL3697.40 SF 53%MECHANICAL/STORAGE 786.87 SF 11%RESIDENTIAL2501.45 SF 36%6985.71 SF(COMPLIES)(COMPLIES)(CONDITIONAL USE PERMIT REQ'D)(ADMIN. MODIFICATION OF STANDARDS)(ADMIN. MODIFICATION OF STANDARDS /PARKING STUDY)(ADMIN. MODIFICATION OF STANDARDS)(ADMIN. MODIFICATION OF STANDARDS)(ADMIN. MODIFICATION OF STANDARDS)COMMERCIAL LEVEL 1 3460.69 SFTOTAL: 69OPEN 1-BED1-BEDOPEN 1-BED1-BED1-BED1-BED2-BED2-BED2-BED2-BED2-BED2-BED2-BEDF - 2