HomeMy WebLinkAbout33_FAA-Renton_Transportation Impact Analysis Report - DRAFT
DRAFT
TRANSPORTATION TECHNICAL REPORT
for
Federal Aviation Administration (FAA) Renton
Office Expansion
PREPARED FOR:
Unico Properties, LLC
PREPARED BY:
March 23, 2015
DRAFTFederal Aviation Administration (FAA) Renton Office Expansion
Transportation Technical Report
- i - March 23, 2015
TABLE OF CONTENTS
1. INTRODUCTION ........................................................................................................................... 1
1.1. Project Description ................................................................................................................. 1
2. BACKGROUND CONDITIONS .................................................................................................... 4
2.1. Roadway Network .................................................................................................................. 4
2.2. Traffic Volumes ..................................................................................................................... 5
2.3. Traffic Operations .................................................................................................................. 8
2.4. Parking ................................................................................................................................. 10
2.5. Traffic Safety ....................................................................................................................... 10
2.6. Transit Facilities and Service ............................................................................................... 11
2.7. Non-Motorized Transportation Facilities ............................................................................. 11
3. PROJECT IMPACTS .................................................................................................................... 12
3.1. Roadway Network ................................................................................................................ 12
3.2. Traffic Volumes ................................................................................................................... 12
3.3. Traffic Operations ................................................................................................................ 13
3.4. Parking ................................................................................................................................. 16
3.5. Traffic Safety ....................................................................................................................... 16
3.6. Transit Facilities & Service .................................................................................................. 16
3.7. Non-Motorized Transportation Facilities ............................................................................. 17
4. LONG-TERM ANALYSIS ........................................................................................................... 17
4.1. Roadway Network ................................................................................................................ 17
4.2. Traffic Forecasts .................................................................................................................. 18
4.3. Traffic Operations ................................................................................................................ 22
5. MITIGATION ............................................................................................................................... 24
5.1. Transportation Impact Fee ................................................................................................... 24
5.2. Right-of-Way Dedications ................................................................................................... 25
5.3. Roadway Network Improvements ........................................................................................ 25
APPENDIX A – LEVEL OF SERVICE DEFINITIONS
DRAFTFederal Aviation Administration (FAA) Renton Office Expansion
Transportation Technical Report
- ii - March 23, 2015
LIST OF FIGURES
Figure 1. Site Location and Vicinity ...................................................................................................... 2
Figure 2. Proposed Site Plan .................................................................................................................. 3
Figure 3. Existing (2014) Traffic Volumes – AM and PM Peak Hours ................................................. 7
Figure 4. Forecast 2017 Without-Project Traffic Volumes – AM and PM Peak Hours ......................... 9
Figure 5. Net Project Trip Distribution and Assignments – Daily, AM, & PM Peak Hours ............... 14
Figure 6. Forecast 2017 With-Project Traffic Volumes – AM and PM Peak Hours ............................ 15
Figure 7. Planned Channelization at SW 16th Street / Lind Avenue SW Intersection .......................... 19
Figure 8. 2030 Without-Project and With Lind Interchange Traffic Volumes – AM & PM Peaks ..... 20
Figure 9. Project Trip Distribution & Assignments With Lind Interchange – AM and PM Peaks ...... 21
Figure 10. 2030 With-Project and With Lind Interchange Traffic Volumes – AM & PM Peaks ........ 23
LIST OF TABLES
Table 1. Vehicle Trips Generated by the Existing FAA Renton Building ............................................. 6
Table 2. Estimated Increase in Peak Hour Intersection Volumes Resulting from Project ..................... 8
Table 3. Level of Service – Existing (2014) and Forecast 2017 AM and PM Peak Hours .................. 10
Table 4. Collision Summary (January 1, 2011 through December 31, 2014) ...................................... 11
Table 5. Estimated Vehicle Trips Generated by the Proposed Project ................................................. 13
Table 6. Level of Service – Forecast 2017 Conditions – AM and PM Peak Hours ............................. 16
Table 7. Level of Service – Forecast 2030 Conditions – AM and PM Peak Hours ............................. 22
DRAFTFederal Aviation Administration (FAA) Renton Office Expansion
Transportation Technical Report
- 1 - March 23, 2015
1. INTRODUCTION
This report presents the transportation impact analysis for the proposed expansion of the Federal
Aviation Administration (FAA) Office Building located at 1601 Lind Avenue SW in Renton. It
includes a description of existing and proposed conditions in the site vicinity, projected trip
generation and distribution pattern, operational analysis where site-generated traffic would access the
street system, and an assessment of the project’s impacts to transit service and non-motorized
facilities. The analysis presented in this report follows traffic impact analysis guidelines that have
been established by the City of Renton (City) in its Policy Guidelines for Traffic Impact Analysis for
New Development.1 In addition to the analysis required in the policy guidelines, this report provides
additional analysis of long-range conditions with a planned new I-405 / Lind Avenue SW interchange
as requested by City staff.
1.1. Project Description
The site consists of three parcels bounded by SE 16th Street on the north, Raymond Avenue SW on
the west, Lind Avenue SW on the east, and an office park (Providence Health & Services Corporate
Offices) on the south. The site is currently occupied by a five-story office building (about 201,000
square feet gross floor area (sfgfa)) that houses the FAA, a daycare center building (6,050-sf), and
surface parking. There are 675 vehicle parking spaces plus additional room for about eight (8)
motorcycles on the three parcels. Although the existing site has three vehicular access driveways with
one each on SW 16th Street, Lind Avenue SW, and Raymond Avenue SW, all vehicular access is
taken from the gated access on Raymond Avenue SW. The other two access driveways are closed to
vehicle traffic and blocked with bollards. The site location and vicinity are shown in Figure 1.
The project would upgrade the existing office building on the site for the current tenant (FAA) and
construct a new addition on the east side of the building with approximately 91,850-sf, bringing the
total amount of office space to 292,850-sf. In addition, the project would demolish and remove the
existing daycare center and surface parking on the northwest parcel and construct a parking structure.
When complete, the site would have a total of approximately 1,200 parking spaces. All vehicular
access would continue to occur from the single access driveway on Raymond Avenue SW. However,
the access driveway would be widened to provide separated left-and right-turn lanes for exiting traffic
and two lanes entering the site with a center pedestrian refuge between entering and exiting lanes. The
two access driveways on SW 16th Street and Lind Avenue SW are planned to remain as they currently
exist (closed to vehicular traffic with bollards). The applicant proposes to maintain the existing curb-
cut locations to provide future flexibility. The proposed site plan is shown in Figure 2.
1 City of Renton, Rev. March 12, 2008.
N01.02.15FAA Renton Office ExpansionFAA RentonOfficeExpansionTransportation Impact AnalysisTransportationImpact AnalysisFAARenton Project SiteLINDAVE SWLAKE AVE SEAST VALLEY RDLINDAVE SWSENECAAVE SWLINDAVE SWRAYMONDAVE SWRAYMONDAVE SWRAYMONDAVE SWSENECAAVE SWMAPLEAVE SWSW 16TH STS 15TH STSW 13TH STSW 12TH STSW GRADY WAY405405167Figure 1Site Location and Vicinity
N01.22.15FAA Renton Office ExpansionFAA RentonOfficeExpansionTransportation Impact AnalysisTransportationImpact AnalysisFigure 2Proposed Site PlanSource: HOK & CPL, Paving and Grading Plan, March 27, 2015.
DRAFTFederal Aviation Administration (FAA) Renton Office Expansion
Transportation Technical Report
- 4 - March 23, 2015
2. BACKGROUND CONDITIONS
2.1. Roadway Network
2.1.1. Existing Network
The City of Renton designates streets as principal arterials, minor arterials, collectors, and local access
streets depending upon the street’s function in the roadway network.2 The key roadways in the vicinity
of the project site are described below.
Lind Avenue SW is a four/five-lane Minor Arterial that provides north-south access between SW 7th
Street and SW 43rd Street. Adjacent to the project site, it has five lanes with two travel lanes in each
direction and a center, two-way-left-turn lane. It also has a southbound right-turn pocket that extends
past the site driveway and serves the office park to the south of the site. North and south of the site,
the roadway has four lanes (two in each direction). The roadway has posted speed limits of 30 and 35
miles per hour (mph) and curbs, gutters, and sidewalks on both sides. Its intersection with SW 16th
Street is signalized and has pedestrian crosswalks with signal heads and pedestrian actuation buttons.
The Renton Trails and Bikeways Map3 identifies Lind Avenue SW as a shared roadway bikeway with
“high vehicle volume/speed, no shoulder or curb lane.”
SW 16th Street is a three-lane Collector Arterial that provides east-west access between Longacres
Drive SW and East Valley Road. At its intersection with Lind Avenue SW, it widens to five lanes
(two through lanes in each direction plus center left-turn pockets). Adjacent to the project site and
about 210 feet west of Lind Avenue SW, the roadway narrows back to three lanes (one lane in each
direction plus a center, two-way, left-turn lane). The roadway has a posted speed limit of 35 mph. It
has curbs and gutters on both sides and sidewalk along the south side (including along the project site
frontage). However, there is only intermittent sidewalk along the north side, with no sidewalk
opposite the project site west of Lind Avenue SW. Its intersection with Lind Avenue SW is signalized
and has pedestrian crosswalks with signal heads and pedestrian actuation buttons. The Renton Trails
and Bikeways Map identifies SW 16th Street as a shared roadway bikeway with “high vehicle
volume/speed, no shoulder or curb lane.”
Raymond Avenue SW is a two/three-lane non-arterial local access road that provide north-south
access from its northern terminus just north of SW 16th Street and its southern terminus at SW 19th
Street. Adjacent to the project site, it has two lanes in each direction with a center, two-way, left-turn
lane that serves the project site as well as the parcels to south and across the street to the west. The
roadway does not have a posted speed limit, but as outlined in Renton Municipal Code (RMC) Chapter
10-11-1, the speed limit on all streets within the City limits is established to be 25 mph unless
otherwise posted by the City or the State of Washington Highway Commission. There are curbs,
gutters, and sidewalks on both sides south of SW 16th Street, including along the site frontage.
Regional access to the site vicinity is provided via Interstate-405 (I-405), I-5, State Route (SR) 167,
and SR 181. I-405 and SR 181 can be accessed at the SW Grady Way interchange, about 1.5 miles to
the northwest. SR 167 and I-405 can be accessed at the Rainier Avenue S interchange, about ¾-mile
northeast of the project site.
2 City of Renton, Arterial Streets, Revised on August 4, 2014, Resolution 4222. 3 City of Renton, April 12, 2013.
DRAFTFederal Aviation Administration (FAA) Renton Office Expansion
Transportation Technical Report
- 5 - March 23, 2015
2.1.2. Planned Transportation Projects in Site Vicinity
The City of Renton’s 2015-2020 Six-Year Transportation Improvement Program4 was reviewed to
determine if any proposed projects would affect study-area roadways. One project was identified in
the City’s TIP that would affect Lind Avenue SW adjacent to the project site as described below.
Project No. 35 – Lind Ave SW – SW 16th St to SW 43rd St: The project description indicates it
would widen the existing roadway to five lanes where required. It would include new roadway,
curbs, sidewalks, drainage, signals, lighting, signing and channelization. It also states that the
needs, priorities, and schedules for improvements on Lind Avenue SW will be determined through
Arterial Circulation studies. The justification for the improvement states that increasing traffic
demands in the Valley due in part to development will create the need for increasing the capacity of
this major north/south arterial. A potential project is a signal installation at the intersection at Lind
Avenue SW and SW 34th Street (currently unsignalized). Additionally, improvements may result
from the Washington State Department of Transportation’s (WSDOT) future plans for I-405, which
include an interchange at Lind Avenue SW. The Lind Avenue SW project is currently unfunded,
but has identified expenditures of up to $4.4 million beginning in 2018.
No other funded projects were identified that would change the existing study-area roadway network
by year 2017 when the proposed Federal Aviation Administration (FAA) Renton Office Expansion
project is expected to be complete and occupied. Therefore, the existing roadway network was
assumed for analysis of 2017 conditions.
The Renton Trails and Bicycle Master Plan5 includes a recommended extension of the existing SW
16th Street bicycle lanes east of Oakesdale Avenue SW to Lind Avenue SW or Valley Road.
However, this extension is not currently identified as a funded project, so it was not assumed to be
complete for analysis of 2017 conditions.
2.2. Traffic Volumes
The following sections document the existing and forecast background traffic within the project site
vicinity, including traffic currently generated at the project site.
2.2.1. Existing Site Traffic Volumes
New video turning movement counts were commissioned at the site’s vehicular access driveway on
Raymond Avenue SW on Wednesday, December 3, 2014, and performed by Idax Data Solutions. The
morning counts were performed from 6:00 to 9:00 A.M.; the afternoon counts were performed from
3:00 to 6:00 P.M. The counts were compiled to determine the AM and PM peak hour trip generation at
the site. Based on the count results, arrivals in the morning and departures in the afternoon are
relatively spread among the three hours. The peak hours occur from 7:00 to 8:00 A.M. and from 4:00 to
5:00 P.M. The peak hour volumes were combined with the existing building area to develop AM and
PM peak hour trip generation rates for the site. Based on these analyses, the existing site generates
1.015 trips per 1,000-sfgfa during both AM and PM peak hours. Although the site access traffic counts
include trips generated by the existing daycare building on the site (which serves approximately 50
children), it is open first to FAA and Federal employees and only to the general public if there is space.
As a result, it is expected that most of the traffic generated by the daycare is FAA related. Trip
generation and specific rates developed from the site access counts are presented in Table 1.
4 City of Renton, Adopted August 4, 2014. 5 City of Renton, Adopted May 11, 2009.
DRAFTFederal Aviation Administration (FAA) Renton Office Expansion
Transportation Technical Report
- 6 - March 23, 2015
Table 1. Vehicle Trips Generated by the Existing FAA Renton Building
AM Peak Hour Trips PM Peak Hour Trips
Site Condition Size In Out Total In Out Total
Trip Generation 201,000 sf 168 36 204 32 172 204
Derived Trip Generation Rates a T = 1.015(X)
(82% in, 18% out)
T = 1.015(X)
(16% in, 84% out)
Source: Heffron Transportation, Inc., December 2014 using camera count data performed by Idax Data Solutions, December 3, 2014.
a. “X” in the equations reflects 1,000 sf of building space.
Due to the unique function of the employees at the site, their typical work shifts, and higher transit,
vanpool, carpool, and bicycle modes of travel, the existing office building does not generate peak
period traffic at the same rates as a typical suburban office building. As a result, the rates and
equations published by the Institute of Transportation Engineers (ITE) in its Trip Generation Manual6
for General Office Building (Land Use 710) and Single Tenant Office Building (Land Use 715) do
not reflect the trip making characteristics of this site. Therefore, it is most appropriate to estimate
future peak hour site trip generation based on rates developed for the site using the current trip
making characteristics and patterns.
2.2.2. Background Traffic Volumes
Existing AM and PM peak hour traffic volumes near the project site were compiled from several
sources as listed below.
Intersection AM Peak Period Count PM Peak Period Count
SW 16th St / Lind Ave SW 12/03/2014 by Idax Data Solutions 9/9/2014 by City of Renton
SW 16th St / Raymond Ave SW 12/03/2014 by Idax Data Solutions 12/03/2014 by Idax Data Solutions
SW 16th St / Oakesdale Ave SW 9/08/2009 by City of Renton 6/04/2006 by City of Renton
City of Renton’s Policy Guidelines for Traffic Impact Analysis For New Development7 indicate that
operational analysis is required for intersections that would experience a 5% increase in peak hour
traffic volumes as a result of the proposed development. Table 2 summarizes the estimated increase in
intersection volumes expected to result from the proposed project. The table reflects existing AM and
PM peak hour conditions as well as the expected project-generated trips (described later in this report).
As shown, the project is expected to increase intersection volumes by 5% or more at only one
location—SW 16th Street / Raymond Avenue SW—during both the AM and PM peak hours. Therefore,
this intersection was included in the operational analyses. Although the project would not increase
volumes at the SW 16th Street / Lind Avenue SW intersection by 5% or more during either AM or PM
peak hours, this intersection was also included in the operational analyses as requested by the City of
Renton staff. The existing study-area intersection turning movement volumes are shown in Figure 3.
6 ITE, 9th Edition, 2012. 7 City of Renton, 2008.
N01.02.15FAA Renton Office ExpansionFAA RentonOfficeExpansionTransportation Impact AnalysisTransportationImpact AnalysisFAARenton Project SiteLINDAVE SWLAKE AVE SEAST VALLEY RDLINDAVE SWSENECAAVE SWLINDAVE SWRAYMONDAVE SWRAYMONDAVE SWRAYMONDAVE SWSENECAAVE SWMAPLEAVE SWSW 16TH STS 15TH STSW 13TH STSW 12TH STSW GRADY WAY405405167Figure 3Existing (2014) Traffic VolumesAM and PM Peak Hourss(298) 47(3) 12(90) 64(313)155(55) 92(29)184(74)103(3)5(331)508(0)0(38)152(9)46 (1)94(12)73(82)189(154)292(280)9 (1)28(61)24(138)286(603)0(0)5(7)21(66)21(125)42(8)(24)126(16)1559 (43)27 (129)KEY:XX(XX) -AM Peak (PM Peak)
DRAFTFederal Aviation Administration (FAA) Renton Office Expansion
Transportation Technical Report
- 8 - March 23, 2015
Table 2. Estimated Increase in Peak Hour Intersection Volumes Resulting from Project
AM Peak Hour PM Peak Hour
Intersection / Peak Period
Total Entering
Volume
Project
Trips Added
%
Increase
Total Entering
Volume
Project
Trips Added
%
Increase
SW 16th St / Lind Ave SW 1,656 a 25 1.5% 1,961 b 31 1.6%
SW 16th St / Raymond Ave SW 697 a 70 10.0% 761 a 65 8.5%
SW 16th St / Oakesdale Ave SW 1,101 c 45 4.1% 1,499 c 42 2.8%
SW 19th St / Lind Ave SW 925 d 28 3.0% 1,060 d 28 2.6%
Source: Heffron Transportation, Inc., December 2014.
a. Volumes taken from counts performed by Idax Data Solutions December 3, 2014.
b. Volume taken from count performed by City of Renton, September 9, 2009.
c. Volumes taken from counts performed by City of Renton: AM peak period count September 8, 2009; PM peak period count
performed June 4, 2009.
d. Volumes estimated from south leg volumes on Lind Avenue SW at SW 16th Street.
Traffic forecasts were developed for future 2017 conditions, which is the year the project is required
to be completed and occupied. To determine appropriate rates for background traffic growth, traffic
counts on SW 16th Street from 2014 were compared with counts from 2009 provided by the City.
Overall, the count comparison indicated that traffic volume growth has been variable depending on
the location and peak period.
Traffic during the PM peak hour has grown by about 1.7% annually; the AM peak hour volume growth
has been higher—4.5% annually on Lind Avenue SW and 2.9% annually on SW 16th Street. These
rates were applied to the respective existing volumes to estimate background traffic volumes for 2017
conditions. The resulting 2017 “without project” volumes at the three study-area intersections are
shown on Figure 4.
2.3. Traffic Operations
Traffic operations analyses were performed for three study-area intersections—including the site access
driveway on Raymond Avenue SW. Level of service is a qualitative measure used to characterize
traffic operating conditions. Six letter designations, “A” through “F,” are used to define level of
service. LOS A is the best and represents good traffic operations with little or no delay to motorists.
LOS F is the worst and indicates poor traffic operations with long delays. Level of service for
intersections is based on average delay per vehicle in seconds. Levels of service for the study area
intersections were analyzed using methodologies presented in the Highway Capacity Manual8 and
performed using Trafficware’s Synchro 8.0 analysis software. The level of service definitions and
thresholds are provided in Appendix A.
Table 3 summarizes existing (2014) and forecast 2017 levels of service without the proposed project for
both the morning and afternoon peak hour conditions. As shown, the signalized SW 16th Street / Lind
Avenue SW intersection currently operates at LOS B and would operate at LOS C in 2017 without the
project. All movements at the two unsignalized intersections currently operate at LOS C or better; they
would operate at LOS D or better in 2017 without the project.
8 Transportation Research Board, 2010, Highway Capacity Manual, Special Report 209, Washington, DC.
N01.02.15FAA Renton Office ExpansionFAA RentonOfficeExpansionTransportation Impact AnalysisTransportationImpact AnalysisFAARenton Project SiteLINDAVE SWLAKE AVE SEAST VALLEY RDLINDAVE SWSENECAAVE SWLINDAVE SWRAYMONDAVE SWRAYMONDAVE SWRAYMONDAVE SWSENECAAVE SWMAPLEAVE SWSW 16TH STS 15TH STSW 13TH STSW 12TH STSW GRADY WAY405405167Figure 4Forecast 2017 Without-Project Traffic VolumesAM and PM Peak Hours(5) 15(330)170(30)200(5)5(0)0(10)5100(15)205(160)10 (1)25(145)0(0)25(105)25(130)42(8)(24)126(15)1709 (43)27 (129)(315) 50(95)70(60)100(80)115(350)580(40)17510 (1)105 (85)420(295)30(65)325(635)5(5)KEY:XX(XX) -AM Peak (PM Peak)
DRAFTFederal Aviation Administration (FAA) Renton Office Expansion
Transportation Technical Report
- 10 - March 23, 2015
Table 3. Level of Service – Existing (2014) and Forecast 2017 AM and PM Peak Hours
AM Peak Hour PM Peak Hour
Existing (2014) 2017 w/o Project Existing (2014) 2017 w/o Project
Signalized Intersection LOS 1 Delay 2 LOS Delay LOS Delay LOS Delay
SW 16th St / Lind Ave SW A 9.5 B 11.9 B 18.8 C 20.1
Unsignalized Intersections / Movements LOS Delay LOS Delay LOS Delay LOS Delay
SW 16th St / Raymond Ave SW (overall) A 2.9 A 3.0 A 7.1 A 8.0
Northbound from Raymond Ave SW C 16.0 C 17.2 C 22.0 D 25.0
Eastbound Left-Turn from SW 16th St A 7.7 A 7.8 A 7.7 A 7.7
Westbound Left-Turn from SW 16th St A 8.5 A 8.6 A 8.2 A 8.2
Southbound from Raymond Ave SW C 15.2 C 15.8 B 12.1 B 12.6
FAA Site Access / Raymond Ave SW A 3.4 A 3.3 A 6.0 A 6.0
Westbound from FAA Site A 9.7 A 9.8 B 10.7 B 10.7
Southbound Left-Turn A 7.6 A 7.6 A 7.7 A 7.7
Source: Heffron Transportation, January 2015.
1. LOS = Level of service.
2. Delay = Average seconds of delay per vehicle.
2.4. Parking
As described previously, there are a total of 675 vehicle parking spaces plus about eight (8)
motorcycle parking spaces on the site. Parking demand counts were performed the site mid-morning
(between 10:00 and 11:00 A.M.) on two days—Wednesday and Thursday, January 7th and 8th, 2015.
The counts found and average of 460 vehicles and five (5) motorcycles in the lot on the two days
counted (68% utilization). Based on the size of the existing building (201,000-sf), this reflects a
parking demand rate of 2.31 vehicles per 1,000-sf. Similar to the findings related to trip generation,
due to the higher transit, vanpool, carpool, and bicycle modes of travel, the existing office building
does not generate peak parking demand at the same rates as a typical suburban office building. As a
result, the rates and equations published by ITE in its Parking Generation9 for Office Building (Land
Use 701) do not reflect the parking demand of this site. Therefore, it is most appropriate to estimate
parking demand based on the rate developed for the site from actual counts.
2.5. Traffic Safety
Collision data for the study area intersections and roadway segments adjacent to the site were
obtained from the WSDOT. These data, reflecting the period between January 1, 2011 to December
31, 2014 (4 years), were examined to determine if there are any unusual traffic safety conditions that
could impact or be impacted by the proposed project. The collision data are summarized in Table 4.
During the four-year analysis period, collisions only occurred at the SW 16th Street / Lind Avenue SW
intersection, which had a total of 14 collisions (an average of 3.5 collisions per year). The largest number
of these collisions (8) involved left-turning vehicles. No fatalities were reported at any of the study area
intersections. These data do not indicate any unusual traffic safety conditions in the site vicinity.
9 ITE, 4th Edition, 2010.
DRAFTFederal Aviation Administration (FAA) Renton Office Expansion
Transportation Technical Report
- 11 - March 23, 2015
Table 4. Collision Summary (January 1, 2011 through December 31, 2014)
Intersection
Rear-
End
Side-
Swipe
Left
Turn
Right
Angle
Ped /
Cycle
Other
Total for
4 Years
Average/
Year
SW 16th St / Lind Ave SW 3 1 8 2 0 0 14 3.5
SW 16th St / Raymond Ave SW 0 0 0 0 0 0 0 0.0
FAA Driveway / Raymond Ave SW 0 0 0 0 0 0 0 0.0
Roadway Segment
Rear-
End
Side-
Swipe
Left
Turn
Right
Angle
Ped /
Cycle
Other
Total for
4 Years
Average/
Year
SW 16th St between Lind Ave SW
and Raymond Ave SW 1 0 0 1 0 0 2 0.5
Raymond Ave SW between
SW 16th St and SW 19th St 0 0 0 0 0 0 0 0.0
Source: WSDOT, January 2015.
2.6. Transit Facilities and Service
King County Metro Transit currently provides bus service directly to the project site with stops
located on SW 16th Street and Lind Avenue SW in front of the existing building. Two stops—one for
eastbound/northbound buses on the south side of SW 16th Street (about 340 feet west of Lind Avenue
SW) and one for westbound/southbound buses on the west side of Lind Avenue SW (about 30 feet
north of SW 16th Street) are served by the “F” Line RapidRide service. There is an existing bus
pullout on the south side of SW 16th Street just east of the RapidRide stop that is not used by Metro.
The “F” Line provides frequent service between the Burien Transit Center, Southcenter Mall and
Tukwila International Boulevard Transit Station, the Tukwila Commuter Rail Station, Renton Transit
Center, and Renton Landing. The “F” Line provides all-day service seven days per week. On
weekdays, it operates from 4:45 A.M. to 12:05 A.M. with headways (the time between consecutive
buses) of 10 minutes during peak periods and 30 minutes during off-peak periods. Bus stops serving
northbound and southbound buses are also located on Lind Avenue SW just south of SW 16th Street.
These stops are served by Route 153. Route 153 provides weekday-only, peak-period service between
the Renton Transit Center and Kent Station. In the northbound direction, there are six trips between
about 6:00 and 8:30 A.M. and seven trips between 2:40 and 6:20 P.M. In the southbound direction,
there are five trips between 6:10 and 8:10 A.M.; there are seven trips between 2:40 and 6:00 P.M.
Based on data provided by the applicant, it is estimated that between 5% and 9% of employees use
transit and another 4% to 6% use vanpools. This relates to an estimated of 70 to 115 employees that
may commute to and from the site by transit or vanpool.
2.7. Non-Motorized Transportation Facilities
As described in the Roadway Network section, the study area roadways have sidewalks on one or both
sides. However, the sidewalk along the north side on SW 16th Street is incomplete with some
segments missing. There are marked crosswalks with pedestrian signals and pedestrian actuation
buttons at the signalized SW 16th Street / Lind Avenue SW intersection. The Renton Trails and
Bikeways Map identifies Lind Avenue SW and SW 16th Street as a shared roadways bikeways with
“high vehicle volume/speed, no shoulder or curb lane.”
As also mentioned in the Roadway Network section, the Renton Trails and Bicycle Master Plan
includes a recommended extension of the existing SW 16th Street bicycle lanes east of Oakesdale
Avenue SW to Lind Avenue SW or Valley Road. However, this improvement is not included in the
current six-year transportation improvement program.
DRAFTFederal Aviation Administration (FAA) Renton Office Expansion
Transportation Technical Report
- 12 - March 23, 2015
3. PROJECT IMPACTS
This section of the report describes the conditions that would exist with the expanded FAA Renton
Office building. Vehicle trip estimates were prepared using data collected at the site and added to the
forecast 2017-without-project traffic volume forecasts. Level of service analyses were performed to
determine the proposed project’s impact on traffic operations in the study area, including the site
access. Potential impacts to transit, safety, non-motorized facilities, and parking were also examined.
The following sections describe the methodology used to determine the proposed project’s impacts.
3.1. Roadway Network
The project does not propose any changes to the existing roadway network. Vehicular site access would
continue to occur from the single access driveway on Raymond Avenue SW. The design criteria
established by the FAA and General Services Administration (GSA) for access requested two entering
lanes and two exiting lanes from the site. Therefore, the driveway is proposed to be widened to allow
for separated left- and right-turn lanes leaving the site and two lanes entering the site with a center
pedestrian refuge between entering and exiting lanes. The two exit lanes are planned to separate left-
and right-turning vehicles in order to reduce queues leaving the site and minimize egress delays. The
two entering lanes also are planned to improve overall operations for arriving employees and guests.
The left entering lane would be for visitors required to pull up to the security gate house for clearance
to enter; the right entering lane would be for employees with card key access. Employees could enter
unobstructed by visitors that may take longer to pass through the security checkpoint. The existing
access driveways located on SW 16th Street and Lind Avenue SW are planned to be retained; but would
remain closed with bollards. The applicant proposes to maintain the existing curb-cut locations to
provide future flexibility. The project does not intend to make use of the bus pullout located adjacent to
the site on SW 16th Street and would remove the pullout. The project also does not intend to make use
of the southbound right-turn pocket on at the driveway on Lind Avenue SW; however, the project also
does not propose any changes to this existing facility.
3.2. Traffic Volumes
3.2.1. Project Trip Generation
The proposed expansion is expected to generate new trips on the surrounding transportation network.
Vehicle trip generation for the proposed FAA Renton Office expansion project was determined using
the rates developed specifically for this site from new morning and afternoon peak period traffic
counts presented previously (see Table 1). The equation published by ITE in its Trip Generation
Manual for a Single Tenant Office Building based on floor area was used to estimate daily trip
generation for the current building and proposed expansion.
The project would demolish and remove the existing daycare building on the site (which serves
approximately 50 children). However, as described previously, it is expected that most of the traffic
generated by the daycare is FAA related and its removal would not result in a noticeable reduction in
site traffic. Therefore, no credit for the removal of the daycare was assumed for this analysis. This
allows for a conservatively high estimate of project traffic generation. The vehicle trips projected to
be generated by the proposed project are summarized in Table 5. As shown, the project is anticipated
to generate a net increase of 450 vehicle trips per day (225 in, 225 out), with increases of 93 vehicle
trips during the AM and PM peak hours.
DRAFTFederal Aviation Administration (FAA) Renton Office Expansion
Transportation Technical Report
- 13 - March 23, 2015
Table 5. Estimated Vehicle Trips Generated by the Proposed Project
AM Peak Hour Trips PM Peak Hour Trips
Site Condition Size Daily Trips In Out Total In Out Total
Proposed FAA Office Building 292,850 sf 2,230 245 52 297 47 250 297
Existing FAA Office Building 201,000 sf 1,780 168 36 204 32 172 204
Net Increases 91,850-sf 450 77 16 93 15 78 93
Source: Heffron Transportation, Inc., January 2014.
3.2.2. Trip Distribution and Assignment
Trip distribution patterns were developed for the project based on observed travel patterns on the
existing roadway network. The resulting total project trip distribution patterns and assignments for the
daily, AM, and PM peak hours are shown on Figure 5.
3.2.1. Forcast With-Project Traffic Volumes
To estimate 2017 traffic volumes with the proposed project, the project trips were added to the
“without project” volumes. Forecast 2017 “with-project” volumes at the study-area intersections are
shown in Figure 6.
3.3. Traffic Operations
Intersection levels of service for future with-project conditions were determined using the same
methodology described previously for existing and future without-project conditions. Table 6
summarizes existing forecast 2017 levels of service without and with the proposed project for both the
AM and PM peak hours. As shown, the signalized SW 16th Street / Lind Avenue SW intersection is
expected to continue operating at LOS C or better; all movements at the unsignalized intersections,
including the site access driveway, are forecast to continue operating at LOS D or better. The with-
project site access analyses reflect the proposed widened conditions with two exit lanes (separating left
and right turns) and two entry lanes (one approaching the security gate house and one approaching the
card-swipe gate). As shown, the proposed access configuration is not expected to have any adverse
impacts to traffic operations; it is expected to improve queuing conditions for entry and exit.
Since the analysis assumed all access would remain from the one driveway on Raymond Avenue SW,
it reflects a worst-case condition for the evaluation of potential project impacts. If one or both of the
other access driveways were re-opened, they would serve to further disperse traffic onto the adjacent
roadways and would reduce site-related impacts. Use of one or both of these driveways (one on Lind
Avenue SW and/or one on SW 16th Street) would reduce site traffic volumes at the SW 16th
Street/Raymond Avenue SW intersection, which would also reduce delays at that location. If either or
both of the currently closed driveways on SW 16th Street and Lind Avenue SW were re-opened, all
movements would be expected to operate at acceptable levels of service (LOS D or better).
N01.22.15FAA Renton Office ExpansionFAA RentonOfficeExpansionTransportation Impact AnalysisTransportationImpact AnalysisFAARenton Project SiteLINDAVE SWLAKE AVE SEAST VALLEY RDLINDAVE SWSENECAAVE SWLINDAVE SWRAYMONDAVE SWRAYMONDAVE SWRAYMONDAVE SWSENECAAVE SWMAPLEAVE SWSW 16TH STS 15TH STSW 13TH STSW 12TH STSW GRADY WAY405405167Figure 5Net Project Trip Distribution &AssignmentsDaily,AM, and PM Peak Hours38%(44%)12.5%(5%)5.5%(23%)44%(28%)51%(53%)7%(7%)15%(7%)27%(33%)(18) 1(4) 2(2) 3(8) 392101505535XXX(1)1219 (3)5 (1)2(1)6(34)0(0)6(24)19(4)(11)584 (20)12 (58)KEY:Inbound DistributionAM Peak (PM Peak)Outbound DistributionAM Peak (PM Peak)X%(X%)X%(X%)XX(XX)AM Peak (PM Peak) TripsDaily Trips
N01.02.15FAA Renton Office ExpansionFAA RentonOfficeExpansionTransportation Impact AnalysisTransportationImpact AnalysisFAARenton Project SiteLINDAVE SWLAKE AVE SEAST VALLEY RDLINDAVE SWSENECAAVE SWLINDAVE SWRAYMONDAVE SWRAYMONDAVE SWRAYMONDAVE SWSENECAAVE SWMAPLEAVE SWSW 16TH STS 15TH STSW 13TH STSW 12TH STSW GRADY WAY405405167Figure 6Forecast 2017 With-Project Traffic VolumesAM and PM Peak Hours(5) 15(330)170(38)239(5)5(0)0(10)5119(18)205(160)10 (1)31(179)0(0)31(129)25(130)61(12)(35)184(15)17013 (63)39 (187)(333) 51(99)72(62)103(80)115(350)580(41)18710 (1)110 (86)420(295)32(66)325(635)5(5)KEY:XX(XX) -AM Peak (PM Peak)
DRAFTFederal Aviation Administration (FAA) Renton Office Expansion
Transportation Technical Report
- 16 - March 23, 2015
Table 6. Level of Service – Forecast 2017 Conditions – AM and PM Peak Hours
AM Peak Hour PM Peak Hour
2017 w/o Project 2017 w/ Project 2017 w/o Project 2017 w/ Project
Signalized Intersection LOS 1 Delay 2 LOS Delay LOS Delay LOS Delay
SW 16th St / Lind Ave SW B 11.9 B 12.0 C 20.1 C 20.5
Unsignalized Intersections / Movements LOS Delay LOS Delay LOS Delay LOS Delay
SW 16th St / Raymond Ave SW (overall) A 3.0 A 3.6 A 8.0 B 12.0
Northbound from Raymond Ave SW C 17.2 C 19.8 D 25.0 D 34.4
Eastbound Left-Turn from SW 16th St A 7.8 A 7.8 A 7.7 A 7.7
Westbound Left-Turn from SW 16th St A 8.6 A 8.9 A 8.2 A 8.3
Southbound from Raymond Ave SW C 15.8 C 17.2 B 12.6 B 13.0
FAA Site Access / Raymond Ave SW A 3.3 A 4.0 A 6.0 A 6.8
Westbound from FAA Site A 9.8 B 3 13.7 B 10.7 B 3 10.7
Southbound Left-Turn A 7.6 A 8.9 A 7.7 A 7.8
Source: Heffron Transportation, January 2015.
1. LOS = Level of service.
2. Delay = Average seconds of delay per vehicle.
3. The levels of service and delays reported for westbound movements reflect the left-turn movements, since these would be worst.
3.4. Parking
Based on the peak parking demand rate determined from the existing FAA Renton facility, the
proposed expanded building is estimated to generate a peak parking demand of 675 vehicles. The
proposed on-site parking supply—consisting of surface and structured parking with 1,200 spaces
would easily accommodate the estimated peak demand.
3.5. Traffic Safety
The collision data provided for the study area did not indicate any unusual collision patterns that
would impact or be impacted by the proposed project. The project is not expected to result in any
adverse safety impacts.
3.6. Transit Facilities & Service
The expansion is likely to generate an increase in the number of transit trips generated by the facility.
Based on current estimated transit utilization rates, an additional 30 to 50 employees could use transit
or vanpool modes to and from the site. Some of these additional trips are expected to occur directly
on the routes that operate adjacent to the site including the “F” Line and Route 153; others would
access transit via vanpool trips between the site and nearby transit stations. These additional transit
trips are not expected to result in significant adverse impacts and would benefit the overall
transportation network.
DRAFTFederal Aviation Administration (FAA) Renton Office Expansion
Transportation Technical Report
- 17 - March 23, 2015
3.7. Non-Motorized Transportation Facilities
The expanded FAA Renton Office building would likely generate additional pedestrian and bicycle
trips within the site vicinity. However, the increase is not expected to result in adverse impacts to the
nearby transportation facilities.
Based on the site survey, SW 16th Street currently has a minimum of 30 feet of right-of-way to
accommodate the future implementation of the SW 16th Street bicycle lanes recommended in the
Renton Trails and Bicycle Master Plan. A minimum of 30-feet from the right-of-way centerline is
needed to allow for the standard roadway section depicted for “Bike Lanes: Road with Turn Lane”
(page 51 of the Master Plan). This includes 6 feet for half of the 12-foot center-turn-lane, an 11-foot
travel lane, a 5-foot bicycle lane, and 8-feet for the sidewalk and landscape strip.
4. LONG-TERM ANALYSIS
The City of Renton also requested that this analysis consider the potential long-term effects of the
project considering the planned I-405 interchange at Lind Avenue SW. This section presents a
summary of the potential roadway network changes, traffic forecasts, and possible traffic operating
conditions that may exist with the interchange planned by WSDOT.
WSDOT’s I-405 Master Plan, adopted in 2002, identifies a number of projects, including those
contained in the Tukwila to Renton Improvement Project. Efforts at the state level have been under
way since then to secure funding for these major improvements. However, these efforts have been
unsuccessful thus far. As a result, WSDOT staff noted10 that it is difficult to determine when funding
may become available for this project and when the project could be completed. It is not clear that the
improvements would be completed by 2030 as was originally assumed. However, for the purposes of
this analysis of the proposed FAA Renton Office Expansion project, a year 2030 condition was
evaluated assuming the new Lind Avenue SW interchange is complete and relying on the forecasts
developed by WSDOT for the interchange project.
4.1. Roadway Network
WSDOT has proposed substantial improvements to I-405 in the site vicinity that would add: one lane
in each direction between SR 181 and SR 167; two lanes each direction between SR 167 and SR 169;
and one lane northbound (eastbound through Renton) on SR 167 from S 180th Street to I-405. The
project would also reconfigure the SR 181 and SR 167 interchanges. These improvements were
evaluated in the I-405, Tukwila to Renton Improvement Project (I-5 to SR 169 – Phase 2)
Transportation Discipline Report,11 which was prepared in support of the Environmental Assessment
for the Tukwila to Renton Improvement.12 Near the FAA Renton Office Building site, the I-405
project elements were described as follows:
The Build Alternative will rebuild the majority of the I-405 / SR 167 interchange. Access to and
from I-405 will be shifted from Rainier Avenue S to Lind Avenue SW and Talbot Road S (SR 515)
through a split-diamond interchange. The interchange will have frontage roads connecting Lind
Avenue SW and Talbot Road S (SR 515). The new interchange will reduce traffic on S Grady Way
and Rainier Avenue S. Today, these roads feed all traffic to and from I-405 and SR 167 through
10 Email communication, Steve Peer, WSDOT, Public Information I-405/SR 167 Project, December 23, 2014. 11 WSDOT, September 2007. 12 WSDOT, April 4, 2008; Notice of Availability for the Finding of No Significant Impact (FONSI), July 23, 2008.
DRAFTFederal Aviation Administration (FAA) Renton Office Expansion
Transportation Technical Report
- 18 - March 23, 2015
the I-405/SR 167 (Rainier Avenue S) interchange. The Build Alternative will improve operations
of the Rainier Avenue S and S Grady Way intersection from LOS F to LOS D during the 2014
afternoon peak hour. Additionally, all local traffic entering or exiting I-405 will use Lind Avenue
SW or Talbot Road S instead, which will result in increased traffic volumes on these roads;
however, other improvements at these locations will accommodate the increase.
With the new split diamond interchange, drivers will be able to access both directions of I-405 from
Lind Avenue SW and Talbot Road (SR 515). As part of the project, WSDOT would reconstruct and
widen the Lind Avenue SW Bridge over I-405. This reconstruction would also include intersection
improvements at the SW 16th Street / Lind Avenue SW intersection. WSDOT provided a conceptual
drawing of the channelization assumed for the SW 16th Street/Lind Avenue SW intersection in the
detailed traffic analysis prepared for the project. The assumed channelization is shown in Figure 7. As
shown, the improvements at the SW 16th Street / Lind Avenue SW intersection are expected to
include: widening of Lind Avenue to seven lanes north of SW 16th Street; reconfiguration of the west
leg to provide dual eastbound-to-northbound left-turn lanes and a shared through-right-turn lane;
reconfiguration of the west leg to provide a left-turn lane, a through lane, and a right-turn lane; and
widening of the south leg to provide three southbound departure lanes.
No changes are anticipated by WSDOT along SW 16th Street or Lind Avenue SW adjacent to the
FAA Renton site. The existing three-lane configuration of SW 16th Street (one lane in each direction
and a center turn lane) was assumed to remain for the long-term analysis.
4.2. Traffic Forecasts
4.2.1. Background Traffic
Long-term background traffic forecasts for year 2030 conditions with the planned I-405 / Lind
Avenue SW interchange were provided by WSDOT for the SW 16th Street / Lind Avenue SW
intersection. These forecasts were prepared in support of the environmental review documentation
referenced in the previous section and reflect the overall changes to traffic and transportation patterns
expected as a result of the planned improvements along the I-405 corridor. The 2030 forecasts for the
SW 16th Street / Lind Avenue SW intersection were combined with count data and forecasts at the
SW 16th Street / Raymond Avenue SW intersection to estimate 2030 volumes at this location. The
resulting 2030 AM and PM peak hour traffic forecasts for the three study-area intersections are shown
in Figure 8. As shown and as would be expected, the new Lind Avenue interchange is expected to
change traffic patterns and increase volume on SW 16th Street. Year 2030 AM peak hour volumes are
forecast to be about 2.3 times higher than the forecast 2017 volumes; 2030 PM peak hour volumes are
forecast to be about 2.1 times higher than the forecast 2017 volumes. Volumes on Lind Avenue SW
are also expected to increase, but the changes are not expected to be as large as on SW 16th Street.
4.2.2. Project Traffic
With the planned I-405 / Lind Avenue SW interchange, the distribution of traffic generated at the
FAA Renton office building is expected to change. Drivers destined to and from I-405, I-5, and SR
169 are more likely to use the new interchange rather than the West Valley Highway (SR 181)
interchange that is currently preferred. As a result, site traffic patterns would be changed with
substantially more trips destined to and from the east onto SW 16th Street instead of west. The revised
site trip distribution patterns and estimated assignments for conditions with the planned I-405 / Lind
Avenue SW interchange are shown in Figure 9.
N01.02.15FAA Renton Office ExpansionFAA RentonOfficeExpansionTransportation Impact AnalysisTransportationImpact AnalysisSource: WSDOT,Assumed channelization for proposed I-405 Master Plan improvements to the 16th/Lind intersection (Lind-16th_chan_ult_100.PDF), provided by Steve Peer - Public Information I-405/SR 167 Project, December 30, 2014.SW 16th StreetI-405 Northbound Off-Ramp (proposed)I-405 Northbound On-Ramp (proposed)LindAvenue SWFigure 7Planned Channelization at SW 16th Street / LindAvenue SW Intersection
N01.02.15FAA Renton Office ExpansionFAA RentonOfficeExpansionTransportation Impact AnalysisTransportationImpact AnalysisFAARenton Project SiteLINDAVE SWLAKE AVE SEAST VALLEY RDLINDAVE SWSENECAAVE SWLINDAVE SWRAYMONDAVE SWRAYMONDAVE SWRAYMONDAVE SWSENECAAVE SWMAPLEAVE SWSW 16TH STS 15TH STSW 13TH STSW 12TH STSW GRADY WAY405405167Figure 8Forecast 2030 Without-Project Traffic Volumes With I-405 / Lind InterchangeAM and PM Peak Hours(5) 15(555)360(15)165(5)5(0)0(10)5160(35)640(530)10 (5)10(25)0(0)45(250)30(155)42(8)(24)126(20)1959 (43)27 (129)(450)200(210)110(150)100(110)210(550)750(160)47040 (40)270(190)220(300)70(220)240(830)80(90)KEY:XX(XX) -AM Peak (PM Peak)HOVNew InterchangeComponents
N01.22.15FAA Renton Office ExpansionFAA RentonOfficeExpansionTransportation Impact AnalysisTransportationImpact AnalysisFAARenton Project SiteLINDAVE SWLAKE AVE SEAST VALLEY RDLINDAVE SWSENECAAVE SWLINDAVE SWRAYMONDAVE SWRAYMONDAVE SWRAYMONDAVE SWSENECAAVE SWMAPLEAVE SWSW 16TH STS 15TH STSW 13TH STSW 12TH STSW GRADY WAY405405167Figure 9Net Project Trip Distribution &Assignments with I-405 / Lind InterchangeDaily,AM, and PM Peak HoursHOV12.5%(13%)12.5%(5%)31%(54%)44%(28%)19%(20%)7%(7%)47%(40%)27%(33%)(42) 5(4) 2(2) 3(3) 157015019535XXX(6)3643 (8)5 (1)2(1)2(10)0(0)10(48)19(4)(11)584 (20)12 (58)KEY:Inbound DistributionAM Peak (PM Peak)New InterchangeComponentsOutbound DistributionAM Peak (PM Peak)X%(X%)X%(X%)XX(XX)AM Peak (PM Peak) TripsDaily Trips
DRAFTFederal Aviation Administration (FAA) Renton Office Expansion
Transportation Technical Report
- 22 - March 23, 2015
4.2.3. Forecast With-Project Traffic Volumes
To estimate 2030 traffic volumes with the proposed project, the project trips were added to the
“without project” volumes. Forecast 2030 “with-project” volumes at the stud-area intersections are
shown in Figure 10.
4.3. Traffic Operations
Intersection levels of service for future conditions without and with the FAA Renton Office expansion
project were determined using the same methodology described previously. Table 7 summarizes the
2030 levels of service without and with the proposed project for both the AM and PM peak hours. As
shown, the addition of the I-405 / Lind Avenue SW interchange is expected to result in added delay at
the signalized SW 16th Street / Lind Avenue SW intersection. However, it is expected to operate at
LOS D or better. The increase in volumes along SW 16th Street is expected to add delay to turn
movements from Raymond Avenue SW. If the volumes increase as predicted by WSDOT, turns from
Raymond Avenue SW could be degraded to LOS F with the project during the PM peak hour. Delay
and overall operations for the northbound movements from Raymond Avenue SW could be improved if
channelization were modified to provide separate left- and right-turn lanes approaching the
intersection. This change appears to be feasible within the existing curb-to-curb width of the roadway
and would allow northbound movements to operate at LOS E or better (LOS E with delay of 45.7
seconds per vehicle for lefts; LOS D with delay of 26.1 seconds per vehicle for rights).
Table 7. Level of Service – Forecast 2030 Conditions – AM and PM Peak Hours
AM Peak Hour PM Peak Hour
2030 w/o Project 2030 w/ Project 2030 w/o Project 2030 w/ Project
Signalized Intersection LOS 1 Delay 2 LOS Delay LOS Delay LOS Delay
SW 16th St / Lind Ave SW C 22.8 C 23.2 D 38.5 D 39.4
Unsignalized Intersections LOS Delay LOS Delay LOS Delay LOS Delay
SW 16th St / Raymond Ave SW (overall) A 2.5 A 3.0 A 8.7 C 18.1
Northbound from Raymond Ave SW C 17.5 C 19.9 E 39.1 F 74.3
Eastbound Left-Turn from SW 16th St A 9.2 A 9.2 A 8.7 A 8.7
Westbound Left-Turn from SW 16th St A 9.5 A 9.8 A 9.0 A 9.1
Southbound from Raymond Ave SW C 24.8 D 29.3 E 44.2 F 66.3
FAA Site Access / Raymond Ave SW A 3.1 A 3.8 A 5.7 A 6.5
Westbound from FAA Site A 9.9 B 14.0 B 11.0 B 10.9
Southbound Left-Turn A 7.7 A 7.9 A 7.8 A 7.8
Source: Heffron Transportation, January 2015.
1. LOS = Level of service.
2. Delay = Average seconds of delay per vehicle.
Similar to the year-of-opening analysis, the long-term analysis assumed all access would remain from
the one driveway on Raymond Avenue SW (a worst-case condition). However, if either or both of the
currently closed driveways on SW 16th Street and Lind Avenue SW were re-opened, all movements
would be expected to operate at acceptable levels of service (LOS D or better) under long-term
conditions as well.
N01.02.15FAA Renton Office ExpansionFAA RentonOfficeExpansionTransportation Impact AnalysisTransportationImpact AnalysisFAARenton Project SiteLINDAVE SWLAKE AVE SEAST VALLEY RDLINDAVE SWSENECAAVE SWLINDAVE SWRAYMONDAVE SWRAYMONDAVE SWRAYMONDAVE SWSENECAAVE SWMAPLEAVE SWSW 16TH STS 15TH STSW 13TH STSW 12TH STSW GRADY WAY405405167Figure 10Forecast 2030 With-Project Traffic Volumes With I-405 / Lind InterchangeAM and PM Peak Hours(5) 15(555)360(18)180(5)5(0)0(10)5203(43)640(530)10 (5)12(35)0(0)55(298)30(155)61(12)(35)184(20)19513 (63)39 (187)(492)205(214)112(152)103(110)210(550)750(166)50640 (40)275(191)220(300)72(221)240(830)80(90)HOVKEY:XX(XX) -AM Peak (PM Peak)New InterchangeComponents
DRAFTFederal Aviation Administration (FAA) Renton Office Expansion
Transportation Technical Report
- 24 - March 23, 2015
5. MITIGATION
5.1. Transportation Impact Fee
The City of Renton 2015 Development Fees indicate the transportation mitigation fee for general
office space is $3.69 per square foot. However, as presented previously in this report, the FAA
Renton Office building generates less PM peak hour traffic than would be estimated using ITE’s Trip
Generation Manual, which was the basis for the City’s fee rate for office space. Therefore, it is
reasonable to prepare an independent transportation mitigation fee for the proposed FAA Renton
Office Expansion project based on the actual trip generation rate determined for the site. Renton
Municipal Code (RMC) allows for an independent transportation mitigation fee calculation as stated
in RMC 4-1-190.H.1:
If, in the judgment of the Administrator, none of the fee categories or fee amounts set forth in
the City’s Fee Schedule published and on file with the City Clerk accurately describes or
captures the impacts of a new development on public facilities, the Department may conduct
independent fee calculations and the Administrator may impose alternative fees on a specific
development based on those calculations.
Based on data presented in Table 8 of the City of Renton’s Rate Study for Impact Fees13 the
transportation impact fee rate for the Office land use category is calculated as follows:
ITE PM Peak
Hour Trip Rate × % New
Trips × Trip Length
Factor =Net New
Trips
Rate Per Unit Based
on $7,517.08 per trip
1.49 trips / 1,000 sf 90% 1.47 1.97 per 1,000 sf $14.82 per sf
However, the adopted fee rate for office space in 2015 is roughly 25% of the total calculated rate-
($3.69 ÷ $14.82 = 24.9%). If this same methodology is applied to the observed trip generation rate
determined for the existing FAA Renton Office building, the fee rate would be calculated as follows:
Observed PM Peak
Hour Trip Rate × % New
Trips × Trip Length
Factor =Net New
Trips
Rate Per Unit Based
on $7,517.08 per trip
1.015 trips / 1,000 sf 90% 1.47 1.34 per 1,000 sf $10.09 per sf
The calculated fee rate for 2015 would then be $2.51 per square foot (24.9% × $10.09). Based on this
independent fee rate and the proposed addition that would add 91,850 square feet to the existing
office building, the transportation impact fee for project would be $230,544. Although the project
would remove the existing daycare from site, no credit for its removal was included in this fee
calculation, since the daycare is effectively operating as a part of the FAA facility and did not appear
to generate its own traffic.
It should be noted that transportation impact fees are due and payable before the building permit is issued
by the City based on the fee rates in effect at that time.
13 Henderson Young & Company, August 26, 2011.
DRAFTFederal Aviation Administration (FAA) Renton Office Expansion
Transportation Technical Report
- 25 - March 23, 2015
5.2. Right-of-Way Dedications
The project does not propose any new dedications of right-of-way. The right-of-way width of SW 16th
Street is currently 30 feet on the south side of centerline and would be adequate for the future
implementation of the SW 16th Street bicycle lanes recommended in the Renton Trails and Bicycle
Master Plan. A total of 30 feet from the right-of-way centerline exists to allow for the standard
roadway section depicted for “Bike Lanes: Road with Turn Lane.”
5.3. Roadway Network Improvements
No roadway network improvements would be required to accommodate the proposed FAA Renton
Office Expansion project for short-term conditions. However, if desired by the City of Renton, the
project would remove the existing unused bus pullout on SW 16th Street and replace it with sidewalk.
In the long-term, WSDOT’s planned I-405 / Lind Avenue SW interchange is expected to substantially
increase traffic volumes on SW 16th Street through the Raymond Avenue SW intersection. If volumes
increase to the levels predicted in WSDOT’s long-range (2030) forecasts, the combination of these
background traffic volume increases and the added traffic from the FAA Renton Office Expansion
could degrade operations for northbound movements from Raymond Avenue SW onto SW 16th Street
to LOS F. These long-term impacts could be mitigated with a channelization improvement that would
separate the left- and right-turn movements on the south leg of the intersection. It appears that such a
channelization improvement would be possible within the existing curb-to-curb width of Raymond
Avenue SW and could be achieved with re-striping and signage. No other changes to the intersection
would be required; SW 16th Street could remain with its current three-lane configuration.
Federal Aviation Administration (FAA) Renton Office Expansion DRAFT
Transportation Technical Report
APPENDIX A
Level of Service Definitions
DRAFTFederal Aviation Administration (FAA) Renton Office Expansion
Transportation Technical Report
A-1
Levels of service (LOS) are qualitative descriptions of traffic operating conditions. These levels of
service are designated with letters ranging from LOS A, which is indicative of good operating condi-
tions with little or no delay, to LOS F, which is indicative of stop-and-go conditions with frequent and
lengthy delays. Levels of service for this analysis were developed using procedures presented in the
Highway Capacity Manual (Transportation Research Board, 2010).
For unsignalized intersections, level of service is based on the average delay per vehicle for each
turning movement. The level of service for a two-way, stop-controlled intersection is determined by
the computed or measured control delay and is defined for each minor movement. Delay is related to
the availability of gaps in the main street's traffic flow, and the ability of a driver to enter or pass
through those gaps. Table A shows the level of service criteria for unsignalized intersections from the
Highway Capacity Manual 2010.
Table A. Level of Service Criteria for Unsignalized Intersections
Level of Service
Average Delay
(seconds per vehicle)
A Less than 10.0
B 10.1 to 15.0
C 15.1 to 25.0
D 25.1 to 35.0
E 35.1 to 50.0
F Greater than 50.0
Source: Transportation Research Board, Highway Capacity Manual, 2010