11730 118th Avenue N.E., Suite 600, Kirkland, WA 98034 | 425.821.3665 |

MEMORANDUM Date: October 20, 2016 TG: 16413.00

To: John Shaw – Seattle Department of Construction and Inspections

From: Michael Swenson PE, PTOE – Transpo Group

Darwin Li – Transpo Group

cc: Hanjung Kang, G&K Investment, LLC

Jeff Walls, Studio 19 Architects

Subject: 4218 Roosevelt Way NE Apartments (Project #3021266)

This memorandum summarizes the transportation and parking analysis that was completed for the proposed residential project located in the University District neighborhood in Seattle, WA. The scope of this analysis was coordinated in advance with City of Seattle staff. This memorandum includes an overview of the project including the proposed development plan, project description, surrounding roadway network, anticipated trip generation, anticipated peak parking demand, and the results of the concurrency analysis.

Project Description The project is located on the east side of Roosevelt Way NE between NE 43rd Street and NE 42nd Street. The proposed site would occupy three existing parcels, which currently contains one public paid parking lot containing 15 parking stalls, and one private parking lot which stores new vehicles for the nearby Audi and Volkswagen dealerships. The proposed project includes a mixed-use building containing 110 residential units along with approximately 5,240 square feet of retail space. The project includes parking for 49 vehicles below grade. Access to the on-site parking garage is proposed via a single driveway through the existing alley, located on the east side of the site. The project is anticipated to be constructed and occupied in 2018. The preliminary site plan is shown in Figure 1 on the following page.

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Figure 1 –Site Plan (First Floor)

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Transportation Network The following describes the existing street network within the vicinity of the proposed project and anticipated changes resulting from planned improvements. NE 43rd Street is classified as a collector arterial by the City of Seattle. Within the site vicinity, NE 43rd Street is a two-way two-lane street with parking on both sides. There are no bicycle facilities on this street. Roosevelt Way NE is defined as a principal arterial by the City of Seattle. Within the site vicinity, Roosevelt Way is configured for southbound travel only, providing two vehicular travel lanes, a bike lane on the west side of the road and on-street parking on both sides of the street. Roosevelt Way is also classified as a minor transit street by the City of Seattle. NE 42nd Street is classified as a local street by the City of Seattle. Within the site vicinity, NE 43rd Street is a two-way two-lane street with parking on both sides. There are no bicycle facilities on this street.

Transit Service Bus transit service in the study area is provided by King County Metro Transit and Sound Transit. The nearest bus stop to the proposed development is located along the west side of Roosevelt Way NE just north of NE 42nd Street which provides four bus routes. Other nearby bus stops within a quarter-mile walking distance include those at 11th Avenue NE & NE 42nd Street and Roosevelt Way NE & NE 45th Street. In total, approximately 14 transit routes are available within walking distance. The service areas, operating hours, and headways between bus arrivals of the major bus routes are summarized in Table 1. Table 1. Existing Transit Service

Routes Area Served Approximate Operating Hours PM Peak

Headways (min)

44 Ballard to UW 5:00 am – 2:00 am ~10

65 Jackson Park to UW 5:00 am – 1:00 am ~15

74 Sand Point to Downtown Seattle 6:00 am – 9:00 am N/A

67 Northgate TC to Children’s Hospital 5:00 am – 12:30 am ~10

355 Shoreline Community College to Downtown 6:00 am – 9:00 am N/A

Source: King County Metro Transit (August 2016)

In addition to the transit service described above, improvements to light rail service are underway in the area. Sound Transit is constructing a light rail station on Brooklyn Avenue between NE 45th Street and NE 43rd Street (approximately quarter-mile walking distance from the project site). Light rail will provide service to the upcoming Roosevelt and Northgate Link Extensions as well as service to the existing Sea-Tac Airport. The station is projected to open for service in 2021.

Non-Motorized Facilities As mentioned previously, no bicycle facilities are available on NE 42nd or NE 43rd Street. Roosevelt Way NE provides a bicycle lane from the University Bridge to NE 65th Street. The Seattle Department of Transportation has planned to upgrade the bike lane between NE 65th Street and the University Bridge to a protected bicycle lane. Paving and Construction of the upgraded bicycle lane began in March 2016 and is expected to be completed by the end of the year.

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Within the site vicinity, sidewalks are provided on both sides of all streets and marked crosswalks exist at all the intersections.

Trip Generation Trip generation estimates have been prepared for the project based on trip rates were identified using the Institute of Transportation Engineers (ITE) Trip Generation Manual, 9th Edition (2012) and consideration and consideration for average vehicle occupancies and mode splits typical of this area of Seattle. The methodology used in this analysis has been approved by City staff and is consistent with previous studies conducted in the area. The flow chart below illustrates the process utilized to estimate the projects trip generation.

Some ITE land uses represent vehicle trip rates observed in more suburban settings than the proposed project. To calibrate the trip generation to the local character of the proposed project, the vehicle trips based on ITE trip rates are converted to person trips through the use of average vehicle occupancy (AVO) rates derived from NCHRP Report 365. Once person trips were derived, local mode split information, from American Community Survey (ACS) data1 was applied to arrive at transit, non-motorized, carpool and single occupant vehicles (SOV) trips. Person trips by mode were determined by multiplying the person trips by the estimated mode splits.

1 ACS 2014, Census Tract 53.01.

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Table 2 summarizes the resulting net new weekday daily, AM and PM peak hour vehicle trip generation. No trip credits were taken into account for existing uses. Detailed trip generation calculations for the proposed development are provided in Attachment A. Table 2. Estimated Weekday Vehicle Trip Generation

Land Use Size Daily Trips

AM Peak-Hour Trips1 PM Peak-Hour Trips1

In Out Total In Out Total

Proposed

Apartment 110 DU 153 2 10 12 11 6 17

Specialty Retail 5,240 sf 14 0 1 1 0 1 1

New Vehicle Trips 173 2 11 13 11 7 18

Notes: sf = square-feet. DU=dwelling unit 1. Vehicle trips were estimated based on person trip calculations and localized mode split information.

As shown in the Table 2, the development is anticipated to generate 173 new vehicular weekday daily trips with 13 trips occurring during the weekday AM peak hour and 18 occurring during the weekday PM peak hour.

Parking Analysis The following sections describe the proposed parking supply and the estimated peak parking demand of the project.

On-Site Parking Supply

The proposed project would provide a below-grade garage containing 49 parking stalls.

Parking Demand

There are multiple methods used within the city to estimate the residential peak parking demand such as Right-Size Parking and Parking Generation Handbook (ITE), and estimates using local vehicle ownership rates from US Census data.2 The peak parking demand for this type of residential project is expected to be below national averages because the project is located near a heavy student population presence, frequent transit service, and low vehicle ownership. Because the census tract data available is composed of mostly renter-occupied data which would be consistent with the housing offered by the proposed development, the methodology that utilizes the auto ownership data from the US census was utilized. Based on local vehicle ownership rates of renter-occupied housing and the proposed unit breakdown3, a parking demand rate of 0.32 vehicles per dwelling unit was estimated. The detailed ownership rate calculations are provided in Attachment B. This results in a resident parking demand of 35 vehicles. Residential visitor peak parking demand rates are 0.15 vehicles per dwelling unit based on information provided in Shared Parking (ULI, 2nd Edition). This results in a visitor peak parking demand of approximately 17 vehicles. As a result, the combined residential and visitor parking demand would total approximately 52 vehicles. For the retail use, Shopping Center (land use #820) is referenced from Parking Generation (ITE, 4th Edition). Because of the transit availability, heavy student population presence, and the project’s urban location, a 10% vehicle mode split is applied to the ITE parking rate assuming that

2 Selected Economic Characteristics (U.S. Census Bureau, American Community Survey 2014), Census Tract 53.01

(Report #B25044). 3 94 studio units & open one-bedroom units, 6 one-bedroom units, and 10 two-bedroom units

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the majority of retail trips would be primarily walking, bicycling or transit trips. For the proposed 5,240 square feet of retail, the peak parking demand would equate to approximately 2 vehicles. This would generate a total parking demand of approximately 54 vehicles, which would not be accommodated in the on-site parking garage that provides 49 parking stalls. A potential parking overspill of approximately 5 vehicles may occur on-street.

Transportation Concurrency The City of Seattle has implemented a Transportation Concurrency system to comply with one of the requirements of the Washington State Growth Management Act (GMA). The system, described in the DPD Director’s Rule 5-2009 and the City’s Land Use and Zoning Code, is designed to provide a mechanism that determines whether adequate transportation facilities would be available “concurrent” with proposed development projects. The screenlines closest to the project site were chosen for review. Screenlines are imaginary lines drawn across primary roadways to monitor traffic going from one side to the other. The screenlines that were analyzed for concurrency review include Ship Canal – University and Montlake Bridges (Screenline 5.16) and East of I-5 – NE 65th Street to NE 80th Street (Screenline 13.13), as shown in Table 3. As a conservative estimate, it was assumed that all project-generated traffic traveling in the direction of the screenlines would extend across the screenlines included in this analysis. Table 3. Transportation Concurrency Analysis

SL#1 Location Dir2 Capacity

2008

Volume

Project

Traffic

V/C Ratio

w/ Project

LOS

Standard

5.16 Ship Canal

University & Montlake Bridge

NB 5,880 3,614 6 0.61 1.00

SB 5,080 2,257 3 0.44 1.00

13.13 East of I-5

NE 65th St to NE 80th St

EB 5,180 2,281 3 0.44 1.00

WB 5,180 1,874 2 0.36 1.00

1. SL# = Screenline Number 2. Direction: NB = Northbound, SB = Southbound, EB = Eastbound, WB = Westbound

The transportation concurrency analysis indicates that with traffic generated by the project, the screenlines would have v/c ratios that are less than the City v/c threshold; thus, the project would meet the City’s concurrency requirements.

Summary and Findings The proposed project will include 110 apartment units and 5,240 square feet of

commercial space. Parking for 49 vehicles will be provided below grade. Access to the on-site parking garage is proposed via a driveway located on the alley on the east side of the site.

The development is anticipated to generate 173 new vehicular weekday daily trips with 13 trips occurring during the weekday AM peak hour and 18 occurring during the weekday PM peak hour.

The project is estimated to have a peak parking demand of 54 vehicles which would not be accommodated by the proposed supply of 49 parking stalls.

The project would meet the City’s concurrency requirements

Attachment A: Trip Generation Worksheets

Attachment A: Trip Generation

Attachment A: 4218 Roosevelt Way

Person Trip CalculationLand Use Size Trip Rate1

Inbound % AVO Rate2Person Trips

Proposed UseResidential (LU 220) 110 units 1.11 Daily 6.65 trips/unit 50% 810 AM Peak Hour T = 0.49(X)+3.73 20% 64 PM Peak Hour T = 0.55(X)+17.65 65% 87

Specialty Retail (LU 826) 5,240 sfgla 1.48 Daily 44.32 trips/ksf 50% 340 AM Peak Hour3 0.96 trips/ksf 62% 7 PM Peak Hour 2.71 trips/ksf 44% 21

Notes:

2. AVO = average vehicle occupancy based on rates published in NCHRP 365 for Urban Areas. 1. Trip rates based on Institute of Transportation Engineers' (ITE) Trip Generation 9th Edition average trip rate and equation as shown above.

Attachment A: Trip Generation

Attachment A: 4218 Roosevelt Way

Person Trips by Mode of TravelPercent Daily AM Peak Hour PM Peak Hour

Trip Generation Summary By Mode1 Person Trips In Out Total In Out TotalProposed UseResidential Walk, Bike, Other Trips 36% 290 5 18 23 20 11 31 Transit Trips 44% 360 6 22 28 25 13 38 Person Trips by Vehicle 20% 160 2 11 13 12 6 18 Total 100% 810 13 51 64 57 30 87

Specialty Retail Walk, Bike, Other Trips 85% 290 4 2 6 8 10 18 Transit Trips 5% 20 0 0 0 0 1 1 Person Trips by Vehicle 10% 30 0 1 1 1 1 2 Total 100% 340 4 3 7 9 12 21

Net New Project Person Trips Walk, Bike, Other Trips 580 9 20 29 28 21 49 Transit Trips 380 6 22 28 25 14 39 Person Trips by Vehicle 190 2 12 14 13 7 20 Total 1,150 17 54 71 66 42 108

Daily Vehicle AM Peak Hour Vehicle Trips PM Peak Hour Vehicle Trips

Land Use AVO1Trips In Out Total In Out Total

Proposed UseResidential 1.05 153 2 10 12 11 6 17Specialty Retail 1.48 20 0 1 1 0 1 1Total 173 2 11 13 11 7 181. AVO = average vehicle occupancy based on carpool data from the local Census Tract (#53.01) Report B08137. Retail AVO assumed consistent with NCHRP 365 retail AVO rate.

1. Person trip mode splits for the residential uses are based on 2010 - 2014 American Community Survey 5-Year Estimates for the census tract (#53.01) of the proposed project. Mode split for residential uses is based on means of transportation to work by tenure Census Tract (#53.01) report B08137. Mode split for specialty retail was based on the assumption that the retail would serve the immediate vicinity and generate primarily walking trips.

Attachment B: Parking Worksheets

Appendix E ‐ Parking Demand

Project Information

Project:

Project No: 16413.00

Unit Mix

Studio & Open one bedroom units: 94

One bedroom units: 6

Two bedroom units: 10

Three bedroom units 0

Total apartment units: 110

Census Data

Cesus Tract Number: 53

Renter occupied housing with:

No Vehicle 1,656

1 Vehicle 717

2 vehicles 170

*US Census Bureau, 2010 ‐ 2014 American Community Survey, Report B25044

Vehicle Ownership Rate Calculation

Studio, open, and one bedroom unit auto ownership: 1

0.30 autos/unit

One and two bedroom unit auto ownership: 2

0.42 autos/unit

1.  Assumes no vehicle or one vehicle ownership

2.  Assumes no vehicle, one vehicle, two, and three vehicle ownership

Weighted Average Vehicle Ownership Rate for Proposed Apartments:

0.32 autos/unit

Residential Peak Parking Demand

35 Vehicles

ULI Apartment Visitor Parking Demand Rate

0.15 autos/unit

Visitor Parking Demand Rate Calculation

Wtd. Avg. Vehicle Ownership + ULI Visitor Rate=

17 Vehicles

Total Localized Peak Parking Demand 

52 vehicles

Seattle Apartment Parking Demand Rate Calculation

4218 Roosevelt

*Assumed breakdown based on 

unit mix percentages

Residential Census 8/29/2016

Project Information

Project:

Project No: 16413.00

Retail Size:

Commercial Space

5,240 sf Specialty Retail

Local Mode Split Data1:

Vehicle 10%

Walk / Bicycle 85%

Transit 5%

100%

Parking Demand Rate2:

2.55 stalls / 1,000 sf (ITE Shopping Center #820)

Localized Parking Demand Rate:

Parking Demand Rate x Vehicle Mode Split

0.26 vehicles / 1,000 sf (Specialty Retail)

Parking Demand:

Retail Size x Localized Parking Demand Rate

2 vehicles

Notes: 

2  Based on ITE Parking Generation (4th Edition, 2010) shopping center land use 820 for non‐Friday weekday, non‐December. 

Seattle Retail Parking Demand Rate Calculation

4218 Roosevelt Way NE

1. Based on the assumption that retail serves the local residents and the majority of trips (90%) would be walking, biking, and 

transit related.