11419 19TH AVE SE LAND USE REVIEW 2016-01-01 MF Import

� Wayne Wentz April 10, 1996 Page 2 was applied to account for other pending or approv�d developments in the project vicinity. Also the traffic generated by the approved Costcc store was added to determine "worst case" cor.ditions. Dai(y and PM peak hour trips generated by the proEosed neighborhood retail development have been estimated based on statistics for similar shopping canter developments, compiled and published in the Institute of Transportation Engineers (ITE) Trip Generation manual, fifth edition, January 1991. A credit was applied for the existing retaiUchildcazelmini-mart/food services to be removed and a 67 percent passby reduction in daily and peak trip generation was applied to account for existing trips already on the road system. � Peak hour level of service (LOS) analysis calculations follow the methodology outlined in the: 1994 Highway Capaciry Manual, Special Report 209, Transportation Research Boazd and highway capacity support softwaze developed by McTrans, University of Florida, Transportation Research Center, and the Federal Highway Administration. Terry Gibson, responsible for the traffic analysis is a licensed civil engineer in the State of Washington and past-President of the Washington State Section of ITE. EXISTING CONDITIONS Roadwuy Network The primary access route to the project site is SR-�27, which is the two/three-lar:e principal arterial in the study area and connects Everett to Bothell. SR-3 has left-turn channelization along the site frontage and signalization provided at major intersections in the project vicinity. However, SR-527 is programmed for widening to s 5-lane section between 132nd and 112th Street. SR-527 presently carries 22,270 average daily trips (ADT) north of 116th Street, per July 1995 City of Everett counts. Existing Traffic Volumes and Level of Service Traffic congestion is generally measured in terms of level of service (LOS). In accordance with the 1994 Highway Copacity Manual, road facilities or intersections are rated between LOS A and F, with LOS A being &ee flow and LOS F being forced flow or over-capacity conditions. The LOS at stop-controlled intersections is measured in terms of average delay for the critical stop- controlled lane group while delay at signalized intersections is measured in tertns oi the average delay of all approached. Geometric characteristics and conflicting traffic movements are taken into consid�ration when determining LOS vwues. 3�Z7 0 � �Oa RAFFIC OO a�NJd4G^1�4�