01 ATTACHMENT 3 - Laserfiche WebLink

As noted earlier in this report, the traffic modeling assumptions for the existing condition assumes the Nordstrom department store in full operation. The proposed conceptual scenarios do not assume Nordstrom or Sears retail capacity (i.e., the scenarios assume these two stores are no longer operating). For comparison purposes, the Nordstrom department store (approximately 164,000 square feet) would generate a number of PM vehicle trips equal to 680 multifamily homes. In the PM peak hour, residential uses would generate more inbound traffic with office uses generating more outbound traffic; retail uses would display a more balanced inbound and outbound split during the evening peak hour. It should be noted that each of the conceptual scenarios, by adding connecting roadways through the mall, would potentially open a new roadway path through the mall site for vehicles to avoid the southbound queue on Stoneridge Mall Road and associated congestion. This would occur via the construction of a new potential "cut through" route along the west side of the Simon 1 and 2 parcels enabling vehicles to pass through the site from Embarcadero Court/Stoneridge Mall Road to Springdale Drive/Stoneridge Mall Road. The primary findings of this initial transportation review of the conceptual scenarios are: •Scenarios 2 and 2a generate considerably more PM peak hour vehicle traffic (approximately 50 percent more) than Scenario 1. This is due to the inclusion of roughly 300,000 square feet of office space in Scenarios 2 and 2a, which is not included in Scenario 1. •While each of the conceptual scenarios would exacerbate the existing queueing problem on southbound Stoneridge Mall Road approaching Stoneridge Drive during the PM peak hour, this effect would be more pronounced in Scenarios 2 and 2a. This is due to the addition of additional employment uses which would further increase the amount of traffic trying to leave the area in the evening. •The elimination of existing and future retail assumptions (both by eliminating assumed trips in the existing condition, and potentially adjusting the already entitled additional retail capacity) at the mall would lessen the transportation impact, and could allow some combination of housing and office uses to be accommodated. •Each of the scenarios could potentially open a new roadway path and cut through the mall site for vehicles to avoid the southbound queue on Stoneridge Mall Road approaching Stoneridge Drive. Traffic calming, or other measures, could be deployed within the mall's internal roadway network to minimize this activity, by making the route unattractive to use as a cut-through. Page 13 of 17