HomeMy WebLinkAboutCOW 2013-10-14 Item 4B - Comprehensive Plan - Exhibit A - Chapter 13 Transportation ElementCHAPTER THIRTEEN
TRANSPORTATION ELEMENT
EXHIBIT
A
TUKWILA COMPREHENSIVE PLAN
ELEMENT
13
TRANSPORTATION
TRANSPORTATION
WHAT YOU WILL FIND IN THIS CHAPTER:
• A description of the existing transportation network in Tukwila;
• A discussion of how transportation planning and land use are related
• A discussion of how demand on the transportation network is managed; and
• Goals and Policies for providing adequate levels of service.
PURPOSE
To provide safe and efficient movement of people and goods to, from, within, and through Tukwila.
The Transportation Element establishes Tukwila's transportation goals and policies for the 20 -year
planning period. It provides direction for transportation decisions regarding annual plan updates,
including:
— The Six -Year Transportation Improvement Plan (TIP);
— The Six -Year Capital Improvement Program and Financial Planning Model (CIP /FPM);
— The annual budget; and
— Infrastructure Design and Construction Standards.
It is key in supporting community livability and economic vitality, as prioritized in Tukwila's Strategic
Plan. It also provides guidance for development review and approval, land use and zoning decisions,
and continuing transportation and maintenance programs.
The Transportation Element establishes a basis for decision - making that is consistent with
Washington's Growth Management Act, King County's Countywide Planning Policies, and the Puget
Sound Regional Council's (PSRC) Transportation 2040. The specific requirements of each of these
plans are fulfilled by the City of Tukwila Background Report for the Transportation Element of the
Comprehensive Plan Update (hereafter referred to in this element as the Background Report), and
summarized herein. The Background Report, Walk and Roll Nonmotorized Transportation Plan,
Tukwila Transit Plan, Commute Trip Reduction Plan, Growth and Transportation Efficiency Center Plan,
the annually- updated six -year Transportation Improvement Plan, six -year CIP /FPM, and the budget
are all adopted by reference in the Tukwila Comprehensive Plan.
TUKWILA COMPREHENSIVE PLAN - OCTOBER 2013 PAGE 13 -2
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13
TRANSPORTATION
ISSUES
Tukwila's diverse transportation system includes freeways, highways, arterial streets, access streets,
bus, light rail, commuter rail transit service, Amtrak passenger rail service, sidewalks, trails, and
neighborhood footpaths. In addition, Sea-Tac International Airport and Boeing Field provide
air transportation for general, commercial, and business aviation. The Duwamish River provides
water access to Elliott Bay and beyond. The City's road and rail network enables freight and rail
transportation within and through the city. Future Tukwila transportation system additions include
Bus Rapid Transit. A detailed inventory of the existing transportation system in Tukwila is contained
in the Background Report. (Fehr & Peers, May 2012)
The major transportation issues facing Tukwila include the following:
• Physical and geographic barriers that challenge connectivity throughout the City. Physical barriers
include the valley wall, the Green /Duwamish River, and highways that separate portions of the City
from each other, increasing emergency services response times and cost. Residents value quiet
neighborhood streets that exist in an incomplete or disconnected street system. With relatively
few "through "streets, many vehicles use the streets that do connect, burdening the adjacent
properties and residents. The large volume of vehicles on through- streets also makes it more
difficult to walk to destinations such as schools, libraries or shopping.
• Limited funding to satisfy competing priorities.
— Increasing connectivity is very costly given the need to acquire new rights -of -way, conducting
engineering studies and design, and construction costs.
— Criteria for grant funding are most often targeted to Tukwila's Urban Center or the
Manufacturing /Industrial Center because these are the locations where significant
employment and residential growth are planned and are supported by regional plans.
— There are unmet needs in other areas of the City, including streets that do not meet City
standards and it is unlikely that the roads would be improved by new development in these
already developed areas.
• Reliance on regional agencies, such as the Port of Seattle, Metro and Sound Transit, to serve local
needs.
TUKWILA COMPREHENSIVE PLAN - OCTOBER 2013 PAGE 13 -3
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TRANSPORTATION
TRANSPORTATION AND LAND USE
The Transportation Element supports the City's Land Use Element. It demonstrates how the City will
maintain and preserve the existing network, as well as address deficiencies while demonstrating
how planned growth will be accommodated over the next 20 years per the Office of Financial
Management (OFM) and PSRC forecasts.
The household and job forecasts for Tukwila are for an additional 4,860 households and 27,670 jobs
by the year 2030, with most of that occurring in the Southcenter, Tukwila International Boulevard
and Tukwila South mixed use commercial areas. To plan for land use and transportation changes
associated with this growth, these households and jobs are assigned to Traffic Analysis Zones (TAZs)
based on the availability of vacant and redevelopable lands. (Maps 13 -1 and 13 -2)
Employment forecasts in the Transportation Element and used for the Transportation Demand Model
that include 27,670 additional jobs from 2010 -2030, are nearly double the growth that current
growth targets and forecasts represent (i.e., 15,500 additional jobs by 2031). The Transportation
Demand Model was developed using employment forecast information available at the time. Since
then, the employment forecast has been revised downward significantly due to the effects of the
great recession on the regional economy. In addition, current forecasts are based to a greater degree
on adopted King County Growth Targets for Tukwila.
The City will revise the employment forecast and land use assumptions in the Transportation
Element for consistency with land use - related elements and adopted growth targets during the next
scheduled Transportation Demand Model update in 2016.
GOAL 13.1 GENERAL
Tukwila's transportation network provides for safe and efficient movement
of people and goods to, from, within, and through Tukwila.
GENERAL TRANSPORTATION POLICIES
13.1.1 Prioritize safety in an ongoing monitoring program.
13.1.2 Focus on transportation efficiency by maximizing the movement of people with streets
that are designed to be safe for all transportation modes, accommodating existing land
uses while designing for the future.
13.1.3 Balance travel efficiency, safety, and quality -of -life in residential areas through creative
roadway design.
TUKWILA COMPREHENSIVE PLAN - OCTOBER 2013 PAGE 13 -4
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TRANSPORTATION
;Seattle
Lake
Washinvton
King
County
King County
10.5 0.25 0
Kent
O
Map 13 -1: Projected Household Growth
Projected
Household
Growth by
Traffic Analysis
Zone
2010 -2030
Legend
CityLimits
Household Growth
F-10- 15
®16 -50
E-151 - 100
77 101 - 200
201 and above
TUKWILA COMPREHENSIVE PLAN - OCTOBER 2013 PAGE 13 -5
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TRANSPORTATION
Lake\
Washin ton
Seattle
King
County
King County
10.5 0.25 0
• •
Kent
405
v
Map 13 -2: Projected Employment Growth
Projected
Employment
Growth by
Traffic Analysis
Zone
2010 -2030
Legend
-_ -� CityLimits
Employment Growth
DO -50
51 -200
201 -450
451 - 1500
1501 and above
TUKWILA COMPREHENSIVE PLAN - OCTOBER 2013 PAGE 13 -6
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WHAT ARE THE KING CO
COUNTYWIDE PLANNIN
The Countywide Planning Po
of policies that address grow
in King County. The County
Policies provide a county-wic
a framework each juri
when developing its own cor
UNTY
G POLICIES?
licies are a series
th management
wide Planning
de vision and
;diction can use
nprehensive plan.
HOW DO THE COUNTYWIDE
PLANNING POLICIES AFFECT
TRANSPORTATION PLANNING
IN TUKWILA?
Because each city's comprehensive plan must
be consistent with the overall County policy
framework, Tukwila has incorporated some
of the Countywide Planning Policies into this
element.
For example, the Countywide Planning Policies
identify protection of the natural environment
and transportation accessibility for non - drivers
as regional priorities. The City has established
policies 13.1.5 and 13.1.8 to address these
needs. Other policies throughout this element
will reference county -wide priorities and
ensure thatTukwila's planning efforts are
consistent with the overall transportation
vision for King County.
TUKWILA COMPREHENSIVE PLAN - OCTOBER 2013
TRANSPORTATION
13.1.4 Support, encourage, and implement transportation
programs and improvements that promote water
quality and regional air quality.
13.1.5 Design and operate transportation facilities in a
manner that is compatible with and integrated into
the natural and built environments in which they
are located. Incorporate features such as natural
drainage, native plantings, and local design themes
that facilitate integration and compatibility.
13.1.6 Continue to coordinate with surrounding
jurisdictions and with regional and state agencies to
finance and develop a multi -modal transportation
system that enhances regional mobility and
reinforces the countywide vision for managing
growth.
13.1.7 Protect the transportation system (e.g. roadway, rail,
transit, air, and marine) against major disruptions by
developing maintenance, prevention and recovery
strategies and by coordinating disaster response
plans.
13.1.8 Address the need for a range of mobility options
including walking, biking, transit and driving in
the development and management of local and
regional transportation systems.
13.1.9 Support, encourage, and implement programs
and improvements that promote transit, foot, and
bicycle access to community amenities, stores, and
jobs.
13.1.10
Support car - share, bike -share and other alternatives
to individual automobile ownership, to enhance
sustainability.
13.1.11 Support electric vehicle charging stations and other
alternative fuel sources, as available.
PAGE 13 -7
TRANSPORTATION
STREET CLASSIFICATIONS
For street design and operation purposes,
engineers classify streets into four categories:
principal arterials, minor arterials, collector
arterials, and local access streets. These four
categories group streets according to whether
they primarily provide access to properties
or are purely for mobility. The differences
in function result in different street widths,
number of curb cuts /driveways allowed,
speed limit, traffic controls, and other
similar design and operation features.
TUKWILA COMPREHENSIVE PLAN - OCTOBER 2013
Implementation Strategies
Ongoing monitoring of accidents and level of service,
with associated engineering improvements or education/
outreach efforts to improve safety in target areas.
Implement Traffic Calming Program.
Implement Walk and Roll Non - motorized
Transportation Plan.
Implement Complete Streets.
Implement Safe Routes to School.
Implement Commute Trip Reduction Plan.
Implement Growth and Transportation Efficiency
Centers Plan.
Develop Low Impact Development /Green Streets
strategies.
GOAL 13.2 STREET NETWORK
The public street network has a hierarchy of street designs
that serve pedestrian and vehicle safety, traffic movement,
and adjacent land use.
STREET NETWORK POLICIES
13.2.1 Develop a street network plan that augments the
existing system of streets, breaks up super - blocks
in non - residential areas, designs connecting
through streets in all areas, and provides functional
separation of traffic through new streets.
13.2.2 Prioritize residential local access through- streets,
minimizing cul -de -sacs.
PAGE 13 -8
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TRANSPORTATION
13.2.3 Create or require the creation of non - motorized connections in lieu of streets where
local access through streets are not feasible, such as on steep hillsides or where property
owners resist streets.
13.2.4 Require street improvement projects and development improvements to be in
accordance with the general Functional Street System Standards or subarea plans and
require an engineering study.
13.2.5 Require all new streets, street improvements, property developments and property
improvements to provide sidewalks and other non - motorized infrastructure consistent
with adopted standards and subarea plans. Property developments and improvements
in commercial areas shall provide direct pedestrian access from sidewalks to buildings, as
well as to, from and between parking areas.
13.2.6 Incorporate proportionately greater neighborhood- enhancing elements in collector,
minor arterial, and principle arterial design. These elements include collector lanes, wider
sidewalks, separated sidewalks, and curbline trees.
13.2.7 Design residential access streets to provide at least the minimum capacity for emergency
access and for slow traffic.
13.2.8 Design collector arterials with a two travel lane, local access road design to encourage
slow but steady speeds.
13.2.9 Design streets, including retrofit projects, to accommodate a range of motorized and
non - motorized travel modes in order to reduce injuries and fatalities, to provide access to
services and to encourage non - motorized travel. The design should include well- defined,
safe and appealing spaces for pedestrians and bicyclists.
13.2.10
Evaluate street improvement projects for the inclusion of features that support the
Complete Streets policy and the Walk and Roll Plan in order to encourage walking,
bicycling, and transit use.
13.2.11 Design intersections and sidewalks to promote pedestrian safety and foster walking as a
viable mode of transportation.
13.2.12 Include roadside plantings whenever feasible for street and road improvement projects on
slopes to help mitigate the land used for roadway and sidewalk improvements.
TUKWILA COMPREHENSIVE PLAN - OCTOBER 2013 PAGE 13 -9
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WHAT IS TRANSPORTATION
CONCURRENCY?
TRANSPORTATION
The Washington State Growth
Management Act requires the City to
ensure that transportation programs,
projects and services needed to serve
growth are regionally coordinated,
and are in place either when new
development occurs or within six
years. This is done to make sure the
City can provide the transportation
Implementation Strategies
• Implement sidewalk ordinance.
• Implement subdivision ordinance.
• Implement Street Network Plan.
• Emergency vehicle criteria in street design standards.
▪ Prioritize neighborhood quality design features when reducing
street facilities (e.g. removal of one lane of parking before
removal of sidewalk).
• Traffic Calming Program.
• Develop methods to incentivize and encourage coordinated
development between adjacent commercial properties, including
shared driveways and direct vehicular access between parking lots.
LEVEL OF SERVICE
improvements needed to maintain its
adopted standards of service and so
that conditions do not degrade with
the addition of the new households
and workers in the City.
TUKWILA COMPREHENSIVE PLAN
The projected growth numbers in Tukwila and surrounding areas
were used in the Background Report for the Transportation Element
of the Comprehensive Plan Update to anticipate traffic volumes and
levels of service in 2030. The Level of Service (LOS) analysis is one
of the ways the City plans and budgets for future transportation
projects.
The City balances the fiscal constraints of its financing plan for
transportation programs and projects with planned growth
and existing needs. To do this, Tukwila monitors LOS on arterial
streets to examine the existing performance of the system and
anticipated impacts of planned land use growth, to determine
what adjustments will need to be made to maintain adopted LOS
standards concurrent with new development. Properly applied and
monitored, LOS standards for the transportation network ensure
that mobility, vitality, and quality of life for the city is maintained. For
the 2030 planning horizon, significant new capacity will be required
to accommodate future growth throughout the city; although, the
majority of the project capacity needs are in the Southcenter area.
- OCTOBER 2013 PAGE 13 -10
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TRANSPORTATION
Traditionally, LOS has been used to evaluate vehicular flow with little regard to other forms of
transportation such as pedestrians, bicycles, and transit. Building upon Tukwila's Walk and Roll
Plan, the Complete Streets standard, and Transit Network Plan, the City is working to develop a
Multi -Modal Level of Service (MMLOS) to help balance transportation goals across all modes of
transportation. The City has identified Transit Priority Corridors as part of an analysis done for the
Transit Network Plan and will continue to work closely with transit providers to achieve goals and
policies related to transit service to serve existing needs and to accommodate future growth.
AUTOMOBILE LOS
In many ways, the existing performance of Tukwila's transportation system reflects how performance
has historically been evaluated —with a strong bias towards auto travel. Automobile LOS is focused
on setting an acceptable level of delay drivers can expect along a corridor or at a particular
intersection. To see how the transportation system will function in the future, growth projections
are incorporated into traffic models to determine future conditions along arterial streets and at
intersections. Modeling results, along with a list of projects needed to maintain adopted LOS on
arterial streets, are included in the Background Report.Tukwila's transportation system generally
accommodates auto travel well, with just a handful of locations operating at a poor automobile LOS.
NON - MOTORIZED LOS
LOS for pedestrians and bicyclists is focused on measuring factors that impact the safety and
comfort of pedestrians and bicycles rather than quantifying congestion and delay. In 2007 and
2008, Tukwila collected data on existing conditions for pedestrians and bicycle facilities on all arterial
streets using the 2010 Highway Capacity Manual's Multi -Modal Level of Service (2010 HCM MMLOS)
methodology. The 2010 HCM MM LOS did not produce results that could be used in a similar fashion
as the automobile LOS, which categorizes minutes of delay into an A -F. The City needs to create
or find a system for quantifying the conditions of pedestrian and bicycle facilities so that a goals
based approach to prioritizing these projects is achieved. The City will continue to customize a
non - motorized level of service measure to help achieve the City's vision of a more balanced mix of
mobility options.
TRANSIT LOS
Transit service, both frequency and time -span of service, is an important aspect of a healthy
transportation network. The City uses the Transit Capacity and Quality of Service Manual, published
by the Transportation Research Board, as a methodology to measure level of service for transit. This
recommended level of service methodology is included in the City's Transit Network Plan (Perteet
2004.) The Plan identified service frequency needs for the City and facility improvements necessary
TUKWILA COMPREHENSIVE PLAN - OCTOBER 2013 PAGE 13 -11
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Table 13 -1
Service Frequency LOS:
Urban Scheduled
Transit Service
Table 13 -2
Hours of Service LOS
LOS
Headway (min)
Vehicle /hour
Comments
A
<10
>6
Passengers don't need schedule
B
10 -14
5 -6
Frequent service, passengers consult schedules
C
15 -20
3 -4
Maximum desirable time to wait if bus /train missed
D
21 -30
2
Service unattractive to choice riders
E
31 -60
1
Service available during hour
F
>60
<1
Service unattractive to all riders
Source: Transit Capacity and Quality of Service Manual, 2nd Edition, 2003
LOS
Hours per Day
Comments
A
19 -24
Night or owl service provided
B
17 -18
Late evening service provided
C
14 -16
Early evening service provided
D
12 -13
Daytime service provided
E
4 -11
Peak hour service / limited midday service
F
0 -3
Very limited or no service
Source: Transit Capacity and Quality of Service Manual, 2nd Edition, 2003
for robust and effective transit service. Tables 13 -1 and 13 -2 illustrate LOS standards for transit service
frequency and hours of service, respectively.
King County Metro and Sound Transit provide transit service to Tukwila residents and businesses. At
this time, the City is not the owner /operator of a transit service, therefore a minimum level of service
standard cannot be enforced. However, Tukwila will encourage all transit providers to achieve and
maintain a minimum LOS C and focus service within Tukwila's Transit Priority Corridors. Tukwila's
goal is to have transit service every 15 -20 minutes throughout most of the day on its Transit Priority
Corridors, including early evening.
Table 13 -3
King County Transit
Corridors in Tukwila
Between
And
Via
Major Route
Federal Way
SeaTac
SR -599
A Line
Kent
Seattle CBD
Tukwila
150
Tukwila
Fairwood
S 180th St, Carr Road
155
Renton
Burien
S 154th St
140 (F Line)*
Tukwila
Seattle CBD
Pacific Hwy S, 4th Ave S
124
Admiral District
Southcenter
California Ave SW, Military Rd,TIBS
128
Tukwila
Des Moines
McMicken Heights, Sea -Tac
156
Auburn
Burien
Kent, SeaTac
180
TUKWILA COMPREHENSIVE PLAN - OCTOBER 2013
* Service scheduled to go into effect June 2014
PAGE 13 -12
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TRANSPORTATION
The following is an assessment of existing transit service on Tukwila's Transit Priority Corridors:
II King County Metro identifies eight corridors in Tukwila on which it has set target service levels
(see Table 13 -3). Other bus routes not identified in Table 13 -3 also currently serve Tukwila.
11 During peak hours, King County Metro's target LOS on the eight major corridors as of 2011 is
consistent with Tukwila's in terms of frequency, except for service from Tukwila to Fairwood and
from Admiral District to Southcenter. However, most corridors are not served with frequent service
throughout the day, with the exception of the Rapid Ride routes, including Rapid Ride A Line and
the planned Rapid Ride F Line.
II Link Light Rail, providing service between SeaTac Airport and Seattle, currently meets the
City's LOS standard both in terms of frequency and time -span. (Sound Transit 2013 Service
Implementation Plan, p.21)
II There are currently nine northbound and nine southbound Sounder Trains providing service
between Seattle and Lakewood, with a stop in Tukwila on the Sounder South Line. The Sounder
South Line represents 90% of total Sounder ridership. Four new South Line round trips are being
implemented beginning in September 2013. The preliminary draft schedule for Sounder South Line
in fall of 2013 includes 20- minute headways for the peak hour of service, which will bring the South
Line into conformance with the City's LOS in terms of frequency during the peak hour, but will not
meet the City's LOS in terms of time span. (Sound Transit 2013 Service Implementation Plan, p. 29)
GOAL 13.3 LEVEL OF SERVICE
Traffic levels -of- service provide safe and efficient movement of pedestrians, bicycles,
cars, buses and trucks and incorporate evolving, sustainable land use and traffic patterns.
LEVEL -OF- SERVICE POLICIES
13.3.1 In general, use varied Level of Service Standards according to differing levels of
development, desired character of streets, and growth management objectives.
13.3.2 Use adopted LOS standards to guide City improvement and development approval
decisions.
13.3.3 Maintain adopted LOS standards in planning, development, and improvement decisions.
13.3.4 Provide capacity improvements or trip reduction measures so that the LOS standards are
not exceeded.
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13.3.5 Evaluate impacts to LOS when reviewing private development proposals, and require
mitigation and /or reduce or delay project impacts,if necessary in order to maintain
adopted LOS standards.
13.3.6 Prioritize transportation choices that provide capacity mitigation (i.e. transit use,
carpooling /rideshare, pedestrian and bicycle facilities.) After considering these priority
improvements, consider other street capacity improvements (i.e. signal improvements,
street widening) as a last resort.
13.3.7 Maintain a program to monitor congestion and evaluate the effectiveness of the LOS standards
in providing a competitive business environment and adequate public safety response.
AUTOMOBILE LEVEL OF SERVICE
13.3.8 Highways of Statewide significance (HSS), including Interstate 5 (1 -5), Interstate 405 (1 -405),
and State Route 518 (SR -518), are exempt from concurrency requirements.
13.3.9 Use the following LOS standards to guide City improvement and development approval
decisions:
• The Southcenter area corridor average is not to exceed LOS E, except for the Strander
Boulevard corridor and a portion of the Andover Park E corridors. Methods for
computing the average LOS are described in the Background Report.
• The Strander Boulevard corridor average is not to exceed LOS F with an average delay
not to exceed 120 seconds. The Andover Park E corridor, between Tukwila Parkway and
Strander Boulevard, is not to exceed LOS F with an average delay not to exceed 120
seconds.
• All other non - residential arterial intersections are not to exceed LOS E.
• The LOS of minor and collector arterials in predominantly residential areas is not to
exceed LOS D for each specific arterial.
• SR 181 (West Valley Highway) and SR 599, as state highways of regional significance, are
subject to a Regional Level of Service Standard established by the Puget Sound Regional
Council and WSDOT. Automobile level of service is not to exceed LOS E /Mitigated.
• 1 -5, 1 -405, SR 518, and SR 99, as highways of statewide significance, are subject to a LOS
standard established by WSDOT. Automobile level of service is not to exceed LOS D.
TUKWILA COMPREHENSIVE PLAN - OCTOBER 2013 PAGE 13 -14
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TRANSPORTATION
NON - MOTORIZED LEVEL OF SERVICE
13.3.10 Establish multi -modal levels of service consistent with planned development, the
countywide vision for managing growth, Vision 2040 and Transportation 2040.
13.3.11
Use the Transportation Background Report, and the Walk and Roll Plan sidewalk prioritiza-
tion scheme, planned trails, and bicycle - friendly routes network, in conjunction with this
Plan's land use goals, to prioritize construction of new sidewalks, bike lanes, and trails.
TRANSIT LEVEL OF SERVICE
13.3.12 Advocate for Tukwila representation on the boards of King County Metro and Sound
Transit in order to influence service and policies that are effective for Tukwila.
13.3.13
Advocate through verbal and written testimony to King County Metro and Sound Transit
to achieve and maintain a minimum LOS C (defined by headway, vehicles per hour, and
hours of service) and work within Tukwila's Transit Priority Corridor Classification System.
Implementation Strategies
Implement concurrency ordinance.
Monitor traffic volumes and levels of service.
Implement Complete Streets.
Implement Transportation Demand Management.
Implement Commute Trip Reduction programs.
Implement Capital Improvement Plan.
Build on work done with the 2010 Highway Capacity Manual LOS to develop a multi -modal level
of service standard that includes a calculated standard plus a qualitative element to address
desired urban form.
Update the analysis done for the Transit Network Plan as the basis for transit service advocacy
for Tukwila.
TUKWILA COMPREHENSIVE PLAN - OCTOBER 2013 PAGE 13 -15
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TRANSPORTATION
TRANSIT
The City ofTukwila strives to collaborate and cooperate with the region's transit providers in order
to have convenient transit service to support and complement adjacent land uses. The goal of
increasing overall transit ridership within the City ofTukwila drives the need for both service and
capital improvements. Transit speed and reliability, improved passenger amenities, and access to
transit service are all crucial for attracting and maintaining transit riders.
King County Metro provides bus service throughout the City ofTukwila. Twelve different routes
provide intra - Tukwila service and direct service to Burien, Kent, Auburn, Seattle, Renton, and West
Seattle. Existing Route 140 is planned to be upgraded to Rapid Ride bus rapid transit, with associated
facilities, in 2014. At this time, Sound Transit does not serve any destinations in Tukwila with Regional
Express Bus service. Sounder, the regional commuter rail service, has a stop in Tukwila at the Tukwila
Station, as does Amtrak regional passenger rail service. Sound Transit Link Light Rail is located in
Tukwila, with service from SeaTac Airport to downtown Seattle. Extensions of Link Light Rail are
planned to the north, south, and east.
To achieve the goal of increased transit frequency and time span of service to Tukwila's activity
centers and regional destinations, a multi -hub system and Transit Priority Corridor Classifications
were developed, as shown on Map 13 -3. Transit Priority Corridors are those corridors where transit
service currently exists. Activity centers are tied together by the Transit Priority Corridors, and include
the Tukwila International Boulevard Link Light Rail Station, the Tukwila Commuter Rail /Amtrak
Station, an improved Southcenter Transit Center, and a new link connecting the Tukwila Commuter
Rail /Amtrak Station to areas near Westfield Mall at Southcenter. Improved routes and frequency feed
into this multi -hub concept.
Transit Priority Corridor Classifications identify transit corridor types by function, ideal transit
operational characteristics, optimal adjacent land uses, and supporting physical design features
of the public infrastructure. The classification system is designed to be flexible and assist quality
decision - making.
An inventory of present transit routes are contained in the Background Report. Recommendations
for service changes and infrastructure needs are contained in the Tukwila Transit Plan. King County
Metro and Sound Transit control changes to routes.
TUKWILA COMPREHENSIVE PLAN - OCTOBER 2013 PAGE 13 -16
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TRANSPORTATION
Lake
Washington
King
County
204th St
Map 13 -3: Transit Priority Corridors
Transit
Priority
Corridor
Classification
Legend
Transit Way
Principal Corridor
Minor Corridor
Local Access
Potential Transit
Transit Center
Park and Ride
• Metro South Base
Rail Lines
Heavy Rail
Light Rail
00
TUKWILA COMPREHENSIVE PLAN - OCTOBER 2013 PAGE 13 -17
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GOAL 13.4 TRANSIT
Efficient transit capacity that will reduce single- occupancy - vehicle trips to, from, and
through Tukwila and provide public transportation options for all Tukwila residents.
TRANSIT POLICIES
13.4.1 Support and encourage the location of a light rail stop at Boeing Access Road.
13.4.2 Coordinate with the Washington State Department of Transportation to preserve and
support the Amtrak Cascades stop in Tukwila.
13.4.3 Recommend and pursue a regional multi -modal center in conjunction with the Tukwila
Commuter Rail /Amtrak Station and secondary pedestrian /bicycle /transit hubs elsewhere
in the City.
13.4.4 Pursue amenities and funding in support of a pedestrian /bicycle route linking Westfield
Mall at Southcenter to the Tukwila Commuter Rail /Amtrak Station.
13.4.5 Continue to provide assistance to King County Metro, Sound Transit, Washington State
Department of Transportation, King County, and other agencies in increasing people -
carrying capacity of vehicles and reducing trips.
13.4.6 Maintain a partnership with King County Metro in operation and maintenance of the
Tukwila Transit Center.
13.4.7 Research and pursue a Southcenter area circulator service that would connect the Tukwila
Station, the Transit Center, businesses, and attractions in and adjacent to the urban center
with frequent service to encourage reduction of single- occupant vehicle trips, enhance the
Southcenter area's image as a lifestyle center, and bring more customers to all businesses.
13.4.8 Encourage and support public transportation services, including:
• Expanded dial -a -ride and fixed -route van service to areas that do not produce enough
transit ridership to warrant a bus route;
• Continued development of commuter and light rail, particularly with service to
Southcenter and the Manufacturing /Industrial Center; and
• Commute Trip Reduction service.
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13.4.9 The development and extension of any light rail or commuter rail system shall meet the
following objectives:
• Any commuter or light rail system serving Tukwila, Seattle, South King County and /or
Sea -Tac Airport should be located in a manner which promotes the coordinated short -
term and long -term use of alternative transportation systems, such as carpools, transit,
biking, and walking.
• Such systems shall be located so as to allow for future extensions to commuter and/
or light rail service to East King County and Southeast King County, and shall be
coordinated with other transit service.
• Such systems shall be located in a manner that provides multi -modal connections to
Tukwila's urban center, Manufacturing and Industrial Center, and transit centers, so as to
encourage development in the manner contemplated by this Plan and the Countywide
Planning Policies.
Implementation Strategies
Implement Commute Trip Reduction Program.
Implement Commute Trip Reduction Plan.
Implement Growth and Transportation Efficiency Center Plan.
Implement Walk and Roll Plan and Design Report for the Walk and Roll Plan.
Encourage transit providers to meet minimum level of service standards.
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TRANSPORTATION DEMAND MANAGEMENT
Transportation Demand Management (TDM) emphasizes the movement of people and goods,
rather than vehicles, by providing transportation alternatives to driving. TDM benefits the
community by maximizing the efficiency of existing infrastructure and limiting the impacts of
excessive traffic in neighborhoods by promoting transportation options such as carpooling,
vanpooling, transit, walking, biking, teleworking and flexible work hours. Reducing vehicle trips
limits air and water pollution and supports the City's commitment to reduce greenhouse gas
emissions.
Tukwila's TDM activities are directed at employers, workers, business owners, residents, and visitors.
Tukwila adopted a Commute Trip Reduction (CTR) Plan in 2008 that sets goals and implementation
strategies for large employers to reduce drive -alone trips and vehicle miles traveled. Tukwila
adopted a Growth and Transportation Efficiency Center (GTEC) Plan in 2008 to set the stage for
focused TDM activities in Tukwila's urban center. The CTR Plan and GTEC Plan provide locally
adopted mode -split goals for Tukwila's Southcenter /Urban Center and the Manufacturing and
Industrial Center (MIC).
The City's six -year mode -split targets for the Urban Center are 65.7% drive -alone trips and 34.3%
non -drive alone trips, as defined in the City's GTEC Plan. Within the Urban Center, the City will also
try to meet its GTEC goals with a targeted Vehicle Miles Travelled (VMT) rate of 13.05.
In the MIC, mode -split goals are 70% drive - alone, consistent with the remainder of the city.
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GOAL 13.5 TRANSPORTATION DEMAND MANAGEMENT
Support transportation system improvements and programs which encourage transit use,
high- occupancy vehicle trips, and non - motorized transportation to reduce single- occupancy
vehicle trips, vehicle miles traveled, traffic congestion, and greenhouse gas emissions.
POLICIES
13.5.1 Provide Commute Trip Reduction Program services to Tukwila employers to reduce drive -
alone trips, vehicle miles traveled, traffic congestion, and greenhouse gas emissions.
13.5.2 The City of Tukwila will set an example to other employers by a commitment to reducing
drive -alone trips, vehicle miles traveled, and greenhouse gas emissions through
implementation of CTR goals.
13.5.3 Work with King County Metro and Sound Transit to provide amenities for transit riders,
encourage transit use, and enhance multi -modal connections to transit.
13.5.4 Establish mode -split goals for all significant employment centers which will vary according
to development densities, access to transportation service, and levels of congestion.
13.5.5 Continue to encourage the use of rideshare, transit, bicycle, and evolving technological
transportation improvements.
13.5.6 Encourage transit - oriented uses, development patterns and pedestrian amenities in the
vicinity of high- capacity transit stations.
13.5.7 Require that parking facilities developed in conjunction with transit facilities be
adequately sized and managed to prevent spillover parking onto private property, public
property, or public streets. Consider a phasing plan to require structured parking if
additional parking is needed.
Implementation Strategies
Implement Commute Trip Reduction Program.
Implement and update Growth and Transportation Efficiency Center (GTEC) Plan.
Promote the use of drive -alone alternatives through social media,
Rideshareonline.com, community outreach, and offering assistance with parking management.
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NON- MOTORIZED TRANSPORTATION
Tukwila adopted its first non - motorized transportation plan, the Walk and Roll Plan, in 2009 as well
as a Complete Streets policy. This policy requires all new City transportation improvement projects
to provide appropriate accommodation for pedestrians, bicyclists, transit riders, and persons of all
abilities, while promoting safe operation for all users.
The Walk and Roll Plan includes an inventory of existing non - motorized facilities, including bike
lanes, trails, sidewalks, and pedestrian footpaths. The Plan also identifies projects to guide City
implementation of a safe and complete non - motorized network. These projects are made up of
(1) a list of missing sidewalk segments and a method of prioritizing which missing segments should
be constructed first, (2) trail projects to expand the existing system of non - motorized neighborhood
connections, and (3) a backbone network of Bicycle Friendly Routes - existing and planned on-
street facilities and trail projects that represent a bicycle network connected to local and regional
destinations, as well as existing and planned bicycle friendly routes in adjacent jurisdictions.
The Walk and Roll Plan commits the City to promoting programs that support and encourage biking,
walking, commute trip reduction activities, and the City's annual participation in the regional bicycle
and pedestrian count.
GOAL 13.6 NON - MOTORIZED TRANSPORTATION
Tukwila's non - motorized transportation network is safe and comfortable, provides
local and regional connections to neighborhoods and activity centers, and makes
cycling and walking viable and enjoyable forms of transportation and recreation.
POLICIES
13.6.1 Consider and provide for all users of the roadway, including pedestrians and bicyclists, as
appropriate, when new streets and street improvements are made.
13.6.2 Allocate funds to the Residential Street Fund in order to build sidewalks on residential
local access streets.
13.6.3 Include pedestrian and bicycle improvements in street improvement projects, as
appropriate. The prioritized list of missing sidewalk linkages and the Bicycle Friendly
Routes map adopted with the Walk and Roll Nonmotorized Transportation Plan is the
priority network to connect schools, employment centers, parks, shopping and other local
and regional destinations.
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13.6.4 Pursue external funding sources to construct pedestrian and non - motorized
improvements.
13.6.5 Coordinate with adjacent agencies on the development of regional non - motorized
transportation improvements in, through and to Tukwila.
13.6.6 Construct neighborhood links by providing additional sidewalks and trails as
opportunities and development occur.
13.6.7 Pursue converting railroad and other easements to pedestrian and bicycle trails.
13.6.8 Require secure bicycle storage (i.e., racks, lockers, cages, etc.) in appropriate locations.
13.6.9 Provide way- finding along roads, sidewalks, and trails to direct non - motorized travelers to
trails and destinations.
13.6.10
13.6.11
Work with school officials to promote Safe Routes to School projects and programs, and
require safe routes to school improvements, such as sidewalks and crosswalks, as new
development occurs along designated school walk routes.
Provide more than the minimum for pedestrian safety. Options include wider sidewalks,
landscape buffers, street trees, pedestrian -level lighting, crossing enhancements,
patterned pavement, and improved driveway design to encourage residents and visitors
to walk for transportation, recreation, and improved health.
13.6.12 Plan and budget for non - motorized transportation projects within the Tukwila Capital
Improvement Program.
13.6.13 Draw upon all sources of transportation funding for implementation of Complete Streets
improvements.
13.6.14 Maintain existing unimproved rights of way if there is a potential future opportunity to
create a non - motorized connection through stairs or other trail improvements.
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Implementation Strategies
Follow the Walk and Roll Nonmotorized Transportation Plan and Design Report to pursue
additional pedestrian and bicycle amenities.
Pursue connections between existing pedestrian and bicycle facilities.
Update the Infrastructure Design and Construction Standards with improved pedestrian safety
and amenity designs.
Adopt a multi -modal level of service which may be incorporated into the City's concurrency and
traffic impact fee program.
Develop local wayfinding programs based on subarea or neighborhood plans.
Develop a consistent regional way- finding program for bicycle routes.
Provide staff support to the Safe Routes to School Committee made up of City and school district
staff to coordinate grant applications, events, and spot improvements in school zones.
Adopt the Tukwila School District school walk route maps as the basis for new requirements in
the subdivision code.
Participate in the National Documentation Project annual count of bicycles and pedestrians at
designated locations throughout the City.
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FREIGHT, RAIL, WATER,
AND AIR TRANSPORTATION
Tukwila's Urban Center and Manufacturing and Industrial Center (MIC) include retail, commercial,
and industrial businesses which serve the region. Railroad tracks owned by the Burlington Northern
Santa Fe (BNSF) and Union Pacific (UP) railroads run north /south through Tukwila.These rail networks
carry international and domestic cargo to inland markets and serve the Port of Seattle to the north
and the Port of Tacoma to the south. Industrial railroad spurs, operated and controlled by the railroad
companies and private property owners, are located in the Southcenter and MIC area. BNSF has
a multi -modal storage yard in the Manufacturing and Industrial Center in northern Tukwila. Both
Amtrak and Sound Transit's Sounder Commuter Rail use the BNSF tracks.
Given Tukwila's location at the crossroads of two major interstate highways, and the prevalence of
manufacturing, warehousing, and commercial activities in the City, many streets experience high
truck volumes. The streets with the highest truck traffic are West Valley Highway south of Strander
Boulevard, Interurban Avenue South north of SR 599, and East Marginal Way South north of Boeing
Access Road.
The portion of the Duwamish River in Tukwila north of the Turning Basin is located within the
City's Manufacturing and Industrial Center and is accessible to shipping activity.The river remains
inaccessible to shipping activity south of the Turning Basin, where it can be accessed by small water
craft, kayaks, and canoes only.
King County International Airport, also known as Boeing Field, is located in northern Tukwila at
the City's border with Seattle and is one of the busiest primary non -hub airports in the nation. The
airport serves small commercial passenger airlines, cargo carriers, private aircraft owners, helicopters,
corporate jets, and military and other aircraft. It is also home to approximately 150 tenant businesses,
including the Boeing Company operations. The Museum of Flight is also located there and attracts a
large number of visitors to the area.
Sea -Tac Airport, the state's largest airport, is located within a mile of Tukwila city Iimits.The airport is a
large employer for Tukwila residents, and its operations support many Tukwila businesses.
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GOAL 13.7 FREIGHT TRANSPORTATION
Tukwila has adequate geometric capacity for commercial freight transportation
located in and serving Tukwila.
POLICIES
13.7.1 Include trucking design parameters in principal and minor arterial improvements as well
as in commercial areas.
13.7.2 Allow truck traffic on all principal and minor arterials, as well as on commercial area local
access streets. Consider using load limit restrictions on residential collector arterials and
residential local access streets.
GOAL 13.8 RAIL, WATER, AND AIR TRANSPORTATION
Tukwila and the rail and airport operators are collaborators in rectifying poor planning decisions
from the past, partners in minimizing impacts upon each other's land use activities, and
supportive of the mutual benefits between the people of Tukwila and the rail and air operators.
POLICIES
13.8.1 Participate with King County and the Port of Seattle in updating their airport master
plans to ensure that King County International Airport and SeaTac International Airport
operations and development:
• Enhance Tukwila goals and policies;
• Incorporate Tukwila land use plans and regulations;
• Minimize adverse impacts to Tukwila residents; and
• Are not encroached upon by incompatible land uses.
13.8.2 Support goods mobility by all modes, recognizing that Tukwila is part of a regional freight
distribution hub and a major international trade gateway.
13.8.3 Work with BNSF to mitigate impacts associated with rail and intermodal yard operations
within Tukwila's residential neighborhoods.
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GOAL 13.9 FUNDING SOURCES
Funding through grants, mitigations, general funds, and other sources
for safety and capacity measures provides safe and efficient movement
of people and goods to, from, within, and through Tukwila.
POLICIES
13.9.1 Pursue grants.
13.9.2 Use an impact fee system that identifies:
• Capacity improvements based upon the long -term 2030 LOS needs, but which also
accommodate a realistic financing plan;
• Costs of improvements needed to mitigate growth that are reflected in the annual CIP/
FPM update and annual update to the Impact Fee Schedule;
• Impact fee assessments, determined by the number of new development trips in the
p.m. peak hour; and
• Additional mitigation measures, in accordance with the Concurrency Ordinance when
development cannot meet Concurrency standards.
13.9.3 Study and pursue funding sources such as Local Improvement Districts (LIDs) to pay for
improvements not fully funded by grants, impact fees, and general funds.
13.9.4 Update the CIP /FPM bi- annually, adding new projects that implement City goals and
deleting completed projects.
13.9.5 Update the Impact Fee Schedule annually, adding new projects, deleting projects as
necessary, and keeping project costs at current dollar value.
13.9.6 Prioritize preserving and maintaining existing transportation facilities to avoid costly
replacements and to meet public safety objectives in a cost - effective manner.
Implementation Strategies
Aggressively pursue grant opportunities.
Consider interlocal agreements for impact fees with adjacent jurisdictions recognizing that traffic
generated in one jurisdiction contributes to the need to make transportation improvements
across jurisdictional boundaries.
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RELATED INFORMATION
Transportation Background Report
Walk and Roll Plan
Commute Trip Reduction Program and Plan
Growth and Transportation Efficiency Center Plan (GTEC)
Transit Network Plan
Acknowledgement: "This project is funded in whole or in part by
funds made available through the American Recovery and
Reinvestment Act (ARRA). This funding was awarded by the US
Department of Energy through the Energy Policy Division of the
Washington State Department of Commerce under Energy Efficiency
and Conservation Block Grant No.DE- EE0000849."
Disclaimer: "This report was prepared as an account of work
sponsored by an agency of the United States Government. Neither
the United States Government nor any agency thereof, nor any of
their employees, makes any warranty, express or implied, or
assumes any legal liability or responsibility for the accuracy,
completeness, or usefulness of any information, apparatus, product,
or process disclosed, or represents that its use would not infringe
privately owned rights. Reference herein to any specific commercial
product, process, or service by trade name, trademark,
manufacturer, or otherwise does not necessarily constitute or imply
its endorsement, recommendation, or favoring by the United States
Government or any agency thereof. The views and opinions of
authors expressed herein do not necessarily state or reflect those of
the United States Government or any agency thereof."
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