HomeMy WebLinkAboutCOW 2008-02-11 Item 4B - Resolution - Growth and Transportation Efficiency Center (GTEC) for Tukwila Urban Center COUNCIL AGENDA SYNOPSIS
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Initia /s ITEM NO.
41.01e l tlleeting Date J Prepa, i1 )by 1 Mayors eriew J Council review
t ON: 02/11/08
1 02/19/08 1 JP I I V
1 I 1 1
ITEM INFORMATION
CAS NUMBER: 08-019 I ORIGINAL AGENDA DA I L: FEBRUARY 11, 2008
AGENDA ITEM T1TLE A resolution regarding the Growth and Transportation Efficiency Center [GTEC]
for the City of Tukwila
CA 1 EGORY Discussion Motion Resolution Ordinance Bid Award Public Hearing Other
Nltg Date 2/11/08 lbltg Date 11I Date 2/19/08 Mtg Date 11/tg Date illtg Date lbltg Date
SPONSOR Council Ma_y'or Adm Svcs DCD Finance Fire Legal P &R Police Pik
SPONSOR'S Adopt a Resolution designating the Growth and Transportation Efficiency Center [GTEC]
SUMMARY for Tukwila Urban Center [TUC].
REVIEWED BY COW Mtg. CA &P Cmte F &S Cmte Transportation Cmte
Utilities Cmte Arts Comm. Parks Comm. Planning Comm.
DATE: 1/29/08
RECOMMENDATIONS:
SPONSOR /ADMIN. Recommend adoption of GTEC Resolution.
COMSIrrrEE Unanimous Approval; Forward to Committee of the Whole
COST IMPACT FUND SOURCE
EXPENDITURE REQUIRED AMOUNT BUDGETED APPROPRIATION REQUIRED
$none
Fund Source:
Comments:
MTG. DATE I RECORD OF COUNCIL ACTION
2/11/08
1 MTG. DATE ATTACHMENTS
2/11/08 1 Informational Memorandum dated 1/30/08
Letter from State CTR Board Tukwila GTEC Program
Resolution in draft form
Minutes from the Transportation Committee meeting of 1/29/08
1 1
INFORMATION MEMO
To: Council Members and yor Haggerton
From: Jack Pace, DCD Directo
Date: January 30, 2008
Subject: City of Tukwila. Tukwila Urban Center. Growth and Transportation
Efficiency Center Designation
ISSUE
Should the City designate Tukwila Urban Center, Growth and Transportation Efficiency Center
(GTEC)?
BACKGROUND
The goal of the GTEC program is to reduce single- occupancy vehicle trips and vehicle miles
traveled in regional urban centers as designated by PSRC. The City of Tukwila's GTEC's
boundaries approximate the boundaries of the Tukwila Urban Center. Staff prepared the Tukwila
Urban Center, Growth and Transportation Efficiency Center (GTEC) Program with assistance
from Perteet, Inc. and paid for with planning funds from WSDOT. The GTEC Program was
submitted to PSRC and the State Commute Trip Reduction (C 1'R) Board in October 2007. The
GTEC Program was certified by State C 1'R Board in November 2007.
DISCUSSION
The GTEC Program competed with 14 GTEC programs from jurisdictions around the state; 7
GTEC Plans were funded in this round. In the current funding cycle, the City did not receive
state implementation funds. The state has offered technical support if the City designates the
GTEC by resolution.
Below is a summary of the Draft GTEC Program. It:
focuses on employers within the Tukwila Urban Center (TUC) as well as future multi
family housing units.
proposes a more aggressive approach to reducing drive alone commute trips and VMT by
expanding the base CTR program to employers and residents currently not affected by
Tukwila CTR Program
assumes a 10% reduction in SOV and VMT within TUC by 2011
supports Local CTR Plan mandated by state CTR Efficiency Act of 2006
2007 CTR Survey data for affected Tukwila employers shows Tukwila Single Occupancy
Vehicle (SOV) Rate is 78% and Vehicle Miles Traveled (VMT) is 15.1 daily
The State CTR Board recommended that Tukwila move forward on the Tukwila GTEC Program
and designate the G'1'EC by February 28, 2008.
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STRATEGIES FOR LVIPLEMENTING THE GTEC PROGRAM INCLUDE
Adopt "Walk and Roll" Plan as element of GTEC
Adopt TUC Plan including the GTEC Program as program element
Survey transportation patterns of all the employees within the GTEC by WSDOT, if the
GTEC Program is designated by City
Strengthen relationship with King County Metro in order to collaborate within TUC
The City of Tukwila works closely with other local agencies to implement and promote trip
reduction including King County, the cities of Seattle, Renton, Kent, SeaTac and Federal Way,
the Washington State Depaittiient of Transportation, the Puget Sound Regional Council, Sound
Transit and others. Support for the Tukwila GTEC is provided by Sound Transit and King
County Metro. Adoption of resolution supporting the GTEC in the Tukwila Urban Center allows
for obtaining technical assistance from WSDOT.
RECOMMENDATION
Designate the GTEC by Resolution to take advantage of technical support from State WSDOT.
Attachments: GTEC Resolution
Tukwila Urban Center Growth and Transportation Efficiency (GTEC) Program
Letter from Washington State Commute Trip Reduction Board
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Washington State
Commute Trip Reduction Board
Brian Lagerberg, Chair October 25, 2007
Washington State Dept. of
Transportation
Ted Horobiowski, City of Tukwila Ngindo
Vice -Chair .1ltttit?> DF?
Avista Utilities Department of Community Development
Maggi Lubov Oa .1 t 130
Linda Ballew 6300 Southcenter Blvd., Suite 100
Greater Redmond TMA g ;z
Tukwila, WA 98188 I>; a -3 i
Kim Becklund
City of Bellevue Re: 2007 -2009 Growth and Transportation Efficiency Center (GTEC) funding
Aurora J. Crooks
Spokane County Dear Ms. Lubov,
Matt Hansen
King County Metro The CTR Board would like to thank you for submitting your GTEC Plan for state
funding consideration. We appreciate the significant effort and local investment that
Michael Harbour went into crafting your plan.
Intercity Transit
Charlie Howard We were very pleased to have received 14 GTEC plans. WSDOT staff and the CTR
Puget Sound Regional Board reviewed and scored the proposals in accordance with the established criteria.
Council
Unfortunately, your proposal was not selected for funding during this biennium.
Peter Hurley
Citizen Representative It's important that we support all efforts to strengthen trip reduction programs in this
Joyce Philips state. The CTR Board would like to work closely with you to find ways to strengthen
Washington State Dept. of your plan and assist you to prepare for the next funding cycle.
Community, Trade and
Economic Development
We strongly encourage you to continue moving forward with your GTEC plan,
Matt Ransom particularly those transportation and land use policy elements that will increase trip
City of Vancouver reduction success. Should you decide to designate your GTEC and continue
Robin Rettew implementing your plan, WSDOT has committed to providing ongoing technical and
Office of the Governor measurement support to all certified GI'ECs, regardless of state funding status.
William T. Roach
Citizen Representative If you have any questions or would like feedback from WSDOT staff regarding your
plan, please contact Casey Kanzler at 360- 705 -7874. Again, thank you for submitting
Page Scott your GTEC plan.
Yakima Valley
Conference of
Governments Re ar
Marilyn Young
Skogland
Duwamish Manufacturing
Industrial Council Brian Lagerberg
Chair, CTR Board
Washington State Department of Transportation 310 Maple Park Avenue SE PO Box 47387 Olympia, WA 98507 -7387 t (360)705 -7846 f (360)705 -6862
CITY OF TUKWILA
TUKWILA URBAN CENTER
GROWTH AND TRANSPORTATION EFFICIENCY
CENTER PROGRAM
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I. EXECUTIVE SUMMARY 1
II. BACKGROUND INFORMATION 4
III. GOAL SETTING AND PERFORMANCE MEASURES 31
IV. PROGRAM STRATEGIES 33
V. FINANCIAL PLAN 38
VI. ORGANIZATION STRUCTURE 43
VIII. RELATIONSHIP TO LOCAL CTR PLAN 47
List of Appendices
A. Boundaries of Tukwila Urban Center
B. Comprehensive Plan Map of Tukwila Urban Center
C. Zoning Map of Tukwila Urban Center
D. Transit Routes and Stops in Tukwila Urban Center
E. Letters of Support Sound Transit and King County Metro
Since 1991, the City of Tukwila has participated in the Washington State Commute Trip Reduction
program. As part of this program, the City has worked with major employers to reduce drive alone
trips and vehicle miles traveled.
Under the Washington State CTR Efficiency Act, the City of Tukwila was given the option of
developing a Growth and Transportation Efficiency Center (GTEC) program. The GTEC program
is a voluntary program designed to encourage cities to expand CTR efforts to additional employers
and residential groups within a defined area.
The City of Tukwila has proposed to develop a Growth and Transportation Efficiency Center
The TUC has been designated as a regional (GTEC) growth
for the Tukwila Urban Center (TUC). g g g
center by the Puget Sound Regional Council. The center is made up of retail, commercial and light
industrial /warehouse uses. Though housing is planned within the TUC for the future, there is
currently only one single family home within the TUC. However, a large number of multi family
units are situated nearby just north of the center across Interstate 405.
The GTEC program is a collection of City- adopted goals and policies, facility and service
improvements and marketing strategies that are designed to help the City make progress for
reducing drive alone trips and vehicle miles traveled for the GTEC over the next six years. The
program also specifies a financial plan and organizational structure for implementing the program
strategies and services. Building upon the success of the existing commute trip reduction (CTR)
program, the City strives to meet the goals of the plan for the future by working in partnership and
coordination with other agencies.
The GTEC program has been developed through extensive involvement by employers,
organizations, and individuals from throughout the City who helped identify strategies for
successful achievement of the goals. This plan helps to support the achievement of the City's
overall CTR plan.
Agency: City of Tukwila
Department: Department of Community Development
Contact Person Maggi Lubov, CTR Coordinator
(Person Jaimie Reavis, Assistant Planner
Preparing Plan):
Address 1: 6300 Southcenter Blvd., Suite 100
Jurisdiction: Tukwila, WA 98188
Phone 206 433 -7142
Fax 1 206 431 -3665
EXPO i IV
Email Address: mlubov anci.tukwila.waus
jreavis@ci.tukwilawa.us
A. Vision of the GTEC and how it relates to the base CTR program:
The vision of the TUC GTEC program, which echoes the goals of the City's Comprehensive
Plan, is based on two primary objectives:
Bolster the TUC's market position as a regional shopping center by creating an attractive
central destination offering housing, shopping, entertainment and recreation. Connect
dispersed retail activities, and provide a convenient, walkable, enjoyable and varied
shopping environment.
Use the planned commuter rail station, Tukwila Transit Center and other transportation
investments as a catalyst to shift development patterns, provide amenities, and create a
true center and focal point for the community.
The Plan provides guidance for restructuring and transforming the TUC from an area of
dispersed, unconnected, and auto dominated land use pattern, with little distinguished design,
hidden amenities and no real center, to a center that is organized, connected, and where
appropriate, pedestrian- oriented, and which is well- designed around its amenities. The
components of the plan's vision are summarized below. Change is expected to be
evolutionary, driven by market forces, catalyst public projects, and the guidance of new
development regulations.
B. GTEC program goals and targets:
The goal of the GTEC program is to reduce drive alone trips by 10% and vehicle miles traveled
by 13% among affected and unaffected CTR work sites.
C. GTEC target population:
The TUC GTEC program will focus primarily on commuters who travel to the TUC. However,
as multi family develops in the area, the program will be expanded to residential groups.
There is a strong market for increasing transit and ridesharing programs among the following
groups:
Major Employers
Unaffected Employers
Westfield Shopping Mall
Multi- family Residential Sites
GTEC A;pplic ton for Certification Page
D. Proposed GTEC program strategies:
To achieve the goals of the GTEC program, the City has developed a set of strategies that are
designed to help the City make progress towards reducing drive alone trips and vehicle miles
traveled over the next six years. The strategies are a combination of policies, regulations,
services, facilities, marketing and incentive programs. The strategies include, but are not
limited to:
Development of Transportation Management Association or a coordinated
program to administer CTR programs
Area -wide Flexpass
Vanpool Program
Area -wide marketing and promotions
Parking management
Construction of the Tukwila Transit (bus) Center
Construction of the Sounder Commuter Station
Enhanced transit services for the Tukwila Urban Center
Bicycle and Sidewalk Improvements
Intensify land uses and group transit supportive uses in the TUC
E. Key funding and service partnerships:
Funding for the GTEC is planned to come from a variety of sources. In order for the GTEC
program to be successful, it must be done in partnership with other agencies. The City is
expected to be the lead for the GTEC program and work with other partners to fund different
aspects of the GTEC program. Partners for the GTEC include, but are not limited to:
WSDOT GTEC funding
City of Tukwila
King County Metro Transit
Sound Transit
Major Employers
As part of the requirements for developing a GTEC program, the City conducted an
assessment of existing and future conditions in the Tukwila Urban Center. To prepare the
assessment, the City referred to existing plans and documents. Information that was used
included the following documents:
A. Sources of Information
Information 1 Date Published
1 City of Tukwila Comprehensive Plan I January 2002 1
Puget Sound Regional Council Regional Growth 2002
Centers Report
Tukwila Urban Center Subarea Plan Planned Action 2007
Draft EIS
Draft Tukwila Urban Center Study 2020 Traffic April 27, 2004
Forecasts and Recommendations prepared by
Mirai and Associates
1 Tukwila Transit Plan prepared by Perteet Inc. 1 April 2005 1
B. Background Information
In the past 40 years, the Tukwila Urban Center has evolved from farms, dairies, and nurseries
into a major retail shopping and employment center. The 840 -acre center provides over
21,000 jobs, over 3.5 million square feet of retail space, 1,200 hotel rooms, and 5.6 million
square feet of warehousing and distribution services. The heart of the regional growth center
is Southcenter Mall, built in 1968. The mall contains some 170 stores and vendors, and draws
20 million annual shoppers. Roadways serving the center include Southcenter Parkway,
Andover Park West, Andover Park East, Strander Boulevard, and Minkler Boulevard.
While the center has seen plenty of commercial, retail, and light industrial growth, it has yet to
experience significant residential development. Currently, there is only one residential dwelling
unit within the TUC. However, there is a large area of multi family housing located across 1-
405 from the TUC, near City Hall.
The City of Tukwila is planning for a dramatic metamorphosis in its urban center. Whereas the
center now has virtually no housing, and is dominated by large blocks, the Southcenter
Shopping Mall, and other large retail development, the city's plan shows a different future. The
plan encourages a broader mix of uses, establishes specific pedestrian oriented areas, links
open spaces, amenities, and activity areas, improves internal circulation, reduces congestion,
and promotes transportation alternatives. The City's plan includes an urban center
redevelopment strategy that has the transition of the TUC from a suburban center to an urban
growth center as its goal. The strategy includes prioritized city CIP investments to support
planned development, and financial incentives for private investment in the center. The plan
will break up the existing mega blocks to relieve congestion, create smaller, more pedestrian
friendly blocks, and provide improved internal traffic flow. The plan will build connections
between the TUC and Sound Transit's commuter and Tight rail stations, and create a bus
transit center. In addition, the city is considering changes to its parking regulations as the
availability of other transportation modes increases.
1. Description of the geographic boundaries
The Tukwila Urban Center (TUC) is approximately 1,000 acres in area. It is generally
bounded by Interstate 405 on the north, Interstate 5 on the west, the City's boundary
with the City of Renton on the east, and it extends one lot deep south of South 180th
Street. The City of Sea Tac is located to the west of 1 -5, and the Cities of Seattle and
Renton are located to the north and east.
The Tukwila Urban Center is located in the southern portion of the City. To the north
are several residential neighborhoods and the City's Manufacturing /Industrial Center.
The Tukwila Urban Center is separated from these neighborhoods by freeways,
topography and the Green River.
2. Documentation that the GTEC is located within the City's urban growth area
Tukwila's Comprehensive Plan, adopted in 1995, identifies the Tukwila Urban Center
as an Urban Center, according to criteria developed for regional growth centers by the
PSRC. The Puget Sound Regional Council recognizes Tukwila Urban Center as one
of the 21 designated Regional Growth Centers in the central Puget Sound region.
Regional Growth Centers within the Puget Sound region are areas in which
jurisdictions intend to focus employment, housing and population growth.
3. Vision for the GTEC
The vision of the Tukwila Urban Center GTEC program, which echoes the goals of the
City's Comprehensive Plan, is based on two primary objectives:
Bolster the TUC's market position as a regional shopping center by creating an
attractive central destination offering shopping, entertainment and recreation.
Achieve this by connecting dispersed retail activities, and provide a convenient,
walkable, enjoyable and varied shopping environment.
Use the planned commuter rail station and other transportation investments as a
catalyst to shift development patterns, provide amenities, and create a true center
and focal point for the community and the region.
The Plan provides guidance for restructuring and transforming the TUC from an area
of dispersed, unconnected, and auto dominated land use pattern, with hidden
amenities and no real center, to a center that is organized, connected, and pedestrian
oriented, and which is well- designed around it's amenities. The components of the
plan's vision are summarized below. Change is expected to be evolutionary, driven by
market forces, catalyst public projects, and the guidance of new development
regulations.
C. Evaluation of Land Use and Transportation Context
1. Existing population and employment
1 2000
1 Population 3
1 Employment 21,650 1
Development in the Tukwila Regional Growth Center has focused almost exclusively
on retail, commercial, office, and light industrial use, with negligible residential
development to date.
On the other hand the center has a significant employment base. As of 2003 there
were 21,650 jobs in the regional growth center. The comparison of percentage of total
employment by sector is as follows:
Percentage Manuf WCTU Retail FIRES Gov
of Total
Employment
Year 2000 1 26% 1 17% 1 24% 1 29% 4%
In 2000 the center had just over 25 jobs per gross acre, comparing favorably with the
Regional Council's guideline for regional growth centers as contained in VISION 2020:
25 jobs per gross acre. In addition, the Tukwila regional growth center has more than
achieved the VISION 2020 guideline for total jobs in a regional growth center, with
21,650 jobs as compared with the guideline of 15,000 total jobs. The center is clearly
achieving the type of employment base that is envisioned in the regional plan. And
while the Tukwila Regional Growth Center has virtually no residents, the city's
comprehensive plan calls for the center to have concentrated high density multi family
development, within walking distance of the future Sounder Commuter Rail Station and
the Tukwila Transit (bus) Center.
2. Existing Land Use Conditions
The TUC is further distinguished by its function and mix of intensive land uses. Since
the 1960's, the TUC has evolved from an agricultural and horticultural district into a
major regional shopping and employment center. The area is currently developed with
approximately 6.2 million square feet of retail, commercial, office, warehousing,
distribution and industrial uses. The TUC is dominated by retail development (4.1
million square feet), followed by office /business park uses (1.2 million square feet),
and close to 1 million square feet combined of warehouse /distribution and
Source: Tukwila Urban Center Draft Environmental Impact Statement
2 Year 2003 PSRC Household and Employment Forecasts
manufacturing. Land use patterns are suburban and generally large in scale, and
most of the TUC is covered with impervious surfaces.
Currently, the City's zoning map applies a single zoning classification to the entire
TUC; virtually all uses are permitted anywhere, subject to basic requirements for
height, setbacks, parking, and similar aspects of development. In some cases land
uses have tended to congregate near one another e.g., warehousing and distribution
in the southern portion of the TUC. However, the prevailing pattern is a scattering of
uses throughout the TUC. Subareas within the TUC are disconnected functionally and
visually.
Retail uses are generally located in the northern approximate one -third of the subarea,
along the entire western side, and in the southeast. The TUC contains the Puget
Sound region's largest shopping center (Westfield Southcenter Mall), as well as
numerous freestanding "big box" retail facilities and auto oriented shopping centers.
Areas of office /business park, industrial and warehouse and distribution facilities
occupy the central, eastern and southern portions of the subarea. There is almost no
housing in the TUC at present. While there are numerous retail destinations there is
no real center or "core" to the subarea.
There is relatively little vacant developable land remaining in the TUC overall. Most
land use change, therefore, will result from redevelopment of existing land and
buildings. However, there are several key undeveloped parcels and /or vacant
buildings located in strategic locations that are considered vulnerable to change.
Redevelopment of these parcels will help spur the change desired in the TUC.
In the TUC today, there are relatively few green spaces, little significant landscaping,
and only limited visual relief from the TUC's concentration of urban development and
concrete. Major open space, recreational areas and natural features of the TUC
include the Green River, Christensen trail and park, Tukwila Pond and park, and
Minkler Pond. These areas are largely invisible from most vantage points in the TUC.
Land uses and site design are generally auto oriented in nature, with large buildings
separated from the street by extensive surface parking lots. Large- footprint industrial
and business park buildings are also present in many portions of the area, described
further below. The street system is built around super blocks, defined by a few major
arterials. The large blocks, long distances between activity areas, pedestrian system
and lack of pedestrian amenities make walking a relatively unattractive option for
circulation. The overall pattern is generally land intensive, sprawling and suburban in
character; most buildings are 1 or 2 stories, only a few are taller than 3 stories.
3. Existing Transportation Network
Regional Access
Located at the crossroads of 1 -5 and 1 -405, the Tukwila Urban Center has excellent
access to the region's freeways system. Interchanges on both major interstate
a a-
highways provide convenient access to the TUC. There are three entry points to the
TUC from the interstates and only one exit, which is to 1 -405 northbound. 1 -5 access to
the TUC is provided at South 154th Street/ Southcenter Boulevard for trips destined to
or from north 1 -5, and at Klickitat Drive /Southcenter Parkway for trips destined to south
1 -5. Additional access from south of the TUC is provided at the South 188th Street
Interchange, following Military Road and South 178th Street or Orillia Road.
From the west, SR 518 becomes 1 -405, just east of the 1 -5 interchange, connecting
Burien and SeaTac Airport with Tukwila. Eastbound /Northbound drivers on I- 405 /SR
518 can enter the TUC at the Interurban Avenue/West Valley Highway interchange.
Drivers leaving the TUC to travel northbound on 1 -405 can use an on -ramp from the
Tukwila Parkway. Southbound drivers on 1 -405 can access the TUC from the
Interurban Avenue/West Valley Highway interchange, as well as from an off -ramp at
Southcenter Boulevard.
1 -405 HOV lanes extend from 1 -5 in Tukwila, north to the 1 -5 interchange in Lynnwood.
1 -5 HOV lanes extend north from Tukwila to the express lanes in downtown Seattle
and south from Tukwila to the Federal Way area.
SeaTac Regional Growth Center, Tukwila is the closest regional Next to the Se growth
9 9
9
center to Seattle- Tacoma International Airport, providing Tukwila with excellent access
to the region's primary commercial aviation facility.
Street Network
Tukwila's Urban Center is served by a network of arterial, collector and access streets
that provide local access and circulation within the City (Figure 1), including ten entry
and exit points to the TUC:
61st Avenue South at 1 -405 Andover Park West at South 180th Street
1 -405 on -ramp Tukwila Parkway Southcenter Parkway at S 180th Street
66th Avenue South at 1 -405 South 178th Street at Southcenter Parkway
Strander Boulevard at Green River 1 -5 off -ramp at Southcenter Parkway
South 180th Street at Green River Klickitat Drive at 1 -5
The following streets are classified as north /south arterials:
West Valley Highway (SR 181): South 180th to 1 -405 (principal arterial)
Southcenter Parkway: South 180th to Tukwila Parkway (minor arterial)
Andover Park East: South 180th to Tukwila Parkway (minor arterial)
Andover Park West: South 180th to Tukwila Parkway (minor arterial)
61st Avenue S (bridge): Southcenter Boulevard to Tukwila Parkway
The following streets are classified as east/west arterials:
South 180th Street: Southcenter Parkway to Tukwila /Renton city limits (minor
arterial)
Minkler Boulevard: Andover Park West to Andover Park East (collector arterial)
Strander Boulevard: Southcenter Parkway to West Valley Highway (minor arterial)
Baker Boulevard: Andover Park West to Andover Park East (collector arterial)
Tukwila Parkway: Southcenter Parkway to 66th Avenue South (minor arterial)
Klickitat Drive: Interstate 5 to Southcenter Parkway (minor arterial)
Many of these roadways are 4 to 7 -lane arterials that carry high volumes of passenger
vehicles as well as heavy truck traffic to and from the center. The center contains a
modest internal street grid.
The TUC has signals at various intersections. Figure 2 shows the locations of signalized
and unsignalized intersections.
The TUC has heavy volumes of traffic on the West Valley Highway, South 180th Street,
Southcenter Parkway and 61st Avenue South. Average weekday volumes on major
roadways are shown on Figures 3 and 4.
,i. PACKG0i D INrnRiViATION
Figure 1: Tukwila Urban Center Street Classification
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Source: Tukwila Comprehensive Plan, 1995.
GTEC Application for Certification Page 10
Non Motorized Facilities
For the most part, streets within the TUC have a continuous sidewalk system. While
the center does not contain designated bicycle facilities, it does connect to the Green
River Trail and Interurban Trail, which are major facilities within the regional trail
system.
4. Existing Transit Service
King County Metro provides transit service to the TUC. According to a Fall 2002
ridership count, the most activity (boardings alightings) occurs at the transit stop at
the intersection of Andover Park West and Baker Blvd, where there is an average of
2,200 daily weekday riders who use this stop. Most routes provide service to the major
regional mall where this stop is located, Westfield Mall at Southcenter, with north /south
service along Southcenter Parkway and Andover Park West, as well as on the West
Valley Highway. East/west service is concentrated along Strander Boulevard between
Southcenter Parkway and Andover Park West (five routes) and continuing with one
route to the West Valley Highway. Buses also run east/west on S. 180th Street and the
section of Tukwila Parkway between Andover Park West and Andover Park East.
There are seven transit routes that serve TUC. Those routes include:
Tukwila Station
126 Rainier Beach Every Thirty minutes during peak
140 Burien Transit Center to Renton Transit Station Every 15 minutes during peak
161 East Hill to Downtown Seattle Every 30 minutes during peak
Tukwila Park and Ride
150 Downtown Seattle to Kent Station Every 15 minutes
154 Federal Center to Kent Station Every 2 hours during peak
941 Providence Medical Center to Kent -Des Moines Every 30 minutes during peak
280 South Renton to Seattle Hourly in early morning
Source: Puget Sound Regional Council, Community Transit, Everett Transit, Kitsap Transit, Metro
Transit, Pierce Transit, Sound Transit
The Tukwila Commuter Rail Station is temporarily located directly adjacent to the
Boeing Longacres property. This station currently serves Sounder Commuter Rail and
Amtrak Service. King County Metro bus connections at the current station provide
additional transit service from the station. About 250 parking stalls are currently
available. The City of Tukwila and Sound Transit are exploring transit oriented
development (TOD) at the site to enhance the city and expand Sounder ridership.
Along with this development, Sound Transit plans to construct a permanent station to
replace the temporary facility by 2010. The permanent station plan features station
platforms with a pedestrian tunnel connecting both sides of the track. Sound Transit
has purchased a 10.5 -acre station site near Burlington Northern /Santa Fe Railroad
and Union Pacific Railroad tracks, south of Longacres Way and north of the future
Stander Boulevard right -of- way in Tukwila for this station. This facility has great
potential for attracting ridership from Boeing's Longacres campus and Boeing's
Renton facility, and will be easily reached from the station by King County Metro bus.
Additionally, improvements to the station will serve TUC employment and future
residents. The planned bridge over the Green River, with an at -grade signalized
crossing for West Valley Highway connecting to the station, will provide a dedicated
facility for pedestrians and bicycles within a distance of mile from the Mall.
5. Travel Behavior Inventory
Traffic Volumes
At present (2002), approximately 113,000 persons arrive daily in the TUC for various
activities during a 24 -hour period. Nearly all of those coming to the TUC use private
vehicles (99.3 percent); transit use in the TUC currently represents a very minor share
(0.7 percent). While commuters comprise about 18 percent of the total person trips to
the TUC, more than 80 percent of the trips to the TUC are shopping, recreational,
commercial and business trips.
Traffic Volumes within the Tukwila Urban Center
Figure 4 indicates the busiest roadways within the TUC, with more detailed
information for the area shown in Figure 5. As these figures indicate, there are four
roadways within the TUC that carry an average weekday traffic volume of
approximately 30,000 vehicles or more per day:
61st Avenue South at I -405,
Southcenter Parkway, between Minkler and Strander Boulevards,
South 180th Street, west of Andover Park East, and,
West Valley Highway between South 180th Street and South Longacres Way
!I_ BAC i U ND 1 \1F-OF-011A 1
Figure 2: Signalized and Unsignalized Intersections
c,....,
North
0 0
i ‘.0z
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Not to scale 1/1 e 4_05
TIJK:
ii i ONIACFP.' 'NAY
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Study Area
SHOWI .f
Trail, Walkway SOUTHCEVTER
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Signalized Intersections
0 I ntersectionv.vith
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7 IIFIA7 I I E' 1
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L
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1-1
Source: Mirai Associates, 2002
GTEC Application for Certification Page 13
Figure 3: 2002 Average Weekday Traffic Volumes on Major Roadways
1 1 1 1 I 1 1
West Valley Highway: S. 180th to S. -w f 4,640
Longacres Way i I 1
emu- 31,480
South 180th Street at Sperry Drive 1
I
Southcenter Parkway: Minkler Blvd 30000
to Strander Blvd
1 I 1 I l
61st Avenue South at 1-405 29,750
1
Tukwila Parkway at Andover Park 23,• •00
West I
I
Klickitat Drive at Southcenter 1 V I
21,860
Parkway
i
Strander Blvd: 5800 Block -e 3i
20,400
1
Andover Park West: Strander Blvd 16,400
Baker Blvd3.`
I 1
68th Avenue South at 1 -405 t 15,980
Andover Park East Minkler Blvd I= =Y 15 200
Treck Drive I`-
I I
0 5,000 10,000 15,000 20,000 25,000 30,000 35,000 40,000
Source: City of Tukwila Public Works
GTEC Application for Certification Page 14
E_ GAG I:ti:-:Oli PJF-ORMATION
Figure 4: 2002 Average Weekday Daily Traffic Volumes
N :--7
....4.---
vi °O417- 1378601
129 7501
115.980 M ij PP-'___
16th ST
,'i
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North )11. 1 1 7,ff. 1:
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=1133,8701 wx'r
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Legend: 1 SHOPPINGTOM
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t
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31101278 1 !I I
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1
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2001 counts
Estimated based on peak hour counts
Source: Tukwila Public Works Department April 2002
GTEC Application for Certification Page 15
Figure 5 shows PM peak hour traffic volumes for the major intersections in the TUC. In
general, the traffic analysis indicated that the afternoon peak hour volumes are higher than
or equal to the noontime hour or morning peak hour volumes throughout the TUC. PM peak
pour traffic was used, therefore, to express the greatest expected traffic congestion
associated with the TUC.
Figure 5: 2002 PM Peak Hour Traffic Volumes
9 Lc`S- 1 .L \VPs
so, 1 1.680 S�V GRP
`ce L 1 030 -'405
1.230
D 1 210 16th 5T
1 e ":1 040
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6
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North 050 470
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Legen Le SHOPANGTOWN w
9 280 t 760 OUTHCFNTER o o 11
Study Area 14 Q 1 430
Trail, Walkway 1 3801l�001 �6801i, 780 630 :630 VN/F1 I
Railroad sT RA h DERBI ARK /s 1 510
River 11.1001 15801 720 630
890 18701 11
Freeway
TOKYO LA POND N K M LA I I
Ramp Park PAR TRECKD �'r
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2
a CORFO 4TE DR N Q 1
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Approach Volumes FIRE STF nO N /Z 1
(Vehicles per Hour) z
w 1 j
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960
rl ,80hh ST 1590 19801 rte 11,290 i 870
<t 810 �i !13101
470 140 �__�5801 1301 41.2101 I
p
Li i n
Source: Tukwila Public Works Department
G T EC Application for Certification rage 16
intersection Level of Service
LOS at an intersection is measured in terms of average delay per vehicle in seconds
and is rated with letters A through F, where "F" indicates the greatest congestion. The
length of delay describes the traffic conditions at a given intersection. The Highway
Capacity Manual (HCM 2000) defines intersection LOS for signalized and unsignalized
intersections and is shown in Table T -3. Note that the rating definition is more
stringent for unsignalized intersections. The LOS rating for a signalized intersection
carries a lengthier delay than its equivalent for an unsignalized intersection.
Table 3: Definition of Level of Service
LOS Delay per Vehicle Delay per Vehicle
Signalized Intersections Unsignalized Intersections
A Less than or equal to 10 seconds Less than or equal to 10 seconds
B Greater than 10 and less than or Greater than 10 and less than or
equal to 20 seconds equal to 15 seconds
Greater than 20 and less than or Greater than 15 and less than or
equal to 35 seconds equal to 25 seconds
D Greater than 35 and Tess than or Greater than 25 and less than or
equal to 55 seconds equal to 35 seconds
E Greater than 55 and less than or Greater than 35 and less than or
equal to 80 seconds equal to 50 seconds
F Greater than 80 seconds Greater than 50 seconds
Source: Highway Capacity Manual, 2000.
Intersections in the TUC are currently experiencing the following LOS:
The intersection at West Valley Highway and South 180th Street currently
operates at LOS D during the weekday PM period, which may be due to ongoing
construction.
During the PM peak hour, nearly 80 percent of the signalized intersections operate
at LOS C or better.
The unsignalized intersection at 65th Avenue South and Southcenter Boulevard
operates at LOS F during the PM peak hour.
Two intersections on the border of the TUC operate at LOS E during the PM peak
hour Southcenter Boulevard at 61st Avenue South and Southcenter Boulevard
and Interurban Avenue South.
Two intersections with South 180th Street, at Southcenter Parkway and the West
Valley Highway, operate at LOS D during the PM peak hour. The intersections at
Tukwila Parkway and 61st Avenue South and at Strander Boulevard and Andover
Park East also operate at LOS D.
6. Historical CTR Mode Shares by Year
The City of Tukwila has participated in the CTR program since 1991. Listed below are the
City's drive alone and VMT rates since 1993:
Table 4: Historical CTR Mode Shares
Measurement 1993 1995 1997 1999 2001 2003 2005
Drive Alone 0.80 0.80 .79 .77 .77 .80 .77
Rate
Vehicle Miles 13 13.5 13.3 13.2 13.4 15.4 15
Traveled
Source: WSDOT CTR Office 2007
7. History with TDM
Although the City of Tukwila has only a few CTR- affected work sites that are located in
the Tukwila Urban Center, the City has implemented a few TDM programs in
partnership with King County Metro. During the past years, the City worked with King
County Metro to sponsor the "Classified Ad Project" and the 'Tukwila Lunch Bus
Both of these programs were aimed at increasing participation in carpools and
vanpools. The Tukwila Lunch bus was launched to encourage commuters to leave
their cars at home while giving them opportunities to shop during their lunch hours.
Described below are the Classified Ad Project and Tukwila Lunch Bus:
Classified Ad Project
South King County Commute Connection was a classified advertisement publication in
which employees place ads looking for carpool and vanpool partners. It was published
by the Washington state jurisdictions of Tukwila, SeaTac, Renton and Kent in
collaboration with King County Metro in 1997 and 1998 as a grant- funded project
providing incentives for riders. The objectives of the publication were to:
Raise awareness of carpooling and varpooling through consistent visibility of real
opportunities which compliment general promotional pieces;
Proactively show commuters that there are options that work for them;
Generate more names in the Regional Ridematch System;
Create new carpools and vanpools;
Place additional riders into existing vanpools and carpools.
Ride Free The Tukwila Lunch Bus
For a three -month period in the mid- 1990s, the City of Tukwila sponsored the "Lunch
Bus," a free lunchtime shuttle operating in the Tukwila Urban Center. The shuttle ran
routes between 11 a.m. and 2 p.m., and was intended to enable people who
carpooled, took the bus or simply did not want to use their cars during lunch. The
Lunch Bus was a partnership between the City of Tukwila, King County Metro Transit,
Washington State Energy Office, Tukwila employers and the Southwest King County
Chamber of Commerce.
8. Parking Regulations
The City regulates parking through its zoning code. Listed below are the parking
regulations related to shared parking, complementary parking, and the process for
obtaining an administrative variance to reduce the amount of required parking.
18.56.070 Cooperative Parking Facility
Shared Parking: When two or more property owners agree to enter into a shared
parking agreement, the setbacks and landscaping requirements on their common
property line(s) may be waived with that land used for parking, driveway and /or
building.
Complementary Parking: A complementary use is a portion of the development that
functions differently than the primary use but is designed to serve or enhance the
primary land use without creating additional parking needs for the primary traffic
generator. Up to 10% of the usable floor area of a building or facility may be occupied
by a complementary use without providing parking spaces in addition to the number of
spaces for the principal use. Examples of complementary uses include pharmacies in
hospitals or medical offices, food courts or restaurants in a shopping center or retail
establishments.
Administrative Variance from Parking
A. General:
1. A request for an administrative variance from required parking standards must be
received prior to any issuance of building or engineering permits. Administrative
variances are only eligible for requests for reductions of required parking between 1%
and 10 Requests for reductions from minimum parking standards in excess of 10%
must be made to the Planning Commission.
2. The project developer shall present all findings to the Director prior to any final
approvals, including design review, conditional use permit review, building review or
any other permit reviews required by the Director.
B. Criteria:
1. All requests for reductions in parking shall be reviewed under the criteria established
in this section.
2. In addition to the following requirements, the Director may require specific measures
not listed to ensure that all impacts with reduced parking are mitigated. Any spillover
parking which cannot be mitigated to the satisfaction of the Director will serve as the
basis for denial. A reduction may be allowed, pursuant to either an Administrative
variance or requests to the Planning Commission, after:
a. All shared parking strategies are explored.
b. On -site park and ride opportunities are fully explored.
c. The site is in compliance with the City's commute trip reduction ordinance or, if not
an affected employer as defined by the City's ordinance, agrees to become affected.
d. The site is at least 300 feet away from a single family residential zone.
e. A report is submitted providing a basis for less parking and mitigation necessary to
offset any negative effects.
C. Process:
1. An applicant shall submit evidence that decreased parking will not have a negative
impact on surrounding properties or potential future uses. This may take the form of a
brief report for administrative variances. Decreases in excess of 10% must be made to
the Planning Commission. The Director may require additional studies to ensure that
negative impacts are properly mitigated. A complete and detailed Parking Demand
study is required for requests reviewed by the Planning Commission.
2. All site characteristics should be described in report, including
a. Site accessibility for transit.
b. Site proximity to transit, with 15- to 30- minute headways.
c. Shared use of on -site parking.
d. Shared use of off -site parking.
e. Combined on -site parking.
f. Employee density.
g. Adjacent land uses.
D. Review: Applications for Administrative Variances for reductions below minimum
parking requirements between 1% and 10% shall be processed as Type 2 decisions,
pursuant to TMC 18.108.020. Applications for reductions from minimum parking
requirements in excess of 10% shall be processed as Type 4 decisions, pursuant to
TMC 18.108.040, including a hearing before the Planning Commission. (Ord. 1795
§2(part), 1997)
Parking Supply, Availability and Price
The City's Zoning Code includes the following parking requirements for the TUC:
Tukwila Regional Growth Center Parking Requirements (number per thousand
square feet of usable floor area)
1 Minimum 1 Maximum
1 Residential 1 2 /du 1 No limit 1
1 Office 3/1000 sf No limit
Retail (general) 4/1000 sf No limit
Manufacturing 1 1/1000 sf 1 No limit
9. Local and Regional Economic Development Plans
The Comprehensive Plan's Economic Development element identifies achieving
increased intensity and diversity of land uses as an "issue" that should be addressed
through a variety of programs planning, regulatory, infrastructure investment and
incentives. The City's general philosophy is to sustain moderate growth; to ensure
quality growth and guide it to desired areas through zoning and development
regulations; and to provide capacity to meet employment targets. It identifies a range
of implementation strategies to encourage economic development and consistent infill
and redevelopment, which include preparation of area -wide environmental impact
statements, focused public infrastructure investment, cooperative environmental
remediation actions to facilitate redevelopment, and formation of local improvement
districts to finance facilities.
To foster economic development in the Tukwila Urban Center, the City plans to
broaden the mix of uses that can occur in the area north of Strander Blvd., as well as
the area surrounding Tukwila Pond. In the area north of Strander Blvd and surrounding
Tukwila Pond, zoning changes will also exclude the low- intensity uses like
warehousing, and will encourage development that is more transit supportive. The
TUC Plan also calls for infrastructure to support walking and bicycling from the mall to
the Sounder Station. The City also encourages a full range of housing opportunities for
all population segments, and plans to revise the zoning code as necessary, to allow
mixed use residential developments in appropriate areas.
10. Projected Future Conditions and Characteristics
The City of Tukwila is currently developing a sub area plan for the Tukwila Urban
Center. The proposed plan is currently being reviewed by the Planning Commission
and is anticipated to be adopted in 2007.
Project Population and Employment for the Tukwila Urban Center
1 Summary 1 2003 1 2020
1 Total Employment 1 21,650 1 25,056 1
1 Total Households 1 1 1 3,200 1
Based on the proposed Tukwila Urban Center plan, the following changes in land use
and transportation conditions are expected to occur.
a. Projected Changes in Land Uses
The land use pattern depicted in the Proposed TUC Subarea Plan indicates the
general locations and planned groupings of activities. The plan is conceptual in nature
and provides a framework and flexibility for future site planning. The specific location
or design of individual buildings are not known and not prescribed; these details will be
determined through individual proposals that are developed according to the TUC's
objectives, development standards and design guidelines. The stated land use
emphasis of each district, and the uses permitted within each proposed TUC zoning
district, would guide the type and location of future development.
Redevelopment and change will occur incrementally over an extended period of time,
possibly 30 to 50 years. The year 2020 is used as a benchmark to provide a mid -term
snapshot of the nature and character of planned change in the TUC. Changes would
be evident in a greater diversity and altered design of land uses in several portions of
the TUC on and adjacent to the Westfield Southcenter Mall site, in the northeast
portion of the TUC adjacent to the Green River, and adjacent to Tukwila Pond. Other
portions of the TUC, such as the Workplace (industrial and business park) District and
the Commercial Corridor (Southcenter Parkway) would change relatively little. The
Subarea Plan recognizes the importance of these land uses and the jobs they provide,
preserves their place in the City's fabric, and seeks to improve circulation and design
over time.
Growth overall (measured in terms of projected square feet of development in 2020) is
projected to increase by approximately 40 percent, to a total of approximately 8.7
million square feet. While retail would remain the most extensive single land use (5.1
million square feet, or 59 percent of the total), the TUC would become significantly
3 Source: Tukwila Urban Center Draft Environmental Impact Statement
more balanced than it is today. The biggest increase would be in housing growing
from almost zero today to more than 1,500 dwelling units in 2020. Office uses would
also grow by almost 20 percent. Manufacturing space would not increase at all, and
warehouse /distribution space would increase only marginally. In contrast, No Action
would likely result in a continuation of the existing pattern, with more retail, significant
new office development, more warehouse and manufacturing uses, and some new
housing.
The character of land use change, as well as its timing, will be strongly influenced by a
combination of public policy and economic forces. Public policy /City guidance will
occur in the form of the TUC Subarea Plan's strategy and objectives, the framework
provided by zoning standards and design guidelines, and strategic public investments
in amenities and capital facilities. If the local economy remains strong and the TUC's
vitality continues as predicted, the area will remain attractive to investors and land
prices will likely increase. Real estate investments will generally seek attractive
locations that provide redevelopment and market opportunities. Recent plans and
growth in other Urban Centers in the Puget Sound region suggest that markets do or
will exist in the TUC for some types and forms of land use that are absent today
primarily housing and mixed -use development.
Assuming that the economic impetus for change is present, the TUC will generally
develop more intensively for a broader range of urban uses. Growth will occur through
development of remaining vacant land and redevelopment of existing uses. To use the
existing land base more intensively and more efficiently, multi -story buildings will be
encouraged.
Parks and open space will increase in amount and improve in terms of access and
function. An improved park and esplanade will be created at Tukwila Pond and public
access to the park would be provided. The Pond will become a major amenity for the
TUC overall while maintaining its important functions for stormwater management and
habitat.
Similarly, new development in the eastern portion of the TOD District will be oriented to
the Green River. A riverwalk/esplanade will be developed parallel to the shoreline,
providing increased public access while also protecting the shoreline environment.
b. Traffic
The City of Tukwila's travel demand model, which covers the entire city, was used to
forecast future traffic volumes within and surrounding the TUC Subarea. Demographic
data sets, including household and employment forecasts associated with a system of
transportation analysis zones (TAZs), form the basis for forecasting travel demand. A
new forecast is due August 2007.
For the 2020 traffic forecast, the City prepared a forecast with a proposed network of
improvements. The proposed improvements are shown on Figure 6:
Traffic Volumes
At present (2002), approximately 113,000 persons arrive daily in the TUC for various
activities during a 24 -hour period. Nearly all of those coming to the TUC use private
vehicles (99.3 percent); transit use in the TUC currently represents a very minor share
(0.7 percent). While commuters comprise about 18 percent of the total person trips to
the TUC, more than 80 percent of the trips to the TUC are shopping, recreational,
commercial and business trips.
I, 1 iNFORN ATKIN
Figure 6: Proposed Network of Improvements
WideliE33/W1:1
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GTEC Application for Certification
II. Flf==,.C.1(C ii'
The 2020 Levels of Service with Proposed Network Improvements for the Mall-to-Station Land Use
Scenario are shown on the following map:
Figure 7: 2020 Level of Service with Proposed Network of Improvements
North 44
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GTEC Application for Certification Pacie 26
11. Gap Analysis
WAC 468 -63 -060 (2)(b)(iv) requires the GTEC plan to include a gap analysis that
evaluates the degree to which existing and future services, policies, and programs will
be sufficient to maintain or improve transportation access and increase the proportion
of non drive -alone travel as the area grows. The rule states that the jurisdiction's
evaluation of its own policies, programs, and regulations shall include an evaluation of
land use and transportation regulations, to determine the extent that they can reduce
the need for drive -alone travel and attract and maintain a mix of complementary land
uses, particularly uses that generate pedestrian activity and transit ridership. The
evaluation is to include:
Parkina Policies and Ordinances
The City regulates parking supply through its zoning code. Currently, the City's zoning
includes minimum requirements for parking but no maximums. At most of the
employment sites, there is free and ample parking, which encourages commuters and
shoppers to use drive alone vehicles. To address the parking issue, the City plans to
work with employment sites to encourage them to implement parking management
strategies such as reducing parking capacity and implementing preferential parking for
carpools and vanpools.
Streetscaoe Desian Standards
Changes to the pedestrian environment included in the TUC Plan are wider sidewalks
in areas planned for pedestrian- orientation. In the future, some streets will have on-
street parking. Sidewalks on streets with on- street parking will be 15' wide, with street
trees provided in tree pits. Where on- street parking is not allowed, a minimum 5' wide
landscaping buffer is required, with sidewalks ranging from 6' 10' wide. Current
sidewalks are generally 6' wide, though there are some areas with 5' or 8'
wide sidewalks. Other pedestrian enhancements required by the TUC Plan are greater
facade transparency, the requirement for more articulation on building facades, and,
where appropriate, the requirement that new development be brought up to the street
edge.
Development Reauirements (see Section 18.60.30'
Through the City's Zoning Code, the City requires developers to implement TDM
supporting measures. In the TUC, the City requires design review for all hotels and
motels and commercial structures that are larger than 10,000 square feet. The City
also requires new development to install bicycle parking, generally based on number
of automobile parking spaces required for the associated land use.
Concurrencv policies
The City of Tukwila has adopted transportation concurrency regulations that require an
analysis of the transportation impacts of development within the City. The analysis is
based upon level of service standards at intersections and road segments. Level of
service (LOS) is the primary indicator of the quality of traffic flow at an intersection or
road segment. LOS is measured by the number of seconds, on average, of delay at
intersections and in travel speeds on a road segment. LOS grading ranges from A to
F, with LOS A indicating minimal delays and low volumes, and LOS F indicating long
delays and /or forced flow.
Level of Service Standards
The City's Comprehensive Plan discusses level of service standards and establishes
acceptable levels for traffic. Projected growth in Tukwila and surrounding areas was
used in the Comprehensive Transportation Plan to project traffic volumes and levels of
service in 2020. Level of service standards for all local arterials and transit routes are
necessary in order to ensure mobility, vitality, and quality of life for the city. The
standard, coordinated with surrounding jurisdictions, is to judge the performance of the
system against what the community is willing to accept and what can be financed.
Goals and policies related to LOS from Tukwila's Comprehensive Plan are listed
below, including the LOS established within the Comprehensive Plan for specific
corridors within the TUC.
Goal 13.3 Level -of- Service
Traffic levels -of- service that provide safe and efficient movement of people, bikes, cars
and buses and incorporate evolving land use and traffic patterns.
Policies
13.3.1 In general, Level of Service Standards shall vary by differing levels of
development patterns, desired character of streets, and growth management
objectives. Use the following LOS standards to guide City improvement and
development approval decisions:
—The Tukwila Urban Center corridor average is not to exceed LOS E, except for the
Strander Boulevard and a portion of the Andover Park E corridor. Methodology for
computing the average LOS is described in the Comprehensive Transportation Plan
and is updated annually in the Concurrency Ordinance.
—The Strander Boulevard corridor average is not to exceed LOS F with an average
delay not to exceed 120 seconds. The Andover Park E, 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,
—West Valley Highway (SR 181), as a state highway of regional significance, is not to
exceed LOS E/Mitigated, as defined by PSRC.
SR 599, as a state highway of regional significance, is not to exceed LOS
E/Mitigated, as defined by PSRC.
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
standard is not exceeded.
13.3.5 When reviewing private development proposals, apply the Concurrency
Ordinance to determine mitigation, if required, that will provide capacity or traffic
generation
13.3.6 Include as a priority increased transportation choices such as transit use;
rideshare measures such as carpooling as capacity mitigation measures; and
pedestrian and bicycle facilities. After consideration of these priority improvements,
consider signal improvements, other street capacity improvements, and street
widening as a last resort.
13.3.7 Establish a program to monitor congestion and evaluate the effectiveness of the
LOS standards.
13.3.8 Highways of Statewide significance (HSS), including Interstate 5 (I -5), Interstate
405 (1 -405), and State Route 518 (SR -518), are exempt from concurrency
requirements.
13.3.9 Regionally Significant State Highways, including SR 181 (West Valley Highway)
and SR 599 are subject to a Regional Level of Service Standard established by the
Puget Sound Regional Council and WSDOT.
LOS standard for Regionally Significant State Highways within Tukwila's boundaries
is LOS E/Mitigated.
Traffic
The TUC area and key arterial corridors throughout Tukwila will continue
to be monitored to assure that the LOS standard is maintained. The Tukwila
Comprehensive Transportation Plan identifies improvements that would
maintain adopted level of service standards around the City. Projects
necessary to maintain the minimum level of service standard will be built, as
needed, to accommodate projected growth. In the event of a funding
shortfall or unexpected growth, the City must re- evaluate planned land uses
and explore alternate funding sources to assure continuing concurrency with
transportation system improvements.
Transit Level of Service
At this time, Tukwila 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 work within Tukwila's
Transit Street Classification System.
Non- motorized Level of Service
A level of service for pedestrian and other modes of non motorized transportation is
much more difficult to establish. Various methodologies exist but none are yet
considered industry standards. The City of Tukwila currently does not have a level of
service established for non motorized facilities.
Assessment of Impact fees. and Zonino
The City assesses impact fees through its zoning code. Impact fees are based on
schedule depending on the size of the development and available capacity. Currently,
the City allows developers a reduction in impact fees if a development incorporates
TDM supporting measures. The measures must be designed to effectively reduce
vehicle trips that reduce the impact to the City's transportation system.
A. Proposed Goals and Targets for GTEC
The Tukwila Urban Center GTEC program builds upon the City's successful CTR program by
expanding the program to unaffected work sites and residential groups. The goal of the GTEC
program is to reduce drive alone trips by 10% and vehicle miles traveled by 13
Tukwila Urban Center's employment population is a mix of manufacturing, office, service sector
and retail. Although there is a large base of employment in the Tukwila Urban Center, most of the
employers are small and are not affected by the CTR law. There are three CTR- affected
employers in or near the TUC which include Red Dot, Fatigue and Carlyle (see Appendix A for a
map of the TUC and the CTR work sites).
Because the majority of TUC employment sites are unaffected, the City proposes to meet its GTEC
goals by decreasing the number of absolute trips and VMT in the Tukwila Urban Center. The
overall goal of the Tukwila Urban Center GTEC is to reduce drive alone trips by 10% and VMT by
13 It will target unaffected employers to reduce additional trips.
Target Base Goal Target Base Goal Target VMT Rate
Population Drive Drive VMT
Alone Alone
Rate Rate
Employees at Reduce Reduce by
CTR- affected 73% by 10% 65.7% 15.0 13% 13.05
work sites
There are currently around 1000 employees in Tukwila Urban Center who work at
CTR- affected work sites. Based on the average drive alone of 73 246
commuters currently use non -drive alone modes. Based on a six -year target of
65.7% for non -drive alone modes, the City plans to increase the number of
commuters using non -drive alone modes at CTR- affected sites by 67 (for a total of
313 commuters).
Un- affected According to the Draft TUC EIS, there are approximately 21,650 employees who
work sites work in Tukwila Urban Center. For the year 2013, the City has set a target for
increasing the number of commuters using non -drive alone modes by 2,165
(approximately 10% of current employment population).
Residential According to the 2000 Census, there were fewer than 100 people living in the
developments Tukwila Urban Center. As the residential population in the TUC grows, the City
plans to work with residential groups to increase use of non -drive alone
altematives, including LINK Light Rail, Commuter Rail and bus.
Entire GTEC For the entire GTEC area, the City has set a target of converting 2,165 commuters
area to non -drive alone trips (10% of the employment population). This figure includes
both CTR- affected and unaffected work sites.
Reduce Reduce by
Entire City 78.0% by 10% 70% 15.4 13% 13.4
a Puget Sound Regional Council calculated base VMT rate.
B. Proposed Performance Measures
The City is required to measure the progress towards achieving the goals. Every year, the City
will prepare an annual report and every two years, the City will conduct surveys of employees
and residents to determine their travel behavior. The City plans to use the WSDOT CTR
survey as the survey instrument. Listed below are the proposed measures and the scheduled
dates for measuring progress.
Performance Measure Agency Responsible Scheduled Date
Percentage of commuters City of Tukwila Every two years beginning fall
using non -drive alone modes 2008
Number of un- affected City of Tukwila Every two years beginning fall
employers participating in 2008
transit and ridesharing
programs
Number of residential buildings City of Tukwila Every two years after the first
participating in transit and residential building is built in
ridesharing programs. Tukwila Urban Center.
Transit ridership on Tukwila King County Metro Transit, Every two years beginning fall
Urban Center transit routes Sound Transit 2008
Vanpool ridership for vans King County Metro Transit Every two years beginning fall
traveling to Tukwila Urban 2008
Center
The City of Tukwila proposes to implement the following elements as part of its GTEC program.
Implementation of the elements will be done in partnership with employers and property owners,
transit agencies and business groups. Listed below are the following planned local services and
strategies for achieving the established goals and targets:
A. Proposed Target Population
As a major employment center, the Tukwila Urban Center has a strong market for
increasing transit and ridesharing activities. Populations that will be targeted for transit
and ridesharing activities include:
Employees working in CTR- affected work sites
Employees who work for unaffected work sites, including retail, office,
manufacturing and service sectors
Residential populations (as they move into Tukwila Urban Center)
B. Proposed Strategies for Achieving Goals
To achieve the goals of the GTEC program, the City has developed a set of strategies that will help
the TUC make progress towards its six -year planning target. The strategies are a combination of
policies, regulations, services, facilities, marketing and incentive programs. The policies, projects
and regulations are consistent with the TUC sub area plan.
Develop a Coordinated Develop a transportation management association to be run
Transportation Management by a new organization or the City to administer the GTEC
Program run by the City or a program for the Tukwila Urban Center. This coordinated
Transportation Management effort will bring together the different partners and agencies
Association for Tukwila Urban to develop a coordinated program of transit and ridesharing
Center services.
Parking Management Work with employers and property managers to implement
parking management at work sites. Parking management
may include preferential parking for carpools and vanpools,
reducing parking capacity for drive alone vehicles, and
encouraging employers to charge employees for parking.
Transit Services Work with King County Metro Transit and Sound Transit to
enhance transit services to the TUC. Enhance transit
services by increasing coverage, span of service and
frequencies to encourage more commuters to use transit.
Transit Center I Implement the new bus transit center in the TUC.
Sounder Commuter Rail Station Implement the new Sounder station in Tukwila to allow
commuters to access Sounder service.
VanpoolNanshare Services Provide vanpool /vanshare services such as ridematching
and vanpool /vanshare training to employees and residents.
Marketing and Promotion Market and promote transportation alternatives to
employees and residents using a variety of materials such
as brochures, fliers, web sites, and on -site promotions.
Bicycle and Pedestrian Facilities Implement bicycle and pedestrian facilities based on the
Tukwila Urban Center sub area plan and the Walk Roll
bicycle and pedestrian plan.
Bicycle Amenities Install bike lockers at various locations in the Tukwila Urban
Center to provide safe and secure bicycle parking for bicycle
commuters.
Subsidies I Provide subsidies for carpools and vanpools to employees.
Flexpass Develop an area -wide flexpass program that offers
discounted transit passes to employees. As residential
groups move into Tukwila Urban Center, develop a
residential flexpass program.
Car Sharing Work with car sharing providers to implement a car sharing
program in Tukwila Urban Center
Telework Work with employers to develop a telework program. The
program will consist of educating employers about the
telework program and will offer assistance for IT and human
resource issues.
Ridematching Assistance Work with King County Metro to improve the ridematching
system for Tukwila commuters. Encourage more employers
to encourage their employees to register with the system.
On -Site Employer Assistance Provide on -site assistance to both CTR- affected and
unaffected employers. Assistance may include on -site
promotions, developing program ro ram strategies and measuring
performance.
Information Kiosks Install information kiosks that will enable employees to
access transit and ridesharing information. Kiosks will
include access to Internet sites to enable employees to
register for carpools, find transit schedules and get up -to
date traffic information.
Real Time Ridesharing System The City will explore the development of a real time
ridematching system that matches up carpool partners
through cell phone technology. Unlike the traditional
ridematching system where riders can match up with
partners and form carpools over a period of time, real time
ridematching will allow commuters to find carpools for
individual trips.
Promotions for Non English The Tukwila Urban Center has a large population of non
Speaking Populations English speaking employees. The City will work to inform
these populations of transit and ridesharing services in
multiple languages and teach them the benefits of non -drive
alone vehicle altematives.
Implement Capital Improvement 1 Pedestrian Spine construction of wide sidewalks,
Projects to Improve Pedestrian on- street parking, and bike lanes along Baker Blvd,
and Bicycling Activities connecting the Mall to the Sounder Station
Green River Pedestrian and Bicycle Bridge
Directional Signage —urban center and
nonmotorized
Klickitat/Southcenter Parkway Improvement
On- street parking and bike lanes on Andover Park
East
TDM Construction Mitigation Implement TDM construction mitigation for the future
construction of the Klickitat/Southcenter Parkway
Improvement and other major transportation projects.
C. Schedule for Implementing Program Strategies and Services
The City has identified the following schedule for implementing the GTEC program strategies and
services. The agency responsible for implementing the strategy or service is also listed.
Program Strategy or Service Agency Responsible Scheduled Date for
Implementation
Policies and Regulations
Amend Comprehensive Plan to City of Tukwila July 2008
include Tukwila Urban Center
GTEC program
Review parking policies and City of Tukwila 2009 and beyond
parking code requirements for
Tukwila Urban Center
Services and Facilities
Implement Tukwila Urban City of Tukwila, King 2007 and beyond
Center bus transit center County Metro
Implement new Sounder Sound Transit 2007 and beyond
Station
Enhance transit services in King County Metro, Sound 2008 and beyond
Tukwila Urban Center Transit
1 Implement vanpool services 1 King County Metro 1 2008 and beyond
Install bicycle and sidewalk City of Tukwila 2008 and beyond
improvements
Install bicycle amenities for City of Tukwila, property 2008 and beyond
bicycle commuters (bike racks) managers
Implement car sharing service I City of Tukwila, private 1 2008 and beyond
1 1 vendor 1
Provide on -site employer City of Tukwila 2008 and beyond
assistance
Implement ridematching City of Tukwila, King 2008 and beyond
assistance County Metro
Marketing and Incentive
Programs
Develop TMA or coordinated City of Tukwila, King 2008 and beyond
program for transit and County Metro, Tukwila
ridesharing services Urban Center businesses
Implement subsidies for City of Tukwila 2008 and beyond
carpools and vanpools
Develop area -wide Flexpass City of Tukwila, King 2008 and beyond
County Metro
Develop marketing and City of Tukwila or TMA 2009 and beyond
promotional campaign
Install information kiosks in City of Tukwila, property 2009 and beyond
various buildings in the Tukwila managers
Urban Center to help
employees access transit and
ridesharing information
1 Develop Telework Program 1 City of Tukwila, employers 1 2009 and beyond
Develop real time ridesharing City of Tukwila 2008 and beyond
program
Develop multicultural City of Tukwila 2008 and beyond
promotional program
Bicycle and sidewalk capital City of Tukwila 2008 and beyond
improvements
E. Proposed System for Measurement and Reporting
To determine whether the GTEC program is making progress towards achieving its goals and
targets, the City proposes to perform an evaluation of the GTEC program every two years. The
program evaluation will begin in 2009 and consist of the following elements:
Survey employees at CTR- affected and unaffected work sites to develop a
representative sample.
Survey residents at buildings that are participating in transit and ridesharing
activities.
Review transit ridership numbers for Tukwila Urban Center transit routes.
Review vanpool participation rates for vans traveling to Tukwila Urban Center.
Conduct interviews with ETCs at CTR- affected work sites.
The City has prepared a financial analysis to identify revenues and expenses that are associated
with the City's GTEC program plan. The following is a description of the available funding sources
that the City may use to implement its GTEC program plan. After identifying the available funding
sources, the City has identified the expenses, which include program administration, employer
assistance, policy and regulation development, promotional activities, transit and ridesharing
services, and implementation of supporting facilities.
A. Program Funding Sources
Funding Responsible Estimated Estimated Estimated Estimated Estimated Estimated Estimated
Source Agency Amount Amount Amount Amount Amount Amount Total
FY 2008 FY 2009 FY 2010 FY 2011 FY 2012 FY 2013 Amount
GTEC Grants WSDOT 100,000 100,000 100,000 100,000 100,000 100,000 600,000
CMAQ Funds RTPO 25,000 25,000 25,000 25,000 25,000 25,000 $150,000
City of Tukwila City of 50,000 50,000 50,000 50,000 50,000 50,000 $300,000
Operating Tukwila
Budgets (staff
resources or
cash
contributions)
Transit Revenue Transit $500,000 $500,000 $500,000 $500,000 $500,000 $500,000 $3,000,000
(transit services Agency
and vanpool
services)
Mitigation Funds WSDOT /City 50,000 50,000 50,000 50,000 50,000 50,000 $300,000
for Construction of Tukwila
Projects
King County King County $5,000,000 $0 $0 $0 $0 $0 $5,000,000
Capital Funds Metro
Sound Transit King County $11,400,000 $0 80 $0 $0 $0 $11,400,000
Capital Funds Metro
Total Funds $17,125,000 $725,000 $725,000 $725,000 $725,000 $725,000 $20,750,000
Available:
B. Program Expenses
Expense Responsible Estimated Estimated Estimated Estimated Estimated Estimated Estimated
Party Amount Amount Amount Amount Amount Amount Total Cost
FY 2008 FY 2009 FY 2010 FY 2011 FY 2012 FY 2013
Prepare local GTEC City of 5,000 0 0 $0 $0 $0 5,000
plan and ordinance Tukwila
Administer GTEC City of 25,000 25,000 25,000 25,000 25,000 25,000 150,000
program (contract Tukwila
management,
program
measurement,
annual reporting,
coordination
meetings)
Implement King County $1 million $1 million $1 million $1 million $1 million $1 million $6 million
supporting transit Metro and
services Sound
Transit
Implement new King County $5 million $0 $0 $0 $0 $0 $5 million
Tukwila Urban Metro
Center Transit
Center
Implement new Sound $11.4 million $0 $0 $0 $0 $0 $11.4
Sounder Station Transit million
Implement vanpool King County $50,000 50,000 50,000 50,000 50,000 50,000 300,000
program Metro,
Employers,
Commuters
Tailor ridematching King County $50,000 $10,000 $10,000 $10,000 $10,000 $10,000 $100,000
services for Tukwila Metro, City of
Urban Center Tukwila
Offer program City of 50,000 50,000 50,000 50,000 50,000 50,000 300,000
incentives Tukwila, King
County
Metro,
Employers
Offer Area -wide Commuters $100,000 $100,000 $100,000 $100,000 $100,000 $100,000 $600,000
Flexpass and
residents
Development of a Employers, $100,000 $100,000 $100,000 $100,000 $100,000 $100,000 $600,000
coordinated Property
approach for transit Owners, City
and ridesharing of Tukwila
services or TMA
Develop and print Commuters, $50,000 $50,000 $50,000 $50,000 $50,000 $50,000 300,000
marketing and Residents
promotional
materials
Install information Commuters, $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $30,000
kiosks to access Residents
transit and
ridesharing
information (install
one kiosk each
year))
Install bike lanes City of $100,000 $100,000 $100,000 $100,000 $100,000 $100,000 $600,000
Tukwila
Install bike lockers City of $10,000 $10,000 $10,000 $10,000 $10,000 $10,000 $60,000
(one per year) Tukwila
Develop real time City of $50,000 s50 000 $50 000 $50,000 $50,000 $50,000 $300,000
ridesharing prograrm_ Tukwila:: 2
Develop multicultural City of $50,000 $50,000 $50,000 $50,000 $50,000 $50,000 $300,000
education program Tukwila
Total Expenses: I I $18,045,000 I $1,600,000 I $1,600,000 I $1,600,000 I $1,600,000 I $1,600,000 I $26,045,000
\L FINANCIAL PLAN
The following table shows the summary of revenues and expenses for the Tukwila GTEC
program. The City is projected to have a shortage of funding to implement its planned
strategies. However, there are a number of sources of funding that the City can explore to
help fill the gaps. Funding sources include, but are not limited to:
WSDOT CTR funding
Federal grants
City of Tukwila funds
Developer contributions
Employer contributions
Summary of Expenses
1 2008 1 2009 1 2010 1 2011 1 2012 1 2013 I Total
Revenue I $17,125,000 1 $725,000 1 $725,000 $725,000 1 $725,000 $725,000 1 $20,750,000
Expenses I $18,045,000 1 $1,600,000 1 $1,600,000 $1,600,000 I $1,600,000 $1,600,000 $26,045,000
Shortfall: 1 ($920,000) 1 ($875,000) 1 ($875,000) 1 ($875,000) 1 ($875,000) 1 ($875,000) 1 ($5,295,000)
GTEC Application for Certification Page 41
C. Funding Gaps
Based on the expected revenues and expenses of the City's GTEC program, the City is expected
to have a shortage of funds for the GTEC program. To fund these programs, the City will pursue
grants and contributions from the following sources:
Congestion mitigation funds
WSDOT funds
Federal grants, i.e. CMAQ funds
Employer contributions
Developer contributions
As part of its strategic plan for implementing the GTEC program, the City plans to work in
partnership with transit agencies, neighboring jurisdictions, employers and property owners. Each
of these stakeholders will have a role in implementing various parts of the GTEC program. To
coordinate the City's GTEC program, the City will designate a program manager who will oversee
the entire program and work with the different partners.
Listed below are the organizations that may be involved with the implementation of the City's
GTEC. Their roles and responsibilities are described as follows:
Agency or Organization Strategy or Service Projected Date for
Completion
City of Tukwila The City will be responsible for On -going
overseeing the GTEC program
and coordinating the services
of the different partners. It will
be responsible for setting and
tracking goals, administering
the funding agreement with
WSDOT and performing
program evaluation. It will also
implement bicycle and
sidewalk facilities.
King County Metro Transit King County Metro will be On -going
responsible for providing transit
services to the Tukwila Urban
Center area, implementing the
new Tukwila Urban Center bus
transit center, offering vanpool
services and administering the
regional ridematching system.
Program Coordinator or The Program Coordinator or Fall 2008
Transportation Management TMA will be responsible for
Association conducting outreach to
employers, conducting
promotions, coordinating
ridesharing and transit
programs with King County
Metro and developing support
for TDM programs.
Employer Employers will help promote Fall 2008
TDM programs to their
employees, provide incentives,
and participate in regular
network meetings.
Residential Group Residential property owners TBD (when residential building
will be responsible for is developed in Tukwila Urban
promoting TDM program to Center)
their residents, surveying
residents and participating in
regular network meetings.
The City of Tukwila has been conducting extensive outreach to develop its Downtown Plan. The
following represents a chronology of community workshops and joint City Council /Planning
Commission workshops that have been held to date on the Tukwila Urban Center (TUC)/Transit
oriented development (TOD) subarea plan.
Phase 1: Develop an understanding of the market forces and forecasts, land use
relationships and transportation system in the TUC.
May 13, 2002 Council Of the Whole. ECONorthwest briefing on their preliminary market
forecast and trends for the Tukwila Urban Center.
March 25, 2003 Joint City Council /Planning Commission Meeting. Summarized Phase 1
findings on existing and use, transportation and market conditions, issues
and opportunities for the TUC study area.
Phase II: Prepare preliminary alternatives and a preferred alternative for the TUC/TOD area
May 21, 2003 TUC Public Workshop #1. Summarized land use, transportation and
recent market issues and began refining the vision for the area.
June 10, 2003 1 -405 Corridor/ TUC connection. Evaluated existing 1 -405 alternatives and
identified preferred alternative supporting TUC/TOD plans.
June 30, 2003 TUC Public Workshop #2. Presented several `broadbrush" concepts
based on feed back from 1St TUC Public Workshop.
July 1, 2003 TOD Public Workshop #1. Summarized emerging land use,
transportation, utility and market issues and their impact on
redevelopment potential for the TOD area.
Sept. 15, 2003 TUC Public Workshop #3. Presented preliminary land use and
transportation alternatives, and associated market implications.
Sept.16, 2003 TOD Public Workshop #2. Presented several alternative land use and
transportation concepts for future development, based on feedback from
the 1st TOD Public Workshop.
Nov. 20, 2003 Joint City Council /Planning Commission Meeting. Reviewed the planning
process and concepts for the TUC. Presented the preliminary evaluation
of market feasibility.
Feb. 26, 2004 Combined TUC/TOD Final Public Workshop. Presented implementation
strategies, preliminary recommendations for land use and development
policies, and traffic impacts and improvements.
May 11, 2004 Joint City Council /Planning Commission Meeting. Council directed staff
and consultants to prepare the draft plan after reviewing the
recommended vision and alternative implementation strategy alternatives.
June 11, 2007 Transportation Commission Meeting. Staff brief Commission on draft
plan.
In addition to public workshops and meetings, the City has met individually with each of its CTR-
affected work sites to discuss how the work sites will continue to make progress towards reducing
drive alone vehicles and vehicle miles traveled.
SUPPORT FOR THE CITY'S GTEC PROGRAM
The City of Tukwila is required to submit the following additional information as part of their
application for GTEC certification:
1. Copy of the City's resolution to designate the GTEC and adopt the program plan.
2. Letter from the local transit agency endorsing the designation of the area as a GTEC.
3. Letters of support from partners that are expected to contribute resources.
SECTION VIII. RELATIONSHIP TO LOCAL CTR PLAN
The Tukwila Urban Center GTEC program builds upon the City's existing CTR program. The City
will continue to work with major employers in the CTR program to reduce drive alone travel and
vehicle miles traveled. In addition to the City's CTR program, the City plans to expand CTR
activities to unaffected employers and residential groups as they move into the Tukwila Urban
Center.
By expanding the City's CTR program in the Tukwila Urban Center through a GTEC program, the
City will help improve air quality, reduce traffic congestion on state highways and local streets, and
help achieve the goals and vision of the Tukwila Urban Center plan. Described below is the
relationship between the Tukwila Urban Center GTEC program and the City's Local CTR plan.
Base CTR Program GTEC Plan Expected Benefits
The base CTR program will The GTEC program expands Additional efforts to reduce
continue to focus on major efforts to reduce drive alone drive alone trips will help
employers in the Tukwila trips to the following markets, reduce traffic congestion in
Urban Center, including the 3 including work sites within the Tukwila Urban Center, improve
major employers that are TUC that are not currently air quality and help achieve the
located in or adjacent to the CTR affected: goals and vision of the City's
Tukwila Urban Center. 1) Retail employees; 2) Office Tukwila Urban Center sub area
employees; 3) Manufacturing plan.
employees; 4) Service sector
employees; 5) Residents (as
they move into Tukwila Urban
Center.
Appendices
Appenci ni:T=3
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ro
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A Baker
c
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Strander
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teal!,
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t. lueAtt Red Dot C.:.;■ t
arm
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a
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-g ttarmsh Group Inc
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I
I
17500 Bieck
i
d"anJ 1
33 1
Saxe.
larn,sh Gro I rr
Legend
Tro.3nd
i-ortingAgalie Glass ccioarr; CTR Sates
1801n TLC BourriarteS
li SPgare Park D
.,1
Free,ai
_ss
Carlyle lit:* .....=•l• Fr
Z5
Ceteder
Rivers,e l 182nel
e> io
Cr,ntir6raal 1.121s Inc
TV. Tukwila GTEC Plan
Tukwila CTR Worksites
0 0.1 0.2 0.3 0.4
Perteet illINIII iiiilli -Miles
Figure A
June 15, 2007
S153ST z+ wLt«~ .y r..
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DRAFT
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF TUKWILA,
WASHINGTON, RELATING TO A GROWTH AND TRANSPORTATION
EFFICIENCY CENTER PLAN; AND AUTHORIZING THE PROPER
OFFICIALS OF THE CITY TO ADOPT A LOCAL GTEC DESIGNATION FOR
THE TUKWILA URBAN CENTER.
WHEREAS, with some 21,650 employees, the high concentration of employment in the
Tukwila Urban Center (TUC) surpasses the State's Vision 2020 guideline requirement of
15,000 employees for consideration as a Growth and Transportation Efficiency Center
(GTEC); and
WHEREAS, the designation of the TUC as a GTEC would allow the City of Tukwila to
progressively move forward toward a formal State designation for the TUC GTEC; and
WHEREAS, the GTEC classification would better position the TUC to receive
programmatic support, in the form of technical assistance and alternate transportation
mode marketing, for all employers within the TUC to reduce the single- occupancy vehicle
(SOV) rates of their employees; and
WHEREAS, the City of Tukwila identifies the TUC as a priority area for new and
expanding transit services and facility investments to meet rising demands; and
WHEREAS, the GTEC Plan reflects the goals of the City's Comprehensive Plan as
well as the TUC purpose of bolstering the image of the regional shopping area by
creating a more efficient transportation zone; and
WHEREAS, the City of Tukwila recognizes that transportation demand management
strategies will help efficiently move more people in and out of the TUC; and
WHEREAS, the City of Tukwila recognizes that implementing specific programs to
reduce SOV and vehicle miles traveled rates are elements in the larger discourse of
mitigating the effects of climate change, reducing global warming, reducing energy
consumption and traffic congestion, and improving air quality;
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF TUKWILA,
WASHINGTON, HEREBY RESOLVES AS FOLLOWS:
Recognizing the importance of transportation demand management as a tool to
efficiently move people through congested corridors, the Tukwila City Council adopts a local
GTEC designation for the TUC, in order to acquire Washington State Department of
Transportation technical and measurement support and future funding to reduce SOV
transportation modes in the TUC.
PASSED BY THE CITY COUNCIL OF THE C11 Y OF TUKWILA, WASHINGTON, at a
Regular Meeting thereof this day of 2008.
ATTEST /AUTHENTICATED:
Joe Duffie, Council President
Jane E. Cantu, CMC, City Clerk
APPROVED AS TO FORM BY:
Filed with the City Clerk-
Passed by the City Council•
Office of the City Attorney Resolution Numb
CADocuments and Settings Wll Users1DesktoplKelly \GTEC Plan.doc
ML:ksn 2/7/2008 Page 1 of 1
:f City of Tukwila
y o Transportation Committee
N; .;2i.
1908
TRANSPORTATION COMMITTEE
Meeting Minutes
January 29, 2008 5:00 p.m.
PRESENT
Councilmembers: Pam Linder, Chair; Dennis Robertson and De'Sean Quinn
Staff: Jim Morrow, Bob Giberson, Maggie Lubov, Jack Pace, Stacy MacGregor, Derek Speck,
Kimberly Matej
Guests: Chuck Parrish
CALL TO ORDER: Committee Chair Linder called the meeting to order at 5:00 p.m.
I. PRESENTATIONS
No presentations.
II. BUSINESS AGENDA
A. Commute Trin Reduction Ordinance Local Commute Trio Reduction Plan
Staff originally presented Commute Trip Reduction (C IR) legislation changes to the Transportation
Committee in June 2007 (see Committee minutes dated June 11, 2007). Staff is now returning to Committee
to provided follow -up information regarding Tukwila's local CTR plan.
Legislative changes made by the state, associated with the CTR plan, are based on highway congestion.
Additionally, the C1R responsibility has shifted to jurisdictions to ensure employers carry out appropriate
C IR plans. The local plan was certified by Puget Sound Regional Council (PSRC) late last summer, and
was reviewed and approved by the governor appointed CTR Board last Friday, January 25.
Now that all C1R plans throughout the state as well as Tukwila's local plan have been certified and
approved at the state level, staff will be making some minor typographical changes and will return to
Committee for a recommendation to adopt the plan and approve an appropriate CTR ordinance.
As discussion ensued, Committee members suggested that a separate work session be put together to create
a strategy to approach King County regarding Tukwila's transit needs. Chair Linder suggested taking a
comprehensive look at the City's needs and involve the full Council. Additionally, Chair Linder mentioned
her concerns of including Tukwila residents on the west side of the Tukwila Internal Boulevard highway.
The Committee would like to readdress this concern in approximately a month. LNFORMATION ONLY.
B. Growth and Transnortation Efficiency Center
Also discussed in June 2007, staff has returned to Committee to provide updated information regarding the
City's Growth and Transportation Efficiency Center (G 1'EC). The draft GTEC plan for the City focuses on
CTR issues within the Tukwila Urban Center as well as future multi family housing units.
Although the City's G l'EC was certified by PSRC and the state C 1R board, we did not receive
implementation funds from the state. However, staff is requesting that the full Council consider a resolution
supporting the City's GTEC plan. If the Council supports the GTEC plan via resolution, the state has offered
to provide technical support including baseline measurements of transportation patterns within the Tukwila
Urban Center. This technical support will assist the City in strengthening its application for future funding
opportunities. Passing a resolution will express support of the plan, not implementation of the plans (which
requires funding). UNANIMOUS APPROVAL. FORWARD TO FBERUARY 11 COW MEETING
FOR DISCUSSION.