HomeMy WebLinkAboutReg 2005-12-05 Item 6 - Public Hearing - Comprehensive Plan Transportation Element Amendments ".TI1LA,
COUNCIL A GENDA SYNOPSIS
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ITEM No.
A PN/ R 1 0 Meeting Date I Prepared by 1 Mayor's n'view I Council anew
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ITEM INFORMATION
CAS NUMBER. 05-154 I ORIGINAL AGENDA DATE. November 28, 2005
AGENDA I IEM TITLE Annual Comprehensive Plan Amendments Update Transportation Element
CA 1'EGORY Discussion Motion Resolution Ordinance Bad Award Public Hearzng Other
Mfg Date lltg Date lltg Date rlltg Date Mg Date Mtg Date Mtg Date
SPONSOR Council Mgyor Adm Svcs DCD Finance Fire Legal Pea Police n PIV
SPONSOR'S Briefing on Planning Commission's recommended Transportation Element. Hearing
SUMMARY scheduled on 12/5/05.
REVIEWED BY COW AItg CA &P Cmte F &S Cmte Transportation Cmte
Utilities Cmte Arts Comm. Parks Comm. Planning Comm.
DATE: 11/14/05
RECOMMENDATIONS:
SPONSOR /ADMIN.
COMB IITTEE (Transportation: Refer to C.O.W.)
COST IMPACT FUND SOURCE
EXPENDITURE REQUIRED AMOUNT BUDGETED APPROPRIATION REQUIRED
Fund Source:
Comments.
MTG. DATE RECORD OF COUNCIL ACTION
I 11/28/05 Forward to hearing on 12/5/05
MTG. DATE I ATTACHMENTS
12/5/05 Memo from Jack Pace dated 11 /29/05
1. Ordinance (with Transportation Element)
(Exhibit B to ordinance is bound Transportation Plan document
provided separately at 11/28/05 meeting.)
City of Tukwila
Steven M. Mullet, Mayor
Department of Community Development
Steve Lancaster, Director
To.
From.
Subject:
Date.
TukwIla CIty CouncIl ~
Jack Pace, Deputy DIrector DCD ~..
ComprehenSIve Plan Amendment TransportatIon Element
November 29,2005
BACKGROUND
The City Council held a public meeting on proposed changes to the ComprehensIve Plan
TransportatIon Element on July 18, 2005, and forwarded the amendments to the Plannmg
CommIssIon for review. The Plannmg CommissIon and CIty Council were bnefed Jomtly on
the background materials and new policies on June 9, September 8, and October 12,2005
The Planning CommIssIon held a public heanng on October 27,2005. Followmg the
heanng, the CommIssion made recommendations and forwarded the Issue to the CIty
Council. The TransportatIon CommIttee was bnefed at ItS meetmg on November 14, 2005,
and forwarded the Issue to the COW for a bnefing on November 28,2005, a publIc hearing
on December 5,2005 and a decIsIOn.
TRANSPORTATION ELEMENT POLICIES
Per your direction on November 28, 2005, staff has mcorporated comments from the
Planning Commission (10/27/05) and the TransportatIon CommIttee (11/14/05) into the
recommended ComprehensIve Plan Transportation Element. (Attachment A wIth
Ordmance ).
At the November 28 meeting, Councilmember Robertson requested a new polIcy on traffic
calmmg measures. Please note that the ComprehensIve Plan ResIdentIal NeIghborhoods
element currently contains the followmg polIcies with nnplementatIOn strategIes for traffic
calming:
Policy 744 Design residential local access streets to provide the minimum capacity for
emergency access andfor slow traffic
IMPLEMENTATION STRATEGIES
. ReqUIre sidewalk and landscape planter for both sIdes of resIdentIal streets
. Street desIgn critena
. Traffic cahmng program
. Require sidewalk and landscape planter m front of all multI-famIly developments
. Pnonty for neIghborhood qualIty design features (e.g. removal of one lane or parkmg
before removal of sIdewalk) when reducing street facIlItIes
. Rights-of-way mcorporatmg desIred design features
. Encourage sidewalks and planters where appropnate on 2-lane Improvements
. Emergency vehIcle purchasing cntena that accommodate street desIgn standards
"TUK2\VOLJ.HOMEREBECCA;2005 Comp Plan am~nd!l1~nts..CC memo 12.5 OS.doc
6300 Southcenter Boulevard, Suite #100 · Tukwila, Washington 98188 · Phone: 206-431-3670 · Fax: 206-431-3665
. Alternatives to cIrcular cul-de-sacs to mmimIze paved area
. SIdewalks can be mcluded wIthm the reqUIred emergency vehIcle turnmg radIUs
. Sidewalks whIch include handIcap cutouts for handIcap access
Policy 7545 Design collector arterials for slow but steady speeds
IMPLEMENT A nON STRATEGIES
. Use a two travel lane, local access road desIgn as the basIc collector artenal desIgn to
encourage safe speeds
. New mmor and principal artenals routed around resIdentIal neighborhoods
. Traffic calmmg program
The following new policy addressing traffic calming has been added to the TransportatIOn
Element:
13.1.3 Balance travel efficiency, safety and quality-of-life in residential areas through
creative roadway design..
IMPLEMENTATION STRATEGY
. Traffic Calmmg Program
COUNCIL CONSIDERATION
After holding its heanng on December 5, the CIty CouncIl will make a final decisIOn on the
recommended changes to the TransportatIon Element. The CIty CouncIl may'
. Adopt the proposed amendments
. Adopt a modIfied version of the proposed amendments; or
. Reject the amendments.
\\TUK2\V0L3\HOME\REBECCA\2005 Camp Plan <lmendments\CC memo 12.5.05.doc
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AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF TUKWILA,
WASHINGTON, AMENDING THE TRANSPORTATION ELEMENT OF
THE CITY OF TUKWILA'S COMPREHENSIVE PLAN; PROVIDING FOR
SEVERABILITY; AND E~TABLISHING AN EFFECTIVE DATE.
WHEREAS, Tukwila's Co~prehensive Plan and development regulations are to be
reviewed and updated as appropriate; and
WHEREAS, per RCW 36.70.A, amendments to the Comprehensive Plan shall not be
considered more frequently than once every year, except in cases of emergency or to
amend the Shoreline Master Program; and
WHEREAS, work on updating the Transportation Element of the Comprehensive
Plan has been in progress for several years, and an application to amend the
Transportation Element of the Comprehensive Plan was submitted in December 2004, and
WHEREAS, after draft amendments to the Comprehensive Plan Transportation
Element were sent to the Washington State Department of Community, Trade and
Economic Development on September 20, 2005, no comments were received, and
WHEREAS, on October 17, 2005, the draft amendments to the Comprehensive Plan
Transportation Element were determined to have no significant environmental effects;
and
WHEREAS, the City of Tukwila Planning Commission, held a public hearing on
October 27, 2005, and after having received and studied staff analysis and comments from
the public, has recommended the adoption of amendments to the Transportation Element;
and
WHEREAS, notices of a public meeting and a public hearing were published in the
Hazelnut, and the Seattle Times; and
WHEREAS, the City Council held the public meeting on July 18, 2005 and the public
hearing on December 5, 2005; and
WHEREAS, the amended Transportation Element adopts by reference new
background information, including a Transportation Plan and a Transit Plan, and policies
that ensure that the City-wide impacts of growth are assessed and mitigated in a timely,
systematic manner; and
WHEREAS, after due consideration, the City Council believes that certain
amendments to the City's Comprehensive Plan are necessary;
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF TUKWILA,
WASHINGTON, DO ORDAIN AS FOLLOWS:
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Section 1. The Transportation Element of the Tukwila Comprehensive Plan, as
adopted by Ordinance No. 1757, is hereby amended to read as shown in Exhibit A
(attached), and adopts by reference Tukwila's Transportation Plan and Transit Plan
(Exhibit B, attached).
Section 2. Severability. If any section, subsection, paragraph, sentence, clause or
phrase of this ordinance or its application to any person or situation should be held to be
invalid or unconstitutional for any reason by a court of competent jurisdiction, such
invalidity or unconstitutionality shall not affect the validity or constitutionality of the
remaining portions of this ordinance or its application to any other person or situation.
Section 3. Effective Date. This ordinance or a summary thereof shall be published in
the official newspaper of the City, and shall take effect and be in full force five days after
passage and publication as provided by law
PASSED BY THE CITY COUNCIL OF THE CITY OF TUKWILA, WASHINGTON, at
a Regular Meeting thereof this day of , 2005
AITEST/ AUTHENTICATED:
Steven M. Mullet, Mayor
Jane E. Cantu, CMC, City Clerk
APPROVED AS TO FORM BY
Filed with the City Clerk:
Passed by the City Council.
Published:
Effective Date:
Ordinance Number'
Office of the City Attorney
, :
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EXHIBIT A
~:. :::' ~
-;- :-;~
TRANSPORTATION
PURPOSE
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 Comprehensive Transportation Plan, the six-year Transportation Improvement Plan, the six-year
Capital Improvement Plan, and the annual budget. It also provides guidance for development review and
approval, land use and zoning decisions, and continuing transportation programs.
..-
The Transportation Element also establishes a basis for decision-making that is consistent with
Washington's Growth Management Act requirements and assures concurrence with other agencies.
These specific requirements are fulfilled by the City of Tukwila's Comprehensive Transportation Plan, and
summarized herein. The Comprehensive Transportation Plan, Tukwila Transit Plan, and the annually
updated six-year Transportation Improvement Plan, six-year Capital Improvement Plan, and the budget
are all adopted by reference in the Tukwila Comprehensive Plan.
ISSUES
Tukwila's diverse transportation system includes freeways, highways, arterial streets, access streets, bus
and commuter rail transit service, Amtrak passenger rail service, sidewalks, trails, and neighborhood
footpaths. In addition, Boeing Field provides air transportation for a combination of primarily general and
business aviation. The Duwamish River provides water access to Elliott Bay and beyond. Significant
commercial freight transportation is provided by trucking and railroads throughout the City. Future Tukwila
transportation system additions include light rail (slated to open in 2009) and possibly Bus Rapid Transit.
LEVEL OF SERVICE
The capacity of a transportation facility reflects its ability to accommodate a moving stream of people or
vehicles. It is a measure of the supply side of transportation facilities. Level of service (LOS) is a
measure of the quality of flow. Capacity and LOS calculations are needed for most traffic engineering and
transportation planning decisions and actions.
Traffic Level of Service
In this instance, Level of s.ervice is used to describe and define capacity of a corridor or intersection. A
grading system, defined in the Highway Capacity Manual, published by the Transportation Research
Board, ranges from A (best) to F (worst).
Table 1 - Traffic Level of Service Standards
TUKWILA COMPREHENSIVE PLAN
Transportation
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 15
equal to 20 seconds seconds
C Greater than 20 and less than or Greater than 15 and less than or equal to 25
equal to 35 seconds seconds
D Greater than 35 and less than or Greater than 25 and less than or equal to 35
equal to 55 seconds seconds
E Greater than 55 and less than or Greater than 35 and less than or equal to 50
equal to 80 seconds \ seconds
. Greater than 50 seconds
F Greater than 80 seconds
Source: Highway Capacity Manual, 2000.
Transit Level of Service
Transit service, both frequency and time-span of service, is an important aspect of a healthy transportation
network. The Transit Capacity and Quality of Service Manual, also published by the Transportation
Research Board, establishes level of service standards for transit.
Table 2 - Service requency . r an c e u e ransl ervlce
.
Headway Vehiclel
LOS (min) hour Comments
A <10 >6 Passenqers don't need schedules
B 1 0-14 5-6 Freauent service, passenqers consult schedules
C 15-20 3-4 Maximum desirable time to wait if bus/train missed
0 21-30 2 Service unattractive to choice riders
E 31-60 1 Service available durinq hour
F >60 <1 Service unattractive to all riders
no
F
LOS U b S h did T
'tS
Source: Transit Capacity and Quality of Service Manual, 2 Ed, 2003
Table 3 - Hours of Service LOS
LOS Hours er Da
A 19-24
B 17-18
C 14-16
o 12-13
E 4-11
F 0-3 Ve limited or no service
Source: Transit Capacity and Quality of Service Manual, 2n Ed,,2003
service
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.
December 5, 2005
2
TUKWILA COMPREHENSIVE PLAN
Transportation
Streets and Highways
-'-~
Tukwila is divided into three areas of distinct traffic patterns and roadway needs. The largest volume of
traffic, as well as the area with the largest needs for infrastructure, is in the Tukwila Urban Center (TUG)
To the north, the Manufacturing and Industrial Center (MIC) has a large amount of existing infrastructure,
but has unused capacity due to a change in land uses and building tenants since 1995. The central and
southwestern areas of Tukwila are predominately residential in nature, criss-crossed with residential
streets funneling traffic onto large north-south arterials such as Interurban Avenue Sand Tukwila
International Boulevard.
..
The TUC has a very unique traffic pattern due to its predominately commercial nature. Unlike the rest of
the city, the traditional commuter p.m. peak hour is not always the peak of congestion. Oftentimes, the
peak weekday volumes of traffic ocyur around the lunch hour, and the true peak of weekly volumes occurs
on Saturday. Holiday shopping increases the daily volumes as much as 25-50% above the rest of the
year. Since 1990, daily traffic volumes in the TUC have risen nearly 17%. For the most part, existing
travel speeds of motorists in the TUC average around 20 m.p.h., and is a Level of Service C (LOS C).
Although there are some intersections that operate poorly during peak hours, for the most part, the TUC
area intersections also average at LOS C.
--
.;.:;..
Safety in the TUC is generally good from a motorist point of view. Major South center Parkway
intersections have the largest number of accident occurrences, though none are above the King County
average for accidents on similar streets.
Throughout the remainder of Tukwila, the traditional p.m. peak hour is the peak traffic volume. The
average level of service is LOS B at key intersections but there are some specific locations where the
capacity of the intersection is being approacred. Accident-occurrences are generally at lesser rates than
the TUe area.
There are four classes of streets: principal arterials, minor arterials, collector arterials, and access streets
(Table 3 and Figure 1) These four classes of street were developed in recognition of a transition in street
use from strictly access to properties to pure mobility. The differences result in different street widths,
access control, speed limit, traffic controls, and other similar design and operation features While the
street sections and speed limits shown are generic for the each functional classification, current City
codes and specific sub-area plans will govern.
T bl 3 F f
1St tS t St d d
a e - unclona ree jYS em an ar s
Functional Classification Right of Way Curb-to-Curb Speed Limit
Local Access Streets 50 to 60 ft. 28 to 36 ft. 25 mph
Collector Arterials 60 ft. 36 to 40 ft. 30 mph
Minor Arterials 60 - 80 ft. 36 to 48 ft 30 to 35 mph
Principal Arterials 80 to 100 ft. 60 to 84 ft. 35 to 50 mph
*Standards above are typical; see current City codes for actual standards
The TUC area is projected to see the most growth in traffic by 2020. Without needed capacity
improvements, LOS problems will develop, with an average of LOS ElF for the area and many locations
projected to operate extremely poorly. The rest of the city fares better with an average of LOS D.
However, many intersections will operate at severe LOS F conditions without improvements.
December 5, 2005
3
TUKVVILA COMPREHENSIVE PLAN
Transportation
Access streets in residential areas are not projected to experience LOS problems by the year 2020.
However, the occasional problem of "too much traffic, too fast" can occur and measures to address safety
and access would be determined based on studies and measures to reduce the volumes and speed.
The City maintains an annually updated Capita! Improvement Plan (CIP) identifying projects that will
address current and future system deficiencies. A full reporting and discussion of the data on traffic
forecasts and present and future levels of service is included in the Comprehensive Transportation Plan.
Trans it
King County Metro provides bus service throughout the City of Tukwila. Fourteen different routes provide
intra-Tukwila service and direct service to Burien, Kent, Auburn, Seattle, Renton, and West Seattle. 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 Tukwila Station, as does Amtrak
regional and national passenger rail service.
The City of Tukwila strives to collaborate and cooperate with the region's transit providers in order to
improve and support these systems. The goal of increasing overall transit ridership within the City of
Tukwila 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.
Tukwila desires quality transit service to support and complement adjacent land uses. To achieve this, a
multi-hub system and Transit Priority Corridor Classifications were developed. This classification system
was created with the goal of establishing several different focal points for service in Tukwila. These
include the S. 154th Street Link Light Rail Station, the Tukwila Commute:- Rail/Amtrak Station, an improved
Tukwila Urban Center 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. Some changes in route alignments or schedules are recommended to meet a system-wide
need.
Transit Priority Corridor Classifications (Table 4 and Figure 2) were developed which identify transit
corridor types by function, ideal transit operational characteristics, optimal adjacent land uses, and
supporting physical design features of the public infrastructure. This tool is designed to be flexible and
assist quality decision-making. An inventory of present transit routes are contained in the Tukwila Transit
Plan. Full details on the recommendations for service changes and infrastructure needs are also included
in that document. King County-Metro and Sound Transit control changes to routes.
Table 4: Transit Corridor Classifications
Classification Functional Purpose Typical Adiacent land Use
TRANSIT WAY Provides frequent, high speed, high capacity service Major private and public developments of regional
and interregional transit trips. siqnificance, Should not be adjacent to residential areas,
TRANSIT PRINCIPAL Provides frequent, moderate speed, high capacity Major private and public developments of regional or local
CORRIDOR service, connections between major activity centers, significance; adjacent to commercial, industrial, and high-
and some interreqional trips density residential land uses,
TRANSIT MINOR Provides connections between local transit Major private and public developments. Generally are
CORRIDOR destinations, concentrated to connect and reinforce located adjacent to high and medium.density residential
major activity centers and residential areas. areas as well as commercial areas,
TRANSIT LOCAL Provides connections between neighborhoods and Neighborhood activity centers such as schools,
ACCESS STREET area attractions. . businesses, recreational facilities, and single-family
neighborhoods
POTENTIAL Roadways without existing transit service or service Depends on location.
TRANSIT ROADWAY but are potential future transit roadway
December 5, 2005
4
Map Legend
.-.- Freeway
- - - Principal
.......... Minor
- Collector
CJ City Limits
TUKWILA COMPREHENSIVE PLAN
Transportation
~ City of
'QJI Tukwila
Functional Classification Map
Figure 1
lIotto Scale
ram
Date: P-ugust 7. 2002
Figure 1 -Functional Classification Map
December 5, 2005
5
TUK\j'VILA COMPREHENSIVE PLAN
Transporlation
Figure 2: Transit Priority Corridor Classifications
Transit Priority
Corridor Classification
-TransitWay
- Transit Principal Conidor
- Trnnsit MinorCorri(for
- Transit Local Access
- potential Transit Roadway
N
\
..
i
)
ViF
December 5, 2005
6
TUKWILA COMPREHENSIVE PLAN
Transportation
Non-motorized Transportation
A non-motorized transportation plan is included in this Comprehensive Transportation Plan and has been
coordinated with the King County Non-motorized Plan. It differentiates two categories of non-motorized
trips: Category I trips are "through" trips for bicycle commuters using trails, bikeways, and bicycle-friendly
streets. Category II trips are "within neighborhood" trips, for example between homes and schools or
between home and play-field, park, or market.
Category I improvements include completing the Interurban and King County Green River trails, which will
provide access to the GreenIDuwamish high-employment corridor for bicycle, combined bicycle and bus,
and combined bus and walking trips, as well as for recreation and exercise The Category I improvements
include incorporating bicycle, pedestrian, and other non-motorized transportation elements in other
transportation improvement designs.
Category II improvements include neighborhood footpaths, sidewalks, and the pedestrian path program of
paving shoulders and paths for non-motorized travel.
Both Category I and II improvements involve the cooperation of King County Metro, the Tukwila Parks
Department, and other agencies including King County, neighboring jurisdictions, and the Washington
State Department of Transportation.
A non-motorized transportation plan specific to the TUC inventories existing pedestrian and bicycle
facilities in the urban center. Recommendations improvements to link and support pedestrian and bicycle
activity in the TUC are included in the TUC Subarea Plan.
LE\lEL OF SERVICE STANDARDS
'.
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.
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. In order to develop an LOS standard and
determine the improvements needed to maintain capacity, consideration was given to projected demands
and projected income. The City must have a fiscally constrained financing plan that is balanced with
planned growth and existing and future needs Significant new capacity will be required to accommodate
future growth throughout the city. The majority of the project needs are in the TUC area.
In general terms, the City's LOS standard for arterials is LOS E in commercial areas and LOS D in
residential areas. Within the TUC area, level of service is calculated by averaging defined key
intersections to obtain a corridor standard, elsewhere in the city, the level of service is calculated on
individual key intersections.
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
December 5, 2005
7
TUK'NILA COrj1PREHENSIVE PLAN
Transportation
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
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 encourages all transit providers to achieve and maintain
a minimum LOS C and work within Tukwila's Transit Street Classification System.
GOALS AND POLICIE~
Goal 13.1
Overall
Safe and efficient movement of people and goods to, from, within, and through Tukwila.
Policies
13.1.1
13.1.2
13.1.3
13.1.4
Focus on safety as the first priority at an ongoing and continuous monitoring program.
Focus on highest possible transportation efficiency, while balancing the needs to provide
streets that maximize traffic movement with streets that are designed to be consistent with
existing and desired land uses.
Balance travel efficiency, safety, and quality-ot-lite in residential areas through creative
roadway design.
Support, encourage, and implement transportation programs and improvements that promote
water quality and regional air quality.
IMPLEMENTATION STRATEGIES
A. Ongoing monitoring of accidents and level of service
B. Traffic Calming Program
Goa113.2 Transportation System
Expansion of the existing public street network into a hierarchy of street designs that serve pedestrian and
vehicle safety, traffic movement, and adjacent land use.
Policies
13.2.1
Develop a street network plan that augments the existing system of streets, breaks up super-
blocks in non-residential areas, and provides functional separation of traffic through new
streets on new alignments
8
December 5, 2005
13.2.2
13.2.3
13.2.4
13.2.5
TUKWILA COMPREHENSIVE PLAN
Transportation
Require street improvement projects and development improvements to be in accordance with
the general Functional Street System Standards or subarea plan and require an engineering
study of specific conditions.
Require all new streets, street improvements, property developments and property
improvements to provide sidewalks consistent with adopted standards and subarea plans.
Property developments and improvements in commercial areas will provide direct pedestrian
access from sidewalks to buildings
Continue to improve residential streets and coordinate with utility improvements.
Regional or non-local traffic will be discouraged on residential access streets.
IMPLEMENTATION STRATEGIES
A. Sidewalk ordinance
B. Subdivision ordinance
C. Street Network Plan
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 SeNice 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.
9
December 5, 2005
133.2
13.3.3
13.3.4
13.3.5
13.3.6
13.3.7
13.3.8
13.3.9
TUK'NILA COMPREHENSIVE PLAN
Transportation
Use adopted LOS standards to guide City improvement and development approval decisions:
Maintain adopted LOS standards in planning, development, and improvement decisions.
Provide capacity improvements or trip reduction measures so that the LOS standard is not
exceeded.
When reviewing private development proposals, apply the Concurrency Ordinance to
determine mitigation, if required, that will provide capacity or traffic generation control.
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.
Establish a program to monitor congestion and evaluate the effectiveness of the LOS
standards.
Highways of Statewide significance (HSS), including Interstate 5 (/-5), Interstate 405 (1-405),
and State Route 518 (SR-518), are exempt from concurrency requirements.
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 Regionaily Significant State Highways within. Tukwila's boundaries is
LOS E/Mitigated.
IMPLEMENTATION STRATEGIES
A. Concurrency Ordinance
B. Ongoing monitoring of traffic volumes and levels of service
Goa113.4 Public Transportation, Transit, Rideshare
Efficient transit capacity that will reduce singIe-occupancy-vehicle trips to, from, and through TukwiIa and
provide public transportation for TukwiIa residents who depend on it.
Policies
13.4.1
13.4.2
13.4.3
Recommend and pursue a bus route along Interstate 405 connecting a Tukwila multi-modal
center, located at Interstate 405 and Interurban, with Everett (Boeing) and serving the freeway
stations, such as the Bellevue Transit Center.
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.
Pursue amenities and funding in support of a pedestrian/bicycle route linking Westfield Mall at
Southcenter to the Tukwila Commuter Rail/Amtrak Station.
December 5, 2005
10
TUK'NILA COMPREHENSIVE PLAN
Transportation
13.4.4 Continue to provide Commute Trip Reduction Program service to Tukwila employers and to
provide assistance to Metro, Washington State Department of Transportation, King County,
and adjacent agencies in increasing people-carrying capacity of vehicles and reducing trips,
13.4.5 Continue to encourage the use of rideshare, transit, bicycle, and evolving technological
transportation improvements.
13.4.6 Continue to support, participate in, and encourage the development and implementation of
regional/rapid rail with service to the Tukwila Urban Center, and other emerging efficient-
capacity technologies that will serve people traveling to, from, and within Tukwila.
13.4.7 Support and encourage the extension of regional light rail facilities to serve the Urban Center.
The preferred route can be cpnceptually described as running South from the vicinity of 1-405,
to a station located east of Southcenter Mall and west of the eastern edge of Andover Park
West and in proximity to the TUC Transit Center, then turning east running adjacent to or
parallel to Strander Boulevard, across West Valley Highway and north to a second station
adjacent to the Tukwila Sounder Station at Longacres.
13.4.8 Support forming a partnership with Metropolitan King County, Westfield Mall at Southcenter,
and surrounding businesses to locate a pedestrian-friendly transit center on Andover Park
West, between Baker Boulevard and Strander Boulevard.
13.4.9 Research and pursue a TUC circulator service that would connect the Tukwila Station, the
Transit Center, businesses, and attractions in the TUC with frequent service to encourage
reduction of single-occupant vehicle trips, enhance the Southcenter area's image as a lifestyle
ce"7ter, and bring more customers tp all businesses.
13.4.10 Encourage and support public transportation services including expanded dia/-a-ride and fixed-
route van service, to areas that do not produce transit ridership warranting a bus route,
transportation system management (TSM) program, the continued development of commuter
and light rail particularly with service to the Tukwila Urban Center area, and continue to provide
and support Commute Trip Reduction service.
13.4.11 Establish mode-split goals for all significant employment centers which will vary according to
development densities, access to transportation service and levels of congestion.
13.4. 12 The development of any light rail or commuter rail system should 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, buses, commuter
rail, and light rail.
Such systems shall be located so as to aI/ow for future extensions to commuter and/or
light rail service to East King County and Southeast King County.
Such systems shall be located in a manner that serves the Tukwila Urban Center and the
Tukwila Multi-modal Center, so as to encourage the development of these Centers in the
manner contemplated by this Plan and the Countywide Planning Policies.
13.4.13 Encourage transit-oriented uses, development patterns and pedestrian amenities in the vicinity
of high-capacity transit stations.
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TUKWILA COMPREHENSIVE PLAN
Transportation
134. 14 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.
IMPLEMENTATION STRATEGY
A. Commute Trip Reduction Program
B. Encourage transit providers to meet minimum level of service standards
C. Tukwila lead on construction of Transit Center in TUC area
Goal 13.5 Non-motorized Transportation
Bicycle and walking capacity for regional Category I and local Category II
trips.
Policies
13.5.1
13.5.2
13.5.3
13.5.4
13.5.5
13.5.6
13.5.7
13.5.8
Implement specific improvements that provide safe bicycle and
walking capacity for regional (Category I) and local (Category II)
trips.
Continue the access street improvement program that provides sidewalks on access streets.
Include bicycle improvements in stieet improvement projects on designated bicycle-friendly
streets.
Continue to pursue grants to construct pedestrian and non-motorized improvements,
Continue to coordinate with adjacent agencies on the development of regional non-motorized
transportation improvements.
Provide additional sidewalks and foot trails as opportunities and development occur.
Pursue converting railroad and other easements to pedestrian and bicycle trails.
Require secure bicycle racks in appropriate locations.
IMPLEMENTATION STRATEGY
A. Adopt a non-motorized transportation plan for the City
B. Pursue connections between existing pedestrian and bicycle facilities
C. Pursue additional pedestrian and bicycle amenities
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Oecember 5, 2005
TUKWILA COMPREHENSIVE PLAN
Transportation
Goal 13.6 Freight, Rail, Water, and Air Transportation
Geometric capacity for commercial freight transportation located in and serving
Tukwila.
Policies
13.6.1 Include trucking design parameters in principal and minor arterial
improvements as well as in commercial areas.
13.6.2 Include bus design considerations in street improvements on streets
with existing or potential bus service.
13.6.3 Allow truck traffic on al/ principal and minor arterials as well as on
commercial area local access streets. Consider using load limit restrictions on
residential col/ector arterials and residential local access streets, fol/owing a traffic study and
meetings with residents and businesses.
13.6.4
Participate with King County and the Port of Seattle in updating airport master plans for all
airports affecting Tukwila, to ensure that airport operations and development:
Goal 13.7
Enhances Tukwila goals and policies.
Incorporates Tukwila land use plans and regulations.
Minimizes adverse impacts to !ukwila residents.
Funding Sources and Mitigation Payment System
Funding through grants, mitigations, general funds, and other sources for safety and capacity measures to
maintain adopted LOS standards.
Policies
13.7.1
Continue to pursue grants.
13.7.2
Use an impact fee system that identifies:
Capacity improvements based upon the long-term 2020 LOS needs but also
accommodates a realistic financing plan.
Costs of improvements needed to mitigate growth is ref/ected in the annual Capital
Improvement Plan update and annual update to the Concurrency Ordinance and Impact
Fee Schedule.
Costs to be shared between new development and existing users.
Impact Fee assessments, determined by the number of new development trips in the p.m
peak hour.
Additional mitigation, in accordance with the Concurrency Ordinance when development
affects locations not meeting Concurrency standards.
December 5, 2005
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13.7.3
13.7.4
13.7.5
TUK"VILA COMPREHENSIVE PLAN
Transportation
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.
Update the Capital Improvement Plan annually, adding new projects and deleting completed
projects.
Update the Impact Fee Schedule annually, adding new projects, deleting projects as
necessary, and keeping project costs at current dollar value.
IMPLEMENTATION STRATEGY
A Adopt and annually update a Concurrency Ordinance and Impact Fee Schedule.
i
B Aggressively pursue gtant opportunities.
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