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HomeMy WebLinkAboutTrans 2008-01-29 Item 3B - Resolution - GTEC (Growth and Transportation Efficiency Center)Efficiency Center Plan INFORMATION MEMO To: Transportation Committed Members From: Jack Pace, DCD Directo Date: January 29, 2008 Subject: City of Tukwila. Tukwila Urban Center. Growth and Transportation ISSUE The goal of the GTEC plan is to reduce single- occupancy vehicle trips and vehicle miles traveled in regional growth centers as designated by PS RC. The City of Tukwila's GTEC is within the boundaries of the Tukwila Urban Center. Staff prepared the City of Tukwila, Tukwila Urban Center, Growth and Transportation Efficiency Center (GTEC) Plan with assistance from Perteet, Inc. and paid for with planning funds from WSDOT. The GTEC Plan was submitted to PSRC and the State Commute Trip Reduction Board (CTR) October 2007. The GTEC Plan was certified by State CTR Board November 2007. The GTEC Plan competed with 14 GTEC Plans submitted 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 however the state has offered technical support if the City designates the GTEC by resolution. BACKGROUND Below is a summary of the Draft GTEC plan G'I'EC Plan focuses on employers within Tukwila Urban Center (TUC) as well as future multi family housing units. Plan 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 2007 Survey data for affected Tukwila employers shows Tukwila Single Occupancy Vehicle (SOV) Rate is 78% and Vehicle Miles Traveled (VMT) is 15.1 daily GTEC Plan assumes a 10% reduction in SOV and VMT within TUC by 2011 Supports Local CTR Plan mandated by state CTR Efficiency Act of 2006 State provided planning funds for GTEC plan and program development WAC 468 -63 -060 defines GTEC State CTR Board recommends moving forward on Tukwila GTEC Plan WSDOT staff met with Planning Staff December 20 to review GTEC ml Page 1 01/23/2008 P: \CTR Plan \TC Committee Materials 1_29_08\Agenda Packet TC \TC Memo GTEC Plan_1-29.doc t1 STRATEGIES FOR GTEC Adopt "Walk and Roll" Plan as element of GTEC Adopt TUC Plan including GTEC as program element Base Survey of all employees within the GTEC of transportation patterns by WSDOT, if GTEC designated by City Technical support to strengthen GTEC Program for application for possible funding 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 Department of Transportation, the Puget Sound Regional Council, Sound Transit and others. Support for Tukwila GTEC EC is provided by Sound Transit and King County Metro. Adoption of resolution supporting GTEC in Tukwila Urban Center allows for RECOMMENDATION Staff recommends forwarding the Draft GTEC Resolution to next meeting of COW and then moving forward to schedule for Regular Council for designation and adoption of the City of Tukwila GTEC Plan by Resolution to take advantage of technical support from State WSDOT by February 28, 2008. GTEC already certified by PSRC and State CTR Board. Attachments: Draft Resolution City of Tukwila, Tukwila Urban Center Growth and Transportation Efficiency (GTEC) Plan Letter from Washington State Commute Trip Reduction Board ML Page 2 01/23/2008 P: \CTR Plan \TC Committee Materials I_29_08\Agenda Packet TC \TC Memo GTEC Plan_I- 29.doc A RESOLUTION relating to the Growth and Transportation Efficiency Center [GTEC] Plan; and authorizing the proper officials of the City to adopt a local GTEC designation for the Tukwila Urban Center [TUC]. WHEREAS, the TUC maintains high concentrations of employment with some 21,650 employees, surpassing the state's Vision 2020 guideline requirement of 15,000 employees for consideration as a 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 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 VMT 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: therefore be it RESOLVED, the City of Tukwila recognizing the importance transportation demand management as a tool to efficiently move people through congested corridors and is hereby called upon to adopt this resolution of designating the GTEC in the TUC in order to acquire WSDOT technical and measurement support and future funding to reduce SOV transportation modes in the TUC. dcd Page 1 01/23/2008 P: \CTR Plan \TC Committee Materials 1_29_08 \resolution.doc Adopted Attest: City Clerk Approved as to form: Assistant City Attorney Mayor dcd Page 2 01/23/2008 P: \CTR Plan\TC Committee Materials 1 29 08kesolution.doc CITY OF TUKWILA TUKWILA URBAN CENTER GROWTH AND TRANSPORTATION EFFICIENCY CENTER PROGRAM June 2007 I. EXECUTIVE SUMMARY 1 II. BACKGROUND INFORMATION 4 III. GOAL SETTING AND PERFORMANCE MEASURES 31 IV. PROGRAM STRATEGIES 33 V. FINANCIAL PLAN 42 VI. ORGANIZATION STRUCTURE 46 VIII. RELATIONSHIP TO LOCAL CTR PLAN 49 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 EXECUTIVE SUMMARY 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 (GTEC) for the Tukwila Urban Center (TUC). The TUC has been designated as a regional growth 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: Department: Contact Person (Person Preparing Plan): Address 1: Jurisdiction: Phone Fax Email Address: City of Tukwila Department of Community Development Maggi Lubov, CTR Coordinator Jaimie Reavis, Assistant Planner 6300 Southcenter Blvd., Suite 100 Tukwila, WA 98188 206 -433 -7142 206 431 -3665 mlubov@ci.tukwila.wa.us ireavis @ci.tukwila.wa.us GTEC Application for Certification Page 1 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 `J 1 =V Apyfi "ation for G -e it :cation StM 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 GT`^ i• for C Page :I- Application for °rii�IC2 �u�t A. Sources of Information B. Background Information 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: Information 1 Date Published City of Tukwila Comprehensive Plan I January 2002 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 Tukwila Transit Plan prepared by Perteet Inc. 1 April 2005 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 intemal circulation, reduces congestion, and promotes transportation altematives. 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 light rail stations, and create a bus GTEC E=C pplicat on for Ce i. i ca`io:' Pape 4 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 southem 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 is 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. GTEC App c._. i -i for Certification Page 5 4. Concurrency with regional transportation policies The vision the City of Tukwila has for redevelopment of the Tukwila Urban Center (TUC), the boundaries of which are the same as the boundaries of Tukwila's designated GTEC, is consistent with regional transportation policies, and supports the VISION 2020 of the PSRC. As redevelopment of the TUC occurs according to the vision contained in the Tukwila Urban Center Plan (to be adopted within Tukwila's Comprehensive Plan), increased pedestrian- friendly design and multi -modal transportation options will directly support regional transportation policies (PSRC RT- 8.1, 2, 6, 13, 17, 18, 19, 20, 21, 22, 25, 33, 38, 39). Future development of the TUC according to the Tukwila Urban Center Plan includes transportation alternatives to single- occupancy vehicle use for routes both within and through the urban center. A major component of the TUC Plan is the development of a Transit Oriented Development District that will link the new Amtrak/Sounder Commuter Rail Station to the new bus transit center located near Westfield Southcenter Mall via a mile pedestrian and bicycle corridor to include a pedestrian and bicycle bridge across the Green River. The street network as envisioned in the TUC Plan will be developed to include pedestrian and bicycle friendly amenities and facilities, to include linkages to the LINK Light Rail Station and adjacent jurisdictions. Consistent with Tukwila's Comprehensive Plan policies, the GTEC Plan calls for coordination between transit service providers and community stakeholders (see Section IV, B) to support reductions in SOV travel and to increase the demand for non SOV travel modes. Additionally, zoning changes as part of the TUC Plan will facilitate the development of residential uses in the TUC, creating a greater mix of land uses and the opportunity to reduce single- occupancy vehicle trips and vehicle miles traveled. C. Evaluation of Land Use and Transportation Context 1. Existing population and employment 1 2000 Population 13 Employment 121,650 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: 1 Source: Tukwila Urban Center Draft Environmental Impact Statement GTEC A plic_`ion or Certification '2ge 6 Percentage of Total Manuf WCTU Retail FIRES Gov Employment Year 2000 26% 1 17% 1 24% 29% 1 4% 1 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 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 southem 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 westem 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. 2 Year 2003 PSRC Household and Employment Forecasts GTEC Application for Calcitic on Pa,y 7 There is relatively lithe 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 Reaional 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 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. GEC Application for _,°i...k:aiion Pacie 8 Next to the SeaTac Regional Growth Center, Tukwila is the closest regional growth 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 1 -405 on -ramp Tukwila Parkway 66th Avenue South at 1-405 Strander Boulevard at Green River South 180th Street at Green River The following streets are classified as north /south arterials: Andover Park West at South 180th Street Southcenter Parkway at S 180th Street South 178th Street at Southcenter Parkway 1 -5 off -ramp at Southcenter Parkway Klickitat Drive at 1 -5 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. G I EC Application Cef1`.ilication Page 9 e: Eft BACKGOUND INFORMATION Figure 1: Tukwila Urban Center Street Classification North 0 Not to Scale Legend: Study Area Park Freeway Ramp Principal Arteriall Minor Arterial Collector Arteria Non Arterial Trail, Walkway Railroad River Source: Tukwila Comprehensive PIan, 1995. GTEC Application for Certification Page 10 Non Motorized Facilities 4. Existing Transit Service Tukwila Station 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. 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: 126 Rainier Beach 140 Burien Transit Center to Renton Transit Station 161 East Hill to Downtown Seattle Tukwila Park and Ride 150 Downtown Seattle to Kent Station 154 Federal Center to Kent Station 941 Providence Medical Center to Kent -Des Moines 280 South Renton to Seattle Every Thirty minutes during peak Every 15 minutes during peak Every 30 minutes during peak Every 15 minutes Every 2 hours during peak Every 30 minutes during peak Hourly in early moming 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 GI EC Ap;':iG.-^.10!? for C2ruIic3ZGl? Page 11 Traffic Volumes has purchased a 10.5 -acre station site near BNSF 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 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 1 -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 G EC Application for Cei P age 12 BACKGOUND 1NFORMATICM Figure 2: Signalized and Unsignalized Intersections North 0 Not to scale Legend: fri Study Area Trailblessql Railroad River Freeway Ramp Park II Signalized Intersections Intersections with Stop Signs Source: Mirai Associates, 2002 GTEC Application for Certification Page 13 +B ACK -OU l l N RMAVO Its =5�_7�ao �5.= 'v1 I 'd��9g3s.is� 5 ?`ilN Figure 3: 2002 Average Weekday Traffic Volumes on Major Roadways West Valley Highway: S. 180th to S. tongacres Way South 180th Street at Sperry Drive Southcenter Parkway: Minkler Blvd to Strander Blvd 61st Avenue South at 1-405 Tukwila Parkway at Andover Park West Klickitat Drive at Southcenter Parkway Strander Blvd: 5800 Block Andover Park West: Strander Blvd Baker Blvd 68th Avenue South at 1-405 Andover Park East: Minkler Blvd Treck Drive Source: City of Tukwila Public Works 5,000 10,000 15,000 20,000 25,000 30,000 GTEC Application for Certification Page 14 34,640 35,000 40,000 BACKGOUND l'NFORMATION Figure 4: 2002 Average Weekday Daily Traffic Volumes North 0 Not to scale 1XXXX1 Vehicles per Day 0 Legend: Study Area Railroad Trail, Walkway i21.860 River Freeway Ramp Park GTEC Application for Certification 121.6001 112.1401 *2001 counts Estimated based on peak hour counts Source: Tukwila Public Works Department -April 2002 .4 )21 .6061 WESTFIELD S HO PPINGTOWN SOUTHCENTER 1 11ST 20.4001 RANDER BLVD 19.6001 PV9 CORPaRELE j2Li kg, z3= 129.7501 t coRpoRare DR S 0 MINK! ER BLVD /I EVANS BLACK DR TRECK 15.7001 FIRE STh. ION, IIPLAS3D DR I 12.700 MIDLAND OR I z 21 200 180th ST TRILAND DR 12.7801 /4 7 15 980 i ij 4 0NOR 131,480 1E. w BAKER Eli 1/1.4 0 JJf 14 400 uJ ARK I t". I I 34.640 ved min ST Page 15 BACKGOUNI INFORMATION Figure 5: 2002 PM Peak Hour Traffic Volumes North 0 Not to scale L 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. Legend: Study Area Trail, Walkway Railroad River Freeway Ramp Park ix,y (i. Intersection Approach Volumes (Vehicles per Hour) 880 820 700 730 1 0 405 I 8 IL 280 1 380 960 470 760 140 11.230 210 WESTFIELD HOPPINGTOWN UTHCENTER •9 V V STRANDER BU 11.1001 580 720 PARK hiNK ER 1.040' _j pLA$f0 f i MIDLAFLD 110101 s, ant, ST 680 CORP,Q$LiTP AR N I CORPORATE DR S 200 390 670 280 TRILAND DR 580 980 r�- 130 360 810 960 870 590 760 EVANS BLACK D' :t\ y c W Z a W 1 BXERRt1t':� w 11430 630 reak ARK-:. 780 630 630 1 890 TRECK D FIRE STh '..ON, 590 190 180 600 1.680 a 1 290 G N 870 510 481= BUD Source: Tukwila Public Works Department GTEC Application for Certification 1 I y s 940 1.280 1 040 2 0 680 '`90 s 1 i 8 1 640 1 050 770r 470 i 1. f760 r1� 1.210! A w m 3 l ll l l �II I l I I I l NW WAY 16th ST Page 16 LOS A B C D E F 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. 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. i EL And ication for Cer iii cation Table 3: Definition of Level of Service Delay per Vehicle Signalized Intersections Less than or equal to 10 seconds Greater than 10 and less than or equal to 20 seconds Greater than 20 and less than or equal to 35 seconds Greater than 35 and Tess than or equal to 55 seconds Greater than 55 and less than or equal to 80 seconds Delay per Vehicle Unsignalized Intersections Less than or equal to 10 seconds Greater than 10 and less than or equal to 15 seconds Greater than 15 and less than or equal to 25 seconds Greater than 25 and less than or equal to 35 seconds Greater than 35 and less than or equal to 50 seconds Greater than 80 seconds Greater than 50 seconds Source: Highway Capacity Manual, 2000. Page 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 1 1993 1 1995 1 1997 1 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 Proiect 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 vanpooling 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. GTEC Application nor Papa ac:, Ride Free The Tukwila Lunch Bus For a three -month period in the mid- 1990s, the City of Tukwila sponsored the "Lunch Buse 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. GTEC Application for Certification age 19 GTEC Application ;er ifta ion 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 12/du I No limit I 1 Office 1 3/1000 sf 1 No limit I Retail (general) 4/1000 sf No limit Manufacturing 1/1000 sf I No limit 1 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. T Ei Application i for Coi ificat of i Face 21 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 Summary 1 2003 1 2020 1 Total Employment 1 21,650 1 25,056 I Total Households 1 1 1 3,200 f 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 G T EC Application for Certification Pace 22 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: G TEC Application for Certification 1= ue 23 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. GTEC i_v a` ^:iii'^ it ftr rer liica2 iii Pale 24 Figure 6: Proposed Network of Improvements Adds Signal BACKGOUND INFORMATION Legend: i meramers Freeway Ramp arteirAesite Rlver Trail Railroad Note: notto seals KtitliERVI Widen 0Se AddOna 1.93 -g evfosesig t ime 6ati.ii4 1- onoinierV. .:.c.ei*iieifr: New3Ln s useii 44064 7 7 iiidatifiBAYS .1+03 7 :ff if 1. 00 1 NO 1 dr GTEC Application for Certification Page 25 BACKGOUND INFORMATION 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 0 Legend: Freeway Ramp River Trail Railroad Note: not to scale 15491 St ttraaer awl 9 lent St Oncesba Cr3 Level of Service Delay 1 T l POND eciptote Of if i q 4 0 I Nz,e, 0, 1 i wr GTEC Application for Certification Page 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 18.60.301 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. Giv-C Application for Certification Poe 27 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. Policies 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. 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. G T -V for Certification Page 28 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 (I -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. STEC Application for Certification Page 29 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 altemate 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 Zonina 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. GTEC AT, ion far i ication V 30 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 o f 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 Population Employees at CTR- affected work sites Un- affected work sites Residential developments Entire GTEC area Entire City Base Drive Alone Rate 73% Goal Target Base Goal Target VMT Rate Drive VMT Alone Rate Reduce by 10% 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). According to the Draft TUC EIS, there are approximately 21,650 employees who 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). According to the 2000 Census, there were fewer than 100 people living in the 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. For the entire GTEC area, the City has set a target of converting 2,165 commuters to non -drive alone trips (10% of the employment population). This figure includes both CTR affected and unaffected work sites. Reduce Reduce by 78.0% by 10% 70% 15.4 13% 13.4 4 Puget Sound Regional Council calculated base VMT rate. Reduce by 65.7% 15.0 13% 13.05 GTEC ":p icat on fca Certification 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 Percentage of commuters using non -drive alone modes Number of un- affected employers participating in transit and ridesharing programs Number of residential buildings participating in transit and ridesharing programs. Transit ridership on Tukwila Urban Center transit routes Vanpool ridership for vans traveling to Tukwila Urban Center GTE C Application for U c 2'. v. Agency Responsible City of Tukwila City of Tukwila City of Tukwila King County Metro Transit, Sound Transit King County Metro Transit Scheduled Date Every two years beginning fall 2008 Every two years beginning fall 2008 Every two years after the first residential building is built in Tukwila Urban Center. Every two years beginning fall 2008 Every two years beginning fall 2008 Pao; 32 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: 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. These 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. The table below includes information about each specific strategy, and includes Tukwila Comprehensive Plan policies and other plans and projects currently under development that support each strategy. Develop a Coordinated Transportation Management Program run by the City or a Transportation Management Association for the Tukwila Urban Center Parking Management 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) GTEC AppUc ati» for Certification Develop a transportation management association to be run by a new organization or the City to administer the GTEC program for the Tukwila Urban Center. This coordinated effort will bring together the different partners and agencies to develop a coordinated program of transit and ridesharing services. 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. Education /Public Involvement Program (see recommendations below) 8.1.3 10.2.6 13.4.14 Page 33 Transit Services Marketing and Promotion Subsidies Flexpass Car Sharing Telework Transit Center Sounder Commuter Rail Station VanpoolNanshare Services Bicycle and Pedestrian Facilities Bicycle Amenities 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. Implement the new bus transit center in the TUC. Implement the new Sounder station in Tukwila to allow commuters to access Sounder service. Provide vanpool /vanshare services such as ridematching and vanpool /vanshare training to employees and residents. Market and promote transportation alternatives to employees and residents using a variety of materials such as brochures, fliers, web sites, and on -site promotions. Implement bicycle and pedestrian facilities based on the Tukwila Urban Center sub area plan and the Walk Roll bicycle and pedestrian plan. Install bike lockers at various locations in the Tukwila Urban Center to provide safe and secure bicycle parking for bicycle commuters. Provide subsidies for carpools and vanpools to employees. 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. Work with car sharing providers to implement a car sharing program in Tukwila Urban Center 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. 6.1.7 8.4.5 10.1.1,3 10.3.1,3 13.4.2, 4, 9, 12, 14 6.1.7 10.1.1, 3 13.4.8, 14 5.7.2 6.1.7 10.1.3 13.4.2, 6, 7, 10 10.2.6 CTR Plan 13.4.2, 5, 12 10.2.6 13.4.2, 5 CTR Plan Education /Public Involvement Program (see recommendations below) 5.6.1, 5, 10 7.6.10,11 8.1.1,6 10.3.4 13.4.2, 3, 8, 13 13.5.1 -8 TUC Plan Walk Roll Plan 10.3.4 13.4.2, 5 13.5.8 Walk Roll Plan City of Tukwila City of Tukwila, GTEC City of Tukwila CTR Plan City of Tukwila GTEC Application or Certiticatlon 34 Ridematching Assistance On -Site Employer Assistance Information Kiosks Real Time Ridesharing System Promotions for Non English Speaking Populations Implement Capital Improvement Projects to Improve Pedestrian and Bicycling Activities GTEC Ardication for Certification 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. Provide on -site assistance to both CTR affected and unaffected employers. Assistance may include on -site promotions, developing program strategies and measuring performance. 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. 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. The Tukwila Urban Center has a large population of non 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 alternatives. Pedestrian Spine construction of wide sidewalks, on- street parking, and bike lanes along Baker Blvd, 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 10.3.4 13.4.4, 5 CTR Plan See Education /Public Involvement Program below 10.2.6 10.3.4 13.4.4, 5 CTR Plan See Education /Public Involvement Program below 13.4.5 CTR Plan 10.3.4, 10 13.4.4 CTR Plan 1.11.8 2.1.9 8.4.6 10.1.1, 3 10.3.2 13.5.1 -8 13.4.2, 3, 8, 9, 12 Page :35 TDM Construction Mitigation Implement TDM construction mitigation for 10.2.6 10.3.1, 3,4 the future construction of the 13.4.10 Klickitat/Southcenter Parkway Improvement and other major transportation projects. GTEC Plan policies, updates, and actions The following actions, policy modifications, and policy additions are recommended changes to the City of Tukwila's Comprehensive Plan and sub -plans to help implement the GTEC Plan. Many of the changes below are suggested as implementation strategies for Comprehensive Plan policies that are already adopted. Changes outlined below also support the GTEC and, if adopted, would further embed the goals of the GTEC within city practices. Changes to the text of existing Comprehensive Plan policies are indicated with italics. New plans under development that will help implement the GTEC Plan: Walk and Roll Plan: This is a city -wide pedestrian and bicycle plan currently under development; to be adopted as part of the Nonmotorized Transportation section of Tukwila's Comprehensive Plan. This plan includes a list of prioritized capital improvement projects, including sidewalks, trails, bike lanes, and wayfinding, that will help to support and encourage increases in walking and bicycling within Tukwila. Action: Adopt the Walk and Roll Plan as a component of the nonmotorized transportation section of the City of Tukwila's Comprehensive Plan. Climate Chanae Initiative: under development As this initiative is being considered, incorporate the following: 1. Include CTR policies. 2. Facilitate altemative transportation. 3. Develop policies for transportation alternatives in lieu of parking minimums. 4. Allow parking credits in exchange for alternatives to SOV (as above). 5. Provide education materials to employers, employees, and residents on how their personal transportation choices affect the environment and livability within the city and region. Tukwila Urban Center Plan: sub -area plan under development As this plan is being developed incorporate the following: 1. Improved pedestrian crossings. a. Improve use, equity, safety, and access to all through: pedestrian- activated crossings, audible crossings, and longer crossing time allowance b. Incorporate transit shelters into street design in the TUC. 2. Pedestrian friendly streets to include weather coverings, tree and landscaping buffers, minimal curb cuts, shared and central parking, drinking fountains, and way finding. GTEC Agpiication for C Page 36 Shoreline Master Plan: Under development as a sub -plan of the comprehensive plan As this plan is being developed, incorporate the following: 1. Add way finding along sidewalks and trails to direct nonmotorized travels to trails and destinations. Incorporate way finding throughout the city's nonmotorized routes and trails network to include marking for bike lanes, pedestrian routes, and trail locators. CTR Comprehensive Plan Policies The following are modifications to Tukwila's Comprehensive Plan that are suggested to help implement the GTEC Plan: Education!Public Involvement Proaram: to consider as an implementation strategy for the Nonmotorized Transportation section of Tukwila's Comprehensive Plan Implementation Strategy (added): The City of Tukwila should consider the creation of a citizen's Nonmotorized Advisory and Education Committee. The purpose of this committee would be to represent and promote bicyclists and pedestrians traveling within and to the city. Comprehensive Plan policy additions, to be included in Section 13.4 of Tukwila's Comprehensive Plan: 13.4 Public Transportation, Transit, and Rideshare: 1. New Policy: The City of Tukwila will set an example to other employers by showing a commitment to reducing SOV and miles traveled through implementation of CTR goals and elements of the Climate Change Initiative (pending adoption), and the Walk and Roll Plan (pending adoption). Implementation Strategies: 1. Climate Change Initiative 2. Walk Roll Plan 13.5 Nonmotorized Transportation 1. New Policy: Provide way- finding along sidewalks and trails to direct nonmotorized travels to trails and destinations. a. Implementation: Incorporate way- finding throughout the city's nonmotorized routes and trails network to include marking for bike lanes, pedestrian routes, and trail locators. b. Implementation: Provide uniform bicycle and pedestrian markings and design standards for travel along city bikeways and walkways. 2. New Policy: Incorporate pedestrian friendly design standards to broaden area specific policies into city-wide implementation. a. Implementation: 1. wide sidewalks 2. landscape buffers or strips 3. street trees 4. adequate lighting GTEC -:l: C:j j.lIC$t ^.iJn for C2!i!sia''....., QG 37 Comprehensive Plan policy modifications: 5. traffic calming measures a. traffic circles, curb bulbs, raised medians, speed tables, chicanes 6. Special Pavements 7. Bollards Policy 13.4.4 As Written: "Continue to provide Commute Trip Reduction Program services 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." Implementation Stragegies (added): 1. Growth and Transportation Efficiency Center (GTEC) Plan (see Figure D) Policy 10.3.4 As Written: "Transportation Alternatives. Ensure that land use, urban design, and transportation and circulation actions for employees support and reinforce transportation altematives, including the Commute Trip Reduction Programs, GTEC (see Figure D), TDM programs, Rideshare programs, and related projects and programs..." Implementation Strategies (added) 1. Change zoning as appropriate in commercial and industrial areas to allow daycare facilities as an accessory use at work sites. 2. Consider facilitating formation of an employer's group or transportation management association to manage transportation issues, commuter incentives, and information. 5.3.8 Implementation Strategies a. Add preferential parking for carpools/vanpools, bike parking, special loading and unloading facilities, transit facilities. 8.1.6 Implementation Strategies a. Define bicycle parking standards and consistency along the transportation corridor. b. Provide wayfinding to bicycle parking. 11.1.9 Implementation Strategies 1. add CTR to implementation 13.5, 8.2, 7.4, 7.6, 7.7, 1.8.7 Comp Plan Policies 1. Implementation Strategy: Clarify what makes "pedestrian friendly" street improvements, to include the following elements /design treatments: a. wide sidewalks b. landscape buffers or strips c. street trees d. adequate lighting e. traffic calming measures GTEC A n ic or for Csilifivadon 1. traffic circles, curb bulbs, raised medians, speed tables, chicanes f. Special Pavements g. Bollards 8.5.10, 8.2.2, Add pedestrian- friendly evaluation into design review. a. See above for pedestrian- friendly designation. 2.1.4 Add "sidewalks and trails" into list of items to include in budget. 5.3.1 Add "secure sidewalk and trail easements over existing utility lines wherever feasible 6.1.7 Add "trails 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 include Tukwila Urban Center GTEC program Review parking policies and parking code requirements for Tukwila Urban Center Services and Facilities Implement Tukwila Urban Center bus transit center 1 Implement new Sounder Station Enhance transit services in Tukwila Urban Center 1 Implement vanpool services Install bicycle and sidewalk improvements Install bicycle amenities for bicycle commuters (bike racks) Implement car sharing service City of Tukwila July 2008 City of Tukwila 2009 and beyond City of Tukwila, King County Metro Sound Transit King County Metro, Sound Transit King County Metro City of Tukwila City of Tukwila, property managers City of Tukwila, private vendor 2007 and beyond 1 2007 and beyond 2008 and beyond 1 2008 and beyond 2008 and beyond 2008 and beyond 2008 and beyond GTEC EC Application for Certification Page 39 Provide on -site employer assistance Implement ridematching assistance Marketing and Incentive Programs Develop TMA or coordinated program for transit an d ridesharing services Implement subsidies for carpools and vanpools Develop area -wide Flexpass Develop marketing and promotional campaign Install information kiosks in various buildings in the Tukwila Urban Center to help employees access transit and ridesharing information Develop Telework Program Develop real time ridesharing program Develop multicultural promotional program Bicycle and sidewalk capital improvements City of Tukwila City of Tukwila, King County Metro City of Tukwila, King County Metro, Tukwila Urban Center businesses City of Tukwila City of Tukwila, King County Metro City of Tukwila or TMA City of Tukwila, property managers City of Tukwila, employers City of Tukwila City of Tukwila City of Tukwila 2008 and beyond 2008 and beyond 2008 and beyond 2008 and beyond 2008 and beyond 2009 and beyond 2009 and beyond 2009 and beyond 2008 and beyond 2008 and beyond 2008 and beyond GTEC Application Page. 40 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 $0 $0 $0 $0 $11,400,000 Capital Funds Metro Total Funds $17,125,000 $725,000 $725,000 $725,000 8725,000 $725,000 $20,750,000 Available: B. Program Expenses ITC f Certification G �a;��iv�.:o�i fa ,ei:fi. a !mace 47 Expense Prepare local GTEC plan and ordinance Administer GTEC program (contract management, program measurement, annual reporting, coordination meetings) Implement supporting transit services Implement new Tukwila Urban Center Transit Center Implement new Sounder Station Implement vanpool program Tailor ridematching services for Tukwila Urban Center Offer program incentives Offer Area -wide Flexpass Development of a coordinated approach for transit and ridesharing services or TMA Develop and print marketing and promotional materials Install information kiosks to access transit and ridesharing information (install one kiosk each year)) Install bike lanes Install bike lockers (one per year) Develop real time ridesharing program Develop GTEC multicultural education program Total Expenses: 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 City of 5,000 0 0 $0 $0 $0 5,000 Tukwila City of 25,000 25,000 25,000 25,000 25,000 25,000 150,000 Tukwila King County $1 million $1 million $1 million $1 million $1 million $1 million $6 million Metro and Sound Transit King County $5 million $0 $0 $0 $0 $0 $5 million Metro Sound $11.4 $0 $0 $0 $0 $0 $11.4 Transit million million King County $50,000 50,000 50,000 50,000 50,000 50,000 300,000 Metro, Employers, Commuters King County $50,000 $10,000 $10,000 $10,000 $10,000 $10,000 $100,000 Metro, City of Tukwila City of 50,000 50,000 50,000 50,000 50,000 50,000 300,000 Tukwila, King County Metro, Employers Commuters $100,000 $100,000 $100,000 $100,000 $100,000 $100,000 $600,000 and residents Employers, $100,000 $100,000 $100,000 $100,000 $100,000 $100,000 $600,000 Property Owners, City of Tukwila Commuters, $50,000 $50,000 $50,000 $50,000 $50,000 $50,000 300,000 Residents Commuters, $5,000 $5,000 Residents City of Tukwila City of Tukwila City of Tukwila r-Cltyrofon for C r$5ti;000 Tukwila $5,000 $5,000 $5,000 $5,000 $30,000 $100,000 $100,000 $100,000 $100,000 $100,000 $100,000 $600,000 $10,000 $10,000 $10,000 $10,000 $10,000 $10,000 $60,000 $50,000 $50,000 $50,000 $50,000 $50,000 $50,000 $300,000 $50,000 $50,000 $50,000 $50,000 $50,00qe $300,000 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 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 2008 1 2009 1 Revenue 1 $17,125,000 1 $725,000 Expenses I $18,045,000 I $1,600,000 1 Shortfall: 1 ($920,000) 1 ($875,000) 1 2010 1 2011 1 2012 1 2013 1 Total 1 $725,000 1 $725,000 1 $725,000 1 $725,000 1 $20,750,000 1 $1,600,000 I $1,600,000 1 $1,600,000 $1,600,000 1 $26,045,000 1 ($875,000) 1 ($875,000) I ($875,000) ($875,000) 1 ($5,295,000) GTEC Application for Certification Page 44 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 fun ds Employer contributions Developer contributions V T EC A d,,ali!: ?�ci' verist €Cant,; Paae 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 King County Metro will be On -going Transit 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 TMA Fall 2008 Transportation will be responsible for conducting Management Association outreach to employers, conducting promotions, coordinating ridesharing and transit programs with King County Metro and developing support for TOM programs. Employer Employers will help promote TDM Fall 2008 programs to their employees, provide incentives, and participate in regular network meetings. Residential Group Residential property owners will be TBD (when residential building responsible for promoting TDM is developed in Tukwila Urban program to their residents, surveying Center) residents and participating in regular network meetings. GIEC Appiication for C riiica,ion Page. /46 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 I: 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 land 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. EC A.p c_ io for Certification Page 47 May 11, 2004 June 11, 2007 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. 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. (7)17:7-C A_ .hp;!i,a?Q:: 48 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 The base CTR program will continue to focus on major employers in the Tukwila Urban Center, including the 3 major employers that are located in or adjacent to the Tukwila Urban Center. GTEC Application kn Cer:it ratjCfl GTEC Plan Expected Benefits The GTEC program expands efforts to reduce drive alone trips to the following markets, including work sites within the TUC that are_not currently CTR affected: 1) Retail employees; 2) Office employees; 3) Manufacturing employees; 4) Service sector employees; 5) Residents (as they move into Tukwila Urban Center. Additional efforts to reduce drive alone trips will help reduce traffic congestion in Tukwila Urban Center, improve air quality and help achieve the goals and vision of the City's Tukwila Urban Center sub area plan. Appendices Ap— id ces Perteet June 15,2007 0 0.1 0.2 0.3 0.4 ,Mil Tukwila GTEC Plan Tukwfl CTR Worksites figure A Appendlce~ i .. i ;, ~ " lO ~- : IE i is i f December 4. 1995 5c"'<>>&A I - .-'.-", ~ ............ '5"1 TUC'\": -',' ~ , ~~~;-~ INW~ __~ ff~ . TRECK~ ':'4 .~i',- : ~F"t1-JlJ" T...it1r.oIe-Q',1 ,- ~ '~ $~#/ i COMPREHENSIVE ~_ed Det .......".W:-?ratl9n ~ J}.{n ~~. '$'._-' ::J Plan l.:: ~o~ ;' 0 ~ o.t/ a: a; ';;~/C/LI ~ Designations ffi .\\ -:- LOR. low Dens'ly Residenlial ~ H,"n~~~:~~'P Inc~ !.lDR.Medium Qens;tyRes1denlial :f ''''''';';' 1;) HOR.If>gh Density Residential COSTCOBLVD ~,,~>.. ~~ixed UseOffice ;~ t - J I RCC- Rmlenlial Commet6al Center ~ i Nee. Nelghbort1ood Corrrnercial Cenler . if i RG-Regonal Commercial /lr:;;~:~/ ~=::;i:~use . <'~ , . YVS-Tul;v,ia Viley South !!.' u-light lnduslr'oaI i t HJ.Hea-ry Induslrial '.;j \ !.l!Clt.Manufacturing lnOuslrial Centelitighl IrldllS'.r'.aI '...lA.- MICiH.Manu!acluring lnOUSlriaI CenlenHea\y Jlldusll\a1 Hamish -3rolJp I'),~X elL Overlays and Sub Areas i LA- c:=J Public Recreation Ovel1ay HartllngA9"I~e Glass '::omp-3iy;\x Shore:meo.-erIay i~~~-:~~~, ~.,\~ n-wu' ==9:U:~nv: on - '" J', "'. AC<lrr,1e-.: .Joe;o S .p.....,.. "...th ~lasl.er Pl- A_ t '\_~_--.~I _ .-~. 1 UI\'AUOIiJUU I-Gu^,,1;d / ! \";;~I 0 a Ii Tulliila Urban Center -11- I ; \ ......--~ 1. 82 5T Po:en~I Annwlion Area X ec:nt1pental Mills Inc. \.%t;"i;,"'-' i . S 1 . . !! -~. / Tl.ltwi!a City Lirrits E i \-,-.\ 1-405 Tue BAKER BLVD STRANP~RBLVD In ~ TUe ~mOR ! ~ COllI'ORATEllR g SOUTH :z < UPlAND DR MIDLAND OR . TUe Tg!LAND DR . S 180 Sf ""', ~ Perteet June15.2oo7 City of Tukwila Comprehensive Plan Map l'=600~ -J NORTH Tukwlla GTEC Plan Tukwila CTR Worksltes Comprehensive Map Figure B **Park B f'2 1-5 Fry 53 Ave k os01 .11e.111r 7,-11,:41 ,1 11011lv,11E4141^Sr41,,AE,...',..)10110. Appendices ‘11 159th St 163rd ecte 164th 166th Perteet June 15, 2007 1 tr. 0_,440e4, aly of Tukwila Tisk .4.,4 Southcenter Mall 17560 Pck Midland '0 5 I a 1: Segale Pat's D 0 0.1 0.2 0.3 0.4 WNN= Mies Evans Blad9 1 2 I 0 t s 36 5.•• 2 s Strander JR d 5 0-k-- il Track 5 1 a 1 >i) 1681h Zia 168th L'I 1 Fat gue Te ohnologi* i I 1709 Pt ,....,uf. Red Deit Car potation* 2 1 .8 t ce 7 S ic K CorporatN CDs 3 Z. 1. a Corporarit 1 _S 1 3 3 1 1 t Upland Saxon Hartung Apatite Glass Cotpany Carlyle 71:7 inc..tr Riversid corithentat Mills Inc. 411 Ya 8 2 0 di ExiSting Suietatt0fl a 0 Future Sounder Station 156th j nish Group Inc a 3 821i Hamish Group Inc Legend CTR Sites TUC Boundaries Sus Routes 0 Bus Slops Park Ride Tukwila GTEC Plan Tukwila CTR Worksites Transit Routes and Bus Stops Figure Washington State Commute Trip Reduction Board Brian Lagerberg, Chair Washington State Dept. of Transportation Ted Horobiowski, Vice -Chair Avista Utilities Linda Ballew Greater Redmond TMA Kim Beckfund City of Bellevue Aurora J. Crooks Spokane County Matt Hansen King County Metro Michael Harbour Intercity Transit Charlie Howard Puget Sound Regional Council Peter Hurley Citizen Representative Joyce Phillips Washington State Dept. of Community, Trade and Economic Development Matt Ransom City of Vancouver Robin Rettew Office of the Governor William T. Roach Citizen Representative Page Scott Yakima Valley Conference of Governments Marilyn Young Skogland Duwamish Manufacturing Industrial Council October 25, 2007 City of Tukwila Depaitiiient of Community Development Maggi Lubov 6300 Southcenter Blvd., Suite 100 Tukwila, WA 98188 Re: 2007 -2009 Growth and Transportation Efficiency Center (GTEC) funding Dear Ms. Lubov, IN 013A UNf't PP. Of' LOOT 1 1 30 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 went into crafting your plan. We were very pleased to have received 14 GTEC plans. WSDOT staff and the CTR Board reviewed and scored the proposals in accordance with the established criteria. Unfortunately, your proposal was not selected for funding during this biennium. It's important that we support all efforts to strengthen trip reduction programs in this state. The CTR Board would like to work closely with you to find ways to strengthen your plan and assist you to prepare for the next funding cycle. We strongly encourage you to continue moving forward with your GTEC plan, particularly those transportation and land use policy elements that will increase trip reduction success. Should you decide to designate your GTEC and continue implementing your plan, WSDOT has committed to providing ongoing technical and measurement support to all certified GTECs, regardless of state funding status. 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 your GTEC plan. 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