HomeMy WebLinkAboutTIC 2018-12-10 COMPLETE AGENDA PACKETCity of Tukwila
Transportation and
Infrastructure Committee
❖ Thomas McLeod, Chair
❖ De'Sean Quinn
❖ Zak Idan
AGENDA
Distribution:
T. McLeod
D. Quinn
Z. Idan
V. Seal
D. Robertson
Mayor Ekberg
D. Cline
R. Bianchi
L. Humphrey
H. Hash
H. Ponnekanti
G. Labanara
B. Still
R. Turpin
A. Youn
Clerk File Copy
2 Extra
Place pkt pdf on Z:\Trans &
Infra Agendas
e-mail cover to: A. Le,
C. O'Flaherty, A. Youn,
D. Almberg, B. Saxton,
S. Norris, L. Humphrey, T.
McLeod
MONDAY, DECEMBER 10, 2018 - 5:30 PM
HAZELNUT CONFERENCE Room
(EAST ENTRANCE OF CITY HALL)
11
d Action
1. PRESENTATIONS
2. BUSINESS AGENDA
a) Neighborhood Traffic Calming Program
Resolution for Adoption
b) Policy Options Regarding Sound Transit
3. SCATBd/RTC
4. MISCELLANEOUS
5. ANNOUNCEMENTS
a) Forward to 12/10/18 C.O.W
and 12/10/18 Special
b) Discussion Only
Future Agendas:
Pg. 1
Pg. 15
Next Scheduled Meeting: To be determined by 2019 Committee Calendar
SThe City of Tukwila strives to accommodate individuals with disabilities.
Please contact the Public Works Department at 206-433-0179 for assistance.
Allan Ekberg, Mayor
Public Works Department - Henry Hash, Director
INFORMATIONAL E ORANDU
TO: Transportation and Infrastructure Committee
FROM: Henry Hash, Public Works Director rfi.f/
BY: Cyndy Knighton, Senior Program Manager
CC: Mayor Ekberg
DATE: November 9, 2018 (Revised December 7, 2018)
SUBJECT: Neighborhood Traffic Calming Program
Resolution for Adoption
ISSUE
Resolution to adopt the Neighborhood Traffic Calming Program (NTCP).
BACKGROUND
In June 2005, the Transportation Committee approved a Neighborhood Traffic Calming Program
(NTCP). At that time, no budget was established nor was staffing provided for managing the
program so there was no progress. Recently, interest in the City providing a robust traffic calming
program has increased significantly. In 2018, the Transportation and Infrastructure Committee
has discussed and expressed the desire for a fair, equitable, and objective program. We are
pleased that a program has been developed by Public Works and the draft has been discussed
at the recent Transportation and Infrastructure Committee and Committee of the Whole meetings.
DISCUSSION
Staff is presenting an updated NTCP which has been for formatted to allow for ease of
implementation with minimum hurdles, especially for Level I improvements. Level I improvements
are passive traffic control treatments that can be implemented quickly and inexpensively and are
often all that is needed to address neighborhood complaints. Level II treatments are physical
devices, often permanently installed, which require more extensive design efforts and are costlier.
Additionally, Level II treatments require coordination and concurrence with the Police and Fire
departments and approval from the Council. Emergency services are included as Level II devices
as they can negatively impact response times. The attached document includes changes to the
draft plan as directed during the November 26, 2018 Committee of the Whole meeting.
FINANCIAL IMPACT
The recently adopted biennial budget includes a $400,000 annual budget for the Traffic
Calming/Residential Safety Improvement Program. The budget will be shared between traffic
calming efforts and other safety improvements in residential areas. Design of the improvements,
purchasing of equipment, and construction and installation costs will all be funded through these
budgeted capital funds.
RECOMMENDATION
Council is being asked to approve the Resolution adopting the Neighborhood Traffic Calming
Program and consider this item at the December 10, 2018 Committee of the Whole and the
Special Meeting on the same evening.
ATTACHMENT
• Draft Resolution
• Draft Neighborhood Traffic Control Program
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1
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
TUKWILA, WASHINGTON, ADOPTING THE "CITY OF TUKWILA
NEIGHBORHOOD TRAFFIC CALMING PROGRAM."
WHEREAS, one of the top concerns of Tukwila community members is speeding and other
dangers associated with motor vehicles; and
WHEREAS, the City of Tukwila desires to reduce the negative effects of motor vehicle use,
alter driver behavior, and improve conditions for non -motorized street users; and
WHEREAS, the adopted Tukwila Comprehensive Plan recommends implementation of a
neighborhood traffic calming program in both the Transportation Element and the Residential
Neighborhoods Element; and
WHEREAS, the City Council desires to document a transparent, predictable and equitable
process for implementing effective traffic calming measures in neighborhoods throughout the City;
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF TUKWILA, WASHINGTON,
HEREBY RESOLVES AS FOLLOWS:
The "City of Tukwila Neighborhood Traffic Calming Program," as evidenced in Exhibit A, is
adopted.
PASSED BY THE CITY COUNCIL OF THE CITY OF TUKWILA, WASHINGTON, at a
Regular Meeting thereof this day of , 2018.
ATTEST/AUTHENTICATED:
Christy O'Flaherty, MMC, City Clerk Verna Seal, Council President
APPROVED AS TO FORM BY:
Filed with the City Clerk:
Passed by the City Council:
Resolution Number:
Rachel B. Turpin, City Attorney
Attachment: Exhibit A — City of Tukwila Neighborhood Traffic Calming Program
W:\Word Processing\Neighborhood Traffic Calming Program 10-19-18
LH:bjs
Page 1 of 1
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CITY OF TUKWILA
PUBLIC WORKS DEPARTMENT
NEIGHBORHOOD TRAFFIC
CALMING PROGRAM
Adopted December 3, 2018
By Resolution No. xxxx
3
Table of Contents
OBJECTIVES
PROCESS STEPS 1
INITIATING A REQUEST
PRELIMINARY EVALUATION 2
SOLUTION ALTERNATIVES 2
No Action
Level I 3
Level Il 3
PROCESS FOR QUALIFYING FOR LEVEL II TREATMENTS 3
PLAN DEVELOPMENT 443
PROJECT FUNDING 4
PROJECT DESIGN AND CONSTRUCTION 554
EVALUATION 5
REMOVAL 5
RE -ENROLLMENT 5
APPENDICES
APPENDIX A: DEFINITIONS OF TYPES OF STREETS
APPENDIX B: LEVEL I POSSIBLE TREATMENTS
APPENDIX CB: PRIORITY RANKING WORKSHEET
4
Introduction
Traffic conditions on residential streets greatly affect neighborhood livability. Speeding and
unnecessary through -traffic in neighborhoods create safety hazards on residential streets. The City
of Tukwila Public Works Department has developed a Neighborhood Traffic Calming Program
(NTCP) to guide City staff and inform residents about the procedures for implementing traffic
calming on residential streets and collector streets.
The NTCP is designed for local residential streets and collector arterials only. The NTCP does
not apply to local or arterial streets in commercial areas or to streets classified as principal or minor
arterials.
As defined by the Institute of Transportation Engineers (ITE), traffic calming is the application of
measures which can be taken which reduces the negative effects of motor vehicle use, alters driver
behavior and improves conditions for non -motorized street users. The City's NTCP outlines a
process for staff and residents to carry out a traffic calming program. It provides a way to
objectively prioritize traffic calming requests. These procedures incorporate prioritization,
planning, evaluation, implementation, and maintenance of the traffic -calming devices in
residential areas. It also combines the four E's — Education, Engineering, Enforcement and
Emergency Services.
Objectives
The primary goal of the City's NTCP is to improve the livability of the local streets and residential
collectors. The City has identified the following objectives:
• Provide alternative solutions to reduce vehicular speeds and accidents on residential streets.
• Endorse safe and pleasant conditions for motorists, bicyclists, pedestrians, and residents of
neighborhood streets.
• Provide a means for a collaborative working relationship between City staff and
neighborhood residents in development of traffic calming measures.
• Discourage use of residential streets for cut -through vehicular traffic.
Process Steps
Initiating a Request
Request for traffic calming assistance can come from a resident's association or from concerned
individuals. Requests can be made in writing by clearly stating the problem and location,
accompanied with completed application which is provided by the City. The request can be made
by either mailing or emailing the request to the Public Works Department. The request must
include a contact name, address, phone number and email.
1
5
Staff will then acknowledge the completed application in writing to the resident's association or
to the contact person listed in the application. An application fee could be implemented in the
future to offset some of the costs involved.
Preliminary Evaluation
Each street in the community is a part of the larger roadway network that connects residents to
each other, work, schools, goods, services and the countless destinations to which drivers and
pedestrians travel daily. Common issues within neighborhoods include speeding, traffic volumes,
and the utilization of neighborhood streets as a cut -through route, among others. In order to ensure
that traffic calming concerns are addressed in an equitable manner, staff must assess the situation
by reviewing the request and determining if the area qualifies for treatment using set criteria. The
primary purpose of a preliminary evaluation is to determine whether the speeding or accident
situation is significant enough to warrant further study. At this stage, staff collects data to analyze
it to determine whether:
• The roadway is eligible for traffic calming treatment.
o Only residential streets classified as collector arterial or local access are eligible.
• City recorded data supports the problem identified in the application.
o Speeding: Traffic counts are taken to determine if 15% of the motorists travel at 5
mph or more above the posted speed limit. This is also referred to as the 85th
percentile speed being at or above 5 mph over the speed limit.
o Volume: Traffic counts also collect the number of daily vehicles on a street. This
information is used to determine the best type of solution and is used to rank project
priorities.
o Traffic Accidents: The number of accidents for over a three-year period is collected
and studied.
The Public Works Director may electhas the
outside of the NTCP process.
:o address an safety_issues discovered
If the analysis confirms that a traffic problem exists based upon the above criteria, the Public
Works Department will conduct a traffic calming study as explained in the following sections and
staff calculates the priority score for the street segment using the Priority Worksheet in Appendix
C.
A written response back to the contact person with the findings of the preliminary evaluation is
generally provided within 60 calendar days of the request.
Solution Alternatives
The solution alternatives are defined into three levels.
2
6
No Action
After data collection and analysis is complete, any location not meeting the above criteria will be
determined to not be eligible for any NTCP assistance. Staff will infolrii the applicant in writing
that their request does not meet the City criteria for action and the request will be closed.
Level I
The first level improvement for traffic calming that should be considered are passive traffic control
treatments, known as Level I. Level I improvements are less restrictive measures, and do not
require a 1 borl cad vote of the affected property ownels. The improvements used in Level I
include: trimming bushes to allow better sight distance; pavement markings and striping; increased
police enforcement; traffic speed display signs; neighborhood awareness campaigns; and
education. This reduces the need for installing physical devices on every local street.
If a marked crosswalk is recommended for installation where ADA-compliant ramps do not
currently exist, the improvement will be automatically treated as a Level II solution.
Level II
Level II improvements should be considered only after Level I treatments have been in place for
a minimum of 6 months and data collection and analysis indicate the problem(s) has not been
resolved, or as determined by the Public Works Director. Level II improvements focus on physical
devices such as speed cushions, traffic circles, and chicanes to calm traffic. These solution
alternatives are much costlier than Level I and are generally peiinanent. Therefore, a more detailed
evaluation is required and approval by key departments and impacted area residents is required
before the implementation. The detailed evaluation includes as follows:
• The speed, volume and accident history collected during the preliminary evaluation.
• Collect new traffic speed and volume data and accident history for the past three
consecutive years.
• Other factors such as proximity to schools, parks and other pedestrian generators, lack of
sidewalks, accessibility, presence of bicycle facilities, and other roadway characteristics.
• Identify users of the affected streets.
• Identify traffic and major pedestrian generators, such as schools, parks and shopping
centers.
• Analyze street use with respect to street classification.
• Document any other relative factors.
Process for Qualifying for Level II Treatments
If the traffic problem(s) has not resolved with Level I treatments, an impact area is established by
staff tltet u�i�nbpdyu? :usets oi" the 'affected strc.JN;,......IdtntilYirg intuor traffic generators such as
schools wild h°r:5, ���vzi. n the icitittl street use with respect to roadway
.QasslitrN. ition and any
other The impact area includes the location requesting treatment as well as other
streets in the immediate area that could be impacted by Level II treatment installation.
3
7
Plan Development
Once an area has been selected for a traffic -calming project, steps need to be taken to determine
solutions. The applications are prioritized based on the scores. The highest-ranking applications
will be given priority in moving forward into Plan Development, as funding allows.
Since Level I solutions are simpler in scope, the solution formulation process can usually be
handled by staff. Public meetings are not usually required, although some type of public
communication is beneficial and recommended.
Level II improvements require a more comprehensive plan development due to the higher cost and
impact of the actions taken. A public meeting with all affected property owners may be held, as
determined by the Public Works Director. The initial public meeting will:
• Discuss the steps to develop a traffic -calming plan.
• Gather additional information regarding traffic problems and related neighborhood needs.
A ballot may \Noll be sent pi [(led to each property owner eirso n c virjo4a1
to vote to indicate support of the NTCP plan. The
implementation plan must receive at least 02/ approval of all property owners on the impacted
street in order to proceed. In addition to the community support, the approval of the following
public officials is required:
• City Police and Fire Departments
• City Council
Once the necessary level of support is documented, projects may be funded and constructed
according to their prioritization and as available staffing and budget permits.
In cases where a Level II request does not receive sufficient support, the project is dropped from
the list and the next highest ranked project can go through the same process. Residents in an area
where a project has been dropped are able to resubmit their request for the following program year.
Project Funding
The number of traffic -calming projects undertaken each year depends on the City's budget and
staffing availability. W he Citv 'o unicnl �.... << n�sj1. and Intl n finny tnt - �nr successor)
Cot will be kLpb o'the status of -. NI (P's progress and LrxpL ditur bou_ut
OTl e3 la ulaI basis
In some cases, landscaping, maintenance and necessary easement dedication may be the
responsibility of the residents or the homeowner's association. If this is the case, an agreement
must be signed between the City and residents before the project is implemented.
4
8
Project Design and Construction
Once traffic -calming treatments have been determined, the City's staff or a consultant develops
the detailed plan, based on the study and the residents' input. The traffic calming device will be
installed.
In some situations, a test installation may be warranted to assure that the device is both effective
and truly desired by the community. In this case, within three to twelve months after installation,
staff evaluates how well the test installation performed in terms of the defined problems.
Evaluation
An evaluation shall be conducted between six months to one year after the implementation of any
permanent traffic calming devices. Speed, volume and collision data is collected and compared
with the data collected before the installation of the traffic -calming device. The data collection
should be done at approximately the same time of year as the original data collection.
may be submitted to m : ' or remove the traffic
the traffic calming device(s), they must also pay the cost of removal and fixing the roadway to the
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Appendices
10
Appendix A: Definitions of types of streets
The City's Transportation Element of the Comprehensive Plan defines the street functional
classifications. For the sake of this program, only residential local streets and collector arterials
are eligible for NTCP treatments. Streets in commercial areas or which are classified as principal
or minor arterials are not eligible for treatments under this program. Traffic calming on principal
and minor arterials is very different than on residential streets, requiring substantial design,
permitting, environmental approval, and budget in order to construct. These calming projects are
developed into standalone capital improvement projects.
Local streets (typical speed limit 25 mph) serve local circulation needs for motor vehicles,
bicycles, and pedestrian traffic and provide access to residences and some businesses. Local
streets are not intended to carry significant volumes of through traffic. Sixty to 80 percent of
the roadway network is considered local streets.
Collector arterials (typical speed limit 30-35 mph) are typically streets that provide access
between local service streets or from local streets to thorough -fares. Collectors often carry
some through traffic. Collectors in residential areas are eligible for NTCP treatments whereas
collectors in commercial areas are not. Five to 10 percent of the roadway network is classified
as collector arterials.
Minor arterials (typical speed limit 30-40 mph) are streets which are typically wider and
may have more lanes than collectors which connect the smaller arterial streets to destinations
or to the regional roadway network. Minor arterials carry a large percentage of through traffic
as well as traffic from the local area. Ten to 20 percent of the streets in network are minor
arterials.
Principal arterials (typical speed limit 35-50 mph) are major streets and highways that
provide regional connections between major destinations. Speeds are higher, access and
traffic control favors providing fast and smooth movement on the arterial over the lower
classified streets. Five to 10 percent of a roadway network is classified as principal arterials.
11
Roadway Classification
.�..: Freeway
Principal
Miner
Collector
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NOT TO SCALE
ROADWAY CLASSIFICATION
12
_Appendix B: Level I Possible Treatments
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13
Appendix CB: Priority Ranking Worksheet
Location:
Date:
Staff Name:
egt)ry
Accidents:
Five points for each recorded accident over the past three years. Three
additional points will be added for each accident with a recorded injury.
Data
Score
Volume:
Average weekday traffic volume divided by 100, rounded up to the
nearest whole number. Maximum of 7 points possible.
Speed:
Five points for every mph greater than 5mph above the posted speed or
(85th percentile speed - posted speed limit - 5) x 5 points.
Sidewalks:
Five points if there is not a continuous sidewalk on one side of
residential streets or both sides of collectors.
Pedestrian Generators:
Five points for every K-12 school on and 2 points for school property
within 500 ft of the subject street. Three points for other major
pedestrian generator on the subject street. Major pedestrian generators
may include parks, community centers, senior housing, or other uses
with significant pedestrian traffic.
Total Points:
14
TO:
City of Tukwila
Allan Ekberg, Mayor
INFORMATIONAL MEMORANDUM
Transportation and Infrastructure Committee
Community Development and Neighborhoods Committee
FROM: Jack Pace, Community Development Director
BY: Minnie Dhaliwal, Planning Supervisor
CC: Mayor Ekberg
DATE: November 30, 2018
SUBJECT: Policy options regarding Sound Transit
ISSUE
Staff has identified several issues related to Sound Transit facilities and anticipated service
within the City. This memo provides the City Council members with potential options to address
the City's concerns in a manner that benefits Tukwila residents and businesses.
BACKGROUND
Tukwila currently has two operational stations: Tukwila International Boulevard Station (TIBS)
and Tukwila Commuter Rail Station. The Sound Transit 3 (ST3) Plan that was approved by
voters in 2016 includes another Light Rail Station near Boeing Access Road and a I-405 Bus
Rapid Transit (BRT) station at TIBS.
DISCUSSION
Link Light Rail
Tukwila City Council entered into a Development Agreement with Sound Transit for
development of Light Rail in 2004. Also, the Council approved the Unclassified Use Permit
(UUP) for the Link Light Rail in 2004. This approval required three years of noise and vibration
monitoring and testing by Sound Transit. Also, prior to the UUP the Director of Community
Development issued the Parking Determination in 2004, which included detailed conditions
related to parking usage, monitoring, and increasing parking supply based on demand.
Sound Transit conducted the first year noise testing in 2009 and the measurements identified
several locations with noise or vibrations levels exceeding the Federal Transit Administration's
(FTA) criteria. In 2011, the Dispute Resolution Settlement Agreement was entered between the
City and Sound Transit addressing the noise and parking issues. The requirements for the noise
and vibration monitoring and reporting to the City as stipulated by the Settlement Agreement
have been met. The conditions of the Settlement Agreement related to parking are not being
met.
In addition to the parking concerns the Tukwila Police Department has expressed that security
and safety concerns have not been resolved. There are concerns about additional calls for
service: In 2017, the Tukwila Police Department responded to 337 calls for service at the Light
Rail Station, averaging 28 calls for service per month. There are consistently large groups
loitering on the property. Illegal parking has resulted in the blocking of streets and driveways in
the vicinity particularly during Sounders, Mariners and Seahawks games. Issues related to
access to camera feeds and the camera system at the station continue. Additionally, there are
issues related to inadequate access to restrooms by the public due to implementation of the
token system.
15
INFORMATIONAL MEMO
Page 2
The Development Agreement sets forth the steps to follow in order to resolve disputes such as
these. The City has not initiated the dispute resolution process.
1-405 Bus Rapid Transit
The Sound Transit 3 (ST3) Plan was approved by voters in 2016 to expand the regional mass
transit system with new light rail, bus rapid transit and commuter rail stations. The 1-405 Bus
Rapid Transit (BRT) will serve communities from Burien to Lynnwood. The 1-405 BRT project
includes new parking facilities in Renton and Kirkland; a new bus fleet and new maintenance
facility near Bothell. Bus service will run every 10 minutes during peak hours and every 15
minutes during off-peak hours, providing up to 19 hours of service Monday- Saturday and up to
17 hours on Sunday.
In Tukwila, a BRT station is planned at Tukwila International Boulevard Link Light Rail station
(TIBS). ST3 Representative Project anticipated locating the BRT station within the TIBS site. As
part of level one evaluation of options Sound Transit is considering an alternate option of
locating a new BRT station along SR 518 with a pedestrian bridge to the TIBS. Sound Transit
anticipates significant reduction in the travel time under this option. The new BRT service will
bring additional riders to the TIB station and may bring additional bus service on site to connect
to the BRT service. Both of those factors will bring generate additional trips to and through the
facility.
Sound Transit envisions starting the BRT service by 2024 with project refinements and Sound
Transit Board approval of refinements in the first quarter of 2019. See Attachment B for the list
of stops planned between Burien and Lynnwood and the overall project schedule. Staff had
asked Sound Transit to consider a stop, possibly at the Commuter Rail Station, to connect BRT
with the growing residential and employment base in the Southcenter area and other modes of
transit. Southcenter is a designated Urban Center by King County and the Puget Sound
Regional Council and as such should be served by high capacity transit. Sound Transit staff has
indicated that since it was not in the list of ST3 representative projects the scope of the BRT
route does not include a stop at the Tukwila Commuter Rail Station. An interagency group
comprising of staff from various cities along the route has been meeting on a monthly basis.
Also, a quarterly meeting of the elected members from various cities has been held a few times.
Additionally, Sound Transit solicited public comments via an online open house.
Some issues for Tukwila to consider are what are desired changes to the TIB station given the
community's goals for the area - what impacts to parking and access should be addressed,
should the City push for a transit oriented development (TOD) at the station, and what public
process to use for changes to the TIBS station since the original design was approved as part of
the UUP permit by Tukwila City Council.
City's Vision for the TIB Station
Tukwila's Comprehensive Plan envisions a transit -oriented development (TOD) node around
Tukwila International Station with a mix of mid to high rise office, multifamily residential and
hospitality uses with structured parking that builds on the momentum of the Tukwila
International Boulevard Station's proximity to SeaTac Airport (see Attachment C for
Comprehensive Plan goals and policies). Another implementation policy of the Comprehensive
Plan is to optimize opportunities for transit -supportive redevelopment in and around the station
by partnering with the City of SeaTac and Sound Transit. Also, the City of Tukwila is a signatory
to the Growing Transit Communities a region wide coalition of businesses, developers, local
governments, transit agencies and nonprofit organizations to encourage high quality, equitable
development around rapid transit and work towards implementing VISION 2040's growth
strategy.
16
INFORMATIONAL MEMO
Page 3
Congress for New Urbanism Workshop — TOD design ideas for TIB station
As part of the Congress for New Urbanism (CNU) workshop to implement the City's vision for
the TIB area in 2017, Sound Transit TOD and CNU staff explored design ideas that included
redeveloping the park and ride lot into a higher -density mix of transit -supportive uses including
housing, commercial, and office, while providing the same amount of parking but in a structure
rather than at surface level. See Attachment D for illustrations of some design ideas for the TIB
station showing a new parking deck that adds capacity for new development on the parking lot
and infill on the lot north of Southcenter Boulevard. This redevelopment could address the issue
of safety in the station lots by providing 24-hour presence with apartments, offices and
commercial uses.
Commuter Rail Station on Longacres Way
The conditions of approval of the Parking Determination for the Commuter Rail station are not
being met. The parking demand exceeds the parking supply.
Community Connections: pilot project by Metro
Metro started working with Tukwila in Fall of 2018 on a Community Connections project to
develop innovative and cost-efficient transportation solutions in areas of Tukwila not well
connected to frequent transit. The program aims to develop, test, and evaluate new
transportation services with the help of a group of Tukwila resident stakeholders and community
partners. New transportation services implemented as part of the project are intended to take
advantage of innovative ideas, unique partnerships, or emerging technology to meet the
community's first- and last -mile transportation needs.
POLICY OPTIONS
1. Tukwila International Boulevard Station
If Sound Transit selects to locate the Tukwila 1-405 BRT station within the TIBS site, then the
policy options for Tukwila are:
A) Enforce the Settlement Agreement for more parking; or
B) Redesign the station site and facilitate transit -oriented development on the current
station site
Option A involves increasing parking capacity at the station site, which may not solve the
parking woes for Tukwila residents. Given its stature as a regional parking facility, parking
availability for Tukwila residents would not change even if significant parking capacity is added.
Under Option B there is an opportunity to implement the community's vision:
• potential TOD development on the north lot and possibly part of the south lot;
• redesign the bus transfer area to accommodate the increase in buses in the future to
reflect that TIBS is a multi -modal transit hub;
• improve bicycle and pedestrian access to station from surrounding community and
address operational issues.
Additionally, Option B (TOD option), could include working with Metro and Sound Transit to
establish a permanent solution similar to the Community Connectors pilot project to increase
access for Tukwila residents and businesses to the station without having to drive to the station.
Alternately, if Sound Transit selects to locate the new BRT station on the freeway (SR 518) with
a pedestrian bridge to the TIBS, the opportunity for transit -oriented development will likely be on
the properties that lie on the south side of SR 518.
17
INFORMATIONAL MEMO
Page 4
2. Advocate for advancing opening of Boeing Access Road Infill Station
As part of ST3 passage another station is planned near Boeing Access Road in Tukwila. There
are some development projects in the pipeline around Boeing Access Road. The current
schedule shows this station opening in 2031. The City needs to determine if Tukwila should be
doing advance planning for the location of the station and advocating for advancing the opening
date. Also, there may be an opportunity to work with Metro to plan the station as a future transit
center for express busses that currently serve downtown Seattle.
3. Parking at Commuter Rail Station
Require more parking at the Tukwila Commuter Rail Station; or explore a partnership with
Sound Transit to further the Strander Boulevard extension project; possibly get future BRT stop
to connect the Southcenter area; extend Community Connections program to this station; and/or
get pedestrian improvements.
FINANCIAL IMPACT
n/a
RECOMMENDATION
Discussion only
ATTACHMENTS
A. Dispute Resolution Settlement Agreement
B. 1-405 BRT list of stations, schedule, and TIBS station alternatives
C. TIB Comprehensive Plan Goals and Policies
D. CNU workshop illustration for TIBS
18
Attachment A
11-104
Council Approval N/A
Dispute Resolution Settlement Agreement Regarding Noise and Parking
Between
City of Tukwila, Washington
And
Sound Transit
(Reference City Contract Number 04-086)
The purpose of this Dispute Resolution Settlement Agreement is to cont.' ILI the
agreement between Sound Transit and City of Tukwila regarding the issues discussed
during the dispute resolution process initiated on November 9, 2010. Since the opening
of the light rail system in July 2009, issues have arisen between the City and Sound
Transit regarding noise and parking at the Tukwila International Boulevard Light Rail
Station (Tukwila Station).
Over the past few months, Sound Transit and the City have met in a good -faith
effort to resolve these disputes, as provided for in the Development and Transitway
Agreement executed between our two agencies in December 2004. We have reached a
mutually satisfactory resolution of the issues and both agencies remain committed to
working together in a collaborative manner to see that the commitments included in this
letter are completed in a timely and efficient manner.
To this end, the City and Sound Transit have agreed to settle the disputes as
follows, subject to necessary approvals:
Link Light Rail Noise Mitigation
A dispute arose following initial noise level readings in the First Year Noise and
Vibration Testing Results prepared by Michael Minor and Associates (dated December 9,
2009), which exceeded the FTA noise criteria in certain places along the Link Light Rail
route in Tukwila.
The resolution to this dispute is as follows:
1. Sound Transit is currently in compliance with the FTA noise criteria, and will
continue to comply with the FTA noise criteria throughout the City.
2. Sound Transit will install approximately 2700 feet of Type I noise barrier in the
vicinity of the Duwamish River neighborhood area, replacing the existing Type II
noise barrier. The existing Type 2 barriers in three other locations will remain.
3. Sound Transit will mitigate and maintain noise levels at all other locations along
the alit+ ent with measures that may include continued use of Type 2 noise
barriers, rail grinding, track lubricators, residential sound insulation, or other
measures as determined by Sound Transit to be necessary and effective.
4. Sound Transit will prepare a supplement to the 2010 noise report required under
the Unclassified Use Permit addressing the proposed mitigation; a schedule for
installing the Type 1 barriers, reasoning for proposing Type 1 barriers as
mitigation in the Duwamish River neighborhood area; durability of Type 2 noise
of
ir *
'
1
19
barriers; maintenance and/or replacement requirements for the Type 2 noise
barriers; and commitment and schedule for monitoring. The supplement to the
noise report will be submitted to the City within 30 days of the effective date of
this Agreement.
5. The goal of the Parties is to maintain and monitor noise mitigation as necessary,
and to sunset the monitoring requirement within two years following completion
and submission of the 2011 Wheel -Rail Noise Study to the City, as contemplated
by the original UUP noise condition, unless the Parties mutually agree to an
extension. In 2011, the City will perform a review of the 2010 noise report and
supplement including field measurements of noise and vibration. Sound Transit
will not submit a 2011 noise and vibration report but will submit a 2012 report
following installation of the Type 1 barrier, and will submit a 2013 final report.
Sound Transit will develop and implement a long-term noise maintenance and
monitoring program based on recommendations in the 2011 Wheel -Rail Noise
Study, authorized by the Sound Transit Board on March 10, 2011. Sound Transit
will share the monitoring results with the City at various intervals, as
recommended in the study.
6. The City will review the supplement to the 2010 noise report, for compliance with
the original UUP noise condition. Any permit applications and nighttime noise
variance application required for installation of the Type 1 noise mitigation will
be reviewed administratively and concurrently. A public works permit (long term
type D) will be required for installation of the Type 1 barriers, but a building
permit is not required. There will be a public informational meeting and comment
period for the above -mentioned actions and the City will issue its decisions in a
timely manner. The City's decisions may be appealed to the City Hearing
Examiner.
Tukwila International Boulevard Light Rail Station Parking
A dispute arose regarding the need for additional parking at the Tukwila Station,
consistent with the City's 2004 Parking Determination.
The resolution to this dispute is as follows:
1. Conditions have changed since the 24. Parking Determination was issued by the
City. Sound Transit's long-tem strategy is to extend light rail to South 200th
Street on an accelerated schedule, subject to Sound Transit Board approval
anticipated in July 2011, where 600 to 1050 additional parking stalls are currently
planned. It is anticipated that the South 200th and University Link projects will be
completed in 2016 when passenger service will commence. It is further
anticipated that the addition of parking spaces south of the Tukwila Station, will
provide an attractive alternative for some of the current users of Tukwila Station
parking.
2
20
2. Sound Transit shall provide the Airport Link Extension Parking Demand Study to
the City within 30 days of the effective date of this Agreement.
3. Sound Transit shall continue to monitor on -site and off -site Link Light Rail
related parking utilization, and implement measures to help mitigate significant
hide & ride parking should it occur as required by the 2004 Parking
Determination.
4. Following a twelve month period of operation of the South 200th and University
Link projects (2017), during which service levels and ridership are expected to
normalize, Sound Transit will prepare and submit to the City a parking study for
the Tukwila Station based on a mutually agreed upon scope of work. No other
parking studies will be required until this time except the scope of work shall be
submitted as part of the Parking Determination amendment request referenced in
paragraph 6 below.
5. The City shall defer the requirements of the July 1, 2004 Parking Detemunation,
including the requirement to provide additional parking at the Tukwila Station,
until December 31, 2017, provided Sound Transit es measurable progress to
accelerate the extension to South 200th. The measurable progress shall include
obtaining Sound Transit Board approval; obtaining all required permits from the
City of SeaTac; and awarding the contract for construction so that additional
parking is constructed prior to University Link opening.
6. Sound Transit and the City will work together in good faith to identify potential
revisions to the 2004 Parking Determination consistent with this Agreement and
Sound Transit will request amendments to the 2004 Parking Determination,
together with all supportive documents before December 31, 2012. This will be
processed as a Type II Decision pursuant to the City's Land Use Code.
The parties have executed this Agreement as of the last date indicated below. This
Agreement shall become effective subject to approval by the Sound Transit Board.
SOUND TRANSIT
CITY OF TUKWILA
By
ly , By
Joan CEO 2011
Steve Lancaster, City Administrator
Date: July iq, 2011
3 21
t"rvi' onneo lona t;
�tharein
h a'rand;
anal l w r h ,con ectton b ht
ente r'
Project Schedule
'Construction molt ;rt tyw!
Construction ,,t %sans't tunsrnt»v'n='y
1•
And NI q.urr4p9stmtd day yq' .
ur -We {qs 2'D 4
22
9/11/2018
• BRT station in Tukwila
International Boulevard
Station (TCBS)
• BRT station as flyer stop in
SR 518 right-of-way with
pedestrian bridge
• Coordination of design with
WSDOT and local partners
Tukwila • •
• BRT remains on SR 518 Up
to 7 minutes westbound and
up to 9 eastbound
• Travel time savings for
riders, riders boarding and
alighting at station, and
operating costs
Pedestrian walk time from
BRT station to light rail
mezzanine platform is 2.5
minutes
2318
TUKWILA COMPREHENSIVE PLAN
recorded during a series of City -sponsored "Community Conversations" with residents. The Tukwila
City Council and Planning Commission then met in joint work sessions to review community input
and discuss their ideas for the future ofthe T|BDistrict. Out ofthis, anew vision for the T|BDistrict
was crafted:
The vision for the Tukwila International Boulevard District /s an area that ba
complete neighborhood with a thriving, multicultural residential and business
community with vibyDOtp/O[es to live, work, shop, and play for everyone.
The District /5Osafe and walkable destination with ODauthentic, main street
character that /sconnected tmother destinations. There /sonemphasis nn
self-sustaining, liVingvYag2ennp/oynneOtOppDybUO/t/es within the District.
CO MUNUTY VISION FOR THE FUTURE
The vision isaT|8 District that isa"complete neighborhood" with places to live,work, shop and
play. The area isanenjoyable, afhon]ab|eandpnzspeoouscVrnnnunityvvithaposidveresidentand
business -friendly image. The District has a distinctive identity and character that is different from
other neighborhoods and retail areas in the City. This includes many businesses in the corridor that
are immigrant -owned and provide retail and commercial services toa diverse customer base. This
diversity remains anasset tothe neighborhood, the City and the region.
lOBis known more for its community focus and less 8sdthoroughfare. |ti5safe and walkable, with an
authentic main street character. |tembraces its international flavor and draws visitors tOits unique
collection Ofrestaurants, arts and shopping experiences. The T|Bneighborhood iswell-connected tO
other local and regional destinations, with excellent access tOtransit, highways and Se[Ua[ai[pO[t.
Anetwork Ofsidewalks, trails and paths also connects tOnearby parks, schools, open spaces and
amenities. Local trolleys add another alternative way to get from the District to other parts of the
City for visiting, shopping or working.
New centers or "nodes" are emerging along the Boulevard, building upon opportunities that take
advantage of the light rail station and the proximity to the airport and an expanding mixed -use
development centered mnthe Tukwila Village project attheintersectionofSouthl44thandT0.
Office and commercial services at the light rail station are more regional -serving and higher density
than the neighborhood -focused development further north, but each development energizes the
other and they are linked via sidewalks and transit. Travelling away from the Boulevard, the more
urban -scaled buildings transition insize and design tobetter match the character Vfthe adjacent
single-family neighborhoods.
TVmxmLuCOMPREHENSIVE PLAN -OCTOaEn2V14
PAGE 8-5
25
an ,se
GOAL 8.7
The Tukwila International Boulevard District is a walkable
neighborhood with places to live, work, shop and play.
GOAL 8.2
At key locations on TIB, there are well -designed, pedestrian -oriented
mixed -use centers or "nodes" with distinct character.
POLICIES
821 Continue to focus redevelopment efforts on carefully chosen "nodes" of more intensive
development along TIB to maximize the impact of the City's investments, create
momentum, and foster faith in the vision for the TIB district.
POLICIES VILLAGE NO E
A SOUTH 14 TH AND TIB
Designate this area for an attractive, walkable,
locally -oriented mix of uses, including multifamily
residential, neighborhood -serving retail and
services, restaurants, civic and social gathering
spaces, and other people -intensive and customer -
oriented activities that build on the momentum
from the Tukwila Village project.
8:223 Generate high levels of foot traffic vital to the
success of the node by attracting an "anchor"that
draws customers and allows them to park once and
walk to adjacent retail.
Figure 3. TIB District "Node Concept"
TUKWILA COMPREHENSIVE PLAN - OCTOBER 2014
PAGE 8-9
26
Village Node
Transit -Oriented Development Node
OLICIES —TRANSIT-°OIRIENTEDEVELOPMENT
(TOE') NODE AT TUKWILA IN'TENATIOr`iAL
OULEVAI;:D STATION
.2 A Designate this area for a more intensive,
transit -oriented mix of mid- to high-rise office,
multifamily residential and hospitality uses and
services, with structured parking that builds
on the momentum of the Tukwila International
Boulevard Station's proximity to SeaTac Airport
and generates jobs for the community.
Identify and promote an "identity"for the area
around the Tukwila International Boulevard
Station that is distinct from other stations along
the LINK light rail alignment.
Optimize opportunities for transit -supportive
redevelopment in and around the station by
partnering with the City of SeaTac and Sound
Transit to shape TOD policies and practices in the
master plan.
POLICIES — VILLAGE AND TOD NO II'lI ES
8.2 's
Ensure that the master plans for the Tukwila
Village and TOD nodes encourage and incentivize
the redevelopment of large parcels, promote
assembly of smaller parcels, and identify
opportunities for shared parking, pedestrian
linkages, and subregional infrastructure needs,
such as surface water and recreation.
Focus master planning for the nodes on non -
auto -oriented uses. Emphasize good pedestrian
experiences and connections to nearby
residential areas, businesses and amenities.
Ensure that the Zoning Code and design
guidelines support the types of development
envisioned in the nodes.
TUKWILA COMPREHENSIVE PLAN - OCTOBER 2014
PAGE 8-10
27
Implementation Strategies
�11age Node
Develop d master plan for the Village Node area.
|Dthe interim before Omaster plan i5prepared, revise the boundaries for the Urban Renewal
Overlay /UR{l\District, and amend the UR[)District development regulations tOfacilitate the
types and forms Ofdevelopment envisioned b«the Village Node concept, including:
�- Explore implementing dDincentive system for OO
increased height allowance.
' Relax the standard of7596ofrequired parking tobe
provided in an enclosed structure; consider l:l or 3:1
surfnce-to-encl052dparking ratios with dstreet wall
on7596ufthe pa/cel'sfrontage.
�
Explore options for atraditional anchor (s.g,agrocery
store), as well as the potential for attracting or facilitating
Onunconventional anchor, (i.e,dninternational market
in3form similar toPike Place MB[ket),that builds 0D
the existing character 0fthe District, supports fledgling
retailers, and generates foot traffic for adjacent uses.
UNCONVENTIONAL ANCHORS
Unconventional anchors are being
developed across the U.S -Melrose
Market inSeattle, Grand Central
Market inLos Angeles, Reading
Terminal Market in Philadelphia,
and Union Market in Washington,
D.C. Many ofthese are housed in
epu,posedolder buildings, such
asauto repair shops, and feature a
mix ofindependent food purveyors,
local brewers and roasters, specialty
grocers, ethnic eateries and markets,
food carts, food trucks, artists and
communal tables.
Develop 3master plan for the TO[}Node area.
Promote the development potential of locations near the Tukwila International Boulevard Station
asonly "one stop away from the airport�
In the interim before a master plan is prepared for the TOD Node, define and establish a TOD
Node overlay zone within one-half mile walking distance of the Tukwila International Boulevard
Station. However, this overlay should not include areas east of 42nd Avenue South, except
those parcels currently zoned for higher density along Southcenter Boulevard. (SOundTiansit's
definition fnrTO[)states, "TOO isgenerally focused on land within approximately one-half mile,
or 10-20 minute walk, of a transit facility and along corridors that provide key connections to
the regional systern.") Consider amending the development regulations <oallow anincrease
inheight and density in the area to the north of SR 518, similar to that already permitted to the
south (10 stories), to attract jobs and commercial redevelopment. Ensure the preservation of
existing single-family neighborhoods.
Consider the recommendations of the Right Size Parking Study prepared for the Tukwila
International Boulevard Station area when determining parking requirements.
TVmxmLuCOMPREHENSIVE PLAN -OCTOBEmoO14
PAGE 8-11
28
REDUCING CRIME
AND IMPROVING SAFETY
|nthe T|Barea, actions bvthe Tukwila
Po|imeDepartment-suchasbicyc|e
patrols, the installation ofvideo
cameras, and the implementation nfa
neighbnrhoodvesourcecenter-have
resulted indecreased crime. With the 2Ol3
seizure ofthree motels along T|8that
were the site for illegal activity, the Police
Department notes that one year later,
crime has dropped ]OY6onT|B,violent
crime has declined 4096,and there has
been a3096decrease incalls for service.
Reducing crime, enforcing building health
and safety codes, and improving the
District's appearance are key goals for the
T|Barea. The Roles and Responsibilities
Element contains general goals, policies
and implementation measures calling for
creating apositive social environment,
and reducing and preventing crime to
create asense ofsafety and security. Goal
8.9and the related policy inthis section
provide additional direction specific tothe
TIB District.
����0��
"������°9
The TIB District is one of the safestplaces in South King County.
POLICIES
8'9.1 Continue working with Sound Transit ODreducing
crime atthe Tukwila International Boulevard
Station.
ic ~ d Drive, te ^ tam
Public and private investment in the TIB District has sparked
additional project ond business success and increased the
overall pace of redevelopment.
POLICIES
.3O.l Invest public funds iOthe infrastructure and public
amenities necessary tOcatalyze private investment,
stimulate the location 0fbusinesses and housing,
and create an attractive neighborhood.
8,10.2, Invest public funds strategically tOacquire
and assemble substandard parcels, to remove
blighted uses, o/make current land holdings more
developable.
Continue tOform public/private partnerships, and
leverage private investment through development
agreements and incentives.
Consider using City funding and City -owned
property tooffset development costs ofmarket rate
housing in"pionee/ing^residential ormixed-use
TVmmoLA COMPREHENSIVE PLAN -OCrOWEBuo14
PAGE 8-26
29
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31