Loading...
HomeMy WebLinkAboutTIC 2020-04-06 Item 2E - Discussion - Tukwila International Boulevard Rechannelization Alternatives ReportCity of Tukwila Allan Ekberg, Mayor INFORMATIONAL MEMORANDUM TO: Planning & Economic Development and Transportation & Infrastructure Committees FROM: Jack Pace, DCD Director & Henry Hash, PW Director BY: Lynn Miranda, Planning Supervisor and Cyndy Knighton, Senior Program Manager CC: Mayor Ekberg DATE: March 13, 2020 SUBJECT: Tukwila International Blvd (TIB) Rechannelization Alternatives Report ISSUE Update the Planning and Economic Development Committee (PED) on the City's progress towards implementing the goals and policies of the Tukwila International Boulevard (TIB) Element of the Comprehensive Plan, focusing on the rechannelization design alternatives for TIB. This alternative will be used as the basis for the draft zoning code revisions needed to implement the community's vision for the TIB District and improve safety for all users. BACKGROUND In 2015, Council adopted goals and policies in the TIB Element of the Tukwila Comprehensive Plan, calling for a transformation of the neighborhood into a walkable, safe, and attractive destination with TIB as a "main street." The following is a summary of actions taken to date on implementing the Plan. A more complete workprogram/timeline of work done to date can be found in Attachment A. Improving Safety The City has adopted and implemented several Capital Improvement Projects (CIP) over the years to improve safety along Tukwila International Boulevard, from the initial major CIP to create the Boulevard with sidewalks and improved pedestrian crossings to the addition of new Rectangular Rapid -Flashing Beacons (RFRB) for pedestrian crossings. The 2017-2018 Adopted CIP included pedestrian safety improvements on S. 140th to include a new traffic light. When the City was unsuccessful in securing grants for this project, the City in 2018 adopted a plan for the two RFRB crossings near S. 141st, which were added in the 2019-2020 Adopted CIP. There are currently two other RFRB crossings at S. 143rd and S. 151'. Additional RRFB's are being recommended to the S. 1401h Traffic Light CIP in partnership with the City's traffic calming program The City also implemented significant pedestrian safety improvements in 2018 on S. 1441h between 42 d Ave S. and TIB, including new sidewalks and a pedestrian crossing as part of Tukwila Village. In 2005, speed limits were lowered from 40 to 35 miles per hour (mph) when the City took over jurisdiction of the roadway from the state in 2004. 2017 In February, the City and Congress for New Urbanism (CNU) kickstarted implementation of the Comprehensive Plan with a community workshop. In May, CNU briefed the City Council on their recommendations for implementing the City's adopted goals and policies for the TIB neighborhood. The two recommendations were to: 1) reduce the number of through -lanes on TIB and replace with on -street parking and bicycle lanes to provide parking for adjacent businesses and improve safety for all users, and; 2) re*e the zoning regulations for new development as the current zoning code regulations were adopted prior to the 2015 Comprehensive Plan update and allow new land uses and development patterns that are inconsistent with the walkable vision for TIB (Attachment B). Regarding a reduction in lanes on TIB, the CNU report stated that "Traffic studies must be done in advance of this work, but a schematic plan was developed during the workshop" and recommended that "To build a robust main street environment, pedestrians must be able to easily cross the street to access shops on the other side. In addition to crosswalks, new RRFB's are recommended." One of these CNU recommended RRFB's was on S. 1415t St, which was implemented by the City in 2019. Staff discussed with Council the critical role of on -street parking on TIB in setting the main street character. The zoning regulations for development behind the sidewalk depend on the roadway design - with on -street parking, development regulations can be revised to require storefronts oriented to the streets without a setback, parking lots or garages located behind the buildings, and minimal driveway accesses to interrupt the pedestrian. In addition, the presence of features such as on -street parking and small building setbacks achieve an increase in safety benefits for all users as drivers travel at significantly slower speeds. Staff has also included a memo estimating the potential economic development benefits of allowing parking in the curb lane on a portion of TIB (see Attachment C). Council also adopted a 6-month moratorium prohibiting certain auto -oriented and lodging uses in the TIB study area. With the moratorium in place, future development or redevelopment would support the vision and prevent investment in uses that were likely not going to be allowed under the planned revisions to the zoning code. Renewal of the moratorium since 2017 has allowed staff time to draft new standards, design guidelines, and alternative TIB roadway designs. Land use and design consultants Placemakers were contracted to prepare updates to the zoning code, addressing allowable land uses, building heights and placement, and design guidelines for TIB. The Planning Commission and TIBAC reviewed preliminary Land Use Chart and Zoning Map amendments in Fall of 2017. These updates have been on hold awaiting analysis and decision on adding on -street parking and bicycle lanes (rechannelization) options for TIB. Fehr & Peers transportation consultants were contracted to prepare rechannelization design alternatives for TIB and have to date produced three reports studying the impacts of the proposed rechannelization on TIB. The first study (September 2017) looked at existing and future traffic conditions, identified rechannelization options, and analyzed potential traffic diversions on to adjacent streets. Very preliminary cost estimates for the alternatives and mitigation were also provided. This report was presented to the Transportation and Infrastructure Committee (TIC) in November 2017. The Committee did not arrive at a recommendation but directed staff to conduct additional analysis of traffic impacts on adjacent residential streets and possible mitigation measures. 2018 The Fehr & Peers study was updated in January 2018 with alternative design options for TIB. In September and October 2018 staff met with the TIC, the Community Development & Neighborhood (CDN) Committee and the Council of the Whole to provide an update on the TIB Rechannelization studies and the status of the TIB zoning code revisions. Council was presented with three options for moving forward: A. Complete the TIB zoning code changes with no changes to the configuration of TIB. B. Allocate time & resources to fully study the rechannelization traffic impacts. C. Option B, plus including a cost -benefit analysis of the roadway options and benefits to the community. 32 Council supported completing additional studies of traffic impacts and mitigation alternatives and allocated $100,000 for more detailed cost estimates of alternatives. Council recommended returning these items to CDN and TIC for further discussion. 2019 Fehr & Peers' prepared a third report building upon past analyses and Council direction. The most substantive modification to the report was a comparison of how well the alternatives achieve the community's land use and street design goals, including supporting the vision for a main street, improving pedestrian and vehicle safety, improving mobility, and minimizing local and regional impacts. A variety of design options were presented that have differing outcomes depending on the goal evaluated. In August, a number of Planning Commissioners and Councilmembers participated in a staff -led field trip to West Seattle, Lake City Way, Bothell and Kent to view the relationship between on -street parking options and adjacent building forms and placement. A summary is included in Attachment D. 2020 A final report was delivered by Fehr & Peers summarizing the planning process to date, the alternative rechannelization options for TIB including potential impacts, mitigation, cost and extent to which they achieve the goals for the TIB District (see Attachment E). The current moratorium on certain auto -oriented and lodging uses in the TIB district expires in July. The full set of development regulations and design guidelines implementing the TIB Vision in the Comprehensive Plan are anticipated to be completed by the end of the year (Attachment A). On March 2nd the Planning and Economic Development (PED) Committee requested the Planning Commission to review code amendments to formalize the prohibitions in the moratorium before its expiration and prior to the adoption of the full set of revised development regulations. Amending the code now would eliminate the need to extend the moratorium on these uses in July. The amendment would also serve as a placeholder for the full set of revisions to the development regulations. The Planning Commission will be considering these amendments at their April 23 meeting and forwarding their recommendation to Council. Four design alternatives were developed for TIB, differing in the number of through lanes, bicycle facilities, on -street parking configuration, traffic calming measures intended to mitigate the potential of traffic diverting on to neighborhood streets, and ability to implement the vision for TIB as a walkable "main street" and improve pedestrian safety. The report (Attachment E) is intended to help Tukwila elected officials and the community understand the relative costs, benefits and potential impacts of the design options for implementing the community vision for Tukwila International Boulevard (TIB) and the surrounding neighborhood. FINANCIAL IMPACT The four rechannelization alternatives evaluated in the attached report range in cost from $1.55M for the current adopted CIP of a traffic light on S. 140th and two new RFRB's on TIB to $5.95M for a 3-lane conversion from S. 139t" to S. 150t" with on -street parking, bike lanes, and mitigation measures in the neighborhoods. It should be noted that these projects can be designed and constructed in phases. Funding through various grants should also be explored. RECOMMENDATION Staff is requesting the PED Committee review and discuss the Summary of Design Alternatives Report t" (Attachment E) at two meetings— March 16and April 20t". The March meeting will focus on the planni, and transportation efforts to date and introduce the rechannelization alternatives. The subsequent meeting in April will focus on discussing the comparative aspects of each rechannelization alternative, including design, impacts and mitigation, ability to achieve the community's goals for TIB, and cost. The PED Committee can then determine how to move the report forward to a Council of the Whole meeting. Due to pedestrian safety needs on TIB, the Administration recommends implementation of Alternative 1 as a baseline. Part of this alternative, the signal at S 140t" Street, is in the City's Adopted CIP with proposed grant funding in 2021 and 2022. The three additional RFRB's between S 144t" Street and S 152nd Street would need to be added into the CIP. In addition, the Administration recommends proceeding with Alternative 2 (on -street parking during non -peak times) as funding is identified. Alternative 2, once implemented, provides the City an opportunity to analyze side street impacts, if any, as they occur, as well as implementing parking enforcement as necessary. The overriding concern with any traffic conversion on TIB is the potential impact to residential side streets, the additional traffic and slow -down to vehicle movement, and the costs for this conversion. Alternative 2 provides a phased -in approach to on -street parking options. This alternative can be more easily reversed with less cost involved than the Alternative 3 or 4 solutions, if necessary, Alternative 2 also provides an opportunity to analyze the impacts of on -street parking during non -peak times to determine if in the future Alternatives 3 and 4 become an option. ATTACHMENTS A. TIB Neighborhood Plan Workprogram B. Excerpt from Congress for New Urbanism (CNU) Legacy Project— Tukwila International Boulevard, 11 April 2017 C. Memo from Derek Speck on Economic Development Benefits of On -Street Parking, dated March 9, 2020 D. TIB As A Main Street Field Trip —Summary, July 2019 E. Tukwila International Boulevard: A Summary of the Design Alternatives Report 34 Attachment A Tukwila International Boulevard (TIB) Neighborhood Plan Work Program Work program — 2020 1st Q PED forwards zoning code changes prohibiting auto -oriented and hotel/motel uses to the Planning Commission for review and public hearing PED consider final TIB rechannelization evaluation report 2nd Q • PED Meeting #2 to consider final TIB rechannelization evaluation report and forwards to COW • Planning Commission hearing and recommendation on zoning code changes prohibiting auto - oriented and hotel/motel uses • PED considers Planning Commission recommendations re: zoning code revisions prohibiting auto -oriented and hotel/motel uses and forwards to COW • Council hearing and decision on zoning code changes prohibiting auto -oriented and hotel/motel uses • Council selects preliminary TIB rechannelization alternative — This date may change depending on PED/COW recommendation • Staff finalizes draft comprehensive set of TIB zoning code revisions (incorporating rechannelization alternative) and Design Manual guidelines for public review -This date may change depending on PED/COW recommendation • TIB zoning code revisions & design manual outreach to TIB area property owner, resident and development community - This date may change depending on PED/COW recommendation • Prepare Draft Environmental Checklist (SEPA) • Issue SEPA Determination 3rd Q or 4t" Q (depending on PED/COW recommendation) • City Council/Planning Commission joint work sessions on comprehensive set of TIB zoning code revisions and design manual guidelines. • Planning Commission and City Council public hearings, deliberation, and decision on TIB zoning code revisions and design manual. Products: • Comprehensive Plan Map Amendment Zoning Code and Map Amendments • TIB Design Manual • Environmental Checklist and Determination Work completed 2017 • CNU Legacy Workshop in Tukwila — February • CNU Final Report Presentation to City Council Meeting - May • Refined household and employment Yr. 2031 forecasts for TIB neighborhood for traffic analysis on the street modification • Selected a consultant for the SEPA analysis of the proposed TIB Plan • Contracted for additional transportation professional services on design standards for TIB neighborhood street standards 35 • Reviewed draft Land Use Chart and Zoning Map amendments with Planning Commission - August 24, 2017 • Council adopted a moratorium on certain uses in the TIB study area in September • Briefed TIBAC on above draft amendments — October 10, 2017 • Briefed Transportation and Infrastructure Committee (11/14/17) on traffic analysis and associated capital improvement costs and obtained direction for additional analysis • Reviewed consultant's draft street circulation improvements • Contracted for an update to the Tukwila International Boulevard Design Manual 2018 • Contracted for additional engineering services analyzing TIB on -street parking impacts and cost • Began creation and modification of alternative Zoning District boundaries and zoning standards based upon Planning Commission land use discussion, street designations and designs • Drafted new street cross -sections for TIB streets and a new circulation network based on CNU engineering consultant recommendations and anticipated land uses • Council extended moratorium on certain uses in the TIB study area in July and December. • Updated Council on current direction and schedule for implementing TIB zoning changes and possible TIB on -street parking options. Recommended further analysis of TIB on -street parking options. • Consultants delivered draft TIB zoning code revisions and draft of updated TIB Design Manual to staff • Circulated draft Zoning revisions for internal review • City unsuccessful with grant for Adopted CIP for S. 140th Street Traffic Signal pedestrian safety improvements • Council adopted revised CIP to include pedestrian safety improvements near S. 140th of two RFRB crossings 2019 • Contracted for additional TIB rechannelization and mitigation options. • Worked on revisions to the TIB Design Manual • City completed CIP project of two new RFRB crossings near S. 140th in April • Council renewed moratorium on certain uses in the TIB study area in May and December. • Planning Commission and City Council Field Trip to view on -street parking options 36 Attachment B Q W J 0 m J a z 0 Q z w W H z CNU LEGACY PROJECT 17 APRIL 2017 Implementing the Vision _4r, `i 1 �►�vN+ z-p�s o ra MA lQ (A �w a S�J11 A V E- S'3 l+ (A 4117 { Wt�M&" 37 TUKWILA CNU LEGACY PROJECT Boulevard Improvements The evolution of TIB into a walkable main street may begin with two im- mediate changes. The first is restriping the Boulevard from a five lane road into a three lane street. This includes the addition of new crosswalks and a protected bike lane (See page 32 for details). The second step is a change to the zoning ordinance to assure develop- ment will implement the vision. This change includes permitting greater diversity and capacity of uses while allowing incremental development in the short term (See page 42 for de- tails). i a O � ,O Q O � � a � °0 a un Image Credit. Andrew von Maur 38 30 31 IMPLEMENTATION Short term steps for implementation include re -striping the Boulevard and amending the zoning. RESTRIPING PLAN The initial step in the TIB evolution is pedestrian before using a crosswalk. a restriping plan for the Boulevard. The purpose of an RRFB is to increase Traffic studies must be done in ad- vehicle yielding at crosswalks. RRFBs vance of the work, but a schematic are attached to pedestrian crossing plan was developed during the work- warning signs, and are also accompa- shop, shown on the next pages. nied by piano key crosswalks and ad- vance yield makings. The beacons are Some parts of TIB have distances as usually solar powered, and flash us - great as 2,500' without a crosswalk. ing an irregular patten that is similar This distance provides a dangerous to emergency vehicle flashers on po- enviroment where residents cross lice vehicles. midblock with no protection. To build a robust main street environment, KEY pedestrians must be able to easily cross the street to access shops on Existing signal + crosswalk the other side. In addition to cross- walks, new RRFBs are recommended. 0 Existing RRFB A RRFB is an amber -colored flash- ing light (LED) that is activated by a Image Credit: City of Bloomington, Indiana TUKWILA CNU LEGACY PROJECT N S 137th St t S 1381h to J Q N Riverton D :, Crest fD Cemetery N y S 13E�In d1 � m N 32 °7 h 3, 40t S1 ur ti, a 6 = P N S N Q Cascade Viaw Pads 42nd Ave S C V) �J R S 146th St V; Riverton Heights �L to I O VJ Q G M Riverton Heights Post office S-15.4th-S t S 141st St S 142 nd St I 0 t S 144t1t St 0 �y J a N .r S 146[h 5 S 148th St a S 1501h St ® .Rd a S 152nd St H 0 a -SouthcentermBlvd-ONOOOOOOOOOOO / Link Lght S 154th Ln Rai4 TukwiW c5 InfI Blvd 0 C0 J s 1 �"471_0t< g xist' g Cr swalk (City of SeaTac, King County, BLM, ESRI, Garmin, USGS, EPA, USDA) 33 rq a '2 230 ff 310 R S 1501h St S 156th St 39 p➢ n�lnnq�aaao�oaoo® 9 a The plan to the right shows a change from 5 lanes to KEY 3 lanes beginning with S. 139th Street in the north to S. JJ0 152nd Street at the southern end. The new street section;, New crosswalk is illustrated above, as compared to the existing condi- tions in the upper right image. ® New RRFB In addition to the restriping, new pedestrian crosswalks and signals should be added. New RRFBs should be lo- Restriping area cated at S. 141 st Street and S. 1461h Street. New crosswalks should be added at S. 142nd, S. 1481h, S. 1501h, and each _ . _ New streets new east I west street as they are developed over time as shown on the plan to the right. To assure local traffic is managed well, provide additional development opportunities, and create a bicycle and pe- destrian network, new streets should be added to pro- vide multiple routes north/south and east/west. TUKWILA (© Microsoft, 2017) CNU LEGACY PROJECT S 137th St Riverton Crest Cemetery 140lh SI ' ,\ a .4L Q �\ M N` J c s f Q ,., 42nd Ave S a Q' S 14Gth St IFM v, rton " jhts 4-Pbx a a.. r U M Riverton Heights Post office S-154th•S t o oil .6 _T rip ft Plan S 13G1h S Ex U7 A 10 G L m og o S }5tln tit v S 1381h m < Q v L j 139th St m S 141st St V7 a I L I � I S 142nd St I i 1 4b. — Patk S 1441h St N I � I 1 I I ........... I I I I Si IaRth S: It I 1 I � I I 1 .......... It I I I m 2, 1 I S d St r I I h I Q I � o P �Southcenter-'Blvd.."� Link Light S 1541h Ln Ra&Tukwila cy Intl Blvd t � M ^ LLRa g 518 L Q S 15u1h St S 156111 St 34 (City of SeaTac, King County, BLM, ESRI, Garmin, USGS, EPA, USDA) 35 40 City of Tukwila Allan Ekberg, Mayor INFORMATIONAL MEMORANDUM TO: Mayor Ekberg FROM: Derek Speck, Economic Development Administrator CC: Departments of Community Development and Public Works DATE: March 9, 2020 SUBJECT: Economic Development Benefits of On -Street Parking ISSUE This memo is intended to provide an estimate of the potential economic development benefits if the City were to allow parking in the curb lane on a portion of Tukwila International Boulevard. BACKGROUND The City is considering whether to allow on -street parking on Tukwila International Boulevard generally between South 139th Street and South 150th Street. During the hours that parking is allowed in the "curb lane", the lanes available for vehicle travel in one direction would be reduced from two to one. Other City departments have conducted analyses of traffic impacts and costs related to the potential reduction in travel lanes. This memo is intended to provide an estimated range of the potential economic development benefits associated with such a change. This is not a full cost -benefit analysis. DISCUSSION There is no standard way to determine the economic development benefits of on -street parking. City staff conducted online searches for this type of information and sought consultants who can address the question. We contacted four consulting firms and spoke with three. None have answered this particular type of question in the past and they would need to conduct a significant amount of analysis in order to answer this question. Most of the standard analysis is not whether to allow on -street parking where there currently is none, it is how much to charge in order to foster the greatest economic benefit. Part of the challenge is that parking benefit economics depend on the real estate economics for each location, and those economics can change over time. Although there is no standard methodology to address this question, staff believes there can be economic value from on -street parking because there are many examples of developers who create it when constructing new "town centers". For example, because the City does not currently allow parking on Tukwila International Boulevard, the developer of Tukwila Village chose to construct a small access road with seven parking stalls in front of Building A (currently under construction) so that there will be some visible parking in front of the retail stores. In terms of the potential economic development benefits of on -street parking on Tukwila International Boulevard, there are different types of benefits. It is important to understand these are very general estimates only intended to provide a sense of the potential magnitude of the benefits. Staff assumed the northern end of the on -street parking was at South 130th Street instead of South 139th Street as a way of reducing the potential 41 of southbound traffic choosing to drive through the adjacent neighborhoods. Following are the types with estimates of value: (1) Additional Land Value: One method to value additional parking in the curb lane is to assume it frees up an equivalent amount parking on the adjacent private properties. This value could benefit private property owners if they are able to provide less land for on -site parking. The economic development benefit would be the value of the land plus the cost of parking improvements. Staff estimated the raw land value by multiplying the square feet of equivalent parking area by the County Assessor's estimate of land value for properties along TIB. It is important to note this analysis is based on today's land value which reflects the economics of the neighborhood today. If the neighborhood becomes more desirable and receives more development, the land value benefit would increase. Staff estimates this value to range from $4.2 million to $9.0 million. The range depends on whether development occurs near the lower land values toward 130th Street or the higher land values near 1501h Street. The average is $6.6 million. (2) Additional Development Value: Because adding parking in the curb lane is comparable to freeing up an equivalent amount of parking on the adjacent private properties, that additional private land capacity could be improved with more than just parking, it could be developed. Staff estimates the development value based on this methodology to range from $8.5 million to $68.6 million. The range depends on whether development is single -story structures of a similar type and lot coverage that exists along most of TIB today or higher cost and amounts of development such as Tukwila Village. Staff believes this is a very conservative estimate because it only assumes the development would occur on an amount of land equal to the amount that could be freed from parking on the private properties. It is entirely possible that a more desirable pedestrian experience would attract greater development than just the equivalent area of parking. As an example of the potential economic development benefit, a total of ten buildings of the size of the mixed -use building located at 14400 Tukwila International Boulevard could fit on one side of TIB between 144th and 150th Street. The value of nine additional buildings of that size would be approximately $260 million. (3) Increased Business Revenue: Additional parking and on -street parking can increase sales for businesses for multiple reasons. Convenience of Curbside Parking: This concept assumes that customers prefer the convenience of parking on the street in front of a business compared to parking in a lot beside or behind the building. Even when the curbside parking is full, the business may still get more customers when they perceive a chance to get on -street parking. Staff believes this is especially important for retail and service businesses in which the customer is visiting the business for a relatively short period of time. • Desire for Active Spaces: This concept assumes that customers are drawn to retail streets where there is a feeling of activity. Parking on the street in front of a business creates more activity on the street which attracts customers and makes it easier for customers to see and walk to other stores. • Pedestrian Experience: This concept assumes that customers are more likely to walk on sidewalks when the experience is more desirable. On -street parking can increase the quality of the pedestrian experience by creating a feeling of protection from traffic and slowing traffic. Staff estimates the value of these factors range from $2.0 million to $61.9 million. The range is 42 based on data from Melbourne, Australia and Ft. Collins, Colorado that was provide in a presentation by Dennis Burns of Kimley-Horne. If the various types of economic development benefits are added together, the total ranges from $14.7 million to $139.5 million. Based on current conditions, the value would be more likely to be at the lower end of the range. As the neighborhood attracts more customers and development, the value would grow to the higher end of the range. If the parking is not well managed, the benefits will tend toward the low estimate. The better the parking is managed, the more the benefits will tend toward the high estimate. Value of Economic Development Benefits Low High Additional Land and Improvements $ 4,200,000 $ 9,000,000 Additional Development $ 8,500,000 $ 68,600,000 Additional Business Revenue $ 2,000,000 $ 61,900,000 $ 14,700,000 $ 139,500,000 CAVEATS • The benefits shown in this memo assume the City wants a pedestrian friendly, "main street" type of neighborhood along Tukwila International Boulevard. Some types of businesses and other stakeholders may not desire a "main street" type of neighborhood and would see greater value by having a road that carries more and faster traffic. For example, fast food restaurants or warehouse/distribution companies would prefer the current road configuration. • The benefits shown above only reflect one time economic benefits, not annual revenue and costs. There would be costs to install, manage and enforce parking. Additional development would also bring annual revenue and costs for city services. • The business revenue and additional development benefits assume the City implements a parking management program with effective policies and enforcement. • The analysis assumes on -street parking with South 130th Street as the northern terminus, not South 139th Street. CONSIDERATIONS If the City allows on -street parking, one important opportunity would be to use parking revenues to make additional improvements in the neighborhood. Those could be managed by the City through a "parking benefit district" or through a "business improvement district' in which local businesses manage parking enforcement and other community programs such as marketing and safety. There can be other benefits to using the curb side travel lane for purposes besides parking. This "curb lane real estate" can provide parking for bikes, car share, electric vehicles, and loading zones. To the extent these uses are allowed, they would reduce the amount of parking included in this analysis. As development grows along Baker Boulevard in the Southcenter District. The City may need to implement a parking management program for that neighborhood and there may be economies of scale with parking on TIB. OTHER FINANCIAL BENEFITS AND COSTS It is important to note that this memo does not include other financial benefits such as: 43 (1) Parking revenue if the City implements a charge for on -street parking. This can be a very significant benefit to the City and businesses on TIB. (2) City tax revenue related to the increased business sales and development. (3) It is important to note that this memo does not include the costs to provide on -street parking such as signs, painting, and ongoing parking management. SUMMARY If the City has a vision for Tukwila International Boulevard to develop into a pedestrian friendly, walkable, "main street" type of neighborhood with an active street front and more office and multi -family residential development, on street parking can contribute to that goal. Based on conservative methodology, staff estimates the economic development value between $14.7 and $139.5 million. ATTACHMENTS Spreadsheets: Economic Development Value of On -Street Parking 44 Economic Development Benefit of Ern -Street Parking Retail Sales (Melbourne Model Number of Stalls 367 45 Square Feet Per Stall 200 200 Retail Sales per Hour Per Square Foot 0.19 0.19 Hours of Operation Per Day 10 10 Days per Year 360 360 Total Annual Retail Sales 5002570584 6108550488 Retail Sales (Ft Collins Model) Number of Stalls 367 452 Retail Sales Per Stall Per Day 15 60 Days per Year 360 360 Total Annual Retail Sales 109830852 9,766,656 Notes: (1) Melbourne and Ft. Collins retails sales data was taken from presentation at International Parking Institute conference by Dennis Burns of Kimley-Horn and Michael Klein of Klein & Associates. (2) In this method, square feet per stall is estimated at 200 instead of 330 in order to not include the space for drive aisle access. 45 TIB As Main Street — Field Trip SUMMARY A key goal of the Comprehensive Plan's Tukwila International Boulevard (TIB) Element is to transition TIB from a regional -serving highway to a "main street" that serves the neighborhood and improves safety. Implementation of the City's vision for TIB started with a Congress for New Urbanism (CNU) community workshop in 2017. CNU's final report and recommendations were given to the City Council and included a discussion of the role of on -street parking in setting the main street character and development parameters for the neighborhood. Staff soon began revising the development regulations, zoning districts, and the design manual for TIB and exploring how to make TIB a "complete street". "Streetscape — the visual elements of a street, including the road, adjoining buildings, sidewalks, street furniture, trees, and open spaces, etc. that combine to form the street's character." Changes to TIB's Streetscape, specifically adding on -street parking, is an important piece in the CNU recommendations for transitioning to a walkable "main street." As alternatives, costs, and mitigation measures were being evaluated, staff organized a field trip for the City Council and Planning Commission to see neighborhood commercial streets in nearby cities with configurations similar to those being considered for TIB in order to experience the relationship between buildings with a variety of uses and the adjacent street design. On Saturday July 20, 2019, several City of Tukwila Planning Commissioners and City Councilmembers participated in the half -day field trip visiting the following locations: • Pacific Highway S., Des Moines WA, Between 216th and Kent Des Moines Road See examples of redevelopment with no on -street parking. • Lake City Way, between 115th St and 130th St. See examples of variable time parking and all -hours on -street parking Downtown Bothell See examples of parking/frontage road separated from travel lanes The following are photo examples of streetscapes seen during the field trip. 46 Des Moines, WA Pacific Highway South, between Kent Des Moines Road and S. 216t" St. Redevelopment brought to back of sidewalk with no on -street parking. 47 Lake City Way, Seattle NE 115t" Street to NE 130t" Street Lake City Way & NE 115t" St: Variable on -street parking on NB lane. Bus lane during peak commuting times, 2hr parking max 9am-3pm. 2 travel lanes SB. Lake City Way & NW 125t" St: Permanent on -street parking both sides, both directions. 2 travel lanes each direction with landscaping. 48 Bothell, WA 5-lane cross-section with service lane (travel lane & parking) on both sides. View of the service lane with on -street parking, auto travel lane, and bike sharrows. 49 Tukwila International Boulevard: A Summary of the Design Alternatives 50