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HomeMy WebLinkAboutCOW 2022-05-09 Item 4A - Update - Wadajir Development AgreementCOUNCIL AGENDA SYNOPSIS Initials AQeeting Date Prepared by A'layar'e retrie1 Council rerieW 03/07/22 BJM 05/09/22 BJM ITEM INFORMATION ITEM No. 4.A. STAFF SPONSOR: B. MILES ORIGINAL AGENDA DATE: 3/7/22 AGENDA ITEM TITLE Wadajir Development Agreement CATEGORY ® Discussion Mfg Date 5/9/22 ❑ Motion Mtg Date U Resolution Mtg Date ❑ Ordinance Mtg Date ❑ Bid Award Mtg Date ❑ Public Hearing Mtg Date ❑ Other Mtg Date SPONSOR ❑ Conned ® Mayor ❑ Adm irz Sees ❑ DCD ❑ Finance ❑ Hire ❑ P&R ❑ Police ❑ PIF SPONSOR'S Forterra is requesting the City execute a Development Agreement (DA) for the old Knight's SUMMARY Inn property at 14110 Tukwila International Blvd. Staff would like to update the Council on key terms of the development agreement and seek feedback on conceptual design options for South 141st Street. No decision is needed at this time. REVIEWED BY ❑ Trans&Infrastructure Svcs ❑ Community Svcs/Safety ❑ Finance & Governance ® Planning & Community Dev. ❑ LTAC ❑ Arts Comm. DATE: 03/21/22 ❑ Parks Comm. ❑ Planning Comm. COMMITTEE CHAIR: DELOSTRINOS-JOHNSON RECOMMENDATIONS: SPONSOR/ADMIN. COMMITTEE Mayor's Office, Economic Development Forward to Committee of the Whole for Discussion COST IMPACT / FUND SOURCE EXPENDITURE REQUIRED $N/A AMOUNT BUDGETED $N/A APPROPRIATION REQUIRED $N/A Fund Source: N/A Comments: N/A MTG. DATE RECORD OF COUNCIL ACTION 3/7/22 Discussion only 5/9/22 MTG. DATE ATTACHMENTS 5/9/22 Informational Memorandum dated May 2, 2022 Staff report from Planning and Community Development, dated March 21, 2022. Parking Demand Study prepared by the Transpo Group, dated March 8, 2021. DCD Parking Demand Study, prepared by Rick Williams Consulting, dated 2019. Conceptual Designs for S.141st Street. Minutes from the March 21, 2022 Planning and Community Development Committee. PowerPoint Presentation, May 9, 2022 Council meeting. 1 2 City of Tukwila Allan Ekberg, Mayor INFORMATIONAL MEMORANDUM TO: Committee of the Whole FROM: Derek Speck, Economic Development Administrator Brandon Miles, Business Relations Manager CC: Mayor Ekberg DATE: May 2, 2022 SUBJECT: Wadajir Development Agreement ISSUE Forterra is requesting the City execute a Development Agreement (DA) for the old Knight's Inn property at 14110 Tukwila International Blvd. Staff would like to update the Council on key terms of the development agreement and seek feedback on conceptual design options for South 141st Street. No decision is needed at this time. BACKGROUND About the Project Forterra is proposing the construction of a 154,500 square foot mixed use project on the old Knight's Inn motel property, focused on supporting the environmental, social, and economic sustainability of Tukwila's East African immigrant community. A total of 100 owner occupied units will be constructed, with 25 one -bedroom units; 45 two-bedroom units; and 30 three- bedroom units and approximately 14,000 square feet of commercial space. The project is called Wadajir, which means "together" in Somali. Abu Bakr Islamic Center, which is located across Tukwila International Blvd, is a community partner on the project. Previous City Council and Committee Meetings The City Council received a briefing from City staff and Forterra staff on the project at its March 7, 2022, City Council meeting. At the meeting staff outlined the three major issues requested by Forterra in a proposed DA. 1. Structured Parking. The applicant is asking that the requirement to provide the residential parking for the project within a parking structure be waived. 2. Upper Floor Setbacks. The applicant is requesting that the setback requirement for the building's upper floors on the south property line be waived because the cross laminated timber (CLT) construction method using prefabricated modules creates issues with modulation. The project meets setbacks on the north, west, and east property lines. 3. Minimum Required Parking. The applicant is requesting that the number of parking stalls required for the development be reduced from approximately 200 spaces to a total of 69 stalls on site. The applicant has proposed adding additional parking on S. 141St Street which the project could access. This could increase the total number of on-site parking stalls for the project to 80 stalls and provide up to 45 stalls on S 141st and 42nd Ave, depending on the final street designs. 3 INFORMATIONAL MEMO Page 2 Following the March 7 meeting the DA was referred to the Planning and Community Development (PCD) committee for additional deliberations. PCD received a briefing on March 21, 2022, and received additional information on the items outlined above, including an in-depth discussion on minimum parking. PCD supported waiving the structured parking requirement and waiving the setback requirement as requested for the south property line. Staff provided the following recommendation to PCD regarding parking for the Wadajir project: 1. Forterra would be required to construct a total of approximately 125 stalls', both onsite and on the surrounding adjacent public streets (S. 141st Street and 42nd Ave South). This is based on the Transpo study, which staff believes is reasonable. The Transpo study concluded that 92 stalls were sufficient for the project; however, because the Wadajir project is unique and untested, staff believes the additional stalls should be required as a cushion. The City would require the on-site parking to be shared between the commercial and residential uses. 2. Forterra would also provide an additional 25 parking stalls on a nearby property for five years. During that time, the City will review the parking and waive the requirement if not needed. 3. Forterra would also provide the City a onetime payment as a parking mitigation fee. The City would utilize the funds in the future to complete additional, post -project parking studies and could also use the funds for parking signage, enforcement, and the creation of restricted parking zones, if needed. If legally allowed, any unused funds would be remitted to the co-op owners. This provides the co-op owners and incentive to effectively manage the parking. This recommendation would provide a total of approximately 150 parking stalls both on and offsite for the project in the initial five years of the project. The available parking for the project is contingent on the layout of the street improvements along S. 141st Street. At the PCD committee staff proposed to have Forterra work on some basic high-level design options for S. 141st Street. PCD thought that staff's recommendations related to parking had enough potential to warrant further staff analysis and consideration by the full council. PCD gave staff permission to present the draft design options to the full Council for review and input. DISCUSSION Staff is seeking Council input on the recommendations made to PCD which are: (1) Waive the requirement to put parking inside a structure. (2) Waive the requirement to set back the upper floors along the south side of the building. (3) Reduce the required number of on-site parking stalls to 69 provided the applicant provides a total of approximately 125 stalls including on site, on S 141st, and on 42nd Ave S in accordance with city approval. (4) Provide an additional 25 parking stalls on a nearby property or properties for five years. (5) Provide a one-time parking mitigation fee to the City for parking studies, signage, enforcement and creation of restricted parking zones, if needed. (6) Range of conceptual street design options. 1 The final count would be based on the design of the improvements on S.1415" and 42nd Ave S. https://tukwilawa.sharepoint.com/sites/mayorsoffice/cc/Council Agenda Items/Mayor's Office/COW,2022.05.09/2.0, Wadajir, Informational Memorandum, 2022.05.02.docx 4 INFORMATIONAL MEMO Page 3 Descriptions of these recommendations are in the staff report of the March 21, 2022 PCD meeting (attached). After that PCD meeting staff and Forterra continued analyzing parking options on S 141st and Forterra's transportation consultant provided conceptual designs. Design of S.141st Street City staff and Forterra identified four goals in the design of 5.141st Street: 1. Improve the overall pedestrian experience for the community that uses S. 141st Street to access Tukwila International Blvd and 42nd Ave S. 2. Improve the north side of S. 141st Street in a way that protects Southgate mobile home park residents from lights from parked cars. 3. Provide a safe pedestrian environment for individuals that park on 5.141 St Street and who will cross the street to access the Wadajir site. 4. Maximize the total number of parking stalls placed on 5.141st Street and on the Wadajir site. Three conceptual designs emerged that were able to address the goals outlined above. Each design has tradeoffs in meeting the various goals. Public Works has been included in the review of the initial designs and is comfortable with them being presented to the City Council; however, these are conceptual designs and will need further analysis before selecting a design to be included in the development agreement. Before staff and Forterra continue analysis of the designs and agree on a preferred option, staff would like Council feedback to see if we should continue considering this range of options, or if some should no longer be considered. Option 1, 90 Degree Parking TUKWILA INT'L BLVD IFC POLE GUY WIGS ELEC POLE IU t2P ON EACH SIDE OF Fli) Ica. I LOCATION OF NORTH FACE OF imam IS ASSOC) TO SE FDZO. 2 ALL DRIVE AISLES E TW WAY LRI.ESS NOTED OTHERWISE.. ELECPOLE ELEC POLE GUY WIRES .1I 111111 1113111 K 11111111/1111 : 1/'111111�1: AL — 41 T T 1111111111N11 y _ 1, 111111.111111 2$ 112111U1111111111 https://tukwilawa.sharepoint.com/sites/mayorsoffice/cc/Council Agenda Items/Mayor's Office/COW,2022.05.09/2.0, Wadajir, Informational Memorandum, 2022.05.02.docx 5 INFORMATIONAL MEMO Page 4 Option 2, Angled Parking TUKWILA INT'L BLVD r EIECPOLE GUY WIRES , pl F_Ff1 Dr-tE SIDEWALK AREA. 7'a" aft ON EACH SIDE OF FH, E4EC POLE ELIC POLE GUY WIRES uaaiimnini=rm:arriaanuretaiawa<.,,�,.„ .. ►� iii1 R28' CROSSWALK i L. ERE TURNHG R28 FIRE AOOE LANDSCAPING AREA TYP R Option 3, Parallel Parking 3 n r Z 3 SIDEWALK AREA, VP —/ EIEC POLE GUY WIPES ELECPCLE MENNEN w' (2a ON EACH SIDE OF FH} FIRE TUNING R28' FIRE ACCE LANDSCAPED AREA, TYP CROSSWALK "1 !111•rsu■o■ EIEC POLE ELEC POLE GUY WIRE, m R28' 11111111111111 MIRQ 1111�I�i1111 111111.111 0 z ['J RE 0 z Note, these designs are for conceptual discussion only. Final designs will need to be reviewed and approved as part of the construction for the street and would be subject to revisions. https://tukwilawa.sharepoint.com/sites/mayorsoffice/cc/Council Agenda Items/Mayor's Office/COW,2022.05.09/2.0, Wadajir, Informational Memorandum, 2022.05.02.docx 6 INFORMATIONAL MEMO Page 5 Staff is seeking input from the City Council regarding the recommendations outlined above including the conceptual design options for South 141st. The main question is whether Council is comfortable with the range of design options provided or if any options should no longer be considered. As outlined in the matrix above, each of the options have their strengths and weaknesses. Staff does not have a preferred design option at this time and would like as much flexibility as possible within the range of options as we draft the development agreement for future review by the Council. FINANCIAL IMPACT Not applicable. RECOMMENDATION Discussion only. Staff is looking for input on the recommendations presented to PCD and the three design options for South 141st. Staff will take this information and start drafting a DA for consideration by PCD and the full Council. https://tukwilawa.sharepoint.com/sites/mayorsoffice/cc/Council Agenda Items/Mayor's Office/COW,2022.05.09/2.0, Wadajir, Informational Memorandum, 2022.05.02.docx 7 S. 141st Street Design Options Option 1 Option 2 Option 3 Considerations 90 -degree parking stalls Angle parking stalls Parallel parking stalls Improves the overall pedestrian experience for the community that uses S. 141st Street to access Tukwila International Blvd and 42nd Ave S. Better One, 6 ft wide sidewalk OK One, 5 ft wide sidewalk Best Two, 5 ft wide sidewalks Improves the north side of S. 141St Street in a way that protects Southgate mobile home park residents from lights from parked cars. OK 5 ft landscape buffer; more direct vehicle lights as vehicles back or pull in to parking spots. Better 4 ft landscape buffer; angled vehicle lights; may require vehicles to back in Best 4 ft landscape buffer; parallel vehicle lights Maximize the total number of parking stalls placed on 5.141 st Street and on the Wadajir site. Best 130 total stalls OK 117 total stalls OK 112 total stalls Maximizes pedestrian and vehicular safety. OK Better Better Staff is seeking input from the City Council regarding the recommendations outlined above including the conceptual design options for South 141st. The main question is whether Council is comfortable with the range of design options provided or if any options should no longer be considered. As outlined in the matrix above, each of the options have their strengths and weaknesses. Staff does not have a preferred design option at this time and would like as much flexibility as possible within the range of options as we draft the development agreement for future review by the Council. FINANCIAL IMPACT Not applicable. RECOMMENDATION Discussion only. Staff is looking for input on the recommendations presented to PCD and the three design options for South 141st. Staff will take this information and start drafting a DA for consideration by PCD and the full Council. https://tukwilawa.sharepoint.com/sites/mayorsoffice/cc/Council Agenda Items/Mayor's Office/COW,2022.05.09/2.0, Wadajir, Informational Memorandum, 2022.05.02.docx 7 INFORMATIONAL MEMO Page 6 ATTACHMENTS • Staff report from Planning and Community Development, dated March 21, 2022. • Parking Demand Study prepared by the Transpo Group, dated March 8, 2021. • DCD Parking Demand Study, prepared by Rick Williams Consulting, dated 2019. • Conceptual Designs for 5.141 st Street. • Minutes from the March 21, 2022 Planning and Community Development Committee meeting. • PowerPoint Presentation, May 9, 2022, Council meeting. https://tukwilawa.sharepoint.com/sites/mayorsoffice/cc/Council Agenda Items/Mayor's Office/COW,2022.05.09/2.0, Wadajir, Informational Memorandum, 2022.05.02.docx 8 TO: FROM: CC: DATE: City of Tukwila Allan Ekberg, Mayor INFORMATIONAL MEMORANDUM Planning and Community Development Committee Brandon Miles, Business Relations Manager Mayor Ekberg March 13, 2022 SUBJECT: Wadajir Development Agreement Parking and Setbacks ISSUE Follow up discussion from the March 7 Council meeting on Forterra's request for the City to execute a Development Agreement (DA) for the old Knight's Inn property at 14110 Tukwila International Blvd. This memo focuses on their request to modify the minimum number of parking stalls and building setbacks. BACKGROUND Forterra is proposing the construction of a 154,500 square foot mixed use project on the old Knight's Inn motel property, focused on supporting the environmental, social, and economic sustainability of Tukwila's East African immigrant community. A total of 100 owner occupied units will be constructed, with 25 one -bedroom units; 45 two-bedroom units; and 30 three- bedroom units and approximately 14,000 square feet of commercial space. The project is called Wadajir, which means "together" in Somali. Abu Bakr Islamic Center, which is located across Tukwila International Blvd, is a community partner on the project. Photo 1, Aerial Photo of the Wadajir site. The project aims to provide affordable, cooperatively owned, housing for households having annual income levels 70 to 110% of King County's area median income (AMI). To achieve this 9 10 INFORMATIONAL MEMO Page 2 affordability goal, the project proposes to use Cross Laminated Timber (CLT) technology and prefabricated modules to create a standardized set of building units. In addition to building construction technology, the applicant is also requesting certain deviations from the City's design and zoning standards to improve the project's financial feasibility. DAs are permitted under Tukwila Municipal Code (TMC) 18.86 and are discretionary, legislative acts of the City Council. The City has used DAs in the past for the expansion of Southcenter Mall, Tukwila South, Bellwether Housing, and Tukwila Village. Major development and zoning issues requested to be modified by the applicant as part of a DA for the Wadajir project include: 1. Structured Parking. The applicant is asking that the urban renewal overlay requirement to provide the residential parking for the project within a parking structure be waived. If they don't qualify for the urban renewal overlay standards they would be limited to four stories instead of six. 2. Minimum Required Parking. The applicant is requesting that the number of parking stalls required for the development be reduced from approximately 200 spaces to a total of 69 stalls on site. The applicant has proposed adding additional parking on S. 141st Street for the project to have access to. This could increase the total number of on-site parking stalls for the project to 80 stalls, depending on the final design of 5.141 st Street. 3. Building Setbacks. The applicant is requesting that the requirement for the building's upper floors to be set back on the south facade be waived because the CLT construction method using prefabricated modules creates issues with modulation. Note, there are other minor issues that will also need to be addressed as part of the DA. Staff wanted to highlight the major issues for the council discussion since they impact project feasibility. On March 7, 2022, Economic Development staff and Forterra staff provided an overview presentation to the City Council on the proposed project and the request to enter into a DA with the City. At the March 7 meeting the Council provided input to Economic Development staff on the issues of minimum parking and setbacks. Staff would like to follow up on these issues with the Council and provide a staff recommendation. DISCUSSION Minimum Required Number of Parking Stalls Tukwila Municipal Code Requirement Per TMC 18.43 and 18.53, the project is required to meet the following standards for parking: • 1 stall per dwelling unit per 1 bedroom, plus • 0.5 spaces for every bedroom in excess of 1 bedroom in a dwelling unit. With 100 units, including a mix of unit types, the Wadajir project is required to have 153 stalls for the residential portion of the project. In addition to the residential parking requirements, an additional 1 stall is required for each 100 square feet of usable floor area for the proposed restaurant and 2.5 stalls for every 1,000 usable square feet for the retail uses. Thus, the required parking for the commercial uses on site is about 44 stalls. BJM, March 14, 2022 INFORMATIONAL MEMO Page 3 Based upon the proposed project and parking standards outlined above, the project is required to have a total of approximately 200 parking stalls. Analysis Community Development staff believe that this parking requirement is too high for the proposed use. While much focus is often on a project to ensure that it has a minimum number of parking stalls, it's just as important to make sure that a project does not overbuild and provide more parking than is needed for the specific characteristics of a project. Too much parking results in an inefficient use of land, with more stalls being provided than needed, and adds cost both for the concrete or asphalt and for the stormwater management needed for the larger impervious surface. Since this is intended to be an affordable housing project, added construction costs can hinder the affordability goals of the project. While the City's parking standards work for most projects, it's important that the City provide flexibility for projects that have unique characteristics especially as some parts of the City are moving towards a more urban form, which can support lower parking requirements. As it relates to the Wadajir project, the City's parking codes does not take into account sharing between the residential and commercial uses, access to transit, walkability to neighborhood services, and household sizes. The applicant has provided a parking study, which is attached with this memo, from the Transpo Group ("Transpo Study"), dated March 8, 2021 which supports a lower parking demand. The parking study concluded that 92 vehicle stalls would be needed during peak, daily demand. To support this lower parking demand the Transpo study examined two apartment buildings that had similar transit and amenities as being proposed with Wadajir. These two apartment buildings had a parking demand of .87 and .93 per unit. The Transpo study also examines shared parking between the residential and commercial tenants on the site, which the City's code does not consider, but which can be considered as part of a parking variance request. The observations by the Transpo Group were consistent with the observations from a consultant DCD ("DCD Study") hired in 2019 to consider a parking reduction for the Bellwether project. This study examined parking demand at affordable housing projects throughout south Seattle, Tukwila, Renton, and other south King County locations. The DCD Study concluded that the City's parking count requirements for affordable housing projects was too high. The median parking demand rate for the apartment complexes surveyed in the study was 1.33. In fact, had many of the apartments surveyed in DCD study been subject to the City's parking requirements they would have been parked with 45% more stalls than were needed. It should be noted that Wadajir will have better transit options than many of the apartment complexes included in the DCD study. Further support for the lower parking count comes from the King County Right Size Parking tool. This online tool utilizes a variety of factors such as location, transit options, and unit affordability to "right size" parking for residential uses. Using this tool the suggested parking ratio for Wadajir is .97 stalls per unit. BJM, March 14, 2022 11 12 INFORMATIONAL MEMO Page 4 Staff Recommendation 1. Forterra would be required to construct a total of approximately 125 stalls', both onsite and on the surrounding adjacent public streets (S. 141st Street and 42nd Ave South). This is based on the Transpo study, which staff believes is reasonable. The Transpo study concluded that 92 stalls were sufficient for the project; however, because the Wadajir project is unique and untested, staff believes the additional stalls should be required as a cushion. The City would require the on-site parking to be shared between the commercial and residential uses. Photo 2, Portion of S. 141st Street that could be used to provide more public, on -street parking. L. ELEC POLE GUY WIRES ETEC POLE 313 .it1E{ifl,titit,iiiroliilff 111111/11 SIDEWALK AREA TYP 11 (WON EACH SASE OF FH) __S141STST FIRE TURNING R FIRE ACCESS LANDSCAPP AREA TYP ELEC POLE POLE GUY WIRES 11111JI11�1111'1Nf111ti CITY OF TUKWILA STD DWY — R 20' UIIIIr1IIIIIt Ii;1II li! ! �= {'1HI111]11.1 UMi Ir11111111111111$�" �I3fMI 1IIMI14111111311M Ili"' l' 11[iili,,t R S 141ST STREET 42740 AVENUE S ONSITE TOTAL COMPACT TO AWARD RATIO STANDARD COMPACT ST COMPACT STANDARD COMPACT — R28' JAN 2021 26a a a 40 fat 29% LEGEND PROPOSED ❑x STANDARD STALL (8.5'■19'TYP, IIIA 20PARALLEL) OPTION 0 43 a 4 a 47 3 127' . FULL SIZED STALL (9'x 19 TYPI Figure 1, Conceptual Design of Parking Along S. 141st and 42nd Ave 52. b 2. Forterra would also provide an additional 25 parking stalls on a nearby property for five years. During that time, the City will review the parking and waive the requirement if not needed. 3. Forterra would also provide the City a onetime payment as a parking mitigation fee. The City would utilize the funds in the future to complete additional, post -project parking ' The final count would be based on the design of the improvements on S.141 st and 42nd Ave S. 2 This design has not been fully reviewed by City staff and is provided for discussion purposes only. BJM, March 14, 2022 INFORMATIONAL MEMO Page 5 studies and could also use the funds for parking signage, enforcement, and the creation of residential parking zones, if needed. If legally allowed, any unused funds would be remitted to the co-op owners. This provides the co-op owners and incentive to effectively manage the parking. This recommendation would provide a total of approximately 150 parking stalls both on and offsite for the project in the initial five years of the project. Setbacks The building is proposed to be one story of retail under five stories of residential. Within the Urban Renewal Overlay (URO), and in some situations, the City requires additional setbacks on upper floors when new buildings are built adjacent to residential properties. Overall, the Wadajir building complies with the setback requirements of the URO. Staff believes that only a minor exception to the zoning setback requirement along the south property line is needed to accommodate the design of the proposed development. .r-''e,µ;aGEa S 141 ST ST A j FF11 I'I'1'1' I I'1' ' I'l' 'p L @]ISMO HYDRANT !'1 moaenrs ug Figure 2, Site Plan for Wadajir. —CESK ATED DTI FA1MMr West Property Line, along Tukwila International Blvd. LIJ z This is considered a front setback and according to TMC 18.43.080 the required setback is 12 feet from Tukwila International Blvd for all floors. As currently proposed the Wadajir buildings will be 12 feet from the west property line and meet the required setback. BJM, March 14, 2022 13 14 INFORMATIONAL MEMO Page 6 N L-1 PRIMARY ENTRANCE a a a Figure 3, west property line along TIB. North Property Line, along S. 141st Street r5eN"V-Y7}:x PROPERTY LINE Since the north property line faces another city street it is considered a second front. The required setback along the north property line is ten feet for the first floor and 20 feet for the second and above floors. The first floor of the Wadajir project is proposed to be 20 feet from the north property line and thus the project meets the setback requirements. BJM, March 14, 2022 INFORMATIONAL MEMO Page 7 283' LOWEST POINT OF RIRE ACC ®SS eI • EXISTING HYDRANT � � • o LoADIlc AREA 20' SETBACK S 141ST ST e 4a� • a a� e a� , f, • O 13 1313012 Figure 4, north property line. East Property Line, along 42nd Ave S. Since this also faces on another city street it is also considered a second front. The zoning across the street along 42nd Ave South from the Wadajir project is Low Density Residential (LDR). Under TMC 18.43.080 the setbacks for a project that is adjacent to or across the street from a property zoned LDR are as follows: • 1st floor, 10 feet minimum/maximum. • 2nd floor, 10 feet to 30 feet. • 3rd floor and higher, 30 feet. • Additionally, buildings over two floors must have one tier. To achieve tiers, setbacks will be both a minimum and a maximum. The purposes of these tiers and setback requirements is to break up the massing of large buildings for single family homes near the URO District. The Wadajir project is unique in that it is being developed on a through lot, a lot that is bordered on opposite sides by a city street. To create a dynamic street presence on Tukwila International Blvd the building has been located as close to that street as possible. Thus, it is not possible to also meet the "build to" requirement along 42nd Avenue South. As proposed the Wadajir project is over 230 feet from 42nd Ave South. Staff believes that the significant setback from 42nd Avenue South meets the goal of reducing the building's scale and size for the adjacent LDR zoning. BJM, March 14, 2022 15 16 INFORMATIONAL MEMO Page 8 N 10 SETE Figure 5, east property line. South Property Line NEW HYDRANT CCCCC c c J .11C{CLI `I`I`I`L 10' SETBACK r 1 I The south property line is considered a side setback under the TMC. The south property line for Wadajir borders two properties, both of which are located within the URO. Property 1 is zoned Neighborhood Commercial Center (NCC) and is currently used as taxi office. Property 1 is highly underutilized and would be a strong candidate for future redevelopment. Property 2 is zoned Medium Density Residential (MDR) and includes the Samara Apartment building. 1:11,,4A -Not, Wadajir Prope CO ib CO , --r • ...44, cr Y t C N // 7 - .. A Property 1 I 14r -i'*, o�Tt r++ Property 2 14101 212 14201 315 14101209 14101 30B rir an *a an • Photo 3, South Property Line of Wadajir. BJM, March 14, 2022 INFORMATIONAL MEMO Page 9 Figure 6, south property line setbacks. Since a portion of the south property line is within 50 feet of an MDR zone, the setbacks are as follows: • 1St floor, ten feet. • 2nd floor, 20 feet. • 3rd floor and higher, 30 feet. Forterra is proposing a 10' setback along the South property line, which would meet the first - floor setback requirement, but not the upper floor setback requirements. Staff Recommendation Staff believes that the City should provide an exception to the south setback requirement for the following reasons: 1. LDR verses MDR/HDR. If the property on the south property line was zoned LDR the tiered setback requirements would not apply and only the ten foot setback would govern. This is because the property is within the URO and the City would want to encourage the redevelopment of the property. It seems like the tiered setback requirement from MDR should only apply to properties located outside of the URO and not to properties within it. 2. Solar Access is Maintained. The existing buildings on the Samara property are approximately 50 feet from the Wadajir property line at their closest point. This setback, combined, with the ten foot back that the Wadajir building will be setback from its south property line results in a 60 foot buffer between the Wadajir and the Samara buildings. This provides sufficient space for natural light on both properties. Since the sun will generally be to the south of both properties, the Samara will not see an impact from shade or solar impacts from the Wadajir project. 3. Lower Cost of Construction. Forterra has proposed to utilize cross laminated timber for the construction of the Wadajir project. This construction method requires that the building be constructed off site as modules and then assembled onsite. The construction method makes meeting the stepped back setbacks difficult and would add cost to the project and/or require that the scale of the project be reduced. As currently proposed, the entire south building wall will be ten feet from the south property line To address any design issues with the south wall, staff suggests that a requirement be put into the DA requiring that the south wall provide articulation through detailing and design, approved by the DCD Director, to break up the size and mass of the wall. FINANCIAL IMPACT None BJM, March 14, 2022 17 18 INFORMATIONAL MEMO Page 10 NEXT STEPS The issues of parking and setbacks are major design issues that impact project feasibility. Staff would like input from the Committee on the recommendations provided in this memo regarding parking and setbacks. If the Committee supports the recommendations, Economic Development staff will engage Public Works and the Fire Department on a possible conceptual design of the on -street parking for S.141st Street and 42nd Avenue South. This design will help to determine the exact number of on street parking stalls that can be constructed. Our goal would be to present this to the PCD for consideration on April 18. ATTACHMENTS 1. Informational Memo to the City Council, dated February 28, 2022. 2. 14110 Tukwila International Blvd Parking Study (Wadajir), prepared by Transpo Group, dated March 8, 2021 (Transpo Report). 3. Multi -Family Residential Parking Demand Assessment Summary Report, dated January 31, 2019 (DCD Report). BJM, March 14, 2022 transpogroup WHAT TRANSPORTATION CAN BE. 7� MEMORANDUM Date: March 8, 2021 TG: 1.19275.00 To: Alison Crowley, Forterra From: Stefanie Herzstein PE, PTOE & Jessica Lambert PE, Transpo Group Subject: 14110 Tukwila International Boulevard Parking Study This memorandum documents the parking study completed for the proposed mixed-use development located at 14110 Tukwila International Boulevard. It supports the request to reduce the parking supply requirements for the proposed project. This study includes the proposed project description, Code parking requirement, and a parking analysis that reviews supply, demand and available on -street parking. The City of Tukwila Municipal Code section 18.56.140 Administrative Variance from Parking Standards allows for a parking reduction when specific criteria is met. The proposed project does not meet the administrative variance criteria since it is less than 300 -feet from a single-family residential zone. City approval of the proposed project parking reduction would occur through a development agreement set forth in Tukwila Municipal Code Chapter 18.86 Development Agreements. Key Findings The following provides a summary of key parking study findings. Y Peak parking demand for the site is anticipated to be 92 vehicles based on local data for the affordable housing use and ITE Daycare (LU #565), Restaurant (LU #930), and Retail (LU #820) land uses. Y The project is proposing to provide 69 stalls on-site and 32 stalls along the S 141st Street and 42nd Avenue S street frontages. Y A review of typical weekday on -street parking shows there is available parking with only 20 percent of the spaces occupied within a 3 to 4 -minute walking distance from the site. Y Based on a peak parking demand of 92 vehicles during the evening period, the demand could be accommodated with the proposed on-site parking and on -street. The project's peak parking spillover of 23 vehicles would be accommodated primarily within the proposed frontage on -street parking. Y On -street parking near the Abu Bakr Islamic Center is full during prayer services; however, there is available parking along S 140th Street, 37th Avenue S and 42nd Avenue S. The proposed project is being designed compatible with the Center and the project commercial uses may be closed during prayer services resulting in less parking demand. Improvements along S 141st Street and S 142nd Street could help increase parking supply. Project Description The project site is located east of Tukwila International Boulevard, south of S 141st Street in Tukwila, as shown in Figure 1. The proposed mixed-use development includes up to 100 affordable residential apartment units, 1,280 square feet of restaurant and 12,635 square feet of retail. The proposed development would replace the existing 62 -room motel. The project is 12131 113th Avenue NE, Suite 203, Kirkland, WA 98034 I 425.821.3665 I trafSpo; .com 19 proposing to provide 101 vehicle parking stalls. The preliminary site plan is included as Attachment A. S 141ST ST S 141ST ST Site S 144TH ST S 139TH ST 5 140TH ST S aha aaSb Figure 1 - Site Vicinity Parking Code Requirements The City of Tukwila Municipal Code (TMC) 18.56.050 Figure 18-7 defines parking requirements for multifamily housing and commercial uses. As noted above, the proposed project would include up to 100 affordable residential apartment units, 1,280 square feet of restaurant and 12,635 square feet of retail. The City of Tukwila identifies parking requirements for mixed-use residential projects and retail uses but does not identify any reductions for provision of affordable housing or shared parking between the uses. Table 1 presents the parking supply requirement based on the most similar use. 7/- 20 Table 1. City of Tukwila Parking Code Requirements Land Use Amount Parking Rate' Parking Required Residential 1 -bedroom 25 du 1.0 stall/du 25 2 -bedrooms 45 du 1.5 stalls/du 68 3 -bedrooms 30 du 2.0 stalls/du 60 Residential Total 153 Restaurant Retail Required Car Sharing Space Commercial Total 1,280 sf 1 stall/100 sf 13 12,635 sf 2.5 stalls/1,000 sf 32 1 46 Total 199 Note: du = dwelling unit, sf = square feet 1. City of Tukwila Municipal Code (TMC) 18.56.050 Figure 18-7. The code states 0.5 additional spaces for every bedroom in excess of one bedroom in a multifamily dwelling unit which equates to 1.5 stalls/du for 2 -bedroom units and 2.0 stalls/du for 3 -bedroom units. As shown in Table 1, based on the TMC, a total parking supply of 199 automobile parking stalls would be required for the entire project. Parking Analysis The project is proposing 69 on-site surface parking stalls that would be shared between the residential and commercial uses. There is a total of approximately 21 existing on -street parking stalls adjacent to the site along S 141st Street and 42nd Avenue S (18 stalls along S 141st Street and 3 stalls along 42nd Avenue S). The project proposed frontage improvements would provide a total of 32 on -street stalls. Attachment A shows the street frontage improvements. No overnight on -street parking is currently allowed along the S 141st Street frontage; the proposal includes allowing on -street parking overnight. Currently, there is no overnight parking along the S 141st Street frontage and there are 3 stalls along 42nd Avenue S that could be used for overnight parking. With the proposed project changes to on -street parking supply, the overnight parking would increase by 29 stalls (i.e., 26 new stalls along S 141st Street and 3 new stalls along 42nd Avenue S frontage). The following sections describes the estimation of the proposed project parking demand and the ability to accommodate the parking needs via proposed on-site and street parking. Observed Parking Rates Observations were conducted at two comparable affordable apartment facilities in the City of Tukwila to understand residential parking characteristics specific to the area. Table 2 provides a summary of the sites observed. Table 2. Study Site Characteristics Site Location Number of Dwelling Units Parking Supply Supply Ratio Approximate Distance from Project Site 1 14210 37th Avenue S 2 14440 41st Avenue S 51 57 1.12 725 feet 60 78 1.30 1,335 feet Source: Transpo Group Both sites are within close proximity of the proposed project and are also affordable housing apartment buildings. Given the close proximity to the proposed project, these sites have the same transit services and facilities as well as other amenities as the proposed project. 7r 3 21 Parking demand observations were conducted over two midweek evenings after 9 p.m. when residential parking peaks. Table 3 provides a summary of the observed parking demand for the two sites. Table 3. Observed Parking Demand Site Location Number of Evening 1 Evening 2 Dwelling Units Demand Demand Average Demand Parking Rate (Vehicles per Dwelling Unit) 1 14210 37th Avenue S 51 45 44 44.5 0.87 2 14440 41st Avenue S 60 55 56 55.5 0.93 Average 50 50 50 0.90 Source: Transpo Group As shown in Table 3, the average parking demand rate for the two sites is 0.90 vehicles/dwelling unit. As a comparison, the ITE Parking Generation Manual, 5th Edition (2019) parking demand rate for affordable housing is 0.99 stalls/dwelling unit for general urban/suburban locations. The lower rate in Table 3 accounts for the local area and access to transit and proximity to the Link light rail station. The proposed project as well as the observed sites are served by transit, with King County Metro route 124 with stops located along Tukwila International Boulevard and is less approximately 300 feet of a 1 to 2 -minute walk from the proposed project site. Route 124 provides service between the Tukwila International Boulevard Link light rail station and Seattle 7 days a week. Weekday services is provided between approximately 5:00 a.m. and 3:15 a.m. with peak hour headways of approximately 15 minutes. The Tukwila International Boulevard Link light rail station is approximately 1 mile from the proposed project site and is served by route 124. The Link light rail provides service between SeaTac and the University District with new stations opening in the U District and Northgate in 2021. Demand Based on the observed average parking rate, a parking demand analysis for the proposed project was conducted to determine the peak parking demand. The methodology utilized for the residential and commercial uses are described in the following. Parking demand for the commercial component of project was based on the ITE Parking Generation Manual, 5th Edition (2019). Shopping Center (LU #820) and Fast Casual Restaurant (LU #930) land uses were used for the demand estimation. Parking demand associated with the affordable housing component was based on observed local rates at two similar developments in the area. Table 4 shows the parking demand for the proposed project. Table 4. Proposed Project Parking Land Use Size Rate Peak Parking Demand by Use3 Residential 100 DU 0.90 vehicles/DU' 90 Restaurant 1,280 sf 9.93 vehicles/1,000 sf2 13 Retail 12,635 sf 1.95 vehicles/1,000 sf2 25 Total Peak Demand by Use 128 DU = dwelling units, sf = square feet 1. Rate based on local data collected at similar sites near the project. 2. Rate based on ITE Parking Generation Manual, 5th Edition for restaurant LU 930 and retail LU 820. 3. This represents the peak parking demand for the individual uses, which may occur at different times during the day. 7/- 22 As shown in Table 4, the uses are anticipated to generate a cumulative parking demand of 128 vehicles; however, this does not account for the different peaking behavior of each use. Shared parking is described below. Shared Parking Residential and commercial uses peak at different times of day. Typically, commercial uses peak midday whereas residential uses peak overnight. Figure 2 show the anticipated hourly parking demand for the mixed-use project considering the peaking characteristics of each use. 100 90 80 75 70 60 50 40 30 20 10 0 64 60 60 On -Site Parking = 69 Spaces 92 83 85 79 75 73 70 • 92 88 89 90 86 84 • 6:00 7:00 8:00 9:00 10:0011:0012:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:0011:0012:00 AM AM AM AM AM AM PM PM PM PM PM PM PM PM PM PM PM PM AM • Residential (LU 223) • Restaurant (LU 930 Fast Casual) • Retail (LU 820) Figure 2 Proposed Project Hourly Parking Demand As shown in Figure 2, parking demand is anticipated to peak at 6 p.m. with 92 vehicles. The proposed project includes 69 on-site parking stalls resulting in a potential parking spillover of 23 vehicles. The proposal would increase on -street parking supply for daytime use by 11 stalls as well as provide allowance for overnight on -street parking along the frontages. Currently, there is no overnight parking along the S 141st Street frontage and there are 3 stalls along 42nd Avenue S that could be used for overnight parking; the proposed project increases the overnight parking supply by 29 stalls (i.e., 26 new stalls along S 141st Street and 3 new stalls along 42nd Avenue S frontage). The ability to accommodate the potential project spillover parking was reviewed considering the proposed on -street parking supply of 32 stalls and the availability of on -street parking. Evening On -Street Parking Re vie w An on -street parking study was completed within a 5- to 6 -minute or 1,200 -foot walking distance of the project site. The study area is residential in nature with neighborhood commercial along Tukwila International Boulevard. The principal arterial and collector roads have sidewalk facilities on at least one side of the roadway and many of the local streets do not have sidewalks, curb or gutters. The study included the area approximately S 137th Street to S 146th Street and 37th Avenue S to 45th Avenue S and is shown on Figure 3. 7r 5 23 LEGEND 11111 Existing Mid-0lock Crosxwatk Within appronhn tely 800' Within approximately 1200' Figure 3 On -Street Parking Area Parking supply and utilization data was collected in December 2019 within the study area for two days. Parking utilization was collected over two midweek evenings and averaged. Tukwila Municipal Code does not specify a restricted parking distance next to mailboxes, so a distance of 15 feet was assumed to calculate parking supply. Vehicles were observed parking in front of mailboxes and were included in the parking demand counts. On -street parking utilization was collected in the evening when the proposed project peak parking demand occurs. The data provides supply and demand at 800 -feet (3 to 4 -minute) and 1,200 -feet (5- to 6 -minute) walking distances from the site. Parking utilization data were collected over two midweek evenings and averaged. A detailed summary of the parking supply and demand is provided in Attachment B and a map is shown on Figure 4. 24 1/5 S 141ST ST 511 4111 3/10 = S 142ND ST 24/21 rn rn 18/10 b C7 012 ;Will 4120 0/15 fr m a' 7/10 • 212 116 4/4 S3AV1S14 3112 7110 2/1 214 8113 S 141ST ST 5,‘,51TH ST S 139TH ST 0/3 - 017 3/7 116 2/2 5/2 Site 0/12 S 140TH ST Drs 015 219 116 1)5 017 0/12 S 144TH ST 5/6 S 146TH ST 5/19 115 2/5 0/5 6126 6/13 2120 S3AVMEV S 3AV Hitr6 S 3AV H1St' LEGEND um Eing Crosswalkid-Block XiX Occupied Spaces/Supply 30% Occupancy 31-50% Occupancy 51-80% Occupancy > 80% Occupancy Figure 4 Evening Average On -Street Parking Utilization Parking is currently allowed along south side of S 141st Street along the project frontage but is limited to 4 -hour parking all day, which limits overnight parking. The S 141st Street parking was not included in the existing supply since it currently is limited to 4 -hour parking and no vehicles 7 25 were observed parking along this street. It is anticipated with the proposed project the parking along S 141st Street would be available for overnight use. The proposal includes 44 stalls along the two frontages. The proposed on -street parking supply along the frontage has the potential to accommodate all of the anticipated 23 vehicle spillover. The on -street parking would be open to the public; therefore, the on -street parking study reviewed availability with 800- to 1,200 -feet of the site to capture other on -street parking demands from nearby land uses. As shown on Figure 4, many of the blocks near the project site are less than 30 percent utilized and could accommodate parking associated with the proposed project. Table 5 provides a summary of the results of the on -street parking study and the ability to accommodate the proposed project spillover demand of up to 23 vehicles. Table 5. Evening On -Street Parking Study Walking Distance from Site 800 -feet 1,200 -feet Existing On -Street Supply' 146 353 Average On -Street Parking Occupied2 29 131 Available On -Street Parking 117 222 Average Percent On -Street Parking Occupied 20% 37% With -Project Proposed On -Street Supply' 175 382 Anticipated On -Street Project Demand' 23 23 Total Future On -Street Parking Demand 52 154 (Existing + Proposed Project) Available On -Street Parking (Supply — Future Demand) 123 228 Percent of Parking Occupied in Study Area 30% 40% 1. Based on supply collected December 2019. 2. Based on an average of two days of data collection. 3. Reflects the increase in overnight parking supply with the proposed project including 26 spaces along S 141st Street and 3 additional spaces along 42nd Avenue S. Increase in parking supply along S 141st Street is due to restriping and the allowance of overnight parking with the proposed project. 4. Potential number of vehicles parking on -street for the proposed project based on shared parking demand calculations and evening overspill. As shown in Table 5, there is on -street parking available within 800 and 1,200 feet of the project site to accommodate demand associated with the project under both scenarios. Under future with -project conditions, it is anticipated that parking within 800 feet of the proposed project would be 30 percent occupied and parking within 1,200 feet of the proposed project would be 40 percent occupied. Generally, it may become more difficult to find available parking on -street with areas are over 85 percent parking. Midday On -Street Parking Review Although the proposed project's peak parking demand is anticipated to occur in the evening, an additional midday parking demand study was done with consideration for the Abu Bakr Islamic Center. The Abu Bakr Islamic Center of Washington (the Center) is located at 14121 Tukwila International Boulevard across from the project site. There is an approximately 30 -minute midday prayer service that results in increased parking on -street. On -street parking counts were collected in 30 -minute increments between approximately 12 and 2 p.m. on Friday, February 14, 2020 within a 4 to 5 -minute walk from the Center to provide an understanding of midday parking occupancy. A detailed summary of the parking supply and demand is shown on Figure 5. 7r 26 LEGEND IIIAExisting Mid -Block Crosswalk x/x Occupied Spaces/Supply 5 30% Occupancy 31-50% Occupancy 51-80% Occupancy — > 80% Occupancy 10/10 S 138TH ST 16/16 12/16 14/16 111 3 0, 2 x r n m O N S 141ST ST 5/1 S 142ND ST 0/2 S 144TH ST 0/5 S 139TH ST S 140TH ST 4/13 12/11 13/10 ABU BAKR ISLAMIC 24/21 15/18 11 2/2 S 141ST ST 19/19 SITE 1/2 4/6 4/5 S 3AV 4NZ4 7/20 8/15 Figure 5 Midday 1p.m. On -Street Parking Supply and Utilization Summary The study area for the midday review focuses on the area within a 4- to 5 -minute walk from the Center and includes streets north of 140th Street along 37th Avenue S and 38th Avenue S. These two streets were not included in the evening on -street parking study because they are more than a 1,200 -foot walking distance from the project site and the midday parking study focuses on parking within a 4- to 5 -minute walk (or approximately 1,000 -feet) of the Center. As shown on Figure 5, with midday prayer services, many of the blocks near the Center are more than 80 percent occupied. The available parking in the study area is located along S 140th Street, 37th Avenue S and 42nd Avenue S and is not immediately adjacent to the Center. Table 6 provides a summary of the results of the midday on -street parking study and a potential increase in on -street parking within the proposed project. The with -project sensitivity analysis is provided to understand a potential worst-case scenario. The parking area that is within 4- to 5 -minutes of the project site is slightly different than the Center parking study area so it is unlikely that all of the proposed project parking would occur within the same area as the Center parking. Table 6 shows that currently there is a short period of about 30 minutes when parking in the study area is 84 percent occupied. As described previously, it may be more difficult to find available parking when approximately 85 percent or more of the on -street parking is occupied. Outside of the 30 -minute period when the pray services are occurring, parking occupancy in the study area is 71 percent or less. 9 27 Table 6. Midday On -Street Parking Study — 800 -feet from Abu Bakr Islamic Center 12:30 p.m. Existing On -Street Supply' 202 On -Street Parking Occupied' 144 Available On -Street Parking 58 Average Percent On -Street Parking Occupied 71% With -Project Sensitivity Analysis Proposed On -Street Supply' 213 Anticipated On -Street Project Demand3 14 Total Future On -Street Parking Demand (Existing + Proposed Project) 158 Available On -Street Parking (Supply — Future Demand) 55 Percent of Parking Occupied in Study Area 74% Time 1 p.m. 202 170 32 84% 213 10 180 33 85% 1:30 p.m. 202 115 87 57% 213 10 125 88 59% 1. Based on supply and peak parking counts collected February 2020. 2. Reflects the increase in midday on -street parking supply with the proposed project of 11 spaces for a total of 32 on -street parking spaces along the frontages. 3. Potential number of vehicles parking on -street for the proposed project based on shared hourly parking demand calculations and midday overspill. The sensitivity analysis assuming the parking overspill from the proposed project occurred within a 4- to 5 -minute walk from the Center shows that during the prayer services the on -street parking occupied could be up to 85 percent, making finding available somewhat parking difficult for a short period. The proposed project is being designed compatible with the Center and the project commercial uses may be closed during prayer services resulting in less parking demand than estimated for the proposed project. In addition, the lack of curb, gutter, and striping along both sides of S 141st Street and S 142nd Street results in some inefficiencies in parking. Improvements along S 141st Street and S 142nd Street could help increase parking supply. Summary/Recommendations The proposed mixed-use development includes up to 100 affordable residential apartment units, 1,280 square feet of restaurant and 12,635 square feet of commercial space. The proposed development would replace the existing 62 -room motel. The project is proposing to provide 69 on-site vehicle parking stalls and frontage improvements resulting in 32 on -street stalls. Through the use of shared parking, the peak parking demand for the proposed project is anticipated to be 92 vehicles. A review of existing on -street parking facilities indicated that the potential overspill could be accommodated on -street within an 800 to 1,200 -foot walking distance of the project site. On -street parking was also reviewed around the Abu Bakr Islamic Center during midday prayer services. The study shows for a 30 -minute period finding available parking within a 4- to 5 -minute walk of the Center may be difficult. There is available parking along S 140th Street, 37th Avenue S and 42nd Avenue S, but it is not immediately adjacent to the Center. The proposed project is being designed compatible with the Center and the project commercial uses may be closed during prayer services resulting in less parking demand. Improvements along S 141st Street and S 142nd Street could help increase parking supply. 7r 28 10 Attachment A: Preliminary Site Plan 29 30 SITE PLAN TUKWILA INTERNATIONAL BLVD S 141ST ST 12'0" -1 PARKING LOT o Zr) (N GENERATOR NOTE: SEE PARKING AND LOADING PLAN FOR STALL AND BIKE PARKING COUNTS SEE RECREATION SPACE PLAN FOR SQUARE FOOTAG ES W FORTERRA - WADAJIR / DESIGN UPDATE FOR CITY OF TUKWILA / JANUARY 15, 2021 LEGEND 128'-0" - --- - PROPERTY LINE - - - - SETBACK LINE EXIT/ENTRANCE EMERGENCY EGRESS FORTERRA TRANSFORMER S3AVaNZtr Q N (?) 0' 20' 40' MITHUN 32 Attachment B: Parking Demand and Supply 33 34 14110 Tukwila Int Blvd Weekday Shared Parking Demand Estimate Use Size Parking Rate Rate Source Unadjusted Demand` Residential (LU 223) 100 DU 0.9 vehicles/DU Counts at affordable developments 90 Restaurant (LU 930 Fast Casual) 1,280 sf 9.93 vehicles/1,000 sf ITE Parking Generation (5th Ed) 13 Retail (LU 820) 12,635 sf 1.95 vehicles/1,000 sf ITE Parking Generation (5th Ed) 25 TOTAL Shared Parking Demand Time of Day3 % Hourly Hourly Demand Demand % Hourly Hourly Demand Demand % Hourly Hourly Demand Demand 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM 10:00 PM 11:00 PM 12:00 AM 83% 75 71% 64 61% 55 55% 50 54% 49 53% 48 50% 45 49% 44 49% 44 50% 45 58% 52 64% 58 67% 60 70% 63 76% 68 83% 75 90% 81 93% 84 100% 90 2% 0 2% 0 5% 1 14% 2 17% 2 18% 2 100% 13 75% 10 45% 6 31% 4 23% 3 49% 6 77% 10 69% 9 28% 4 20% 3 11% 1 0% 0 0% 0 0% 0 0% 0 15% 4 32% 8 54% 14 71% 18 99% 25 100% 25 90% 23 83% 21 81% 20 84% 21 86% 22 80% 20 63% 16 42% 11 15% 4 0% 0 0% 0 75 64 60 60 65 68 83 79 73 70 75 85 92 92 88 89 86 84 90 Daily Peak Parking Demand Minimum Suppy 101 Overspill 92 60 -9 Note: sf = square -feet, DU = dwelling units Maximum Anticipated Parking Demand of All Uses 1. No data available for hourly parking demand percentages in either ITE or ULI. It is assumed that all parking demand is related to daycare staff. The Parking Estimate does not include drop-off/pick-up and it is anticipated that there will be a designated drop-off/pick-up area. Based on Parking and Trip Generation Characteristics for Day -Care Facilities by John W. Van Winkle and S. Colin Kinton, it is estimated that on average staff account for approximately 55% of the total parking demand, which was assumed for estimating parking demand and for determining mid-day hourly demand. Hours outside of the midday were based on operations at the facility. 2. No mode split reductions assumed. 3. Based on the ITE Parking Generation, 5th Edition. Hourly demand for the residential use is based on LU 221 as no distirbution was availabel for LU 223. Printed 3/8/20217:49 AM Page 1 of 1 36 Attachment B. On -Street Parking Utilization Study 12/3/2019 12/4/2019 12/3/2019 12/4/2019 Block Description Distance from Site (k) Side Supply Average Demand Demand 1 Demand 2 Block Description Distance from, Site Side Supply Average Demand Demand 1 Demand 2 1 S 139th St between Tukwila Int Blvd and 41st Ave S 1200 1200 N 6 1 0 1 21 44th Ave S between 5 140th Stand 5 142nd St 1200 1200 W 13 6 6 5 1200 5 4 4 4 4 1200 E 20 2 2 1 2 5 139th St between 41st Ave 5 and 42nd Ave 5 1200 1200 N 1 2 2 2 22 Tukwila Int Blvd between 5 139th St and 5 140th St 800 800 W 0 0 0 0 1200 5 4 2 2 2 800 E 0 0 0 0 3 5 139th St between 42nd Ave S and Driveway 800 800 N 0 0 0 0 23 Tukwila Int Blvd between 5 140th St and S 141st St (north) 800 800 W 0 0 0 0 800 5 3 0 0 0 800E 0 0 0 0 4 S 139th St between Driveway and 44th Ave 5 1200 1200 N 0 0 0 0 24 Tukwila Int Blvd between 5 141st St (north) and 5141st St (south) 800 1200 W 0 0 0 0 1200 5 7 0 0 0 800 E 0 0 0 0 S 5 140th St between Tukwila Int Blvd and 42nd Ave S 800 800 N 13 8 7 8 25 Tukwila Int Blvd between 5 141st St (south) and 5142nd St 800 1200 W 0 0 0 0 800 5 0 0 0 0 800 E 0 0 0 0 6 5 140th St between 42nd Ave S and 43rd Ave 5 800 800 N 12 0 0 0 26 Tukwila Int Blvd between S 142nd St and 41st Ave s 800 1200 W 0 0 0 0 800 5 5 0 0 0 800 E 0 0 0 0 7 5 140th St between 43rd Ave S and 44th Ave 5 1200 1200 N 6 0 0 0 27 Tukwila Int Blvd between 41st Ave S and S 144th St 800 1200 W 0 0 0 0 1200 5 9 2 2 2 1200 E 0 0 0 0 8 5 140th St between 44th Ave S and 45th Ave 5 1200 1200 N 5 1 1 1 28 Tukwila Int Blvd between S 144th St and S 146th St 1200 1200 W 0 0 0 0 1200 5 5 2 2 1 1200 E 0 0 0 0 9 5 141st St between Tukwila Int Blvd and 42nd Ave S S00 800 N 0 0 0 0 29 5 142nd St between 37th Ave 5 and Tukwila Int Blvd 1200 1200 N 21 24 24 23 800 5 0 0 0 0 1200 S 18 18 18 18 10 5 142nd St between 42nd Ave S and 43rd Ave S 800 800 N 7 0 0 0 30 5 144th St between 37th Ave 5 and Tukwila Int Blvd 1200 1200 N 0 0 0 0 800 5 12 0 0 0 1200 S 0 0 0 0 11 5 144th St between Tukwila Int Blvd and 41st Ave 5 1200 1200 N 10 7 6 8 31 41st Ave S between Tukwila Int Blvd and S 144th St 800 800 N 0 0 0 0 1200 5 6 5 5 5 800 S 0 0 0 0 12 S 144th St between 41st Ave 5 and 42nd Ave s 1200 1200 N 2 22 2 32 5 140th St between 37th Ave S and Tukwila Int Blvd 1200 1200 N 0 0 0 0 1200 5 0 0 0 0 1200 5 5 1 1 1 13 41st Ave S between Street End and 5 139th St 1200 1200 W 12 3 3 2 33 5 141st St between 37th Ave 5 and Tukwila Int Blvd 1200 1200 N 11 4 2 5 1200 E 10 7 8 6 1200 S 10 3 4 1 14 42nd Ave S between 5 137th St and 5 139th St 1200 1200 W 0 0 0 0 34 37th Ave 5 between S 141st St and 5 142nd St 1200 1200 W 0 0 0 0 1200 E 0 0 0 0 1200 E 1 5 4 6 15 42nd Ave 5 between S 139th St and S 140th St 800 800 W 7 3 3 2 3S 37th Ave S between 5 142nd St and 5 144th St 1200 1200 W 2 0 0 0 800 E 6 1 2 0 1200 E 0 0 0 0 16 42nd Ave S between 5 140th Stand 5 141st St 800 800 W 2 2 2 1 36 0 800 E 2 5 5 4 0 17 42nd Ave 5 between 5 141st St and S 142nd St 800 800 W 6 1 1 1 37 0 800 E 5 1 1 1 0 18 42nd Ave S between 5 142nd St and 5 144th St 800 800 W 20 4 3 4 38 0 800 E 15 0 0 0 0 19 42nd Ave 5 between S 144th St and 5 146th St 1200 1200 W 19 5 6 4 39 0 1200 E 0 0 0 0 0 20 43rd Ave S between 5 140th St and 5 142nd 5r 800 800 W 5 0 0 0 40 0 800 E 26 6 7 5 0 On -Street Parking Supply Spaces Average Demandl Demand2 Demand Usage Within 800 feet 146 29 31 26 20% Within 1200 feet 353 131 135 126 37% 38 Block 1 S 139th St between Tukwila Int Blvd and 41st Ave S Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (DW) = 5' per side t Irl frjpx (Me) _ f5`(x+ SJ(C Side: N transpogrol,, WV AT TRANS'KjgTAT1ON CAN DE - Fire Hydrant (FH) = 15' per side Parking Sign (S) = 0' Curb, end of block = 20' Side; 39 Black 2 Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (DW) = 5' per side Side: S 139tb St between 41st Ave S and 42nd Ave S transp© Y�(�//w///r WI -AT •-r-An annRT.\yI CAN DE Tr Fire Hydrant (FH) = 15' per side Parking Sign (S) = 0' Curb, end of block = 20' Side: 40 Block Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (DW) = 5' per side Side: S 139th St between 42nd Ave S and Driveway Fire Hydrant (FH) = 15' per side Parking Sign (S) = 0' Curb, end of block = 20' Side: transpo •o. ,A -AT 7RAN.TAIDRTA JON CAN 41 Block 4 S 139th St between Driveway and 44th Ave S Curb (C), no sign (NS) = 20' Stop or yield sign (S5) = 30' Driveways (DW) = 5' per side Side: Fire Hydrant (FH) = 15' per side Parking Sign {5) = 0' Curb, end of block = 20' Side: transpo ,VHAT-=1.rrverC1a-.,r,1 42 Block 5 S 140th St between Tukwila Int Blvd and 42nd Ave S Curb {C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (DW) = 5' per side Side: Fire Hydrant {FH) _ 15' per side Parking Sign (S) = 0' Curb, end of block = 20' Side: transpogr t-, wHAT TRANSni]FTi1Ti JN CAN BE yr 43 Block 6 S 140th St between 42nd Ave S and 43rd Ave S Curb (C), no sign (N5) = 20' Stop or yield sign (55) = 30' Driveways (DW) = 5' per side Side: N f2 44 Fire Hydrant (FH) = 15' per side Parking Sign (5) = 0' Curb, end of block = 20' Side: transpogrou1 1-ar IAT TFiAN5,m3RTATIC�N CAN 6E Block 7 S 140th St between 43rd Ave S and 44th Ave S Curb (C), no sign (NS) = 20' Stop or yield sign (5S) = 30' Driveways (DW) = 5' per side Side: l71 Fire Hydrant (FH) = 15' per side Parking Sign (5) = 0' Curb, end of block = 20' Side: transpo roupT WI AT' d,NSnON, 1.v. CAN BE. I 45 Block 8 S 140th St between 44th Ave S and 45th Ave S Curb (C), no sign (NS) = 20' Stop or yield sign (5S) = 30' Driveways (DW) = 5' per side Side: N 331-3033-0.5- 29 41 e7, 2N5 -141'S' i5- 3y I t -l62 -o5 -G 3 n b7-0-5-`20'42 2,7 t� P 46 Fire Hydrant (FH) = 15' per side Parking Sign (S) = 0' Curb, end of block = 20' Side: S r�8-82-0 45-0-5-10"- 10 C VW transpogroup .; I N: NAT TP ANC ='dRT4TIOM C.lY �E. a Block 9 S 141st St between Tukwila Int Blvd and 42nd Ave 5 Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (DW) = 5' per side Side: N Fire Hydrant (FH) = 15' per side Parking Sign (5) = 0' Curb, end of block = 20' Side: S transpo )up WHAT T?RNST QHT T n+1 t`. A' BE W 47 Block 10 Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (DW) = S' per side Side: N S 142nd St between 42nd Ave S and 43rd Ave S -21,5 - /61-34-5 CF1 3 1o4-0-5 -20 = 79 48 Fire Hydrant (FH) = 15' per side Parking Sign (5) = 0' Curb, end of block = 20' Side: S 316- $7-0-4 = VA rz N9 transpo_.,3roup '+ HAT 7-R'ANA' CRTAT1ON CAN HE. Nr ( 2- Block 11 S 144th St between Tukwila Int Blvd and 41st Ave 5 Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (DW) = 5' per side Side: N 264-17q-0-0--85 140-2R-0-O-ili b J7 Fire Hydrant (FH) = 15' per side Parking Sign (5) = 0' Curb, end of block = 20' Side: S 305-ii4b-0-0 =111 61 tot.1-1 transpo.r,�rNCe..1BC_r '1LD WHAT -pnry,^..=OAT•}'�'JN CANY Q. 49 Block 12 S 144th St between 41st Ave S and 42nd Ave s Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (DW) = 5' per side Side: N 3143-305-0-0:3't J 50 Fire Hydrant (FH) = 15' per side Parking Sign (S) = 0' Curb, end of block = 20' Side: S AIM transpogroup tHAT AH A,ORTAT46N C 4 BE, NI Block 13 Curb (C), no sign (NS) = 20' Stop or yield sign (55) = 30' Driveways (DW) = 5' per side Side: 41st Ave S between Street End and S 139th St Fire Hydrant (FH) = 15' per side Parking Sign (5) = 0' Curb, end of block = 20' Side: transpogro_p, y(l`lr WHAT Tc�q{.JS: JRTgrioN CAN BE. k_it 51 Block 14 42nd Ave S between S 137th St and S 139th St Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (DW) = 5' per side Side: W 52 Fire Hydrant (FH) = 15' per side Parking Sign (S) = 0' Curb, end of block = 20' Side: E tra nspo_rc WHAT TRAAW OATiTIOr CA, Block 15 42nd Ave S between S 139th St and S 140th St Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (DW) = 5' per side Side: Fire Hydrant (FH) = 15' per side Parking Sign (S) = 0' Curb, end of block = 20' Side: �y transpo,yo Tr_ nra�_v CAN LIE ri 53 Black 16 42nd Ave S between S 140th St and S 141st St Curb (C), no sign (NS) = 20' Stop or yield sign (S5) = 30' Driveways (OW) = 5' per side Fire Hydrant (FH) = 15' per side Parking Sign (S) = 0' Curb, end of block = 20' Side: W Side: E IY I 13$-11ff-5-0-9 n -43 1-0 0136, 54 1 �?`74-5-)5 . 761-34-15-51--2.5 transpogroup f�{� TRAN6'Y,FTATICI4 CA .11 EE. F/sf Block 17 42nd Ave S between S 141st St and S 142nd St Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (DW) = 5' per side Side: W Li Fire Hydrant (FH) = 15' per side Parking Sign (5) = 0' Curb, end of block = 20' Side: E � t'kAT rc�uBC J '.VNAT F-+,:VJ,'JF I,Tf JP! CnV BC 5 55 Block 18 42nd Ave S between S 142nd St and S 144th St Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (DW) = 5' per side Side: 56 Fire Hydrant (FH) = 15' per side Parking Sign (5) = 0' Curb, end of block = 20' Side: 2-0transpo91A - Block 19 42nd Ave S between 5 144th St and S 146th St Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30° Driveways (DW) = 5' per side Side: )cj Fire Hydrant (FH) = 15' per side Parking Sign (S) = 0' Curb, end of block = 20' Side: transpo ,roup /rim WHAT Tr.nNsro RTArICIN CAN QE. / 57 Block 20 43rd Ave S between S 140th St and S 142nd Sr Curb (C), no sign (NS) = 20' Stop or yield sign (S5) = 30' Driveways (DW) = 5' per side transpo _;ro "+kAT TRa N:;'��R'ATlO CAN 6E. 58 Fire Hydrant (FH) = 15' per side Parking Sign (S) = 0' �f4t c Curb, end of block = 20' Side: E cuv$ itat14•Pkr,'t�n f Block zl 44th Ave S between 5 140th St and S 142nd St Curb (C), no sign (NS) = 20' Stop or yield sign (55) = 30' Driveways (DW) = 5' per side Side: 603-571-5 -15T i2 Fire Hydrant (FH) = 15' per side Parking Sign (5) = 0' Curb, end of block = 20' Side: transpo roi_ 5,14,AT TFNJSr.6RT4r.Ju CAN [•L 59 Block 22 Tukwila Int Blvd between S 139th St and S 140th St Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (DW) = 5' per side Side: W L IMF tra nspo 60 Fire Hydrant (FH) = 15' per side Parking Sign (S) = 0' Curb, end of block = 20' Side: E Block 23 Tukwila Int Blvd between S 140th St and S 141st St (north) Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (DW) = 5' per side Fire Hydrant (FH) = 15' per side Parking Sign (5) = 0' Curb, end of block = 20' Side' W Side: E transpo Mir 61 Block 24 Tukwila Int Blvd between S 141st St (north) and S 141st St (south) Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (OW) = 5' per side Fire Hydrant (FH) = 15' per side Parking Sign (5) = 0' Curb, end of block = 20' Side: W Side: E transpo roup • r 62 Block 25 Tukwila Int Blvd between S 141st St (south) and S 142nd St Curb (C), no sign (NS) = 20' Stop or yield sign (55) = 30' Driveways (OW) = 5' per side Side: W Fire Hydrant (FH) = 15' per side Parking Sign (5) = 0' Curb, end of block = 20' Side: E transpogroup yr V:I i •.i TPANg-.p.gTAT4Dk CAN BE 63 Block 26 Tukwila Int Blvd between S 142nd St and 41st Ave s Curb (C), no sign (NS) = 20' Stop or yield sign (SS} = 30' Driveways (DW) = 5' per side Side: W 64 Fire Hydrant (FH) = 15' per side Parking Sign (S) = 0' Curb, end of block = 20' Side: E transpo groupcilr .N�ni TRANSr-ORTATI JV GAN RE Block 27 Tukwila Int Blvd between 41st Ave S and S 144th St Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (DW) = 5' per side Side: W Fire Hydrant (FH) = 15' per side Parking Sign (S) = 0' Curb, end of block = 20' Side: E transp©graupj■r 'WHAT TRAN^"OATATtlON CAN BE. / 65 Block 28 Tukwila Int Blvd between 5 144th St and S 146th St Curb (C), no sign (NS) = 20' Stop or yield sign (55) = 30' Driveways (DW) = 5' per side Fire Hydrant (FH) = 15' per side Parking Sign (5) = 0' Curb, end of block = 20' Side: W Side: E transpo 66 Block 29 S 142nd St between 37th Ave S and Tukwila Int Blvd Curb (C), no sign (N5) = 20' Stop or yield sign (S5) = 30' Driveways (DW) = 5' per side Side: N ED ons 442-y�3-5-5 =R U1 145€1-3E4-5-15 SS f 51 ?s6-248-5-5= It 0 154-+30-5-15=4 G J. 65 - lip pis transpoC , Fire Hydrant (FH) = 15' per side Parking Sign (5) = 0' Curb, end of block = 20' Side: S WHAT TnANEr'ORWIC.N CAN L'[ r 67 Block 30 S 144th St between 37th Ave 5 and Tukwila Int Blvd Curb (C), no sign (NS) = 20' Stop or yield sign (5S) = 30' Driveways (DW) = 5' per side Side: N Fire Hydrant (FH) = 15' per side Parking Sign (5) = 0' Curb, end of block = 20' Side: 5 transpogroup `^y] WHAT Tr+. WSf'frrRTAPGN CACI DE. `� 68 Block 31 41st Ave S between Tukwila Int Blvd and S 144th St Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (DW) = 5' per side Side: N transpo L Fire Hydrant (FH) = 15' per side Parking Sign (5) = 0' Curb, end of block = 20' Side: S r 69 Block 0 Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (DW} = 5' per side Side: transpo tV1iAT t ,ANOr+JRTAT—:-1 r- -, [s 70 Fire Hydrant (FH) = 15' per side Parking Sign (5) = 0' Curb, end of block = 20' Side: 0' 2g2 -0--5 =2'1 9q -13? -g^5= tf6 bg1-0-5-2Q =44 r Block -34F- Curb •3 , Curb (C), no sign (NS) = 20' Stop or yield sign (SS) = 30' Driveways (DW) = 5' per side Side: Fire Hydrant (FH) = 15' per side Parking Sign (S) = 0' Curb, end of block = 20' Side: P>. 674 e, 62? -53g-30-5 =59 — s + r as -4`'1-5-6 =5q 441-3-P-0-5-;65 S1 Cf 76-6?-5 fr r G? -Z7-6-5= 24 Gvt 'w transpogroup £J )NI IAT � ,AN:.f>CIRTATr(1N h.\N CL. � 71 Block 35 fl Curb (C), no sign (NS) = 20' Stop or yield sign {SS) = 30' Driveways (OW) = 5' per side Side: transpo 72 Fire Hydrant (FH) = 15' per side Parking Sign (5) = 0' Curb, end of block = 20' Side: 935-3-72--/S-0=4'6 2 pt.t ukete „ti tfeiI BE r 2019 G) 41#11•04 161 moo, Multi -Family Residential Parking Demand Assessment Summary Report r January 31, 2019 Prepared for: City of Tukwila Dept of Community Development 6200 Southcenter Blvd Tukwila, WA 98188 Prepared by: RICK WILLIAMS CONSULTING PO Box 12546 Portland, Oregon 97212 Rick Williams, Principal Owen Ronchelli, Project Manager Pete Collins, Associate Blair Daly, Data Collection Tukwila Parking Demand Assessment January 2019 2019 Tukwila Parking Demand Assessment Summary Report Background Recent studies nationally and within King County have found that municipal minimum parking requirements for multi -family residential developments frequently result in an over provision of parking. King County Metro's Right Size Parking study found that on average, multi- family buildings in King County supply 4o% more parking than is actually utilized.1 Oversupply of parking leads to inefficient use of land and to increased automobile ownership, vehicle miles traveled, congestion and housing costs. The impact on housing costs and the availability of affordable multi -family housing is of particular importance to the City of Tukwila. In light of recent private sector requests to reduce parking requirements associated with multi -family affordable housing development, Tukwila is interested in better understanding the relationship between actual parking demand for multi -family affordable housing and what Tukwila's code requires. The City wants assurance that its parking development standards closely reflect actual market demands and to avoid minimum standards that result in a surplus of overbuilt (and costly) parking. This will support cost effective development while at the same time ensuring that adequate parking is available. Rick Williams Consulting (RWC) was engaged by the City of Tukwila to assess actual parking demand for a select number of affordable multi- family housing properties within proximity of Tukwila. This parking assessment is focused on representative sites within King County that: • Are applicable to Tukwila, • Allow comparison to existing Tukwila parking requirements for new or redeveloped uses (minimum parking ratios), and • Represent a mix of development types (e.g., size of units, mix of bedrooms and number of parking stalls built. If the analysis shows that the city's current parking requirements for affordable multi -family developments are higher than needed, then downward refinements to parking development ratios may be needed to ensure support for more efficient use of land. If the parking requirements are lower than needed, then upward adjustments can be made to reduce impacts of spillover into adjacent properties, on - street parking systems, or neighborhoods. 1 metro.kingcounty.gov/.../right-size-parking/...final-report-8-2oi5.pdf RICK WILLIAMS CONSULTING Partin "in po t. ?;_ion Page 1 Tukwila Parking Demand Assessment January 2019 NOTE: After presenting the analysis of actual demand to existing code standards, we comment on the applicability of the findings to a specific affordable multi -family development called The Bellwether which is currently under review by the City. These comments begin on page 12. RICK WILLIAMS CONSULTING Ft, rt'l '' nsDOc p tion Page 2 Tukwila Parking Demand Assessment January 2019 Glossary of Terms A number of technical terms are used throughout this document to describe parking demand. Short descriptions are provided below to facilitate understanding of these terms for readers. —This ratio is usually shown as stalls per 1,000 square feet of building area for commercial/industrial uses or as stalls per housing unit or stalls per hotel room. For instance, a 15,000 square foot building built with 3o parking spaces would have a built parking ratio of 2.0. The Built Parking Ratio has no relationship to the actual use (demand) of those spaces. MOO code. —the minimum amount of parking that must be built for a specific land use type as required by city —the difference between the Code Minimum Requirement and the Market Calibrated Ratio. —. If projects were built only to True Demand, they would theoretically be l00% occupied at their peak hour, leaving little flexibility for unique variations in the ebb and flow of parking activity over the course of a day or over time. To this end, demand models generally provide for a demand buffer or "flexibility cushion" that is added to True Demand. Traditional commercial buffers (for land uses with high turnover) are 15%- which is the basis for the parking industry's 85% Rule for visitor parking. Providing a 15% buffer for mixed use, retail, and office land uses is considered ideal. Other land uses require smaller buffers. A 10% buffer is adequate for Industrial land uses as the primary use for parking is for employees and less parking turnover is needed to support visitor access. A 5% buffer is adequate for Residential and Hotel given that visitor demand for these uses is generally midday when many resident or hotel guests are away (i.e., to jobs or other daytime activities). o —True Demand plus the Demand Buffer, which represents the most efficient demand ratio for the land use type. —the period of day when the highest number of vehicles are observed parking for a given land use. —the observed peak hour parking demand for a specific land use. This would include vehicles parked in the property's parking lot and sometimes includes vehicles parked on -street in proximity to the property. True demand must be a measure of actual vehicles parked at the Peak Hour correlated to occupied building area. RICK WILLIAMS CONSULTING F Sp ^.zine Page ` 3 0- ,;3.• 61V -4.1f 11= IOWA " 1101111:MalFdleAWIll,"1711/27!; ;.z. ,6.4/1 aimmoga4 Y•!•, 8b -tV er','. -. 6--, () :44. i' I N, '•.; ‹) ,i, ''., (:. 1::1 1 ,...„ ,z- ,,-, , 6 It% 11 --trqdsrL I 11- ICA I • A. I qi4TL [_b_tr::1tritto•ft 1113_tr;OCi_soct._.211 4 OM. tenSI a a -k I, Attachment 4 C) ® , ...)...- \F2 . -, - ,r 4 • • ,., TFKINO WALLS ),E1.&1040 VALLS TV& orAnni ..._____onioutaxak mohNo i 1 OR Wbo I --------- 1 6 La idefti. CanuR Es L.::: L{PI tHir5 °I • -'[.. ---- 6... 2,- 7Tinili I V 21. A-3 31:1 7.r-44-11:1 •*•-•-•I ify V— 53 101 55 it; Ze 1 57 31 SirO 4FI trt mr. Tukwila Parking Demand Assessment January 2019 Methodology The City initially provided the consultant with 12 multi -family sites to observe and measure parking demand utilization. Specific sites were chosen to represent affordable housing units in a format that provided a broad cross-section of number of units, different sized -units (studio, one, two, three and four-plus bedrooms), and geographic distribution. The sampled sites represent cross-section of such sites around the 1-5 and I -4o5 interchange. Two sites were dropped from the study as it was not possible to gather all information needed to conduct a demand assessment. A map of the final selected sites is provided on page 6. Parking development requirements are typically expressed as ratios of stalls per i,000 square feet of building area or, in this case, as stalls per residential unit. The analysis requires information specific to the total number of units for each survey site. City staff and RWC staff worked together to assemble profiles for each property. This included information such as street address, number of housing units (including number of bedrooms), number of built parking stalls, and current occupancy rate. This information combined with onsite field verification and thorough overnight peak -parking counts were used to derive the most accurate information possible. RWC field staff counted occupied parking stalls from 2:30 — 5:00 AM for each property to determine the highest individual parking demand for each site. Industry standards indicate that residential peak parking demand occurs between the hours of 3:oo — 5:0o AM. Two separate weekend night counts were conducted, one on Saturday, December 8th, 2018 when seven sites were surveyed and a second on Saturday, December 15th, when the remaining three sites were surveyed. Weekday night counts were conducted on Wednesday, December 12th at all ten sites. To derive an apartment complex's true demand, only the highest occupied parking stall count is considered. In most cases, this was on a weeknight, but in some cases higher counts were found on the weekend. For 8 of the io sites, it was evident that some of the vehicles parked on adjacent streets were associated with tenants of the subject property. These vehicles were included in the true demand calculation. For the most part, this type of spillover was marginal, ranging from 1 to 7 stalls.' Nonetheless, this demand was added to site totals to ensure a conservative analysis for measuring true demand. We followed the same methodology employed by the Institute of Transportation Engineers (ITE) to calculate parking demand by land use category. The ITE manual is the de facto source of parking data for most jurisdictions. However, while the ITE information is a good starting 2 One site, Residential #3 on Table 2 of this document, had 36 stalls of "spillover." This was due to the fact that this project maintains internal streets that directly serve the site in addition to stalls allocated as surface lots for the site. These streets have capacity for 67 vehicles. Given that the internal streets do not provide access for any other uses adjacent to this site, vehicles observed parked on the street during the peak hour counts were added to total demand. RICK WILLIAMS CONSULTING P,;-i.:in y g Tr °n o t kion Page`4 Tukwila Parking Demand Assessment January 2019 point, it draws samples from across America, includes demand figures that date back as far as the 198os, and contains data from extremely small samples. In other words, the methodology for conducting demand analyses is reliable and sound, but it is imprudent to rely heavily on ITE demand model outputs for unique jurisdictions. The approach followed by this study exclusively utilizes parking demand data gathered in areas within and proximate to Tukwila in December 2018. This provides the most accurate representation of local existing conditions to evaluate current code standards. It is important to recognize that the sites studied were constructed at various points in time and most were not under the current Tukwila Development Code parking requirements. Therefore, when comparisons show that provided parking is less than current Tukwila Code requirements, that does not mean that the property owner didn't comply with Code requirements at the time of construction. To create an "apples to apples" comparison, the consultant evaluated all sites using Tukwila's minimum parking code requirements, thereby measuring outcomes as though the non -Tukwila sites had been built in Tukwila under the current code. This study evaluates the "on the ground" demand for parking based on the number of occupied units. This demand is independent of provided parking, however, it can help explain why any one site appears to have inadequate parking or too much parking. The derived demand for each site will be compared to the current code minimums to determine if it (code language) requires adequate parking for new multi -family development. This process provides the data necessary to "calibrate" Tukwila's Code to its specific community needs. RICK WILLIAMS CONSULTING F4I. n Tnspo,°:11vr.son Page! 5 ; X 5; z Z " C r o Z Tukwila Parking Demand Assessment January 2019 Current Code Requirements Off-street parking requirements for new development are located in Title i8 of the Tukwila Municipal Zoning Code, specifically Chapter 18.5.6 - Off -street Parking and Loading Regulations - and Figure 18-7 of the same chapter. The standard requirements for multi -family residential development is as follows: • 2 parking spaces for each dwelling unit that contains up to 3 bedrooms. • i additional parking space for every 2 bedrooms in excess of 3 bedrooms in a dwelling unit In the urban renewal district, the standard is different if at least 75% of the required parking is in a structure. In that case, the requirements are: • 1 parking space per dwelling with one bed, • plus o.5 parking spaces for every unit with more than one bedroom, • plus, one additional space for a car sharing program for every 5o parking stalls. NOTE: The Tukwila code can lead to different parking ratio requirements by unique site based on the makeup of the number of bedrooms in each unit. Many cities require a simpler flat ratio requirement (per unit versus per bedroom), which leads to a single ratio for all multi- family developments. Table 2 on page io demonstrates how the minimum required development ratio can vary by development (see Column 7). Given that all the sample sites provided only surface parking, the RWC model used the base standard in Figure 18-7. None of the sites met the 75% structured parking standard of the urban renewal parking allowances. RICK WILLIAMS CONSULTING Par:;in7 Tr,,nsportacion Pag 7 Tukla Parking Demand Assessment January 2019 Findings — Measured Sites Each of the 10 sites were selected and vetted by the City of Tukwila. The intent was to have a variety of affordable multi -family residential housing stock represented — from properties with a small number of units (as few as 12) to large complexes with as many as 326 units. Table 1 shows the distribution of residential sites chosen by number of units and distribution of bedrooms. Property managers were contacted by the consultant for additional information about the sites (e.g., vacancy rates, number of parking stalls/garages). As the table indicates, 1,078 total units were included in the survey. One- and two-bedroom units make up the majority of unit types, representing 79% collectively. Studios represented 18% of the units but were primarily concentrated in the largest site. Table 1: Inventory of Multi -Family Residential Sites Range of Residential Units Sites Aggregated Residential Units Studios i Bedroom 2 Bedroom 3 Bedroom 4 Bedroom 10 - 50 5 179 0 85 57 3o 7 51-100 2 186 14 55 86 23 8 101- 200 2 387 40 120 141 50 36 200 + 1 326 165 166 157 2 1 Totals 10 1,078 219 426 441 105 52 Distribution of Bedrooms 1,243 18% 34% 35% 9% 4% Figure A provides a graphic summary of the sampled sites at the peak hour of use. The figure compares the ratio of stalls built to accommodate the site (orange bar) with the actual use, or true demand, of those stalls (gray line). The market calibrated demand reflects the ratio of parking that would be "right sized" for the site (blue bar). Data inputs for this figure are derived from Table 2 which provides greater detail for each site and aggregated totals. Table 2 also provides site ID's which can be correlated for location on the Map of Study Sites above. RICK WILLIAMS CONSULTING P ; 'iin o nsport2 Li iii Page ( 8 Figure A: Parking Demand Ratios — Multi -Family Residential Use 2.50 2.25 2.00 1.75 1.50 1.00 0.75 0.50 0.25 0.00 1.35 1.65 2018 TUKWILA PARKING DEMAND EVALUATION LAND USE: RESIDENTIAL (STALLS PER UNIT) Built Parking Ratio Market Adjusted Demand True Demand Tukwila Parking Demand Assessment January 2019 2.50 2.25 2.00 1,75 1.50 RESI. #1 RESI. #2 RESI. Key Takeaways from Figure A: RES #4 RESP. 09 REST. #7 REST. #8 RESI. #9 RESI. #10 RESI 412 0.75 0.50 0.25 0.00 • Six sites had market calibrated demand that was less than the actual supply built (Residential #'s 1, 2, 4, 7, 9 and so). Of these sites, Residential #'s 4, 8, and io were close to "right sized" with supply and market calibrated demand closely aligned. • Three sites had higher parking demand (both true and market calibrated) than their built supplies (Residential #s 3, 6, 9 and 12). In each instance, 'spillover' vehicles parked on -street were observed, generating the additional parking demand beyond the off-street built supply. RICK WILLIAMS CONSULTING Page 9 Tukwila Parking Demand Assessment January 2019 Table 2: 2018 Tukwila Parking Demand Evaluation - Multi -Family Residential Use3 1 2 4 5 Affordable Site ID Location Housing Units Residential Built Unit Off - Occupancy Street Rate Stalls 6 Built parking ratio 7 Minimum Required Stalls (Tukwila Code Ratio)4 True Demand (TD) "Market Calibrated " Demand (MCD) 10 !1 12 MCD Actual Parking Delta +/_ % Diff Stalls Needed A Resi. #1 B Resi. #2 C Resi. #3 D Resi. #4 E Resi. #6 SeaTac 95 97% 128 1.35 190 (2.00) i.io 1.15 109 o.85 43% Tukwila 3.93. 99% 316 1.65 382 (2.00) 1.20 1.26 241 0.74 37% Federal Way 91 99% 174 1.91 174 (2.04) 1.92 2.02 184 0.02 1% Seattle 5o l00% 24 .48 100 (2.00) 0.42 0.44 22 1.56 78% Des 12 100% 22 1.83 24 (2.00) 2.17 2.28 27 -0.28 -14% Moines 44 l00% 44 1.00 , 88 (2.00) o.66 0.69 30 1.31 66% F Resi. #7 Seattle G Resi. #8 Renton H Resi. #9 I Tukwila I Resi. #10 SeaTac J Resi. #12 196 99% 3505 1.79 410 (2.09) 1.66 1.74 341 0.35 17% 30 100% 50 1.67 64 (2.12) 1.90 2.00 6o 0.12 6% 326 99% 420 1.29 983 (3.01) 1.21 1.27 414 1.74 58% Des 43 100% 43 1.00 86 (2.00) 1.33 1.39 6o 0.61 31% Moines K Total Median 2,078 1,571 2,501 1,488 71 99.5% 89 1.50 237 (2.00) 1.27 1.33 0.67 45% 3 The City maintains information on site name and site address. This information is not included in this report summary to assure property owners and managers of those sites that data was only collected for comparative purposes. ^ Tukwila's current minimum parking code requires 2 spaces for each dwelling unit that contains up to 3 bedrooms and 1 additional space for every 2 bedrooms in excess of 3 bedrooms in a dwelling unit. 5 Includes 47 private single -car garages. RICK WILLIAMS CONSULTING I''n" t- 1 rinspomrsiloin Page 110 Tukwila Parking Demand Assessment January 2019 Key findings from Table 2 include: • Actual built parking ratios for the 10 sample sites range from a low of 0.48 spaces per unit (Residential #4) to as much as 1.91 spaces per unit (Residential #3). The median for the actual built parking ratio is 1.50 spaces per unit, regardless of configuration of bedrooms provided (Column 6, Row L). • Within individual sites, true parking demand ratios range from 0.42 spaces per unit (Residential #4) to 2.17 spaces per unit (Residential #6). When a demand buffer is added to true demand, the market calibrated demand ratio for these sites ranges from 0.44 to 2.28 stalls per residential unit. • In only two sites is the market calibrated demand ratio less than i.o space per unit; Residential #4 (0.44) and Residential 7 (0.69). Both sites are in Seattle and are smaller in size (5o and 44 units, respectively). All other sites have market calibrated demand of greater than 1.o space per unit. • The aggregated median market calibrated demand ratio is 1.33 for all measured sites (Column 9, Row L). This is 0.17 spaces per unit lower than the median for actual parking built of 1.5o spaces per unit (Column 6, Row L). • If all the sites were built based on the current standards of Tukwila's parking code, the median minimum parking requirement would have been 2.00 spaces per unit (Column 7, Row L). This would have resulted in an oversupply of 0.67 spaces per unit, or 45% more parking than market calibrated demand (Column 12, Row L). Stated differently, rather than the 1,571 spaces that were actually built (Table 2, Column 5, Row K); 2,501 spaces would have been required by code (Table 2, Column 7, Row K) and only 1,488 stalls needed to provide a right -sized supply (Table 2, Column 10, Row K). Based on this analysis, the Tukwila code for minimum parking requirements would likely cause a significant oversupply of parking at the aggregate level in new affordable multi -family developments (in the range of 45% in the sampled sites).6 This is based on observed demand at representative affordable multi -family sites and compared to actual market calibrated parking demand for such land uses. 6 We cannot speculate whether the same finding would apply to market rate multi -family housing, given that all the sample sites were of affordable housing. RICK WILLIAMS CONSULTING lPage al Tukwila Parking Demand Assessment January 2019 Findings — Applicability to Bellwether Review The Bellwether multi -family development project is currently under review by the City of Tukwila. The project envisions approximately ioz units of affordable multi -family housing. Under the current code, the minimum parking requirement would be approximately 202 parking spaces. Under a development agreement approved in 2017 (Ordinance 2563), the City of Tukwila agreed to a reduction in parking required for the project at a ratio of i.o space per residential unit. In recent months, the applicant has asked the City to consider reducing the 1.o space per unit allowance in the development agreement to 0.90 per unit. Based on the findings of this study, it is difficult to find validation for a rate less than 1.0. There were two sites in the study that had market calibrated demand of less than i.o spaces per unit. Both were in Seattle. The remaining eight sites all had market calibrated parking demand of over 1.o spaces per unit. The two sites located in Tukwila (Residential #5 2 and 9) had market calibrated demand of 1.26 (191 units) and 3.o (2o units). In the aggregate, the median market calibrated parking demand rate is 1.33 spaces per unit. The development agreement allowance is below what the market has indicated is common for affordable multi -family projects. This is not to say that a ratio of i.o for The Bellwether will certainly result in parking spillover into adjacent areas. The site should make strong efforts to attract tenants who will use transit and leverage its close proximity to the Tukwila International Boulevard Station. The applicant has also asked for allowances to increase the number of compact stalls on the site. This is a reasonable request. RWC reviewed the City's requirements for stall and aisle dimensions (18.56.040) and found the standards to mirror suburban, rather than typical urban development. Granting this allowance may provide flexibility to the applicant to maximize the stall count within the dimensions of the site using smaller stalls and narrower drive aisles. RICK WILLIAMS CONSULTING P rE:in v!". r -I spore rir,r Page 12 Tukwila Parking Demand Assessment January 2019 Summary Sampled sites RWC sampled io affordable multi -family development sites in Tukwila and nearby cities. These are all existing sites and they were measured for actual built supply and actual market calibrated parking demand. As most sites were not in Tukwila, all sites were evaluated against the question of how much parking they would have been required to provide if they were new projects being reviewed against the current Tukwila Municipal Zoning Code for parking. This allowed for a direct comparison of market calibrated parking demand ratios from local samples and the role the Tukwila code could play in either right -sizing parking or causing an oversupply of parking in future affordable multi -family developments. Findings from the data analysis of local sampled affordable multi -family residential sites indicate that for the most, the current parking supply for this land use type is being built at about 1.50 spaces per residential unit. This is approximately 11% more than its market calibrated demand of 1.33 parking spaces per unit. However, the most relevant finding is that the current Tukwila Municipal Code requirements for multi -family housing would require significantly more parking than market demand. The median Tukwila code parking minimum requirement (for the sampled sites) is 2.0 spaces per unit. This would lead to an overbuild of 0.67 spaces per unit, or 45% more parking than market calibrated demand. To support land use efficiencies within the code, current standards could use some minor recalibration, tracking more closely to actual demand for parking, primarily in terms of simplifying ratios related to number of bedrooms to a per unit standard. The City's parking code minimums should allow for prospective residential multi -family developments to be built with "right -sized" parking supplies that more accurately represent true demand. Simplifying and standardizing the parking minimum will establish a more intuitive, user-friendly approach, while also reflecting the market's true demand. Given that the current code could play a role in the oversupply of parking, the City may want to consider reducing the required parking minimum to align with the median market calibrated demand ratio of 1.33 stalls per unit. Going forward, the City should continue to periodically collect parking demand data to monitor changes in parking development and utilization patterns and work with developers during the design phase of their projects, educating them on the tendency to oversupply parking. RICK WILLIAMS CONSULTING Pa l:ins; Tr a.nspo titian Page 13 Tukwila Parking Demand Assessment January 2019 Bellwether Review Bellwether has requested to reduce parking requirements to a rate less than 1.0 spaces per unit. It is difficult based on the findings in this analysis to affirm a rate less than 1.0. There were two sites in the study that had market calibrated demand of less than 1.0 spaces per unit. The remaining eight sites all had market calibrated parking demand of over 1.0 spaces per unit. The two sites located in Tukwila had market calibrated demand of 1.26 (191 units) and 3.0 (zo units). To allow for more efficient utilization of surface parking at Bellwether, the City should consider re-evaluating minimum stall size standards in 18.56.040. The City could allow a uniform 8.5 ft stall width for all stalls provided, rather than a possible mix of 8.o, 8.5, and g.o ft stall widths as currently regulated. Similarly, consideration should be given to drive aisle widths for go -degree spaces of 20 ft (one way) and 20 to 22 ft (two way). These standards are more consistent with urban parking facilities and provide for additional efficiency within constrained sites. RICK WILLIAMS CONSULTING Iw r t -I rpo,° _.tiot Page 4 2017 National Household Travel Survey FHWA rc 1 er; teti',tit+l Nrc.e -E.'4 I 5 ode, ;at the te.sp •hdeo home dddr-.. nettle-Tactlm.a-ue1levu .'.. Household Inc wive thrmbrt ok Vehicles 1 E hou ndSt Whisk 1 po A:al AutomotadrtC at?St Vain,F4.11t'ISant.a FP, iah• o , Pickup Di het RV (Hc rrothi oatrana1 Mctorcyclvt@tat n tbtri9 114antJCar�nfl'ass►ttq�r !ruck frock Vehicle] hilt. Efist 114.19111,tris 4 79 1 7 17 3 11 16 0 13 7 21 66 13 41 I1 1 iii 171 10 44 71 74Si fit 10 49 Iii 11 75. 400 194 47 tiS 1,;11 7 9 3i0 160 46 7.9 7S 1 6 . 374 15T 3 39 31 . 230 1005 77 79 It . 9 227 771: 147 ` ft ti 2 Oat 1.4;4.7 139 's 71 3110 7 11 11 7 Iii 1. est th,u 1111,0017 111)-001) to f 14,999 115,000 to 174,999 $25,000 to $34,939 135,000 to 149,999 45.11,000 to 114,999 ISMER' to 1199,999 t u00-000 to 4124.993 1125.000 to *149,999 1150.000 to *199,999 4700,1100 to mote u11 wee Ackw r/A0v.tet+tdvr t * lW.. Income categories Car/station wagon Van SUV Pick up truck motorbike Total households By income category Less than $10,000 88% 3% 9% 33 $10,000 —14,999 64% ' 18% _ 27% 11 $15,000 — 24,999 59% 37% 7% 1% 27 $25,000 — 34,999 50% 10% 31% 8% 133 $35,000 — 49,999 70% 0% 4% 18% 9% 245 E luaua pent! 0 0 IS rt) 4) ,z,.) . N , I'' -', I s. 1 tt../ _at 75 11. 1Z 401A 1,1111thle,/ AtANYZIKOle NLIE1 144 V:" UMW 011I .. ittorki A 101„4- t.: fik1 1 12. IL • -0- to V Itt KY, Ed 2,1/2 27 k‘a •scura..-, s_ (7‘) (7) 71, 13 r 1.- - 1-, 1 Nita [tv1,, 2F- 74 410 ..? k .. ' "44 r. i ...if 16 It1) I- I 101 e $ m0 10 z2., t$1.ra I CO45d % CC REIIDENIIAL COMMERCIAL PARKING I 5 PARKING STALLSl4-e6.13.1LING STALLS 41,1Kia -0.11 IL [ ‘44. -s• ‘14C4 'Wind H ELEC POLE GUY WIRES 40' (20' ON EACH ELEC POLE PL SIDE OF FH) Vienumew 11111111111:11 NOTES: 1. LOCATION OF NORTH FACE OF BUILDING IS ASSUMED TO BE FIXED. 2. ALL DRIVE AISLES ARE TWO-WAY UNLESS NOTED OTHERWISE. ro ELEC POLE ELEC POLE GUY WIRES CROSSWALK SIDEWALK AREA, TYP FIRE TURNING R 28' OA iII1!IIIIIiu ONE WAY FIRE ACCESS LANDSCAPING AREA, TYP * COMPACT TO STANDARD RATIO DOES NOT MEET 30% MAXIMUM PER TMC 18.56.090 ** DOES NOT MEET 149 MINIMUM STALL COUNT 40 42ND AVE S 20 40 scale LEGEND n STANDARD STALL (8.5' x 19' TYP) O COMPACT STALL (8' x 16' TYP) 1" = 40' feet ■ MAGNUSSON KLEMENCIC ASSOCIATES Structural + Civil Engineers OPTION 1 - 90 DEGREE PARKING IN S 141ST STREET WADAJ I R TUKWILA, WASHINGTON DATE: 4/13/22 DRAWN BY:DTS SHEET NO: - NOT FOR - CONSTRUCTION S 141ST STREET 42ND AVENUES ONSITE TOTAL COMPACT TO STANDARD RATIO STANDARD COMPACT STANDARD COMPACT STANDARD COMPACT OPTION 1 43 13 4 0 37 33 130** 35%* * COMPACT TO STANDARD RATIO DOES NOT MEET 30% MAXIMUM PER TMC 18.56.090 ** DOES NOT MEET 149 MINIMUM STALL COUNT 40 42ND AVE S 20 40 scale LEGEND n STANDARD STALL (8.5' x 19' TYP) O COMPACT STALL (8' x 16' TYP) 1" = 40' feet ■ MAGNUSSON KLEMENCIC ASSOCIATES Structural + Civil Engineers OPTION 1 - 90 DEGREE PARKING IN S 141ST STREET WADAJ I R TUKWILA, WASHINGTON DATE: 4/13/22 DRAWN BY:DTS SHEET NO: - NOT FOR - CONSTRUCTION CO N 4/15/2022 2:59 PM USER: dts PATH: 1:1WadajirCivICADD EngineeringlExhibits\Parking\April 2022 Parking Studies120220412_Parking Studies.dwg LAYOUT: GOOD PLOT TUKWILA INT'L BLVD zr ELEC POLE GUY WIRES I ELEC POLE PL 40' (20' ON EACH SIDE OF FH) ELEC POLE vy vim% ELEC POLE GUY WIRES 11 N Cr) N N SIDEWALK AREA, TYP CROSSWALK FIRE TURNING R 28' FIRE ACCESS LANDSCAPING AREA, TYP 1 * DOES NOT MEET 149 MINIMUM STALL COUNT 40 0 20 40 scale 1" = 40' LEGEND n STANDARD STALL (8.5' x 19' FOR 90°, 8.5' x 21' FOR 60°) O COMPACT STALL (8' x 16' TYP) feet ■ MAGNUSSON KLEMENCIC ASSOCIATES Structural + Civil Engineers OPTION 2 - 60 DEGREE PARKING IN S 141ST STREET WADAJ I R TUKWILA, WASHINGTON DATE: 4/13/22 DRAWN BY:DTS SHEET NO: -NOTFOR- CONSTRUCTION S 141ST STREET 42ND AVENUES ONSITE TOTAL COMPACT TO STANDARD RATIO STANDARD COMPACT STANDARD COMPACT STANDARD COMPACT OPTION 2 43 0 4 0 37 33 117* 28% * DOES NOT MEET 149 MINIMUM STALL COUNT 40 0 20 40 scale 1" = 40' LEGEND n STANDARD STALL (8.5' x 19' FOR 90°, 8.5' x 21' FOR 60°) O COMPACT STALL (8' x 16' TYP) feet ■ MAGNUSSON KLEMENCIC ASSOCIATES Structural + Civil Engineers OPTION 2 - 60 DEGREE PARKING IN S 141ST STREET WADAJ I R TUKWILA, WASHINGTON DATE: 4/13/22 DRAWN BY:DTS SHEET NO: -NOTFOR- CONSTRUCTION 41132T 3:03 PM USER: dts PATH: 1:1WadajirCivICADD EngineeringlExhibits\Parking\April 2022 Parking Studies120220412_Parking Studies.dwg LAYOUT: GOOD PLOT TUKWILA INT'L BLVD Co ELEC POLE GUY WIRES ELEC POLE PL 40' (20' ON EACH SIDE OF FH) ELEC POLE CROSSWALK ... ELEC POLE GUY WIRES S 141ST ST * DOES NOT MEET 149 MINIMUM STALL COUNT 40 20 40 scale 1" = 40' LEGEND n STANDARD STALL (8.5' x 19' TYP, 8' x 20' PARALLEL) O COMPACT STALL (8' x 16' TYP) feet ■ MAGNUSSON KLEMENCIC ASSOCIATES Structural + Civil Engineers OPTION 3 - PARALLEL PARKING IN S 141ST STREET WADAJ I R TUKWILA, WASHINGTON DATE: 4/13/22 DRAWN BY:DTS SHEET NO: -NOTFOR- CONSTRUCTION S 141ST STREET 42ND AVENUES ONSITE TOTAL COMPACT TO STANDARD RATIO STANDARD COMPACT STANDARD COMPACT STANDARD COMPACT OPTION 3 26 13 4 0 49 20 112* 29% * DOES NOT MEET 149 MINIMUM STALL COUNT 40 20 40 scale 1" = 40' LEGEND n STANDARD STALL (8.5' x 19' TYP, 8' x 20' PARALLEL) O COMPACT STALL (8' x 16' TYP) feet ■ MAGNUSSON KLEMENCIC ASSOCIATES Structural + Civil Engineers OPTION 3 - PARALLEL PARKING IN S 141ST STREET WADAJ I R TUKWILA, WASHINGTON DATE: 4/13/22 DRAWN BY:DTS SHEET NO: -NOTFOR- CONSTRUCTION 94 Meeting Minutes City of Tukwila City Council Planning & Community Development Committee March 21, 2022 - 5:30 p.m. - Hybrid Meeting; Hazelnut Conference Room & MS Teams Councilmembers Present: Cynthia Delostrinos Johnson, Chair; Kathy Hougardy, De'Sean Quinn Staff Present: Rachel Bianchi, Max Baker, Derek Speck, Laurel Humphrey, Brandon Miles Guest: Jan Bolerjack, Tracy Williams, Jon Grant, Josh Castle, Benton Coblentz, Paul Coblentz, Pastor Jenkins, Bradford Gerber, Rebecca Bouchery, Apneet Sidhu Chair Delostrinos Johnson called the meeting to order at 5:30 p.m. I. BUSINESS AGENDA A. Tiny House Village Proposals Staff and representatives from Low Income Housing Institute (LIHI) briefed the committee on proposals to tiny house villages at 14925 Interurban Avenue South (14925 Interurban Avenue South) and Riverton United Methodist Church (3118 S. 140th St). Item(s) for follow-up: Proceed with review and analysis of potential code changes to address tiny house villages. Committee Recommendation Forward to March 28, 2022 Committee of the Whole. Councilmember Quinn exited the meeting room for the next agenda item. B. Wadajir Development Agreement Staff updated the Committee on efforts to negotiate a Development Agreement with Forterra for the Wadajir project located at 14110 Tukwila International Boulevard. Currently staff recommends Forterra construct 125 parking stalls onsite and on surrounding streets and require a onetime parking mitigation fee. Item(s) for follow-up: • Engage further with Bellwether on parking issues and lessons learned from their facility. • Provide information about any city plans for sidewalk development in project area. Committee Recommendation Return to Committee. Councilmember Quinn returned to the meeting room. 95 96 �Ti�kwila Wadajir Development Update Tukwila City Council May 9, 2022 Goals for Tonight ➢ Receive City Council input on the recommendations presented to PCD ➢ Receive City Council input on the conceptual design options for S. 141st Street About Wadajir RI VERT CREST CEMETERY ISLAMIC CENTER OF TUKWILA Attainable Home Ownership and Small Business Spaces for Tukwila 100 Attainable Homes — 1, 2 and 3 bedroom 25 one bedroom 45 two bedroom 30 three bedroom • Homeownership that is affordable to househc 70%-110%ofAMI A new International Marketplace (Souq) in 15,000 sf for locally -owned micro and small businesses *Pricing and design not yet final. WADAJIR Major Development Issues 1. Structured Parking 2. Upper Floor Setbacks, South side 3. Minimum Required Parking 9P Upper Floor Setbacks a o a pp.. a a a a J COURTYARD FDC a a T PROPERTY LIVE DESIGNATED EXIT PATHWAY 3 11 10SETBACK PROPERTY LINE V C C J j 14201 212 14201 315 14201 109 14201 SOH TUKWILA INTL BLVD Option 1, 90 Degree Parking ELEC POLE GUY VORES ELEC POLE armor J 1105,3,4'�y iun n ra;r 1 r 111.1 E11111 Iir 40' (20' ON EACH SIDE OF FH) NV ICJ 1 LOCATION OF NORTH FACE OF BUILDING IS ASSUMED TO BE FIXED. 2. ALL DRIVE AISLES ARE TWO-WAY UNLESS NOTED OTHERWISE.' ELEC POLE ELEC POLE GUY WIRES YS igt MitIZENiEM. I111111111111111111Ii i6lfla�ita IIII SIDEWALK AREA, TYP FIRE ACCESS LANDSCAPING AREA.TYP 3ii'rfld3'{Nr{f$ #W#;i 1; (V1HIN111,, 1111111S11 (1) Lu 0 z (V TUKWILA INT'L BLVD Option 2, Angled Parking ELEC POLE GUY WIRES ELEC POLE 13131111'8313 3 3 111{11114{ IN fl{.l} l31f��f13113t (20'ONEACH SIDE OF FR) 18M1311 i{Ik fl3I01E1E44141'It14, Imlay EEC POLE ELEC POLE GUY WIRES 1`�Ii9;{4{I{{{{t3EfEE{II 7}7}`E`El3!3(p() 3„�;`i�I� FIRE TURNING R28' FIRE ACCESS ONE WAYS N --42ND AVE S- I€€€€' I Iiii€93{EIl q€€"I=! II II€ IIIIIUII # I I El EIIIIII11I+41f1", III ' "`' fal I UI\VVILH IN I L bLVU E Option 3, Parallel Parking ELEC POLE GUY WIRES ELEC POLE 40' 120' ON EACH SIDE OF FH) ELEC POLE 61166H, ti; ^de➢ifill /.f 333 :YR' rf S7£Hd4Vifi£2'3a3frt3r30133t 3'`£#1##£34,11133133S11-313tkIN'1fH3ft#ib u t C I iR33tS3it i31t-kl3E[£Et91E`... 333 '�E hilt#f#fF'�. 341I $ i'� '� tat CROSSWALK 111112•10•1111111111111111111M11E ttt3[f31#EEki33iR SIDEWALK j AREA. TYP PRINNINIMMEN S 141ST ST ELEC POLE GUY WIRES FIRE TURNING R 28' answannti FIRE ACCESS LANDSCAPED AREA, TYP 1-77 11111111 111111111111 11111111111 R28' R 28. INN €, MN o !Mill Is111111111ICIIIII 42ND AVE S v Considerations Improves the overall pedestrian experience. Southgate Mobile Home Park Buffer. Maximize the total number of parking stalls. Maximizes pedestrian and vehicular safet . S. 141st Street Design Options Option 1 Option 2 Option 3 90 -degree parking stalls Angle parking stalls Parallel parking stalls Better One, 6 ft wide sidewalk OK One, 5 ft wide sidewalk Best Two, 5 ft wide sidewalks OK Better Best 5 ft landscape buffer; 4 ft landscape buffer; 4 ft landscape buffer; parallel more direct vehicle angled vehicle lights; vehicle lights lights as vehicles pull may require vehicles to into parking stalls back in Best 130 total stalls OK OK 117 total stalls OK 112 total stalls Better Better Questions from PCD Committee 1. Engage further with Bellwether on parking issues and lessons learned. 2. Provide information about any city plans for sidewalk development in the project area. 07141chlik Major terms to Consider for the Development Agreement (1) Waive the requirement to put parking inside a structure. (2) Waive the requirement to set back the upper floors along the south side of the building. (3) Reduce the required number of on-site parking stalls to 69 provided the applicant provides a total of approximately 125 stalls including on site, on S 141st, and on 42nd Ave S in accordance with city approval. (4) Provide an additional 25 parking stalls on a nearby property or properties for five years. (5) Provide a one-time parking mitigation fee to the City for parking studies, signage, enforcement and creation of restricted parking zones, if needed. (6) Range of conceptual street design options. 071;i1chlik Next Steps and Discussion