HomeMy WebLinkAboutReg 2012-09-04 Public Hearing - Sound Transit UUP - Staff ReportCity of Tukwila
Jim Haggerton, Mayor
Department of Community Development Jack Pace, Director
Staff Report to the Tukwila City Council
Unclassified Use Permit and Design Review
Prepared 23 August 2012
Tuesday, 4 September 2012
Hearing Date:
File Number:
Associated Permits:
Applicant:
Request:
Location:
Tax Parcel Numbers:
Comprehensive
Plan Designation:
Zoning District:
Environmental Review:
Public Notice:
L12-002 Unclassified Use Permit
L12-003 Design Review
L09-040 Special Permission - Parking Supply
L10-035 Special Permission — Sensitive Areas
Sound Transit
Construct permanent commuter rail station improvements,
including station platforms, shelters, stairs, ramps,
landscaping, parking, bus and bicycle facilities, signage,
utilities, lighting, and public art.
7301 Longacres Way
0005800020; 2523049087
Tukwila Urban Center (TUC)
Tukwila Urban Center (TUC)
Sound Transit prepared an environmental assessment (EA) to
comply with the National Environmental Policy Act. (Sound
Transit, January 2009) That EA also served as an addendum
to the SEPA Mitigated Determination of Non significance
issued in 1998 for the Tacoma to Seattle Commuter Rail
analysis. (FTA and Sound Transit, June 1998)
Notice of Application was posted on site and mailed to
surrounding property owners, tenants, and agencies with
jurisdiction on March 7, 2012.
A public information meeting was held on site on March 13,
2012.
Notice of Public Hearing was:
6300 Southcenter Boulevard, Suite #100 • Tukwila, Washington 98188 • Phone 206-431-3670 • Fax: 206-431-3665
Tukwila Station
L12-002 Unclassified Use and L12-003 Design Review
• Posted on site, mailed to surrounding property owners,
agencies with jurisdiction and parties of record on August
20, 2012.
• Posted on the City's web site on August 20, 2012.
• Published in the Seattle Times on August 20, 2012.
Public Comment:
Comments received are contained in Attachment C. The
issues identified in writing are surface water drainage; weather
protection, bicycle access between station and surrounding
area; and distance to pedestrian underpass and availability of
access to the station.
Recommendation: L12-002- Unclassified Use Permit
Staff recommends that the City Council adopt the findings and conclusions of the Staff
Report and:
• Approve the continued operation of the existing temporary facility through
completion of these proposed permanent improvements;
• Approve the proposed Zoning Code setback and landscape perimeter modifications
discussed under findings and conclusions; and
• Approve the proposed permit application subject to the following conditions:
UUP 1. In order to meet criterion #2 and #6, that is, to not be injurious to the property
or improvements in the vicinity, Sound Transit shall:
• Comply with the NEPA/SEPA proposed mitigation commitments identified
in Attachment F. Prior to issuance of any site work permits, Sound Transit
shall submit a written report documenting compliance; and
• Prepare a planting plan of native vegetation to be used in any areas of
disturbance on the south parcel in order to stabilize the soils and prevents
erosion.
UUP 2. In order to meet criterion #3, that is, to meet development standards that are
required, Sound Transit shall meet minimum street illumination levels on
Longacres Way between BNSF and the Interurban Trail per City of Tukwila
Design Guidelines and Design and Constructions Standards, TMC 18.52.065,
and meet minimum illumination levels for the path and driveway on the southern
parcel per Sound Transit Design Standards and Guidelines: Sounder and ST
Express Passenger Facilities.
UUP 4. In order to meet criterion #5, that is, to comply with Tukwila Comprehensive
Plan Goals and Policies 10.3.4, 13.4, and 13.4.13 and Sound Transit Guideline
2.2.2, Sound Transit shall expand the informational signage on site to assist
customers in orienting themselves to the Urban Center and transportation
options, such as the regional and local non -motorized trails, relevant bus routes,
Sea -Tac airport, arterial system and significant commercial services and activity
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UUP 5.
UUP 6.
centers. A prototype of the proposed signage shall be submitted to the DCD
Director for approval prior to any Tukwila Sign permit issuance for the site.
In order to meet criterion #5, that is, to comply with Tukwila's Comprehensive
Plan Policies 10.3.4, 13.4.12, 13.4.13, 15.2.4, Sound Transit Executive Director
shall provide a letter to the City of Tukwila agreeing to financially support the
cost of engineering design for the UP crossing permit application, up to a
maximum of $20,000 dollars, prior to any construction permit issuance for
permanent Station improvements.
In order to meet criterion #5, that is, to comply with Tukwila's Comprehensive
Plan Goals and Policies 1.9, and 10.1.2 and 13.4.13, Sound Transit shall identify
potential locations and make utility accommodations for future concessionaires.
Recommendation: L12-003 - Design Review
Staff recommends that the City Council adopt the findings and conclusions of the Staff
Report and approve the design of the project subject to the following conditions, which are
numerically shown on Attachment L.
DR 1.
In order to meet criterion #1, that is, to accomplish a desirable transition with
streetscape and adequate pedestrian movement, Sound Transit shall modify the
sidewalk on Longacres Way by:
• Leaving the sidewalk at the same elevation from the first curb cut through
the last;
• Providing a planted curb edge and pedestrian scaled lighting along the entire
Longacres Way frontage;
• Providing a consistent width of a minimum of 12 feet and a contrasting
paving pattern from the vehicular way.
DR 2. In order to meet criterion #1, that is, to allow for adequate pedestrian movement
and criterion #2 to achieve compatibility between pedestrian and vehicular
circulation in terms of safety and convenience, and per Sound Transit Design
Standards and Guidelines 3.2.1., Sound Transit shall provide a minimum
clearance width of seven feet two inches within the bus zone on both sides of the
transit shelter and vary the placement of the enclosures
DR 3. In order to meet criterion #3, that is, landscape treatment that strengthens
important axes and screens places that tend to be unsightly, Sound Transit shall
strengthen the landscape design and use of columnar trees by reducing the
spacing of the perimeter trees to a maximum of 15 feet.
DR 4. In order to meet criterion #3, that is, to provide walks with an inviting and stable
appearance, Sound Transit shall provide details and plans for the pathway
connection with Strander Boulevard that shows a walkway grade that meets
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DR 5.
ADA guidelines. Additionally if walls are used on both sides of the path, then
one of the walls may be no taller than three feet.
In order to meet criterion #3 and #5, that is, to enhance the landscape with
lighting that is compatible in terms of design, scale, and placement, Sound
Transit shall modify the placement of the light fixtures or the method of
illumination along the east berm subject to approval of DCD Director prior to
permit issuance.
DR 6. In order to meet criterion #5, that is, lighting that meets the guidelines applicable
to the building and site, Sound Transit shall replace the illumination wood poles
along the Strander Boulevard driveway with those fixtures presented in
Attachment I, which is consistent with the lighting along the circulation drive in
the north parcel of the project.
DR. 7. In order to meet criterion #5, that is, to avoid monotony and to use a variety of
detail to provide visual interest, Sound Transit shall enhance the quality and
visual interest of the BNSF pedestrian underpass by modifying the materials
along the concrete wall and using those that are in keeping with the material
palette of the project, subject to approval by the DCD Director prior to permit
issuance.
DR 8 In order to meet criterion #6, that is, to comply with Comprehensive Plan Policy
10.2.3, Sound Transit shall add five foot wide bicycle lanes along the north and
south sides of Longacres Way from the Interurban Trail to BNSF, using
sharrows under the UP Bridge. Coordinate with the City of Renton by
identifying and marking the bicycle path of travel from Strander Boulevard and
meeting minimum width guidelines.
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Staff: Moira Carr Bradshaw
Attachments:
A. Aerial vicinity map of subject site
B. Overall project site/location
C. Public Comments
D. Notice of Decisions:
• Parking
• Sensitive Area Special Permission
E. Letter from Tukwila to Sound Transit regarding redesign of
station to north. (July 2011)
F. Sound Transit proposed NEPA/SEPA mitigation
commitments
G. Sound Transit Unclassified Use and Design Review Criteria
Responses
H. Aerial Perspectives, Site Plans and Elevations,
• Overall Site View from NW
• Overall Site View from NE
• Site Plan
• Platform Plan
• Ticketing and Bike Plans & Elevations
• Platform Sections
• Typical Platform Shelter
• Transit Shelter
• Ancillary Building
• Pedestrian Underpass Plan and Section
• Underpass View from NE
• Underpass Section
I. Light Fixtures
J. Station Signage samples
K. Union Pacific Pedestrian Tunnel
L. Site Plan with recommended Design Review conditions
M. Color and Materials Board (available at the DCD and at the
public hearing)
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Background
Findings & Conclusions
Tukwila Station, as a regional transportation facility, is defined by Washington State as an
"essential public facility" (EPF) (Washington Administrative Code (WAC) 365-196-550(1)
(d) (iii) (c). Because cities are not regional decision making bodies under the Growth
Management statute, a city's role is limited to providing information to the regional body,
commenting on alternatives under consideration, or expressing local preferences in their
comprehensive plans.
Siting of essential public facilities -- Limitation on liability (RCW 36.70A.200.)
"(1) The comprehensive plan of each county and city that is planning under the
Growth Management Statute (RCW 36.70A.040) shall include a process for
identifying and siting essential public facilities. Essential public facilities include
those facilities that are typically difficult to site, such as airports, state education
facilities and state or regional transportation facilities as defined in the Washington
Statewide Transportation Planning Chapter (RCW 47.06.140) state and local
correctional facilities, solid waste handling facilities, and inpatient facilities
including substance abuse facilities, mental health facilities, group homes, and
secure community transition facilities... "
"(5) No local comprehensive plan or development regulation may preclude the
siting of essential public facilities."
Review Process
The Unclassified Use section of the Tukwila Urban Center (TUC) District Chapter of the
Tukwila Municipal Code (TMC 18.28.050) lists essential public facilities as Unclassified
Uses in the TUC zone. The current facility is operating under an existing Unclassified Use
Permit. The proposed permanent improvements require review and a decision on a new
Unclassified Use Permit in order to continue the use of the site as a commuter rail (and
interregional passenger) facility.
Further, due to the size and location of the facility, a Design Review approval by the City's
Board of Architectural Review (Planning Commission) is required for this project. (TMC
18.28.070) However, per Consolidation of Permit Applications (TMC 18.104.030,)
applicants have the right to request that all permit applications related to a single project be
processed as a consolidated permit application. Sound Transit requests that the Unclassified
Use Permit and Design Review applications be consolidated with one hearing.
Related Administrative Decisions
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Because there are no adopted standards for the minimum required number of parking stalls
for a commuter rail station, the City of Tukwila Community Development Director
administratively approved under a Type 2 process, the 390 permanent parking stalls with 40
of those stalls designated for long term use by Amtrak customers. According to Sound
Transit analysis, this number will meet 100% vehicular demand for the Tukwila Station
through year 2030, which is the forecast year for the parking analysis.
The City of Tukwila also administratively approved under a separate Type 2 decision, the
filling of two wetlands on the Sound Transit site in exchange for the purchase of mitigation
credits from the Springbrook Wetland Mitigation Bank.
Attachment D is the Notices of Decision, which contain the conditions for these two
decisions.
History of use
The Tukwila Sounder Commuter Rail Station has been operating with temporary facilities
since 2001, which was shortly after the inception of the commuter rail service. (File
Numbers: L99-0042 Unclassified Use Permit; L07-065 Unclassified Use Permit.)
Due to the critical locational issue of the UP, tracks and the length of negotiations with UP,
the Tukwila City Council initially approved the temporary commuter rail facilities on
November 27, 2000 (with a subsequent 2004 through 2007 extension) of the Unclassified
Use Permit. A second unclassified use application was reviewed in 2007 and the City
Council approved for a second time the operation of the temporary use through December
31, 2012.
The temporary facilities are primarily on leased Boeing property in the City of Renton and
consist of a 212 stall parking lot, an informal parking area to the north of the formal
temporary lot where 30-50 cars are typically parked, the station platforms, access ramps and
stairs, a security structure, port -a -potty, ticketing shelter, bicycle lockers, bus circulation
improvements and shelters.
Sound Transit plans for the Tukwila Station have been intermingled with the Strander
Boulevard Extension project, which is financially and physically influenced by the existence
and location of the Union Pacific (UP) railroad and Burlington Northern Santa Fe (BNSF)
railroad. For close to a decade, the Cities of Renton and Tukwila negotiated with UP
Railroad Company to relocate their main track in this area to the land adjacent to the BNSF
tracks. In 2010, a definitive communication from Union Pacific was received that removed
the UP relocation option from Strander Boulevard improvement plans. Subsequently, the
Cities of Renton and Tukwila are moving ahead with the Strander Boulevard extension
project with the tracks as they are currently configured.
Background
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A decision was made in 2010 by Sound Transit to redesign the station layout from the
design that had been developed for the potential colocation of the UP and BNSF tracks.
Attachment E documents the rational. The original design proposed platforms more
centrally located between Strander Boulevard and Longacres Way with a significant portion
of the site devoted to above ground surface water detention.
The subject proposal shows a platform just south of Longacres Way, surface water
detention in underground vaults and the majority of the site's improvements on Sound
Transit's north lot.
Operational Use
The current number of Sounder Trains providing service between Seattle and Tacoma is
nine northbound and nine southbound.
Future growth
A service implementation plan is produced annually by Sound Transit. Within the draft 2012
Service Implementation Plan (Sound Transit, 2012) is the following summary:
2012
Sounder South Line extended from Tacoma to South Tacoma and Lakewood.
2013
Startup of Metro Rapid Ride Line F (Renton-Burien)
One additional Sounder round trip added between Lakewood and Seattle.
2016
Two additional round trips added on the Sounder South Line.
In addition to the increase in service, access improvements are being made at the existing
stations, which could affect overall ridership. On the Lakewood -Tacoma -Seattle line, the
ST2 Plan includes access improvements for commuter rail and bus riders at the Kent,
Auburn, Sumner, and Puyallup, Tacoma Dome, South Tacoma, and Lakewood stations.
According to Sound Transit's 2012 Implementation Plan, the agency believes that Sounder
ridership will grow to fill existing excess capacity and as additional service is implemented,
that by 2017 ridership will be 3.4 million annual boardings. 2010 actual boardings were
approximately 2.4 million. Ridership estimates are revised each year by Sound Transit based
on four factors:
• Projected operational train hours
• Department of Energy forecasted fuel prices
■ Forecasted employment rates
• Forecasted out of pocket fares
The Tukwila facility also serves the Amtrak Cascades service, which provides a high speed
northwest regional rail service between Eugene, Oregon and Vancouver, B.C., and is a
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cooperative venture between the Washington State Department of Transportation and
Amtrak. Daily, there are four northbound and four southbound stops in Tukwila, starting at
7:44 a.m. and ending at 9:17 p.m. Other Puget Sound stops include Olympia, Tacoma,
Tukwila, Seattle, Edmonds, and Everett.
Vicinity/Site Description
Site Information
The subject site consists of two parcels that are separated by a 30 foot wide Seattle Public
Utilities parcel that encompasses the Cedar River Water pipeline. The north parcel is 7
acres and the south parcel is 3.7 acres. Each parcel measures approximately 300 feet in
width. (Attachment A) The site is relatively flat between two railroad tracks that are on top
of berms that are approximately 10-12 feet above the surrounding valley floor. The site is
generally located between Longacres Way, Strander Boulevard right of way, and the two
railroad berms. The Sounder and Amtrak operate on BNSF tracks. The jurisdictional
boundary between the Cities of Renton and Tukwila is on the eastern property line of the
BNSF right of way. (Attachment B) The north property line is the centerline of Longacres
Way, a private access easement, and the south property line is the Strander right of way.
The subject site was historically used as overflow parking for Longacres Racetrack and
Longacres Way provided the primary customer access to the Racetrack.
Surrounding Land Use
To the east of BNSF, in the City of Renton, is the 205 -acre Longacres Office Park that the
Boeing Company purchased in 1990. Among the tenants in this office park are 64 acres
serving as headquarters for Boeing Commercial Airplanes, and the Federal Reserve Bank of
San Francisco, which has a branch building here. Vacant land exists with the intent that it
will be developed into additional office/commercial space.
To the north, the City of Tukwila and Maestro properties own vacant properties, both of
which are fenced, preventing vehicular access. City approval was given for a 294 unit mixed
use condominium development to the north.
To the south of Sound Transit property is Strander Boulevard right of way, street
improvements and sensitive areas.
To the west of UP are businesses such as a number of large hotels, a food catering
company, limousine service, dental office, the 100 foot wide Puget Sound Energy
transmission corridor, and the regional, 12 foot wide, Interurban pedestrian and bicycle
Trail.
Topography
The site is within the Springbrook drainage basin. Although visually flat, the site slopes
slightly downwards from south to north.
Background Page
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Vegetation
There are swaths of cottonwood trees and some linear wetlands along the toe of the railroad
embankments. The site was filled at some point(s) in the past.
Access
The public right of way for Longacres Way terminates at Nelsen Place. Primary access to
the project site is via a shared private access easement that is an extension of the public
street.
Right of way for the future extension of Strander Boulevard borders the Sound Transit site
on the south. The City of Renton is currently building the BNSF underpass that will allow a
two lane driveway into the site from the east within the Strander Boulevard right of way.
The station site was included in the annual nationwide pedestrian and bicycle count for the
week of September 28, 2012 and scored the highest number of bicyclists and pedestrians of
the six Tukwila survey sites. For both the 6:30-8:30 a.m. and 4 - 6 p.m. periods there were
160 pedestrians, 97 bicyclists, and one skateboarder. The destination of some of the people
who were counted did not arrive or depart in buses or cars and therefore not Sounder
customers.
Pedestrian
Sidewalks and trails exist along most of the streets in the area. In addition to sidewalks
along the streets, there are a number of shared use paths or trails within the vicinity. A trail
extends from the temporary station site to the Boeing buildings to the east of the station,
which also connects with the Springbrook Creek Trail. Within Tukwila, the Interurban Trail
and further away, the Green River Trail extend north south through the valley. The
exceptions to available sidewalks within 1 mile are: on the east side of West Valley Highway
over the Seattle Water Line, on the north side of Longacres Way, and along Nelsen Place.
Bicycle
In addition to the Interurban and Green River Trails mentioned above, within Renton,
bicycle lanes extend along Monster Road, SW 16th Street to Oakesdale Avenue, and down
Oakesdale and onto SW 27 Street (the extension of Strander Boulevard) The Springbrook
Trail, is a north south trail that extends from about SW 7th Street to about SW 39th Street in
Renton.
Buses
King County Metro serves the Sounder Station with three routes.
Bus route 140 travels between the Burien Transit Center and the Renton Transit Center and
the South Renton Park and Ride, generally every 15-30 minutes from 5:30 a.m. to 10 p.m.
with reduced weekend service. This route is scheduled to convert into Bus Rapid Transit
(Rapid Ride) with service every 10-15 minutes)
Background Page 1 10
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Bus route 110 travels between Paccar and Kenworth in North Renton and the Tukwila
Sounder Station and operates during the peak weekday hours — it has four runs in the
morning and six in the afternoon. It also serves the FAA, Renton Transit Center and the
Renton Boeing offices.
Bus route 154 travels between the Tukwila Sounder Station and the Federal Center South
using Interurban Avenue and East Marginal Way. It travels north in the a.m. and reverses its
route and travels south in the p.m. Among the large employers, it serves Group Health and
Metro South Base. It meets four Sounder trains in the a.m. and delivers customers for four
trains in the p.m.
Vehicular
The majority of vehicles arrive from West Valley Highway, using Longacres Way or S.
156th Street and Nelsen Place. Because of the parking availability on paved areas within the
Boeing property, motorists can currently access the station via SW 16th Street from the
north. Boeing restricts vehicular and bus access to their property, effectively making
Longacres Way a dead end street. There is a gate that is locked by the Boeing Company
during the middle of the day but that they open during the a.m. and p.m. commute. When
the gate is open, Metro Routes 140 and 110 use the Boeing property to travel into Renton,
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when the gate is closed; Route 140 (which is the only all day service) follows W. Valley
Highway and Grady Way.
The availability of the Strander Boulevard driveway connecting Renton with the station
facilities will modify the traffic pattern for buses and cars. Metro's plan is to use the
Strander driveway when it is completed, for Routes 110 and 140.
Environmental Review
In 1998, an Environmental Assessment was completed for the Seattle to Tacoma commuter
rail system and included an analysis of the station locations. The Assessment was done in
compliance with both the National Environmental Policy Act (NEPA) and the Washington
State Environmental Policy Act (SEPA.)
In 2009, a more detailed Environmental Assessment was prepared for the Tukwila Station
that considered the impacts associated with the project that was designed to accommodate
the relocation of the Union Pacific Railroad Tracks, adjacent to the Burlington Northern
Santa Fe tracks and a platform location and associated site improvements that were
equidistant between the Strander Boulevard Extension and Longacres Way. This subsequent
analysis was issued as an addendum to the previous NEPA Notice of Adoption and SEPA
Mitigated Determination of Non -significance.
In 2010, after it was agreed that UP would not be willing to relocate their tracks, the cities
of Tukwila and Renton began a redesign of the Strander Boulevard extension. Subsequent
to the Strander Boulevard extension redesign decision, Sound Transit modified their
proposed Tukwila station plans by proposing a design that has an underground storm water
system, parking, and transit area concentrated on the north parcel and the approximate
location of the current platform.
The existing environmental documents are being used since significant adverse
environmental impacts are covered by the range of alternatives and impacts analyzed in the
existing environmental documents and there is no new information indicating the redesigned
station to have probable significant adverse environmental impacts. The list of mitigation
commitments in the 2009 Mitigated Determination of Non -significance are in Attachment F
and where appropriate, listed as a recommended condition for this Unclassified Use Permit.
Interagency Coordination
A portion of the station's improvements will be within the jurisdictional limits of the City of
Renton. Attachment B shows the city limits between Tukwila and Renton. In order to
provide for an orderly and streamlined review of the project, an interlocal agreement was
executed between the cities that give permitting and inspection authority to the City of
Tukwila.
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Report organization
This staff report has been divided into two sections. The first section covers the Unclassified
Use Permit; the second covers the Design Review decision. Staff's conclusions and
recommendations follow each section.
Background Page
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Section One - Unclassified Use Permit
An unclassified use means that it is unusual, large scale, unique or a special type of land use
that requires special review of its impacts on the community and land uses in the vicinity,
rather than be permitted in any specific district within the City without any land use review.
The requirements for front, rear and side yards, landscaping and height, applicable to the
underlying zone in which the use is proposed, shall prevail unless specific modifications are
required in granting the Unclassified Use Permit. (Unclassified Use Permits Chapter, Area
and Dimensional Requirements Section, TMC 18.66.030)
Decision Criteria — Unclassified Use
The City Council shall be guided by the following specific criteria in granting an Unclassified
Use Permit. (Criteria Section, TMC 18.66.060) The criteria are numerically arranged below
in bold.
The applicant has submitted responses to the applicable Unclassified Use Permit criteria that
are contained in Attachment G.
1. Where appropriate and feasible all facilities shall be undergrounded.
The commuter rail and interregional rail service use existing freight tracks owned by BNSF
that are above ground on a berm. The system extends above ground from Tacoma to
Everett.
2. The proposed use will not be materially detrimental to the public welfare or
injurious to the property or improvements in the vicinity
The improvements in the vicinity are diverse. Regional distribution pipelines for water and
jet fuel bisect the site. A cellular tower, overhead electrical transmission lines, and an
electrical cable station, along with class A office space, multi -story international hotel
chains, regional recreational trail, and a variety of businesses and vacant property are within
the immediate vicinity of the project site.
The commuter and interregional rail service use the existing BNSF freight lines. The UP rail
lines parallel the BNSF tracks and are approximately 300 feet west. The use of the site as a
train stop, with associated multi -modal facilities, provides a service for the offices and hotel
companies as well as local residents. Tukwila is the second highest destination on the
Sounder system, that is, more people get off at the Tukwila Station than any Station other
than Seattle. There are no fumes, vibrations, or off-site impacts other than the noise from
the train and its horn and the vehicular and bus traffic using the station facilities. The volume
of pedestrians and bicyclists do not appear to be sufficiently large enough to have an impact
on improvements in the vicinity.
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Sound Transit proposed conditions to mitigate the construction impacts for the permanent
facility are provided in the SEPA/NEPA environmental review, which are in Attachment F.
The southern parcel is proposed to be developed with only a two lane vehicular driveway
without curbs and a six foot wide pedestrian path. All of the Station improvements, except
for these two features, are located on the north parcel. The plans do not show any proposed
replanting where there may be disturbance.
3. The proposed use shall meet or exceed the same standards for parking,
landscaping, yards and other development regulations that are required in the
district it will occupy.
Setbacks (Basic Development Standards TMC 18.28.080)
15 foot front yard and 10 foot side yards are required in the Tukwila Urban Center district.
The platforms, stairs, shelters, and bike locker facilities are built over the BNSF and Sound
Transit property line and must be built over the property lines in order to provide access to
the rail service.
Height (Basic Development Standards TMC 18.28.080)
The TUC district has a height limit of 115 feet, which the project structures do not exceed.
Perimeter Landscaping (Requirements by Zone District TMC 18.52.030)
Sound Transit owns two parcels. Except for the driveway and pedestrian asphalt trail to the
Strander Boulevard street improvements, all facilities and improvements are on the
northernmost lot. There is one front yard along Longacres Way and 15 feet of front yard
Type 1 landscaping is required and provided. No side or rear yard landscaping is required.
Development of the south parcel is minimal. A driveway and a separate six foot wide path
that connects the Strander Boulevard improvements being constructed underneath the
BNSF to all of the Station improvements, which are on the north parcel.
Parking
Tukwila has no adopted standard for the number of parking spaces for commuter and
interregional rail facilities. In lieu of an adopted standard, a discretionary review process is
required. Sound Transit applied for approval for 390 parking stalls, which was approved
subject to the conditions contained in Attachment D.
Interior Parking Lot Landscaping (TMC 18.52.035(3-4)
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A minimum of 15 square feet of landscaping is required on site for each parking stall
and:
a. Interior landscape islands shall be distributed to break up expanses of paving.
Landscaped areas shall be placed at the ends of each interior row in the parking area,
with no stall more than 10 stalls or 100 feet from a landscape area.
b. The minimum size for interior parking lot planting islands is 100 square feet.
c. Planting islands shall be a minimum of 6 feet in any direction and generally the length
of the adjacent parking space.
d. Raised curbs or curb stops shall be used around the landscape islands to prevent plant
material from being struck by automobiles.
The 15 square foot per stall standard means that a total of 5,850 feet of landscaping is
required on site. The site meets the minimum planting area in addition to the specific interior
parking lot standards noted above.
Individual landscape islands are located between every 10 stalls or less. Each island is 6 feet
by 38 feet or 228 square feet. The center planting islands between the parked cars are four
feet in width and the length of the adjacent parking stalls.
All plant material is surrounded by curbing.
e. A minimum of one evergreen or deciduous tree is required per landscape island, with
the remaining area to contain a combination of shrubs, living groundcover, and
mulch.
The minimum of one tree is located in each island with the remaining area covered by shrubs
and or groundcover.
Lighting (TMC 18.52.065)
City Code states that parking and loading areas shall include lighting capable of providing
adequate illumination for security and safety. Lighting standards shall be in scale with the
height and use of the associated structure. Any illumination, including security lighting, shall
be directed away from adjoining properties and public rights-of-way.
Attachment I contains pictures of the types of light fixtures proposed for the project. The
majority of the fixtures are downlights. The parking and loading areas are illuminated with
typical parking lot lights mounted on 30 and 25 foot high poles. The footcandle for these
areas ranges from a low of .3 to 3.0 directly under the pole and light fixture. A 14 foot tall
pole with attached light fixture is proposed for the pedestrian plaza and ramps.
Lighting on the platforms includes poles, shelter lighting, and a unique structure, which
resembles the outline of the shelters, to which lights are attached to the ends of the arms.
Uplights are located within the shelters, under the roof over the western stairs and under the
BNSF trestle.
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Light level calculations do not show off-site spillover as most lights are directed either down
or are uplights within a structure.
The access driveway from Strander Boulevard is proposed to be lit with wood poles and
cobra head lights. No lights are shown for the pedestrian path that diverges from the
Strander driveway and light calculations have not been submitted for this area.
Longacres Way does not currently meet minimum adopted illumination levels. The
applicant's proposal does not address the required illumination level for their property east
of the UP berm.
Recycling Storage Space for Non -Residential Uses and Design of Collection Points for
Garbage and Recycling Containers (TMC 18.52.080 & 18.52.090)
There will be no trash collection or contract with a waste hauler for the site. The small
ancillary building that houses the office for the Station Agent, the private restroom, and the
trash receptacles for the station customers will be serviced by Sound Transit on a regular
basis, similar to all their stations.
Signage
A sign permit must be obtained for the installation of any sign discernible from any adjacent
premise or public right of way. Visibility from Strander Boulevard will be limited because
the street will be approximately 10 feet below the level of Sound Transit's property; the
railroad berms limit discernibility from properties to the east and west, therefore Longacres
Way and the property to its north are the remaining sites where discernibility would be an
issue. (Railroad passengers are considered to be exempt.)
Staff segregates the proposed signage into two types of signs:
Station Signage — that is any sign that identifies the name of the Station; and
Directional Signage — that is any sign that directs users to the correct location on site for
parking, transit use, bicycle parking, platform access, and off-site support services and
amenities.
Station Signage
There are two Sound Transit A2.0 signs proposed and one Amtrak monument sign
proposed for the site. (Attachment J)
The site is allowed two monument signs per the Permanent Free -Standing Signage in
CommercialIndustrial Zones Section of the Sign Code (TMC19.20.040(2)) The third
monument sign proposed on the site is located in the middle of the site, approximately 600
hundred feet or about two blocks from either Longacres Way and Strander Boulevard. It
may not be discernible and therefore may be allowed.
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The Amtrak sign is one that is standard for all Amtrak unmanned stations, is 43 square feet
in area, and is proposed to be six feet in height. The Sound Transit monument sign is 17.5
feet tall and contains blades extending from a single pole. A monument sign for this site
would typically be limited to seven feet in height and 100 square feet in total area; however,
essential public facilities qualify for the Master Sign Program, which allows exceptions to
the sign standards for height and size. Modifications to the sign base of A2.0 will be
required in order for it to meet the parameters of the Master Sign Program.
There are three station "building mounted" identification (B3.1) signs (Attachment J) two at
the bus zone, and one to the west stairway. Multiple B3.1 s are mounted on the platform
level. The sign area for these signs is 8.4 square feet. Due to their size and location, sign
content is assumed to not be discernible.
Directional Signage
The proposed number of directional signs at the Station site is approximately 150. Most of
these signs will not be discernible from off -premise, that is, the sign may be visible, but due
to its size, its message will not.
The Tukwila Sign Code limits the number of directional signs at a typical business site to
four or up to eight signs with approval through the Master Sign Program. The Code
(Exceptions- Sign Permits Not Required (TMC 19.12.030)) also exempts permitting of
signage that is regulated by the national Manual on Uniform Traffic Control Devices
(MUTCD) whether on private or public property. There are many directional signs located
on Sound Transit's property that direct bus, vehicular, bicyclist and pedestrian traffic that
are governed by the MUTCD.
4. The proposed development shall be compatible generally with the surrounding
land uses.
The BNSF is currently a freight and passenger rail corridor and no change is proposed for
that use. The dominant characteristic of the Sound Transit site will be the bus and vehicular
circulation roads and the transfer zone and the park and ride lot. Large expanses of parking
and bus circulation will be the dominant characteristics of the site.
The immediate sites are the vacant property to the north, which was a proposed multi -family
development with a small amount of ground floor retail.
Sound Transit owns the parcel south of the 30 foot wide City of Seattle water line parcel
and north of the Strander Boulevard right of way, which will be a street that is depressed
below the adjacent railroads and properties. (Attachment A) Sound Transit has not indicated
any plans for the parcel except for the potential to provide area for additional parking. The
southern parcel is proposed for development with a driveway and a pedestrian path. The
southern parcel contains a number of constraints: one, there are overhead power lines that
cross from east to west over the site; two, Puget Sound Energy's Nelsen cable station
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extends about 120 feet into the parcel resulting in an irregular site; three, the driveway up
from Strander Boulevard bisects the middle of the parcel.
To the south of the Strander Boulevard extension are sensitive areas and utilities.
Uses beyond the immediate vicinity and on to the west and east of the railroad berms are
small and large commercial and office uses with landscaping and surface parking
surrounding the buildings.
5. The proposed development shall to the maximum extent feasible be consistent
with and promote the goals, objective and policies of the Comprehensive Land
Use Policy Plan and applicable adopted area plans.
The following Comprehensive Plan goals and policies are relevant to the request.
Community Image Element - Goal 1.9
An economically strong Tukwila Urban Center, with a distinct image and
character, of bold architectural form that provides for an intensive mixture
of uses along with access to transit, public amenities, and civic facilities.
The architectural improvements, such as the roofed western stairway, the shelters, and the
ancillary building, can be described as modern in style, with materials such as steel,
aluminum, glass, tile, and concrete. The site is horizontally laid out with a vehicular and
landscape focus. (Attachment L) Significant area is given to the bus zone, the drop-off/pick-
up zone, and the surface parking lot for 390 cars. (Attachment H) Landscape area is
interspersed around the site with some of the planting area functioning as qualitative
treatment areas for surface water.
Tukwila Urban Center Element — Policy 10.1.2
Public/private investment shall facilitate and encourage overall growth in
the Tukwila Urban Center.
Under Sound Move, the first voter approved regional transit plan, $16.4 million was
allocated for the Tukwila Station. Those funds were expended in acquisition of the property
and the temporary station. With passage of ST2, $34.7 million was allocated for Tukwila
Station improvements. The investment in the station and the choice of the site for the Rapid
Ride F line demonstrates the regional commitment to transit support for this area.
The site is not a visible element within the City's Center and is accessible to the Center from
one two lane local access street. Additional access is being provided to Renton from the
driveway off the Strander Boulevard Extension.
Emergency access from West Valley Highway is proposed. Tukwila Fire and Police
personnel will have a secondary means of access to the station site from a surface crossing
of the UP from the west, in the Strander Boulevard right of way. At some point in the
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future, this access will connect with the Strander Boulevard improvements currently under
construction from SW 27 Street in Renton, under the BNSF and into the Station site from
the east.
Tukwila Urban Center Element — Policy 10.2.3
Site Development. Create regulations and design guidelines to result in high
quality site design and contribute to the creation of hospitable pedestrian
environments through the use of site design techniques that may include but
not be limited to:
• Integration of architectural, site design, and landscape elements;
• The coexistence of motor vehicle, transit service, and pedestrian traffic;
• Implementing physical and natural elements that enhance an area's
overall aesthetic, including street orientation.
Three roadway cuts are proposed along the length of Longacres Way frontage between the
UP and the BNSF berms. The widths of the roads that pedestrians must cross are about 34
feet each. The design team has depressed the Longacres Way sidewalk between the western
access drive and the bus zone entrance because the distance is approximately 30 feet.
The Drop-off/Pick-up Zone is elevated such that it also serves a dual purpose as a
pedestrian zone. Bollards separate the cars from the bus zone and plaza area. The expected
pedestrian path of travel will be through this area. Customers exiting the west platform will
walk through this area when heading to the Bus Zone and customers exiting the east
platform will walk through this area when heading to their cars. The pavement will be a
special stamp that creates more interest and scale for the pedestrian and acts to visually cue
drivers that they are circulating in a dual use space. (Attachment H)
The "Art Zone" is an area where Sound Transit's public art is concentrated. The
commissioned artist has designed a landscape plan and specified architectural treatment and
embellishments on the north side of the Ancillary buildings. This area is situated on the site
where it will be a visual focal point for customers exiting the east platform and traveling to
the bus, drop T off/pick T up, and parking zones.
The Plaza, which is the area north of the drop off/pick up zone and east of the bus zone and
west of the ticketing and bike zone, is approximately 150 feet by 80 feet. There is an
informational sign kiosk just west of the ticket vending machine. (Attachment H)
Tukwila Urban Center Element — Goal 10.3
A balanced transportation network that compliments the TUC land use and
design policies and provides access for all transportation modes to, from,
and within the center.
The improvements to the site include non -motorized and motorized access from the
southeast and the northwest. For vehicular access, there will be Longacres Way and for
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Tukwila Fire and Police, a secondary emergency access from West Valley Highway over the
private UP crossing at Strander Boulevard.
One public access from SW 27 Street in Renton will be available into the station parking lot.
It appears that an emergency access point from the southeast in Renton will also be available
to the east platform. (Attachment B)
Sound Transit's southeast access improvement is a paved driveway that varies in width from
26 to 36 feet. Detached and in a more direct path is a six foot wide asphalt shared use path
for non -motorized users.
The northwest point of access, that is, along Longacres Way, includes a 6 - 12 foot wide
sidewalk with some points of landscaped curb side amenity. A two way, 34 foot wide curb
cut allows all vehicles and buses access to and through the site. Two additional 34 foot wide
curb cuts are located on Longacres Way, one devoted to entering buses and one devoted to
exiting buses. (Attachment H)
A nonmotorized corridor is planned as shown on the following graphic. The purpose of the
corridor is to act as a visual and physical connection between the various neighborhoods of
the City's urban center.
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Tukwila Urban Center Pedestrian -Bicycle Bridge Over the Green River
SITE MAP
The Tukwila Station site is designed with a circulation driveway that parallels the UP right
of way. (Attachment H) The circulation drive will connect Strander Boulevard and
Longacres Way and will provide access to the parking area, the drop T off/pick T up zone,
and the bus zone. The location of this circulation drive precludes the landing conceived for a
UP non -motorized underpass. The underpass is proposed as a connection to the planned
corridor crossing of the Green River and West Valley Highway and as a connection between
the Station and the Urban Center. In 2010, KPFF, Sound Transit's Station engineering firm,
completed a Preliminary Planning Study to be used for the City's application to UP for the
proposed underpass. Their design for that underpass is shown on Attachment K and was
developed when Sound Transit was designing their site with the platforms in the middle
roughly equidistant between Longacres Way and the future extension of Strander
Boulevard. An additional 20 feet in depth outside the tunnel entrance is shown to be needed
in order to come back up to grade.
Sound Transit Staff was asked by Tukwila to accommodate the potential underpass but
chose to not because it would cause the use and development of both Station parcels rather
than just the north parcel. Extending the site layout onto the southern parcel appears to be
an impediment to the applicant.
Tukwila Urban Center Element - Policy 10.3.1
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Promote transportation and transit services and facilities as well as traffic
management systems that increase and improve access to and from the
Tukwila Urban Center for all transportation modes; encourage a range of
solutions including but not limited to local circulator systems, regional
serving park n ride sites, connections to regional rail alignments and
regional local high occupancy vehicle systems.
See Findings above. The site will act as a transit transfer point, a park and ride site, and a
connection to Amtrak's interregional rail service.
Tukwila Urban Center Element Policy 10.3.2 Local Access. Support the
development of a continuous comprehensive public street network that
serves all transportation needs, allows a range of travel route choices and
facilitate access within the Tukwila Urban Center for both motorized and
nonmotorized transportation modes.
Sound Transit, the applicant, has supported the City's goal of connecting Strander
Boulevard with SW 27 Street in Renton through dedication of right of way along the south
edge of the south parcel. Sound Transit will be connecting to the Strander Boulevard
Extension phase that is being constructed under the BNSF tracks.
Implementation Strategy for this policy states that auxiliary pedestrian ways to link major
activity areas and additional signalized pedestrian crossings should be considered. Tukwila
budgetary efforts to implement this policy include the City's Capital Improvement Project
for a new nonmotorized bridge over the Green River that provides one of the links between
the Urban Center and the Station.
See the above discussion regarding the Urban Center to Station nonmotorized link.
Tukwila Urban Center Element — Policy 10.3.3
Transit Service and Facilities - In an effort to provide the greatest benefit to
employees, business people, shoppers, visitors and residents of the Tukwila
Urban center, promote the development and enhancement of transit service
and facilities; coordinate with regional transit agencies to enhance existing
and future bus and rail facilities, ensure consistency in planning between
land use and transportation to create compatibility between motor vehicles,
transit and pedestrians.
Bus service at the site is designed with separated entry and exits, layover space for two
buses, a driver comfort station, and prioritization in terms of site layout for bus customers.
(Attachment H) Sound Transit has coordinated closely with Metro.
Tukwila Urban Center Element - Policy 10.3.4
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Transportation alternatives. Ensure that land use, urban design, and
transportation and circulation actions for employees support and reinforce
transportation alternatives including the commuter Trip reduction
programs, Transportation Demand Management (TDM) programs,
rideshare programs and related projects and programs,
As part of an update to the City of Tukwila's Comprehensive Plan Transportation Element,
the City prepared and adopted a Transit Network Plan in April 2005. Within the Plan are
discussions about the need for between two and three bays for buses and layover for three
buses.
Rail station walking draw areas typically extend to at least a 1/2 mile. The report goes on to
recommend that station design should include a direct pedestrian connection to West Valley
Highway preferably tying into a new river crossing and access into the Tukwila Urban
Center.
The Transit Plan also discusses the lack of signage and the invisibility of the station. The
authors of the plan conclude that a visual connection between the Station and the Urban
Center is vital to address the public perceptions that no connection between the two
locations exists.
Transportation Element Goal 13.4
Efficient transit capacity that reduces the single occupant vehicle trip to from and
through Tukwila and specifically pursue a regional multi -modal center in
conjunction with the Tukwila commuter rail Amtrak stop."
The proposed site improvements will act as a multi -modal facility, accommodating
pedestrians, bicyclists, buses, rapid ride, paratransit services, private passengers,
interregional rail service and commuter rail.
Transportation Element - Policy 13.4.2
Recommend and pursue a regional multi -modal center in conjunction with
the Tukwila commuter Rail/Amtrak Station and secondary
pedestrian/bicycle/transit hubs elsewhere in the City.
Transportation Element — Policy 13.4.6
Continue to support, participate in, and encourage the development and
implementation of regional/rapid rail with service to the Tukwila Urban
Center, and other emerging efficient -capacity technologies that will serve
people traveling to, from, and within Tukwila.
The proposed project is designed to accommodate the conversion of the Metro route 140 to
a Rapid Ride line. The Rapid Ride F line will connect the Tukwila Station with the Tukwila
Transit Center at Southcenter Mall, making stops at several points between the two points.
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The driveway to/from Strander Boulevard will facilitate the eastbound movement of the
Rapid Ride. (Attachment B)
Transportation Element — Policy 13.4.10
Encourage and support public transportation service including the
continued development of commuter and light rail particularly with service
to the Tukwila Urban Center, and continue to support Commute Trip
Reduction service.
Transportation Element — Policy 13.4.13
Encourage transit oriented uses, development patterns and pedestrian
amenities in the vicinity of high capacity transit stations.
Pedestrian amenity on the site includes shelters that are designed to provide four
sided wind and rain protection. (Attachment H) Art work is located in the central
portion of the site. Landscaping is proposed throughout the site, including the BNSF
berms.
According to Sound Transit Staff, concession areas require the utmost flexibility in facilities.
They often change; and therefore, require on-going facility management that can be handled
within the agency or contracted to a vendor. There are two types of concessions that can be
provided at Sound Transit facilities. One is the method of moveable carts that come to the
facility on a daily basis and plug into utilities. The other is a built-in arrangement that would
require permanent connection of utilities.
The moveable cart method requires less space at the stations than built in concessions. They
are usually self-contained and only require electricity, possibly water, space for the cart, and
an area for queuing. Cart vendors usually operate for a few hours in the morning and again
in the afternoon. Staff provisions are typically not provided.
The built-in concessions require permanent utilities of electricity, water, sewer, and possibly
gas. They also require the most area. This space needs to be flexible enough to
accommodate a variety of uses, so as not to limit prospective tenants. Typically, these
concessions would be open all day and possibly in the evening and would require staff
restrooms at a minimum. Depending on the type of business, public restrooms may also be
required to meet health code requirements.
Per Sound Transit Motion 98-66, the following findings were made by Sound Transit. The
agency should promote the idea of concessions in facilities where the market supports them.
Built-in concessions should also be considered at stations where utilities are already
provided for staff restrooms. If the Tukwila Station does not support concessions at this
time, future growth may warrant concessions at a later date. Cart -type concessions shall be
encouraged and provided for in multi -modal stations/facilities where space permits. These
provisions should include a specific area, electricity, and possibly access to water.
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The Sound Transit Board adopted the following policy: With respect to concessions, Sound
Transit shall:
• Promote concessions in facilities as supported by the consumer market, to
increase security, and customer convenience in facilities.
• Consider built-in concessions at stations where utilities are already provided for
other purposes such as restrooms.
• Provide for cart -type concessions by way of electricity, access to water, and
square footage in multi -modal facilities where space allows.
• Encourage concessions in joint use or transit -oriented development adjacent to
the stations.
Sound Transit policy and guideline state that "Concessions may be provided through kiosks,
temporary carts, or permanent structures where vendors provide food, drinks, and other retail
items." (See ST Design Standards and Guidelines 5.13.)
Transportation Element - Policy 13.4.12
The development of any light rail or commuter rail system shall meet the
following objectives.
• Any commuter or light rail system serving Tukwila, Seattle, South King
County, and/or Sea -Tac Airport should be located in a manner which
promotes the coordinated short-term and long-term use of alternative
transportation systems, such as carpools, buses, commuter rail, and
light rail.
■ Such systems shall be located so as to allow for future extensions to
commuter and/or light rail service to East King County and Southeast
King County.
• Such systems shall be located in a manner that serves the Tukwila Urban
Center and the Tukwila Multi -modal Center, so as to encourage the
development of these Centers in the manner contemplated by this Plan
and the Countywide Planning Policies.
The station is designed to provide priority for bus and rail passengers. Metro buses
accessing the station also stop at the Tukwila Transit Center (at Southcenter Mall on
Andover Park West).
Roles and Responsibilities Element - Policy 15.1.4 - Ensure that land use,
urban design, transportation and circulation policies, plans, and projects in
Tukwila benefit existing and future populations in an equitable manner.
Roles and Responsibilities Element - Policy 15.2.1
In reviewing proposals to site new or expanded essential public facilities
within the City, Tukwila shall consider accepting its regional share of
facilities, which provide essential services, provided:
• Other communities accept their share as well;
■ The funding of regional facilities sited in Tukwila relies on an equitable
regional source of funding, and
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• The siting of all essential public facilities is based on sound land use
planning principles and is developed through working relationships with
affected neighborhoods, special purpose districts, ports, and other
agencies which serve the Tukwila Community.
Every City along the BNSF corridor has a commuter rail station. The review of the
application included outreach to the Sounder passenger community, the City of
Renton, surrounding property owners and tenants, including the Boeing Company.
Roles and Responsibilities Element - Policy 15.2.4
Public Capital Facilities of a countywide or statewide nature shall be sited
to support the countywide land use pattern, support economic activities,
mitigate environmental impacts, provide amenities or incentives, and
minimize public costs. Amenities or incentives shall be provided to
neighborhoods/jurisdictions in which facilities are sited.
Southcenter is a regionally designated urban center where infrastructure dollars will be
focused in order to support opportunities for housing and job growth forecast for the
region.
6. The proposed unclassified use shall to the maximum extent feasible mitigate all
significant adverse environmental impacts on public and private properties. Full
consideration shall be given to:
• Alternative locations and or routes that reduce or eliminate adverse impacts;
and
• Alternative designs that reduce or eliminate adverse impacts.
The site for the Tukwila station was purchased over 14 years ago by Sound Transit in 1998.
Sound Transit owns 1,500 feet of rail frontage and a total of 10.75 acres at this site. The
choice for the location of the 600 foot platforms was based upon a number of factors:
• The construction of the Station improvements are affected by the construction of the
Strander Boulevard BNSF Bridge and underpass and specifically the need for shooflies
for the trains while the new bridge is put in place.
• The current non -motorized underpass at Longacres Way precludes the requirement for
Sound Transit to build a new over or underpass to access the east platform.
■ A number of utilities traverse Sound Transit's southern parcel from east to west:
overhead power lines, an underground jet fuel line, the Seattle Water Department
transmission line that is located in a 30 foot wide parcel separating the two ST parcels.
7. In the event that a proposed essential public facility of a countywide or statewide
nature creates, an unavoidable significant adverse environmental or economic
impact on the community compensatory mitigation shall be required.
Compensatory mitigation shall include public amenities, incentives or other
public benefits with offset otherwise unmitigated adverse impacts of the essential
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public facility. Where appropriate, compensatory mitigation shall be provided as
close to the affected area as possible.
The use has been operating for over a decade with no identifiable significant impacts.
The proposed permanent station project underwent an environmental review and
mitigation commitments, primarily associated with the construction process, are
proposed as part of that analysis (Attachment F.)
8. For uses in residential areas, applicants shall demonstrate that there is no
reasonable nonresidential alternative site for the use.
The legislative intent for this criterion relates to single family neighborhoods. The
Sounder/Amtrak system uses the existing BNSF track system that is fixed along the
east edge of the City.
9. For uses in residential areas, applicants shall demonstrate that the use provides
some tangible benefit for the neighborhood.
The legislative intent for this criterion relates to single family neighborhoods; however,
there is anticipated benefit for this planned mixed use neighborhood. Dwellings, as part
of a mixed use development, are anticipated within a'/4 mile of this project. This use is
anticipated to generate demand for and support for future residences.
10. Secure community transition facilities shall be meet the following additional
criteria:
(a) No facility shall house more than four persons or the number of persons
requested by DSHS after DSHS both demonstrates a need for additional
beds in compliance with Chapter 71.09 RCW and it demonstrates
compliance with Chapter 71.09 RCW's "equitable distribution"
requirements.
(b) The facility shall be located in relation to transportation facilities in a
manner appropriate to the transportation needs of the secure community
transition facility residents.
This criterion is not applicable as this project is not a secure community transition facility.
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Unclassified Use Criteria Conclusions
1. It is not feasible or appropriate to underground this facility, given the use of the
existing heavy rail lines.
2. The proposed use supports local employers, employees, and commercial businesses in
the area by providing public supported transit via commuter rail, buses, park and ride
and pedestrian and bicycle facilities. The existing vehicular and bus traffic that has
been generated and operating at the temporary station since 2000, has not been
detrimental to the surrounding system or businesses. Growth in this type of traffic is
expected and will benefit from the new access point on Strander Boulevard. The
mitigation (Appendix F) proposed by Sound Transit and incorporated into this report's
Finding, Conclusions and Conditions, will assist in avoidance of possible detriment to
properties and improvements in the vicinity that could result from construction of the
permanent station.
There will be some expected minimal disturbance of the existing vegetation and the
soils in order to install the path and the driveway on the southern lot. Any areas of
disturbance should be planted with native plans in order stabilize the soil and prevent
erosion as well as provide a finished appearance to the construction.
3. The structural elements — stairs, shelters, platforms, bike cage/balcony are located on
property lines in order to perform their essential function of supporting the transfer of
passengers from train to sidewalk, bus, bike or car. Development and use of the area
for a Station involves two different property owners. BNSF owns the track system and
space adjacent to the track for the platforms and access to the platforms and Sound
Transit owns the land for the remainder of the improvements. Because of this shared
responsibility, the setback requirements of the TUC District cannot be met. Waiving
the Zoning Code requirement per the Area and Dimensional Requirements Section of
the Unclassified Use Permit Chapter (TMC 18.66.030(A)) is appropriate.
In addition, although the south parcel is owned by the applicant, its use and
development for the Station is minimal. The two lane driveway and connecting path
to Strander Boulevard leaves most of that parcel untouched. The Strander Boulevard
right of way property line will be impacted by the future phase of the Strander
extension project. Perimeter landscaping would require the installation of utilities and
curbing which would likely be impacted by that future capital improvement project.
Maintaining the site in its current undeveloped condition is appropriate and less
invasive.
Some of the signage proposed for the site does not meet the City's Sign Code
(TMC19) in terms of number, size, and design of signs and will need to either be
modified, or receive approval through the Master Sign Program and/or variance
process.
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Lighting may not be adequate for safety along Longacres Way and on Sound Transit's
southern parcel due to lack of fixtures in these locations. Issues related to the design
and scale of the light fixtures is discussed in Section Two: Design Review. The
direction of the lighting is such that spillover and glare should not be a problem.
4. The proposed development is generally compatible with the surrounding land uses.
The site is isolated because of the berms and the lack of street frontage and circulation
adjacent to the site. The developable property most impacted by the proposal is north
of the project site across Longacres Way. The proposal's large expanse of pavement
and continuous bus service create a functional multi -modal center and lends itself to
other high traffic uses or a use that would benefit from the Amtrak/commuter rail/bus
service.
5. There are proposed pedestrian improvements that are hospitable, including the plaza,
which merges seamlessly with adjacent improvements, the elevated and covered
waiting area over the bike cage, the functional shelter designs, the path leading
southeast into Renton, and the planting plan.
The proposal does not provide an intensive mixture of uses; instead, the design
spreads the uses horizontally over the site, which is very large. The proposed access to
transit could facilitate overall office and some selected commercial growth within the
vicinity; however, the station will have a one-dimensional use of the site. The
neighborhood is being improved through improved access to the east into Renton,
which the project is including in their plans. This access improvement assists primarily
vehicular access through and to the area.
Amenity that is needed to support place making is not a strong component of the
project. The project is devoted to providing functional improvements that facilitate
access to the east west Bus Route 140, the Sounder system and the Amtrak Cascades
service.
Regarding Policy 13.4.12, the site for the station was predetermined by the location of
the heavy rail lines. In order to maximize the facility's support of the urban center,
access to the urban center would need to be improved. The one access point from
Longacres Way is isolated and located on the periphery of the center. The new
connection to Strander Boulevard improves overall access to the Station from
SE/Renton and supports the region's commute trip reduction goals.
The site is isolated and it is difficult to orient when one arrives. From the station, the
public should know how to access regional bike trails, the regional arterial system, the
bus system, and how to access commercial services improved mapping of the area,
streets and amenities in the Station's vicinity would mitigate the site's isolation from
the street network and the local amenities and services.
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Sound Transit Design Standards and Guidelines for Wayfmding Signage (2.2.2)
specifies that, "Signage should be provided that will relate outbound passengers to
the surrounding community."
The first mode of transportation that the site design should accommodate is the
pedestrian. The City's Comprehensive Plan and Sound Transit policy both support an
emphasis on pedestrian access. Pedestrians have the least overall impact on the
community's air, noise, infrastructure, and cost. A significant amount of space
adjacent to the bus zone, bike zone, drop-off/pick-up zone, is devoted to pedestrians.
The routes leading customers off site however are not as inviting or pedestrian
friendly.
a. Longacres Way frontage. The amount of street frontage devoted to vehicles is
significant, detracts from, and negatively impacts pedestrian safety and
amenity.
b. Sound Transit contracted for a preliminary design for an undercrossing of the
UP tracks that would generally align with the Urban Center Pedestrian Bridge.
The proposed site layout and specifically the circulation drive preclude that
future pedestrian underpass opportunity conceived by Sound Transit's
consultant. The length of the block that extends between Strander Boulevard
(the future extension) and Longacres Way is 1,480 feet, a distance that in a
typical urban setting is 4 block lengths. The distance from the entrance to the
station platform and West Valley Highway is 1,182 feet. Those two figures
combined equal about a half a mile or a 30 minute walk. Sound Transit and the
City of Tukwila are tasked, in the design and implementation of their public
projects, with creating an urban environment that is appealing and sets a
standard for urban style and intensity of development. A future pedestrian
linkage is important to that goal.
c. The sole means of access between the two platforms - the BNSF pedestrian
underpass - is a significant development feature of the project. The current
design is a potential source of vandalism and does not create an inviting
pedestrian passage. Due to the constraints associated with the railroad bridge,
track and easement width under the train trestle, the space is narrow relative to
Sound Transit's typical standard of 12 feet. The use of smooth concrete on the
south wall and metal fencing along the pedestrian BNSF underpass is cold and
uninviting.
Significant investment of public dollars is being made at the site, including
shelters, circulation improvements for vehicles, and a large paved pedestrian
plaza. Potential entrepreneurs may want to be able to provide amenity and
service to arriving and departing customers. Utilities to support potential
entrepreneurs are necessary for that to happen and are not currently available.
Sanitary sewer service ends west of the ancillary building. An extension of the
sanitary sewer would be needed in order to support any concession built into
the plaza area and should be included in the plan. This type of activity/use not
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only serves the customer but also prolongs activity and puts more eyes on the
site thereby making the station area more interesting and a safer place.
6. Subject to the inclusion of the recommended conditions, the proposed use mitigates to
the maximum extent feasible all significant adverse environmental impacts on public
and private properties. Suggestions for design modifications to reduce adverse impacts
are suggested in this report's other conclusions.
7. Sound Transit's commitments to the mitigation measures in Attachment F assist in the
avoidance of possible adverse environmental or adverse economic impact on the
community.
8. The project is not located in an area exclusively residential and therefore the applicant
does not need to demonstrate that there is no reasonable nonresidential alternative site
for the use.
9. The use is not located in an area exclusively residential so does not need to
demonstrate that the use provides some tangible benefit for the neighborhood.
10. Criterion 10 is not applicable to the proposed use.
Expiration and Renewal (TMC 18.66.070)
An Unclassified Use Permit automatically expires one year after the date of issuance of a
Notice of Decision granting approval of the application unless a building permit, conforming
to plans upon which the permit was granted, is obtained within that period of time. An
Unclassified Use Permit shall automatically expire unless substantial construction is
completed within two years from the date of issuance of a Notice of Decision granting
approval of the application. A renewal may be granted or the Unclassified Use Permit
approval may specifically provide for a period greater than two years. No special request
has been made to extend the two year time frame for substantial construction. The City
Council may renew an Unclassified Use Permit for a maximum period of one additional
year. No more than one renewal may be issued for any Unclassified Use Permit. A renewal
may be granted only if there have been no pertinent changes in conditions surrounding the
property since the time of original approval. No public hearing is required for renewal of an
Unclassified Use Permit.
Recommendation — Unclassified Use
• Approve the continued operation of the existing temporary facility through
completion of these proposed permanent improvements;
• Approve the proposed Zoning Code setback and landscape perimeter modifications
discussed under findings and conclusions; and
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■ Approve the proposed permit application and subject to the following conditions:
UUP 1. In order to meet criterion #2 and #6, that is, to not be injurious to the property
or improvements in the vicinity, Sound Transit shall:
• Comply with the NEPA/SEPA proposed mitigation commitments identified
in Attachment F. Prior to issuance of any site work permits, Sound Transit
shall submit a written report documenting compliance; and
• Prepare a planting plan of native vegetation to be used in any areas of
disturbance on the south parcel in order to stabilize the soils and prevents
erosion.
UUP 2. In order to meet criterion #3, that is, to meet development standards that are
required, Sound Transit shall meet minimum street illumination levels on
Longacres Way between BNSF and the Interurban Trail per City of Tukwila
Design Guidelines and Design and Constructions Standards, TMC 18.52.065,
and meet minimum illumination levels for the path and driveway on the southern
parcel per Sound Transit Design Standards and Guidelines: Sounder and ST
Express Passenger Facilities.
UUP 4. In order to meet criterion #5, that is, to comply with Tukwila Comprehensive
Plan Goals and Policies 10.3.4, 13.4, and 13.4.13 and Sound Transit Guideline
2.2.2, Sound Transit shall expand the informational signage on site to assist
customers in orienting themselves to the Urban Center and transportation
options, such as the regional and local non -motorized trails, relevant bus routes,
Sea -Tac airport, arterial system and significant commercial services and activity
centers. A prototype of the proposed signage shall be submitted to the DCD
Director for approval prior to any Tukwila Sign permit issuance for the site.
UUP 5.
UUP 6.
In order to meet criterion #5, that is, to comply with Tukwila's Comprehensive
Plan Policies 10.3.4, 13.4.12, 13.4.13, 15.2.4, Sound Transit Executive Director
shall provide a letter to the City of Tukwila agreeing to financially support the
cost of engineering design for the UP crossing permit application, up to a
maximum of $20,000 dollars, prior to any construction permit issuance for
permanent Station improvements.
In order to meet criterion #5, that is, to comply with Tukwila's Comprehensive
Plan Goals and Policies 1.9, and 10.1.2 and 13.4.13, Sound Transit shall identify
potential locations and make utility accommodations for future concessionaires.
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Section Two - Design Review
The purpose of Design Review is to ensure the public health, safety and welfare is satisfied
upon approval of new development and specifically to promote well designed developments
that are creative and harmonious with the natural and man-made environments.
Decision Criteria - Design Review
The train station and associated structural amenities, due to their size and location within the
TUC district, are subject to Design Review and approval per the Design Review Section of
the TUC Chapter of the Zoning Code (TMC 18.28.070) and per the Scope of Authority
section of the Board of Architectural Review Chapter (18.60.030).
The Board of Architectural Review, and in this case — the Tukwila City Council — is
authorized to request and rely upon any document, guideline or other consideration it deems
relevant or useful to satisfy the purpose of Design Review and are not specifically limited to
the following criteria.
In the following discussion, the architectural review criteria for Commercial and Light
Industrial Developments (TMC 18.60.050(A)) are shown below in bold italics, followed by
Staff's findings. For Sound Transit's response to the criteria, see Attachment G.
1. Relationship of Structure to Site.
a. The site should be planned to accomplish a desirable transition with
streetscape and to provide for adequate landscaping and pedestrian
movement.
The site is laid out in a hierarchy by user — the pedestrian, the bicyclist, the bus rider, the
customer who is dropped -off and picked up, including paratransit riders; and the automobile
and van driver.
The pedestrian and cyclist arrive at the site along Longacres Way and from Strander
Boulevard along the west bank of the BNSF.
The bus rider arrives at the site via the bus zone that is immediately adjacent to Longacres
Way and the south end of the platforms.
Customers, who are dropped -off and picked- up, arrive at an area that is tucked into the east
and south sides of the bus zone and accessed via the westernmost circulation drive.
Finally, there are the customers arriving and parking in the area to the south of these zones
who will arrive via the western access drive — either from Longacres Way or Strander
Boulevard.
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A variety of sidewalk widths are proposed along the Longacres Way frontage.
Improvements along Longacres Way that are under the 100 foot wide UP and BNSF rights
of way are subject to review and approval by the railroads.
Starting from the west, no change is proposed to the six foot sidewalk on Sound Transit's
property to the east of the UP. Under the UP Bridge, the sidewalk will be retained as is. A
variety of sidewalk widths and conditions are currently proposed for the length of frontage
between the railroads. East of the UP underpass, the sidewalk will be widened to 12 feet
leading up to the first road cut. The sidewalk then is narrows to six feet between two of the
three road cuts, it then widens to 12 feet for approximately 100 feet then narrows to 5.5
feet. Under the BNSF Bridge, it widens to 7.5 feet. Because of the three roadways across
the 300 foot frontage, pedestrians are exposed to vehicular traffic for approximately 100
feet. Two of the potential six curb cuts have been eliminated by keeping the sidewalk at the
same elevation as the road crossing.
A five foot bike lane, which meets City of Tukwila guidelines, is proposed for the street
section between the UP and BNSF tracks, sharrows are proposed under the UP tracks and
The City's sidewalk standard for local access streets is six feet.
Per the City's adopted Non -motorized transportation Plan, curb cuts are to be minimized
and City driveway design guidelines call for:
• Ramp -up driveway approaches versus the proposed road cuts shown at the three
entrances;
■ Minimized driveway widths of 12 and 24 feet for one way and two way traffic
respectively;
• Using a different pattern or material for the pedestrian crossing area and a landscape
strip between the street curb and sidewalk.
Three street trees have been shown along a section of the streetfront on Longacres Way.
A six foot asphalt path provides access from the southeast from Renton via the Strander
Boulevard driveway. It is unclear how bicyclist will approach the site from the south end.
City design guidelines for multi -use paths stipulate from 10 — 14 feet with two foot
shoulders on each side. The driveway from Strander that Sound Transit is building is wide
enough for vehicular and bicycle travel lanes. The cross-section in the right of way is limited
however to 11 foot travel lanes.
Interior to the site and adjacent to the platform are sidewalks that extend along/parallel to
both sides of the berm and from east to west across the field of 390 parking stalls.
Generally, the widths are six feet sidewalk except for a 12.5 foot sidewalk parallels the west
side of the BNSF berm.
The proposal meets the landscaping requirements for perimeter and interior parking lots. A
large amount of open landscape area is located adjacent to the street and in the center of the
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bus zone. Three, approximate five foot tall, round mounds will be topped with thick stands
of Douglas Fir trees.
b. Parking and service areas should be located, designed, and screened to moderate
the visual impact of large paved areas.
The 390 parking stalls are located south of the bus and customer drop-off and pick-up zone.
The parking lot area complies with the interior parking lot standards of City regulations.
An active expanse of area for the bus zone along Longacres Way is designed to
accommodate bus layovers for two buses at one time as well as circulation and loading and
unloading. The large expanse of pavement for the waiting, turning and circulating buses is
360 feet deep off of Longacres way and is 180 feet in width along the Longacres Way
frontage and narrows to approximately 100 feet at the south end of the bus zone, which is
over an acre in area. This area is broken up by an approximate 12,700 square foot landscape
area. Under the landscape area is the storm detention system of pipes. The planting plan for
the landscape area includes three approximate 4 foot tall mounds that are planted with
groves of Douglas Fir trees.
c. The height and scale of each building should be considered in relation to the site.
There is only one building on the site that is approximately 1,000 square feet. It contains a
series of rooms for the Sound Transit station agent, storage, comfort station for transit
employees, janitor supplies, and electrical/communication equipment. The north wall of this
ancillary building creates a backdrop for the public art. The west, south and east elevations
are 9 feet in height and topped with a sloping roof; while the south wall is 17 feet in height.
The project contains a number of structural elements, such as the shelters and the roof
structure over the western staircase, that provide scale for the customers of the site.
2. Relationship of Structure and Site to Adjoining Area.
a. Harmony of texture, lines, and masses is encouraged.
The materials used throughout the site are concrete, steel, glass, and metal. The relationship
between lines and massing of the awnings and railings is proportional. The small ancillary
building is given more mass by enfolding multiple uses into one structure, including the
public art focus.
The buildings surrounding the site are a variety of industrial and commercial structures with
varying degrees of design quality and style.
b. Appropriate landscape transition to adjoining properties should be provided.
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The site is an artificially constructed valley between the two railroad berms. The site sits
approximately 10 feet above Strander Boulevard. The minimum perimeter landscaping is
shown with additional use of planted areas where no other programmatic function is needed.
The east side of the platform, the side abutting Boeing Company, is planted with sedges and
a combination of grasses and small plants as well as with a north south alignment of the
columnar deciduous trees 25-30 feet apart.
c. Public buildings and structures should be consistent with the established
neighborhood character.
The neighborhood character is a mix of suburban development with significant areas of
parking surrounding buildings. Along West Valley Highway are businesses used by the
traveling public (hotels, fast food restaurants, gas station, etc.,) to the east, corporate offices
such as for Boeing and the Federal Reserve, and to the north, a variety of commercial and
industrial businesses interspersed together such as ACT II catering and Industrial Crating.
Corporate architecture and tilt -up concrete, metal and steel predominates, surrounded by
parking and landscaping.
The materials palette is steel and other metals with aluminum storefront glazing systems for
the shelters.
d. Compatibility of vehicular pedestrian circulation patterns and loading facilities in
terms of safety, efficiency, and convenience should be encouraged.
Pedestrians coming from the north, south and west access the platforms via the south side of
Longacres Way, using existing and new sidewalks. There is currently pedestrian access to
the Boeing property via a trail that extends to their offices to the west.
The pedestrian walkways along the transit shelter do not appear to meet the width guideline
of seven feet two inches. The clearance between the shelters and the bollards along the pick-
up/drop off zone appears to be two feet.
A five foot wide bike lane is proposed on Longacres Way between the UP and BNSF, that
will be installed on the south sides of the street. The pavement markings then indicate
sharrows will be added just to the east of the UP.
The site is designed so that all non -bus traffic uses the westernmost curb cut, which is a two
way circulation drive. The three bus routes circulate in a one way pattern through the bus
zone via the two proposed curb cuts. Two of the three bus routes will also use the western
access drive and the one way looping system of the bus zone.
As discussed previously there is one physical and legal access that is from West Valley
Highway via Longacres Way. The City of Renton is building two eleven foot wide lanes
with two feet of shoulder under the BNSF tracks in the Strander right-of-way, which
extends up and into the Sound Transit site allowing access to the site from the southeast.
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e. Compatibility of on-site vehicular circulation with street circulation should be
encouraged.
Two routes for vehicular circulation into the site are proposed - Longacres Way via West
Valley Highway and Strander Boulevard.
Longacres Way, the primary access to the site is a dead end street. The Boeing Company,
who owns the property along the east side of the BNSF berm, has placed a fence with a gate
to restrict drive through traffic. The BNSF Bridge over Longacres Way has a limited
clearance height effectively limiting large buses and other vehicles through the dead end. A
sign bridge has been placed over Longacres Way to act as a physical warning to over height
vehicles. The sign bridge is located east of any turnaround.
Three driveways are proposed along Longacres Way. The western most curb cut will be for
buses and cars, the two curb cuts to the east of the sign bridge are bus only.
Sound Transit's goal was to separate bus circulation from private vehicular circulation at the
north end of the station site. However, the decision to add a driveway connection to the
Strander Boulevard extension means that buses heading to Renton will use the westernmost
drive as well as the two bus only curb cuts.
The 140 (and future RapidRide F line) and the 110 route will use Strander Boulevard and
the western access drive.
3. Landscaping and Site Treatment.
a. Where existing topographic patterns contribute to beauty and utility of a
development, they should be recognized, preserved, and enhanced.
The berms are the dominant topographic pattern on site and are manmade features that are
integral to the operations of the railroads. The BNSF berm is proposed for planting with a
combination of low growing sedges, grasses, and flowering plants. A row of columnar
deciduous trees are proposed along the east side of the berm. The west side of the UP berm
is proposed to be planted with columnar every 40 feet.
Three round mounds are proposed within the bus zone. They are three, four, and five feet
tall and 30, 60 and 70 feet respectively in diameter. Groves of Douglas Firs are proposed for
planting on top of each mound.
b. Grades of walks, parking spaces, terraces and other paved areas should promote
safety, and provide an inviting and stable appearance.
Site Access
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The majority of the site is flat;
however, traversing the rail lines
requires either bridging or tunneling or
both.
A customer walking to the station will
come via either Longacres Way in the
northwest corner of the site, or from
the Boeing Company property to the
east or from Strander Boulevard in the
southeast corner of the site.
The pedestrian route from the
northwest along Longacres Way consists of either asphalt or concrete surfaces and varies in
width from five and a half feet to 12 feet. There are small changes in elevation, including a
set of stairs along the route. The customer travels under the UP tracks, crosses the three
street openings proposed along the front of the site up a set of stairs and under the BNSF
tracks.
A plan showing the grades of the pathway from Strander Boulevard has not been provided.
A significant grade change is possible because of the depth of the BNSF undercrossing.
The Boeing Company has a paved asphalt trail on their site that leads from the station to
their offices. In addition, the public can walk north/south along a driveway to/from SW 16
Street. (See Attachment A)
The pedestrian route from the southeast connects to the six foot path in the Strander right of
way that connects to the sidewalk system in the City of Renton.
Access to the 12 foot high train platforms is via five - five foot wide stairways on the west
platform and four on the east platform. Two gradual sloped walkways provide accessible
access to each platform; they are each approximately 240 - 260 feet long.
c. Landscape treatment should enhance architectural features, strengthen vistas
and important axis, and provide shade.
Two types of deciduous trees are proposed for the site. Liriodendron Tulipfera Fastigiata is
tall, narrow and tightly fastigiate, or columnar. (Easily reaches 70' to 90' tall, and 15 feet in
width.) The late spring flowers are yellow with an orange center. Fall color is bright
yellow. It is a fast growing selection that retains it slender form in maturity. It is planted
along the toe of the east side of the BNSF berm and flanks the western circulation driveway.
These trees are spaced every 28 - 40 feet apart.
The second type of deciduous tree is the red maple cultivar `Bowhall,' which is considered
to be a street and parking lot tree as it does not become too wide. It grows to a height of
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45' and a width of 15'. Its leaves emerge in the month of April and May. Leaves are borne
on upright stems which give the tree its upright to oval crown at maturity. During the
summer months, the leaves are dark green above and grayish beneath. In the fall, the leaves
turn shades of yellow, orange, and reddish orange, before being shed for the winter. The
cultivar `Bowhall' is considered narrower in width than other red maple cultivars, making it
suitable for smaller planting areas.
The Red Maple is considered very tolerant of soil flooding, as well as droughty conditions.
It is commonly planted all across the United States. Tree growth is classified as moderate to
rapid. The Bowhall is planted throughout the interior of the site primarily in the parking lot
area.
Staghorn Sumac is proposed as a small accent tree at the pedestrian underpass at BNSF and
at the vehicular entrance. Staghorn Sumac derives its name from the densely hairy stems
and fruit, as in the "velvet stage" of a stag's antlers. This is a small deciduous tree that
attains a height of 25 feet at maturity with an equal spread. The trunk is often poorly formed
resulting in a widely spreading open crown. Root suckers do form which need to be
removed in order to improve the overall appearance. Foliage is green during the summer but
yellow, orange or red during the fall before being shed. The plant flowers from May to July
and fruit ripens from June to September.
d. In locations where plants will be susceptible to injury by pedestrian or motor
traffic, mitigating steps should be taken.
Train passengers have specific fairly predictable paths of travel because of the limited access
points to the platform and the location of the parking stalls, buses, and drop-off and pick-up
area. Either in the morning or afternoon, all site users will be walking towards the northeast
corner of the site, which is where the BNSF underpass is located.
Curbs are proposed along interior landscape islands.
Curbs are not proposed along the driveway from Strander Boulevard. The applicant has not
provided a landscape plan for that area.
e. Where building sites limit planting, the placement of trees or shrubs in paved
areas is encouraged.
Trees and shrubs are proposed in the interior parking lot landscaping islands.
A large paved transition area flows into the drop off/pick up zone and is located in the
northeast corner of the site between the ticket vending machines, the bus zone and parking
lot. It's labeled as a plaza and is approximately 14,400 square feet. It is a triangular shape
and small bollards separate the vehicular area from the pedestrian bicycle area. One
informational sign (Attachment J, H2.0) is located in the north part of this area close to the
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ticket vending machines. Along the south side of the plaza is the landscape art installation.
No other plant material is proposed in this area.
f. Screening of service yards, and other places that tend to be unsightly, should be
accomplished by use of walls, fencing, planting, or combination.
The north elevation of the site's one building is 17 feet in height. The plan shows plantings
of Red Twig Dogwoods, a vigorous, suckering, deciduous shrub with deep -red winter
shoots and dark green leaves turning to red or orange in autumn. Small white flowers appear
in clusters up to two inches across in late spring, followed by white fruit. The plant reaches a
height of four feet.
The electrical transformers are at the west end of the building and enclosed with materials
that are used on the building's exterior.
Six foot tall vinyl coated chain link fences are proposed around the perimeter of the site in
order to prohibit access primarily to the railroad berms and between the railroad tracks
between the platforms. The perimeter chain link fence continues along the south end of the
parking lot and will be transparent.
g. In areas where general planting will not prosper, other materials such as fences,
walls and pavings of wood, brick, stone or gravel may be used.
The pedestrian underpass of the BNSF along Longacres Way is designed to have a six foot
tall concrete retaining wall along the south side and a four foot tall metal grate along the
north elevation. (Attachment H)
A short "seating wall" at the base of BNSF west berm and a twelve foot sidewalk will
parallel the parking lot.
h. Exterior lighting, when used, should enhance the building design and the
adjoining landscape. Lighting standards and fixtures should be of a design and
size compatible with the building and adjacent area. Lighting should be shielded,
and restrained in design. Excessive brightness and brilliant colors should be
avoided.
The same fixture (Attachment I) is proposed for the majority of the vehicular and pedestrian
areas with a modification of the pole height to which it is affixed.
An uplight (Attachment I) illuminates the underside of the shelters. And a simple rectangular
box with florescent lights is used in the bike cage, under the railroad bridge, and in the
shelters.
A small shielded light is used for the south side of the ancillary building, which is its
entryway side.
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4. Building Design.
a. Architectural style is not restricted; evaluation of a project should be based
on quality of its design and relationship to its surroundings.
Three main "structures" are notable on the site. The ancillary building houses the station
agent, a janitors closet, a bathroom for Metro and Sound Transit employees, and an
enclosed electrical room. It is a low one story building that presents its back to the front of
the site and the pedestrian plaza. The back is approximately 60 feet in width by 17 feet in
height and serves as a backdrop to the proposed public art installation. The only color, other
than black, white, and various shades of grey, is proposed along the north elevation, or
public art wall.
The second types of structures are the shelters that are uniformly used on the platforms and
in the bus and drop off/pick up zone.
The final structural element is the high roof over the west stair that is 25 feet high and
should be visible from West Valley Highway.
Other architectural elements that will contribute to the overall character and quality of the
site are the railings and enclosure used along the walkways, platforms, stairs, and the bike
cage.
b. Buildings should be to appropriate scale and in harmony with permanent
neighboring developments.
The proposed buildings are in scale with the neighboring development. The main building is
located such that it is can be used as a backdrop for art installation. The 18 foot by 62 foot
northern elevation of the ancillary building has no openings, has vertical striping from two
different blue/green colors, and will have additional ornamental detail along the top of the
parapet wall. In front of this elevation is a proposed landscape installation.
c. Building components such as windows, doors, eaves, and parapets should
have good proportions and relationship to one another. Building
components and ancillary parts shall be consistent with anticipated life of
the structure.
The materials submitted on the Color, Materials Boards are heavy, solid steels, concrete,
mesh, grating, and aluminum framed glazing.
d. Colors should be harmonious, with bright or brilliant colors used only for
accent.
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Most of the materials range in color from white to black with a variation of greys. Black is
shown for the fencing along the edge of the platforms and the stairways. White tile will be
used inside the bike cage and white paint on the underside ceilings of the shelters and main
stairway.
Color is proposed in the public art area on the back of the ancillary building. A blue and blue
green, two different colors of vertical metal siding, will be used on the north wall of the
building.
e. Mechanical equipment or other utility hardware on roof ground, or
buildings should be screened from view.
A mechanical area is enclosed with materials that appear to extend the overall size of the
ancillary building and is located on the west end.
f. Exterior lighting should be part of the architectural concept. Fixtures,
standards, and all exposed accessories should be harmonious with building
design.
Attachment I contains pictures of the various types of lighting fixtures. The Wall Mount
area light (CA) is located on the ancillary building is a painted aluminum and projects its
light downward.
The Surface Mounted Lensed direct light (FA/FB/FD) (Attachment I) are located in all the
shelters and the buildings/bike cage and in the BNSF pedestrian underpass. They are metal
painted to match the ceilings and are four feet long by three 3/8 inches deep by four inches
wide.
The Surface Mounted Fluorescent Uplight (FC) is located parallel to the back of the
shelters, is mounted to the ceiling, and is painted aluminum.
The pole mounted lamps are on 14 foot, 25, and 30 foot pole heights (HA/HB/HC/HD/HE.)
The fixtures attached to the ends of the pole are 6 inches tall, 12 inches wide and 20 inch
deep with a metal halide bulb. Within the parking lot and driveway, the similarly
proportioned fixture is slightly larger and mounted on the 25 and 30 foot tall poles. The 14
foot tall poles and fixtures are located along the western sidewalk and along the ramp on the
eastern slope of the BNSF berm.
Six, 30 foot tall wooden poles with cobra mounted fixtures are proposed along the Strander
access drive. Standard Tukwila street illumination, that is 30 foot tall poles with eight foot
arms and a standard cobra head, is proposed along the Longacres Way frontage between
BNSF and UP tracks.
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A Surface Mounted Metal Halide Uplight (HF) is proposed for the entry stairs on the west
side. The fixture is functional flood light with a half-moon profile that allows the face to
pivot for aiming.
A Surface Mounted Metal Halide Downlight (HG) is a 13 inch to 17 inch tall by seven inch
to 11 inch diameter cylinder can that is surface mounted to provide a down light on the
western covered staircase. The bulb is metal halide, whose light is similar to that produced
by the mercury vapor lights except that it produces better color rendition.
g.
Monotony of design in single or multiple buildings projects should be
avoided. Variety of detail, form, and siting should be used to provide visual
interest.
The facility includes several structures, the platform with attached shelters, the staircases
and railing system, the roof structure over the western stair, the ancillary building and the
roof and passenger shelters at the bus zone and drop-off and pick-up area. The different
materials used include metal siding, glazing, and concrete and exposed finished structural
steel.
5. Miscellaneous Structures and Street Furniture.
a. Miscellaneous structures and street furniture should be designed to be part of
the architectural concept of design and landscape. Materials should be
compatible with buildings, scale should be appropriate, colors should be in
harmony with buildings and surroundings, and proportions should be to
scale.
The railings and fences function as miscellaneous structures, are constructed of steel and
aluminum, and match those materials in the shelter.
Benches and leaning rails are attached and provided in all the shelters and made of metal and
painted black.
The pedestrian underpass is seven and a half foot wide and a little less than seven feet tall on
the short side. This width is relatively narrow; as Sound Transit's standard is 12 feet
whenever possible. The materials include a six foot tall smooth fmish concrete wall that
extends for 72 feet.
Other miscellaneous structures are the numerous signs that direct customers between the car
and bike parking and bus area to the platforms.
b. Lighting in connection with miscellaneous structures and street furniture
should meet the guidelines applicable to site, landscape and buildings.
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Building and site lighting on the platforms and on the north parcel are spaced and sized to
meet Sound Transit guidelines. The fixtures to be used along Longacres Way are unclear as
both the City of Tukwila street luminaires and the fixtures proposed for the Station
improvement project are shown.
The fixtures on the south parcel are not the same fixtures that are used elsewhere in the
project.
The Tukwila Zoning Code contains a "Standards for Approval of Permits Chapter
that requires a determination of consistency with adopted plans and regulations.
(TMC 18.100.030)
6. The applicant must demonstrate the manner in which the proposal is consistent
with, carries out, and helps implement applicable state laws and regulations and
the regulations, policies, objectives and goals of the City of Tukwila
Comprehensive Plan, and other official laws, policies and objectives of the City
of Tukwila.
In addition to the design related policies below, the Unclassified Use Permit review, Section
One, contains Findings and Conclusions related to the above criterion.
Community Image Element Goal 1.7
Commercial districts that are visually attractive and add value to the community, are
visitor and pedestrian friendly, are designed with pride and constructed with quality
workmanship, are secure and safe with adequate lighting and convenient access, are
uncongested with smooth flowing traffic patterns, are well maintained with adequate
streetscape landscaping, and are wholesome and in harmony with adjacent uses.
Community Image Element- Policy 1.10.7
Where appropriate the public transportation project should incorporate public open
spaces.
Tukwila Urban Center Element Policy 10.2.2 Streets, Streetscape, and Pedestrian
Environment.
Create a street network that reflects the demand and need for motor vehicles, transit,
pedestrians, and bicyclists; provides a safe, convenient, attractive, and comfortable
pedestrian and bicycling environment that eliminates potential conflicts and promotes
safety for all modes of travel; and reinforces the different functions of streets by
creating distinct identities for major rights-of-way.
Implementation Strategies
• A system of public and private service streets, coordinated with City Public Works
Department
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• Driveway and access point consolidation, wherever possible
• Development regulations to maximize visibility at intersections for safety
• Streetscape design standards that reflect distinct street type, identity, mode of
transportation served, and design goals
The above policy says that the street network shall reflect the demand and need for motor
vehicles, transit, pedestrians and bicyclists and should provide a safe, convenient attractive
and comfortable pedestrian and bicycling environment that eliminates potential conflicts and
promotes safety for all modes of travel. Implementation strategies say that driveway and
access point consolidation should occur wherever possible. Indigenous plant materials and
plant materials with wildlife habitat value should be used.
Tukwila Urban Center Element Policy 10.2.4
Require interior vehicular connection between adjacent parking areas wherever
possible.
Implementation strategies state that developments should include:
• an appropriate scale and proportion;
• pedestrian oriented features and streetfront activity areas, such as ground floor
windows, modulated facades,
• rich details in materials and signage;
• quality landscaping;
• an appropriate relationship to adjacent sites;
• overall good building quality;
■ appropriate screening of parking areas; and
• Appropriate landscaping and corner site/parking relationships.
Site Design policy 10.2.3 explains that design guidelines should:
• achieve a high quality design;
• contribute to the creation of hospitable pedestrian environments through site design
techniques, such as integration of architectural site design, landscape element and the
co -existence of auto/transit/pedestrian traffic;
■ be designed to maximize pedestrian safety and convenience;
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Design Review Criteria Conclusions
1. Relationship of Structure to Site
The location of the site is isolated and buffered from most properties by the railroad berms.
Parking is located and screened to moderate the visual impact of large paved areas. Since
the location of the facility is isolated, the height and scale of the building is not in conflict
with the surroundings.
Pedestrian movement to the site and the platforms is compromised because of the exposure
to vehicular traffic within the three crossings. In addition, the variety of widths along the
path is awkward and does not comply with City guidelines. It appears that pedestrian access
from off-site and movement to the site is not given design priority; instead, priority is given
to bus operations. A consistent width, surface treatment, and elevation would create a more
pedestrian friendly streetfront.
To mitigate this conflict, staff recommends that the sidewalk be widened between the UP
and BNSF to a minimum of 12 feet. The curb edge should be planted with street trees, low
plants, and pedestrian scale lighting. The surface of the sidewalk should be a contrasting
pattern and or color from the adjacent vehicular roads, the level of the walking surface
should be kept at one elevation from first curb cut to last curb cut.
The parking and service areas are located, designed, and planted such that the impact of the
large paved surface area is moderated. The large open space located in the middle of the bus
zone minimizes the impact of the space devoted to bus layovers, multiple bus route
operations and turning movements.
The height and scale of the transit shelters and the ancillary building are somewhat dwarfed
by the scale of the site and the effect of the UP and the BNSF berms within 300 feet of each
other. The height and scale of these structures is appropriate to the function of the
structures.
The covered western staircase anchors the platforms and provides a structural focus for the
project.
2. Relationship of Structure and Site to Adjoining Area
Harmony among the various site elements is achieved through the palette of complementary
materials and the limited number of plant types. The use of the same shelter design for both
Sound Transit and Metro services on the platforms and in the various customer zones within
the station site brings congruence in the architectural design of the site.
Landscaping around the perimeter should be improved to provide appropriate transition.
The planting cross section along the Longacres Way streetfront should include the Sound
Transit property that is west of the UP tracks. The property acts as a front door to the area
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and is owned by Sound Transit. Because on -street parking is not proposed along Longacres
Way, a continuous planted edge would enhance the street front experience for all users.
Compatibility of pedestrian and circulation patterns and loading and unloading has been
improved within the drop-off/pick-up zone by bringing the pedestrian walking plane to the
same level across the zones thereby giving the customer a seamless transition from platform
to bus or pick up.
Separate walkways perpendicularly and evenly spaced through the parking lot support the
movement of pedestrians from their parked cars to the southbound platform. The path of
travel for customers heading to parked cars is likely to be more dispersed and random over
the site for customers when they are returning or heading to the BNSF underpass.
Customers walking from the BNSF underpass to the drop off and pick up area and the bus
zone have restricted walk areas that could force customers into the car and bus parking
areas. The expected movement of customers from the BNSF pedestrian tunnel to the drop-
off pick up area and to cars located along the western portion of the site is restricted by the
lack of clearance around the transit shelter at the bus zone and the bollards, which separates
the drop-off/pick up zone and the termination of the walkway at the end of this zone. The
width between shelter and bollards is approximately four feet and between shelter and curb
is approximately eight feet. Sound Transit design guideline 3.2.1establishes a minimum of
seven feet two inches.
3. Landscape and Site Treatment
The prominent topographic feature of the site is somewhat screened with the Tulip Trees on
the west (UP) side and enhanced with grasses and other plant materials on the east (BNSF)
side.
The various grade changes and the multiple, wide roadway cuts occurring along the
sidewalk fronting Longacres Way violates policy and negatively impacts the pedestrian
environment and pedestrian access from off-site. In addition, stairs are aligned with the most
direct path of travel, causing wheelchairs, strollers, and the mobility impaired passengers to
divert around in order to ramp up to the underpass.
The grade for the pathway from Strander Boulevard will need to be provided and designed
such that it meets ADA standards. Any retaining walls should not be allowed to be more
than three feet in height so that the walkway remains an inviting place to walk.
The lack of a planting plan for the south parcel implies that the area will not be disturbed
and the existing plants will be retained. There will be some amount of ground and existing
plant disturbance in order to construct the driveway and path. In order to prevent soil
erosion and stabilize the disturbed areas, a planting plan should be provided for the areas of
disturbance that specifies the installation of native materials that will perform these essential
functions.
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The columnar trees that encircle the perimeter of the site are not sufficiently close together
to emphasize the historical pattern of cottonwood wind and shelter breaks. The current
separation also fails to create a distinctive landscape design or provide shade.
The east west walkways through the parking lot are clearly demarcated by the placement
and spacing of the Maple trees.
Exterior lighting emphasizes a uniform light level for the various zones of the project. The
fixtures themselves are not remarkable and for the most part the lighting on site is down
lighting from 14 — 30 foot tall poles. The platforms and the bus zone will have almost five
times the light levels than the parking area and surrounding walkways. The poles and
fixtures will likely be indistinguishable and not a contributing design element, except along
the ramp on the eastern BNSF berm. Here the poles are irregularly spaced and unevenly tall
creating an uneven sightline and awkward solution for lighting this area.
Lighting illuminates a space or building and can make it more vibrant. Lighting can also
offer a sense of safety and/or significance. The overall lighting plan for the site is primarily
intended to meet minimum light levels in order to illuminate areas for users. Specific
structural features of the site, such as the shelters, the BNSF pedestrian underpass, and the
roof over the western stairs, are provided with uplighting that is intended to add drama and
accent to the nighttime setting.
The dramatic effect of these lights will be determined by the amount of ambient light created
by the other fixtures in these areas. The uplighting in the shelters will most likely be lost by
the surrounding ambient light. The BNSF lighting will be more dramatic because it is
isolated and the area is covered, from the surrounding lighting. The roof over the western
stair is at 25 feet and the surrounding plaza will have fixtures mounted at 14 feet. Street
lighting is proposed for 30 feet.
The use of wood poles and fixture heads are not in keeping with the rest of the design and
do not comply with the criteria of exterior lighting being part of the architectural concept.
The south lot may be temporary but temporary for large scale public projects may last
decades. The acquisition and use of poles and fixtures that match the rest of the site are not
lost costs as they may be reused and replace when the final access way is created from
Strander.
4. Building Design
The three main structural features — the ancillary building, the roof over the western stairs
and the passenger shelters are good quality materials and design and relate well to one
another. Each incorporates complementary materials while providing architectural interest.
The materials should survive the life of the project.
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The project lacks any color other than at the art wall. All of the materials are shades of grey
other than black which is used for the railings and benches.
5. Miscellaneous Structures and Street Furniture
The most significant wall (over three feet) on the site will be under the BNSF Pedestrian
underpass on Longacres Way. The material choice for the underpass may be smooth but it is
also cool, uninviting, and uninteresting.
The use of the 14 foot tall pedestrian pole along the long pedestrian ramp is out of scale
with the berm and the ramp along the berm nor does it reflect the lighting treatment of the
west side ramp. The horizon line is intermittently punctuated by the differing heights of the
poles that are irregularly placed along the berm. Their placement is not in keeping with the
parallel axes that are created by the berms, platforms other lighting fixtures and vertical
landscape elements.
6. Goals, Policies, Objective & Regulations of Washington State and Tukwila
The permanent improvements for the Tukwila Station will satisfy the City of Tukwila's goal
(1.7) of creating commercial districts that are visually attractive and add value to the
community. Modifications to the applicant's proposal are needed in some areas in order to
make the improvements visitor and pedestrian friendly. The streetfront treatment along
Longacres Way is currently not pedestrian friendly due to uneven sidewalk widths, lack of
landscaping, and the number of conflicts with vehicles. The site's isolation requires
enhanced wayfinding in order for visitors to orient and find needed connections and services.
Security and safety need to be assured; therefore, additional information on illumination
levels leading to the station on the south parcel and east of the UP berm should be
submitted.
Improvement to bicycle routes to the station and pedestrian paths around the site are needed
in order to comply with policy (10.2.2) of creating a safe, convenient, attractive, and
comfortable pedestrian and bicycling environment. Proposed site improvements do improve
access to the site by creating a new route from the southeast, an overlay of Longacres Way
and providing bicycle lanes along the south side of the Longacres Way frontage.
Sound Transit's proposal is to grind and overlay Longacres Way from West Valley Highway
to the BNSF berm, which will improve the bicycling environment. New pavement markings
should include bike lanes along both the north and south sides of Longacres Way from the
BNSF to the Interurban Trail. The minimum bike lane width should be provided in both
directions of travel between the Interurban Regional Trail and the Station's bike lockers.
Both the Cities of Renton and Tukwila are complete streets communities, which mean that
their streets are being designed and operated so that the entire right of way provides safe
access for all users, regardless of age, ability, or mode of transportation.
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Bicycle access from the southeast is unclear. The applicant needs to coordinate and identify
adequate bicycle access from the south to the Station. Coordination between the City of
Renton and Sound Transit is needed to clarify the bicyclist route of travel. It does not
appear that the street width in the right of way is sufficient for a bike lane, yet the width of
the path does not meet shared use guidelines for pedestrians and bicyclists.
In addition, illumination levels along these paths need to meet minimum City and Agency
Standards and Guidelines in order to provide a safer environment.
Recommendation - Design Review
Approve the design of the project subject to the following conditions, which are numerically
shown on Attachment L.
DR 1. In order to meet criterion #1, that is, to accomplish a desirable transition with
streetscape and adequate pedestrian movement, Sound Transit shall modify the
sidewalk on Longacres Way by:
• leaving the sidewalk at the same elevation from the first curb cut through the
last;
• providing a planted curb edge and pedestrian scaled lighting along the entire
Longacres Way frontage;
• Providing a consistent width of a minimum of 12 feet and a contrasting paving
pattern from the vehicular way.
DR 2. In order to meet criterion #1 that is, to allow for adequate pedestrian movement and
criterion #2 to achieve compatibility between pedestrian and vehicular circulation in
terms of safety and convenience, and per Sound Transit Design Standards and
Guidelines 3.2.1., Sound Transit shall provide a minimum clearance width of seven
feet two inches within the bus zone on both sides of the transit shelter and vary the
placement of the enclosures
DR 3. In order to meet criterion #3, that is, landscape treatment that strengthens important
axes and screens places that tend to be unsightly, Sound Transit shall strengthen the
landscape design and use of columnar trees by reducing the spacing of the perimeter
trees to a maximum of 15 feet.
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DR 4. In order to meet criterion #3, that is, to
provide walks with an inviting and stable
appearance, Sound Transit shall provide
details and plans for the pathway connection
with Strander Boulevard that shows a
walkway grade that meets ADA guidelines.
Additionally, if walls are used on both sides
of the path, than one of the walls may be no
taller than three feet.
DR 5. In order to meet criterion #3 and #5, that is, to enhance the landscape with lighting
that is compatible in terms of design, scale, and placement, Sound Transit shall
modify the placement of the light fixtures or the method of illumination along the
east berm subject to approval of DCD Director prior to permit issuance.
DR 6. In order to meet criterion #5, that is, lighting that meets the guidelines applicable to
the building and site, Sound Transit shall replace the illumination wood poles along
the Strander Boulevard driveway with those fixtures presented in Attachment I and
consistent with the lighting along the circulation drive in the north parcel of the
project.
DR. 7. In order to meet criterion #5, that is, to avoid monotony and to use a variety of
detail to provide visual interest, Sound Transit shall enhance the quality and visual
interest of the BNSF pedestrian underpass by modifying the materials along the
concrete wall and using those that are in keeping with the material palette of the
project, subject to approval by the DCD Director prior to permit issuance.
DR 8 In order to meet criterion #6, that is, to comply with Comprehensive Plan Policy
10.2.3, Sound Transit shall add five foot wide bicycle lanes along the north and
south sides of Longacres Way from the Interurban Trail to BNSF, using sharrows
under the UP Bridge. Coordinate with the City of Renton by identifying and marking
the bicycle path of travel from Strander Boulevard and meeting minimum width
guidelines.
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