HomeMy WebLinkAboutPlanning 2013-05-23 COMPLETE AGENDA PACKETCity of Tukwila
Jim Haggertoti, Mayor
Department of Community Development Jack Pace, Director
CHAIR, THOMAS MCLEOD; VICE - CHAIR, LOUISE STRANDER; COMMISSIONERS, BROOKE
ALFORD, MIKE HANSEN, SHARON MANN, CASSANDRA HUNTER AND MIGUEL MAESTAS
PLANNING COMMISSION
WORK SESSION
TUESDAY, MAY 21, 2013 - 6:30 PM
TUKWILA CITY HALL COUNCIL CHAMBERS
L Call to Order
IL Attendance
III. Work Session — Review and discuss proposed changes to Southcenter /Tukwila Urban
Center and Transportation Elements of the Comprehensive Plan for the 2015 Growth
Management Update prior to the May 23, 2013 hearing.
Reminder: Please place packet materials for the May 23, 2013 hearing into your Comprehensive Plan
Update binders, and bring to the Work Session.
6300 Southcenter Boulevard Suite #100 • Tukwila, Washington 98188 • Phone 206 - 431 -3670 • Fax 206 - 431 -3665
City of Tukwila
Jim Haggertoti, Mayor
Department of Community Development Jack Pace, Director
CHAIR, THOMAS MCLEOD; VICE - CHAIR, LOUISE STRANDER; COMMISSIONERS, BROOKE
ALFORD, MIKE HANSEN, SHARON MANN, CASSANDRA HUNTER AND MIGUEL MAESTAS
PLANNING COMMISSION
PUBLIC HEARING
MAY 23, 2013 - 6:30 PM
TUKWILA CITY HALL COUNCIL CHAMBERS
L Call to Order
IL Attendance
III. Adoption of Minutes: October 25, 2012 and April 23 worksession, 2013
PLANNING COMMISSION HEARING
IV. CASE NUMBER: L09 -008 Southcenter Plan; L12 -047 Transportation Element
APPLICANT: City of Tukwila
REQUEST: Review proposed updates to the Southcenter /Tukwila Urban Center
and Transportation Elements of the Comprehensive Plan per RCW
36.70A.130 and make a recommendation to the City Council
V. Director's Report
VI. Adjourn
Reminder: Please place packet materials for the May 23, 2013 hearing into your Comprehensive Plan
Update binders, and bring to the Work Session.
6300 Soziihcenter Boulevard Suite #100 • Tukwila, Washington 98188 • Phone 206 - 431 -3670 • Fax 206 - 431 -3665
City of Tukwila
Planning Commission
Planning CommissionWorksession Minutes
Date: October 25, 2012
Time: 6:30 PM
Location: City Hall Council Chambers
Present: Brooke Alford, Chair; Thomas McLeod, Vice - Chair; Commissioners, Louise Strander, Mike
Hansen, David Shumate, Sharon Mann, and Cassandra Hunter
Staff: Nora Gierloff, Deputy Director; Lynn Miranda, Senior Planner, and Wynetta Bivens, Planning
Commission Secretary
Chair Alford called the public hearing to order at 6:30 PM.
Minutes: Commissioner Strander made a motion to approve the 09/27/12 minutes. Commissioner
Hansen seconded the motion as amended, all were in favor.
Chair Alford swore in those that wished to testify.
PLANNING COMMISSION WORKSESSION
Continue review of the Southcenter Plan documents:
Public comment matrix; Action on the Southcenter Chapter of the Comp Plan; Design Manual, and
Southcenter Plan
Nora Gierloff, Deputy Director, Community Development, handed out a matrix comparing current
TUC zone and proposed Southcenter Plan TOD zone regulations, such as height, use, density,
parking, landscaping, ground floor transparency, and open space, and compared those requirements
against the same aspects of a proposed project on the Circuit City site to determine which code was a
better "fit ". The proposed code fared better or tied with the current code in all cases. She provided
the document to show a realistic example of a mixed use project. She said it might be helpful in
considering decisions, such as height restrictions.
Lynn Miranda, Senior Planner, Department of Community Development, continued review of the proposed
recommendations to the revised issues matrix of the TUC Plan:
REQUESTS/RECOMMENDATIONS:
• Page 4, second item, 18.28.020.C., Design Review Thresholds - Request: increase number of dwelling
units from 20 to 50 for administrative approval. Approved with four Commissioners in favor.
• Page 4, 18.28.020 C.1.B. 1. Third bullet — Revision: For clarification, revise language to read, "When
the cost of that work exceeds 10% of the building assessed valuation (the cost of repairs to or
reconstruction of roofs screened by parapet walls is exempt) shall be reviewed administratively."
Approved with five Commissioners in favor.
• Page 8, Table 1— Brew pubs, cocktail lounges, and pool halls and on -site brewing will be permitted in
the TOD district.
• Bars and nightclubs will not be permitted in the TOD
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October 25, 2012
• Page 19, Freeway Frontage Corridor type tree spacing requirement will be 30 -50 $, depending on
species.
• Page 22, 18.28.30.A.5 — The suggested change would create a lower design review threshold for non-
conforming structures than for conforming structures. Typically when repair costs are more than 10% of
the assessed value it would trigger corridor standards. No change
• Page 29, 18.28.130.A.8 — Standard only applies when the transportation impacts of an intensification of
use make the frontage improvements reasonably necessary. Therefore, if a new street and sidewalk were
put in, lighting would be required. No change.
• 30, 18.28.140 Building orientation requirement. Raise the threshold for compliance in existing buildings.
Use a reconstruction threshold similar to what is currently required for non - conforming structures (TMC
18.70.050). ADD to I8.28.030.0 4. Compliance with building orientation and ground level transparency
is required for existing buildings only if they are destroyed by any means to an extent of more than 50%
of its replacement cost at the time of destruction, in the judgment of the City's Building Official.
• Page 40, 18.28.200 Ground level transparency requirement. Raise the threshold for compliance in
existing buildings. Use a reconstruction threshold similar to what is currently required for non-
conforming structures (TMC 18.70.050). ADD to 18.28.030.0 4. Compliance with building orientation
and ground level transparency is required for existing buildings only if they are destroyed by any means
to an extent of more than 50% of its replacement cost at the time of destruction. in the judgment of the
City's Building Official.
• Page 41, 18.28.220, Special Corner Features — Revision — Remove reference from the Corridor Type
Map and make it optional permitted but not required in the TOD, Regional Center, and Pond districts.
• Page 59, 18.28.260.B.5.b under Parking Reductions. Increase the walking distance from stations for a
parking reduction for residential development. Revision — "Parking requirements for commercial
development within 600 feet of the Sounder transit station or the Tukwila bus Transit Center
residential development within 1.320 feet of either station may be reduced or modified..."
• Page 59, Table 4 — Do not reduce parking requirements for dwelling units within ''A mile of stations to
only 1 space. Proposed standard has already been lowered from current code requirements. Retain
proposed parking space requirements for dwelling units.
Additional changes to - New Comments Section - Added 10 -1 -12
Chapter 18.28
• Page 18 & 19, Commercial Corridor and the Freeway Frontage Corridor types — change word,
"minimum" to "maximum ". Maximum lengths will address the concern of ensuring that the length of
any new or renovated building facade maintains the desired human scale and urban character in
Southcenter.
• Page 7, New Street - south of the pond — Corridor Type changed from "Urban Corridor" to
"Neighborhood Corridor ". Add a new footnote to New Thoroughfare Cross - section "New street south
of Tukwila Pond shall only have on- street parking on the south side of the street. Revised corridor
map handed out to the Commissioners.
• Page 7, Nelson Place and S. 156th St, changed from "Workplace Corridor" to "Neighborhood
Corridor ". These streets were incorrectly coded.
RECOMMENDATIONS:
Commissioner Hansen made a motion to approve the revised Southcenter Subarea Plan, dated
10/16/2012, and forward the Planning Commission's recommendations to the City Council for their
review. Commissioner McLeod seconded the motion. All were in favor.
Commissioner Hansen made a motion to approve the revised Southcenter Design Manual, dated
10/16/2012, and forward the Planning Commission's recommendations to the City Council for their
review. Commissioner McLeod seconded the motion. All were in favor.
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October 25, 2012
Commissioner Hansen made a motion to approve the revised Comprehensive Plan's S'outhcenter
Tukwila's Urban Center element, dated 10/12/2012, and forward the Planning Commission's
recommendations to the City Council for their review. Commissioner McLeod seconded the motion. All
were in favor.
Commissioner Hansen made a motion to approve staff's recommendations, corrections, and
modifications made to the revised Chapter 18.28 Tukwila Urban Center (TUC) District at the 10/25/12
Planning Commission meeting and forward to the City Council for their review. Commissioner McLeod
seconded the motion. All were in favor.
FINAL COMMENT:
Commissioner McLeod commented that it's been a lot of years and staff have done a lot of work on the
plan. He said there's been different efforts to create a plan that is perceived to be correct by everybody.
He said at some point that you have to go forward and work with something, and there will be challenges
that come up no matter what plan goes forward. He said he thinks that staff's done a really good job in
doing what they can to make something they think will work for everybody. He also said that he trusts
that going forward staff will do what's best for the vision of the City, and go forth, and make it happen.
DIRECTOR'S REPORT:
• Because all of the documents were adopted, there will not be a meeting on November 8, 2012.
• Staff will try to schedule a presentation on the Tukwila Strategic Plan at the December 13, 2012
Planning Commission meeting.
• Commissioner Hansen and Wynetta Bivens attended the "Teens for Tukwila" meeting on October
22, 2012, to talk to them about the Planning Commission. Commissioner Hansen provided an
overview to the Commissioners.
• Commissioner Hansen provided an update on the Tukwila Strategic Plan. He said that there is a
Draft Tukwila Strategic Plan, mission statement and purpose of the plan on the website. The
committee is looking for input by October 3 Pt from individuals that have not been involved in
the process. There will be an open house at the Tukwila Community Center on November 861
from 4:00 PM - 6:00 PM, at which time the draft plan will be presented. Following the open
house the City Council is meeting to review the plan, which is also open to the public.
• The Tree and Natural Environment Advisory Committee have held one meeting. The next is
November Pt, in DCD conference room #2, at 6:00 PM. There will be a presentation by the
Department of Natural Resources, and from the consultant who's preparing the tree inventory.
Adjourned: 9:50 PM
Submitted By: Wynetta Bivens
Planning Commission Secretary
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Date:
Time:
City of Tukwila
Planning Commission
Planning Commission Work Session Minutes
April 23, 2013
6:30 PM to 8:50 PM
Location: City Hall Council Chambers
Present: Thomas McLeod - Chair, Louise Strander - Vice - Chair, Brooke Alford,
Mike Hansen, Sharon Mann, Cassandra Hunter and Miguel Maestes
Absent: None
Staff:
Nora Gierloff - Deputy DCD Director, Rebecca Fox - Senior Planner, Moira
Bradshaw - Senior Planner, Robin Tischmak - City Engineer, Mike Cusick
- Senior Water and Sewer Engineer, Ryan Larson - Senior Surface Water
Engineer
ISSUE Updates to the Comprehensive Plan Capital Facilities and Utilities
Elements
DISCUSSION
Rebecca Fox started the work session with an overview of the Comprehensive Plan
update process and schedule. The Elements considered in 2013 will include Utilities,
Capital Facilities, Transportation, Southcenter, Shoreline narrative and Natural
Environment. The main objectives of the plan are not expected to change but the Plan
needs to be updated to reflect regulatory changes, changed circumstances, growth and
development since the last update, revised growth forecasts and the guidance of the
Strategic Plan. In addition the Plan language will be simplified, the content consolidated
to reduce duplication and the format revised to work better online.
Capital Facilities
Moira Bradshaw continued with an overview of the capital facilities planning effort.
Washington State has specific requirements for a Capital Facilities Plan including an
inventory of facilities, forecast of future needs, proposed locations and capacities of
facilities, and a 6 year plan to fund needed improvements. See diagram below for the
relationship of the Comprehensive Plan to other City planning efforts.
The State Office of Financial Management (OFM) makes population projections by
County which are then allocated to individual jurisdictions which must ensure that they
have the zoned capacity to accommodate the growth. Tukwila's targets for 2030 are
4,850 new housing units and 17,550 new jobs, including our potential annexation areas.
Cities must periodically perform a Buildable Lands Analysis to determine if they can
Initials Page 1 of 4 05/17/2013
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absorb the growth under their current regulations or whether they need to make
changes such as increased building heights or densities.
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2013 Comprehensive (Plan Amendments/Update : Planning Co rr mission
k Session
Tukwila's historic growth rates are much lower than those projected by OFM. Over a 13
year period:
• 422 new single family homes and six new multi - family units
• Fluctuation of 9,877 jobs between a high in 1999 of 52,378 and a low in 2005 of
42,501
Enterprise Funds are self- sustaining lines of business including sewer, water, surface
water and the golf course. Other City budget categories are arterial streets, residential
streets, land acquisition and parks, building facilities, and general fund.
The City has adopted Level of Service (LOS) standards for automotive traffic; parks,
trails and open space; and fire service as part of an impact fee program. This is how we
measure our capacity to absorb growth. The point of capital facilities planning is to
make sure that communities are aware of their quality of life and set a measure for it.
Planning ensures that the pace of growth does not lower the LOS below the adopted
standard. This concept is called concurrency. Any new development must be evaluated
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to ensure that we have the capacity to meet the utility and infrastructure demands
created by the additional activity.
Proposed changes to the Capital Facilities Element:
1. Consolidated capital planning policies
2. Added policies that reflect current practice
3. Added subheadings
4. Removed LOS for Parks & Fire because they are in the Code
5. Added policies:
a) to provide direction on projects beyond the six year time frame
b) to address the impact of inflation on impact fees
c) to reflect the direction given in Vision 2040 and the King Countywide
Planning Policies
Priorities from the other sections of the Comp Plan should be reflected in the
prioritization of projects in the Capital Facilities Plan. Beyond 6 years projects are
identified but not budgeted.
The Commissioners asked staff a variety of clarifying questions about project priorities,
growth projections, impact fees, and concurrency. There was an extended discussion
about the "first come first served" approach to utility capacity.
Staff then gave an overview of the strikeout /underline /commented version of the
element.
New policy 14.1.1 is intended to recognize that some of the City's needs may be met
through contracting with other agencies or reducing demand.
New policy 14.1.2 prioritizes maintenance of existing facilities.
New policy 14.1.3 states that projects should be prioritized based on Comprehensive
Plan goals so that investments are based on the goals we are trying to achieve.
Policies 14.1.17 and 14.1.18 are where we say growth must pay for growth through
impact fees.
The next new policies start under LOS where 14.1.40 states that there must be sufficient
capacity before a new development may be permitted.
The policies under goal 14.2 state that facility designs should take into account energy
efficiency, sustainability, crime prevention and impacts of climate change.
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Utilities
Rebecca Fox gave an overview of the legal requirements for utility planning. Both city
run utilities and other utility districts are included. Changes proposed include updates
to reflect current conditions, consolidation of policies, incorporation of the Strategic
Plan priorities and consistency with Vision 2040. The flood policies have been relocated
to other elements. Undergrounding policies have been clarified to allow flexibility.
Commissioner Mann asked why language on p. 2 about prioritizing residential
neighborhoods for utility improvements was struck. Staff and the Commissioners
discussed improvements since the original language was adopted in 1995, remaining
deficiencies and the need to continue improving residential areas.
Commissioners discussed the circumstances under which undergrounding would be
triggered, how costs are shared and joint use of conduit. Commissioner Alford raised
the issue that the tree canopy should be recognized as part of Tukwila's urban
infrastructure and retention of trees should be incentivized. Staff had prepared a new
policy for consideration.
ACTION ITEMS — STAFF WILL DEVELOP:
Utilities p. 2 - Language that restores the struck language about residential priority
Utilities p. 9 - A new policy that recognizes trees as part of the utility infrastructure
system
Utilities p. 11 - A new policy about prioritizing residential neighborhoods for utility
projects and extensions
Utilities p. 14 — A new policy that recognizes the benefits of trees for surface water
control
Utilities p. 15 — A new implementation strategy about investigating financial incentives
for property owners who retain trees
Minutes By: Nora Gierloff
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City of Tukwila
Jim Haggerton, Mayor
INFORMATIONAL MEMORANDUM
TO: Tukwila Planning Commission
FROM: Lynn Miranda, Senior Planner
DATE: May 14, 2013
SUBJECT: Comprehensive Plan Update: Proposed Revisions to Southcenter-
Tukwila's Urban Center Element
Please find attached proposed revisions to the Tukwila Planning Commission's
recommended version of the Comprehensive Plan element for Tukwila's Urban Center.
A work session on proposed changes to the element will be held on May 21, 2013. At
that time, staff will review the proposed revisions with the Commission. There will be a
public hearing on May 23, 2013 to receive comments from the community.
Background
In October 2012, the Planning Commission approved the draft Southcenter - Tukwila's
Urban Center Comprehensive Plan element, and recommended forwarding it and the
Southcenter Plan documents to the City Council for review and adoption. Since that
time, the City contracted with a consultant to edit and reformat all of the Tukwila
Comprehensive Plan elements, which are being updated as required by the state's
Growth Management Act.
As a result of this review, staff has revised the goals and policies contained in the
Planning Commission recommended draft of the Southcenter - Tukwila Urban Center's
Comprehensive Plan Element. The revisions consist of the following:
• Wordsmithing or technical edits to increase clarity and readability
• Streamlining the document by deletion of goals, policies and implementation
strategies that are redundant of those contained in other elements of the
comprehensive plan, such as those related to transportation.
Please note that while the edits appear to be significant, there are no substantive
changes to the goals and policies.
9
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TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
SOUTHCENTER - TUKWILA'S URBAN
CENTER
PURPOSE
Tukwila's Southcenter area is intended to develop as a high - density, regionally oriented, mixed -use
center. In 1995, the Southcenter area was designated as a regional growth center under the Puget
Sound Regional Council's (PSRC) Vision 2040, and as an urban center under the King County
Countywide Planning Policies. The vision for Southcenter is consistent with both documents.
Urban centers are described in King County'sthe Countywide Planning Policies as areas of
concentrated employment and housing, with direct service by high- capacity transit. They are to
encompass a wide range of land uses, including retail, recreation, public facilities, parks, residential,
and open space. They encourage the growth of each urban center as a unique, vibrant community
that is attractive to live and work. Centers should support efficient public services including transit,
and respond to local needs and markets for jobs and housing.
In Vision 2040, regional growth centers are intended to be compact areas of high - intensity
residential and employment development, with a mix of land uses including housing, jobs,
recreation and shopping.
The designation of regional growth centers is a key element of the regional strategy to preserve
resource lands and protect rural lands from urban -type development by promoting infill and
redevelopment within urban areas to create more compact, walkable, sustainable and transit -
friendly communities. In 1995 Tukwila's urban center, Southeenter, was designated one of the
region's urban centers, in keeping with a desire for development as a high density, regionally
oriented, mixed use center.
The vision for Southcenter is consistent with Puget Sound Regional Council's Vision 2010, the
adopted regional grov4h strategy which provides guidance to cities and counties for
accommmodating future growth. The strategy is designed to preserve re 'ource lands and protect rural
lands from urban type development by promoting infill and redevelopment within urban areas to
create more compact, walkable, sustainable and transit friendly communities.
All levels of government in the central Puget Sound's four counties use Vision 2-010 as a regional
framework for making local decisions. King County was required to prepare broad Countywide
Planning Policies (CPPs) that comply with both the growth principles of the Groh Management
Act and the more directive policies of the Multi County Planning Policies (Vision 2010).
Under These strategies direct ' the majority of the region's employment and housing growth i-
targeted tto occur in Metropolitan Cities and Core Citiesurban centers . Tukwila is a Core City with
a designated urban center intended to become in the form of compact, sustainable communitiesy
where housing and jobs are located in a manner that provides for easy mobility and accessibility.
raft May 2013
Comment [LM1]: Edited for clarity &
readability. Shortened.
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TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
Planning for a regional uUrban centers as defined by the Countywide Planning Policies earns
preferential treatment are also given priority by 400-transit providers for fixed -rail transit service and
other transit service and facility improvements. The idea is to help ensure the long -term economic
viability and competitiveness of urban centers in the region as energy costs escalate, congestion
increases and consumer preferences shift.
Tukwila is also designated as a Core CM, under Vision 2040. Core cities are major cities with
regionally designated growth centers. They are intended to accommodate a significant share of
future growth, contain key hubs for the region's long -range multimodal transportation system, and
are major civic, cultural and employment centers within their counties.
-In 2002, the C'ityTukwila began a planning process to createinii an urban center -plan for the
Southcenter area. A primary focus of If he Plan was focused on retaining the urban center's
competitive edge and economic strength as retail development grows within the region. V1t that
time, the City recognized that an urban center of regional significance creates benefits for all of
Tukwila.
The City held six public workshops and found that participants supported the following
concepts.ideas:
1) Making the Southcenter area a more attractive destination for shopping and leisure
activities;
2) Relieving critical congestion points, improving circulation, and making alternative
nodes of transportation available;
3) Supporting existing businesses and attracting new; and,
4) Creating opportunities for residential development in appropriate areas.
It was proposed that an initial catalyst of pPublic investment in key areas would be needed to
leveragewill support progress towards their community's vision of enhanced and diversified
economic vitality.
The Southcenter element policies et forth in this Comprehensive Plan element support and
expand4004 the qualities of the existing center that have been responsible for itsgenerated its
economic success in the past, and expand on these characteristics._
• -Land use polices focus. on are flexibileity in and to support diverse00000 uses.
• Urban design policies provide implements the community's vision for the community, to be
achieved through public and private sector initiative and cooperation.
• Site and streetscapeTransportation and circulation policies emphasize accessibility as a key
factor, as well as choice in transportation nodes and route >.
These policies will reinforce future competitiveness and will create an urban center that gives
identity to the City. for the surrounding neighborhoods and for the region.
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Comment [LM2]: Links to the Strategic Plan
around the goal of a diverse & regionally
competitive economy.
TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
ISSUES
The area comprising Southcenter currently provides regional comparison shopping, major discount
shopping, major facilities for incubator businesses, entertainment, and a full range of professional
services. It encompasses includesmore intensely developed areas such as Westfield Southcenter
Mall and Andover Industrial Park, transportation facilities such as the Sounder commuter
rail /Amtrak station, and natural features and amenities such as Tukwila Pond, Minkler Pond, and
the Green River.
Retail uses dominate Southcenter; Westfield Southcenter Mall, in the northwest corner of the
center, is the largest regional shopping mall in the Seattle area. Warehouse uses are more prominent
in the area to the south.
A goal of growth management is to integrate housing,- 4 job growth, and services in order to
reduce the need for long commutes, and to keep living and working communities easily accessible
to each other. As a significant employment center, Southcenter already is considered a significant
employment center within the Puget Sound region, providest g jobs to residents and nearby
communities. However, considerable residential development is needed in the urban center to meet
the City's housing targets. Consequently, tThe vision for Southcenter responds byincludes
expandedi g opportunities for housing, accommodating the majority of the City's projected housing
needs, and addressing the types of amenities and infrastructure needed to attract quality housing and
create a connected, dynamic urban environment.
The vision for Southcenter takes into account the King County Countywide Planning Policies
criteria for urban centers and has been formulated by recognizing that "the intent of the Countywide
and responds to local needs and markets for jobs and housing" (Kin- Count Ordinance No. 11'146,
Section D2, lines 25 28).
The goals and policies of this element recognize that Southcenter's path forfuture of- higher- density
growth will take place during and beyond the 20 -year horizon of the Countywide Policies. While
urban centers play an integral role in the regional vision, the Countywide Policies clearly delineate
t 4require the form and function of these centers w4-1--to be determined at the local level.
characteristics of Southcenter are compared with the King County Countywide Planning Policies in
Figure 22.
T
Planned for 210 years-
Total land area of up to 1.5 square miles (1,11110
Requires 15,000 employees within one half
mile (walking distance) of n transit center
4 Average of 50 employees per gross acre
Southcenter is approximately 1.35 square miles
The ar a is planned to allow this density.
Southcenter is planned to allow this density.
raft May 2013
13
Comment [LM3]: Moved some of this to
Purpose section.
Comment [LM5]: Moved to new background
report. This section probably holds little interest
for the average reader.
Formatted: Body Textl,b, Left
Comment [LM4]: In background report,
updated language based on 2010 amendments
to Countywide Planning Policies
Formatted: Body Textl,b
Formatted: Body Textl,b
Formatted: Body Textl,b
Formatted: Body Textl,b
13
TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
Average of 15 household 3 per gross acr&
Specific Southcenter areas are planned to allow
residential uses, particularly
in the area within walking distance of the Sounder
commuter rail/Amtrak station and the bus transit
center.
Emphasis on mass transportation and non
motorized modes, while lessening dependency
on single occupancy vehicles
Strong motorized and non motorized connections
are planned between the urban center and the
Sounder commuter rail/Amtrak station.
Enhanced bus transit facilities serve the urban center
core including bus rapid transit aIRT). Additional
potential forms of high capacity transit (I-ICT)
directly serving Southcenter include local area
transit routes and future phases of light rail.
Roadway improvements, including enhanced
-S ire et se ap es, will improve auto, transit, bicycle and
pedestrian movement and access. An enhanced
-S ire e t network will improve mobility.
Facilities developed will recognize the actual
and projected need and demand for motor
vehicle, bicycle, pedestrian, and transit facilities.
Promotion of high caliber urban design
standards and support for capital public
Design standards and high quality public/ Ovate
capital improvements are key to-
-attracting the types of development that will
-achieve the vision for Southcenter.
Receives first priority for development of high
capacity transit center and regionally funded
-Sup p ort infrastructure
A Sounder commuter rail/Amtrak station and a bus
transit center is located in Southcenter. Ensuring that
-additional high capacity transit facilities serve the
urban center will require active City involvement in
regional planning processes.
Receives other funding and streamlined permit
processing incentives,
Explore a SEPA planned action or infill
development exception for Southcenterari.
Figure 22 Countywide policies compared to Southcenter,
Tukwila's urban center
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Formatted: Body Textl,b
Formatted: Body Textl,b
Formatted: Body Textl,b
Formatted: Body Textl,b
Formatted: Body Textl,b
TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
VISION STATEMENT
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The land use, design and transportation portions=; policies of the Southcenter Plan focus on what it
takes to keepig the area's successful economic engine running„ and t To make Southcenter more
competitive and attractive over the long term, the Plan aims to— transitions g Southcenter into a
great place for working, shopping, doing business, living and playing. Great places contribute to the
well -being of people and communities. An area made up of great places will continue to attract
people and their expendituresmaintain economic vitality. These attracted expenditures.Economic
success, in turn, provides the City of Tukwila the fiscal means to continue providing our
community with excellent public services and improvements.
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Achieving the long -range vision of an economically and environmentally sustainable
community is anticipated to be a gradual process. It should be pursued by reinforcing-the
Southcenter's strengths and increasing its overall attractiveness through a combination of public
raft May 2013
Comment MI6]: This section is reorganized
to place the "vision statement” text up front.
5
15
TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
and private investment. This would support both new and existing businesses and the continuation
of market- sensitive transitions.
Notable future features of the Southcenter Subarea Plan that will implement the Vision include:
• Improved connection between Westfield Southcenter Mall and Tukwila Pond Park.
• A core area of high quality, walkable retail, entertainment, housing, public spaces and
employment creating a memorable destination within the region.
• Anchor areas linked by frequent transit service (5 to 10 minute busses or shuttles),
enhanced with public and private pedestrian facilities, and development standards
supporting this type of built environment.
• High - quality transit and pedestrian facilities, focusing on creating strong connections
between the Mall and the Sounder commuter rail /Amtrak station.
• Overall improvements to the network of streets, trails, sidewalks, and other infrastructure.
• Encouragement of a pedestrian - oriented environment through building and streetscape
design standards and guidelines.
• Sub- districts differentiated through uses and development standards.
Southcenter's Boundaries
Northern - Properties south of Interstate 405
Southern - 180th Street with some properties on south side of the street
Eastern - The center of the Green River between 180th Street and the southern boundary of
properties which abut the south side of the Strander Boulevard alignment, thence
eastward to the City limits.
Western - Toe of west valley wall
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TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
,
141/1 hirf)
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111111111111111 1111111111111111111
1110 1d'!„P Yd 1111111% l 110000 <.
111111 111
Figure 22-'.r — Tukwila's urban center (Southcenter) boundaries
GOALS AND POLICIES
The following goals, policies, and strategies have been formulated to reflect the established vision
for Southcenter. These policies will help achieve the desired form and function of Tukwila's urban
center over the 30 to 50 -year planning period.
These goals and policies cover the issues of land use, aurban development, and transportation
and circulation. They aim to support development and protection of the long -term economic and
environmental sustainability of Southcenter by creating fostering an attractive and functional
environment to live and recreate, as well as retain its reputation as a good place to work, shop, and
do business.
Goal 10.1 Land Use
Southcenter will contain an intense, diverse mix of uses, which will evolve over time. The character
and pace of this evolution change will be set by a combination of guidelines, regulations,
raft May 2013
17
Comment [LM7]: Revised to improve clarity
and readability.
17
TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
incentives, market conditions, and proactive private /public actions which will reinforce existing
strengths and open new opportunities_, and tThe desire for a high quality environment for workers,
visitors, and residents will also drive this character transition.
Land Use Policies
10.1.1
Southcenter Character, Recognize Southcenter as a regional commercial/industrial
area, with opportunities for high quality, mixed use transit oriented development,
including housing, served by a balance of auto, pedestrian, bicycle and transit facilities.
(Figures 23 and 211 and 25)
ri iir�U:UA6fuia!��Nylicln
Figure 234 — Envisioned high- density development in Southcenter
Figure 244— Envisioned medium - density development in Southcenter
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Comment [LM8]: Added heading for consistency
with other policies.
TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
10.1.2 Public and Private Investment. Public and private investment shall be aimed at
facilitatinue and encouragin e overall growth and redevelopment in Southcenter.
10.1.3 Tukwila Urban Center (Southcenter) "Districts." Southcenter encompasses a
relatively large area containing a wide variety of uses. To create a more coherent urban
form and enhance the Center's long -term competitive edge within the region, guide
development and change to create distinct areas, or districts, where the character, forms,
types of uses and activities benefit, complement, and support each other.
10.1.4 Tukwila Urban Center (Southcenter) Residential Uses. To preserve our existingj
residential neighborhoods, aA large percentage of the City's future housing needs will
be accommodated in the urban center, in order to preserve our existing residential
neighborhoods. llow r Residential development is encouraged in proximity to water
amenities or within walking distance of the Sounder commuter rail /Amtrak station or the
bus transit center, subject to design standards and incentives.
IMPLEMENTATION STRATEGIES
• Public Amenities Plan.
• Development regulations that allow appropriate building heights within each district.
• Design guidelines that promote a high - quality urban environment and facilitate a
range of pedestrian activity, where appropriate.
• Coordinate =Ptransit service and station improvements, as coordinated with transit
providers.
• Utilize flexible zoning regulations to allow uses including residential, retail and light
industrial, where appropriate for each district's purpose.
• Expand the areas where residential uses are permitted.
• Develop regulations to address setback and lot coverage restrictions that allow for
future street expansions, new streets and other circulation improvements.
• Design Review standards to enforce quality landscape and design.
• Develop standards and incentives for providing a variety of different types of open
spaces (e.g., plazas, parks, public & private) that are used to attract further
residential development and, as the area intensifies, balances out the increasingly
dense environment.
• Use access to transit facilities and amenities to �instigate stimulate Isurrounding
residential and mixed use development.
raf( May 2013
Comment [LM9]: Added heading for
consistency with other policies.
Comment [LM10]: Reworded to improve
clarity and readability.
Comment [LM11]: Instigate carries negative
connotations.
9
19
TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
Goal 10.2
rban Development)
The northern portion of the Southcenter area will contain a central focus area. Encourage and
cus in the northern portion of the . . -. Throughout Southcenter, the
natural and built environments are attractive, functional, and distinctive, and support a range of
mixed uses promoting business, shopping, recreation, entertainment, and residential opportunities.
Urban Development Policies
10.2.1 Natural Environment. Recognize, protect, and enhance the open space network by
augmenting existing parks, enhancing access to passive and active recreation areas such
as Tukwila Pond, Minkler Pond and the Green River; and by improving air and water
quality and preserving natural resources; thereby effectively integrating the natural and
built environments in Southcenter. In addition, recognize that open space amenities are
attractors for a wide range of uses, including housing and office (Figure 25),I
jIMPLEMENTATION STRATEGIES
• Seek opportunities for public /private partnerships
• During review of proposed public and private projects:
- Promote use of indigenous plants materials
- *—Promote use of water - saving plants materials
- *—Promote use of plants materials with wildlife habitat value
• Implement the Master Plan and water quality improvement program for Tukwila
Pond Park
• Coordinate with Tukwila's Parks and Recreation Department to ensure that the
Southcenter area's parks and open space concepts are integrated into the Parks Plana
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Comment [LM12]: Revised to increase
consistency with the structure of other goals, and
improve clarity and readability.
Comment [LM13]: Added reference to figure
Comment [LM14]: Moved from 10.2.9
Comment [NG15]: In other elements we are
consolidating the implementation strategies for
each goal at the end of the policies. There are so
many here that it may be confusing to have a long
list at the end separated from the policies. So, keep
these as is.
Formatted: Font: (Default) Times New Roman
TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
Figure 25 — Envisioned Southcenter open space amenity
0.2.2
Green River. In conjunction with the City's Shoreline Master Program and flood
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protection goals for the Green River, as Southcenter redevelops maintain or improve the
River's visual and physical accessibility for residents, workers, businesses and civic life.
Implementation Strategies
▪ Develop a vegetation Ilan for the mid slope bench of the levee that ensures view
corridors are maintained at appropriate intervals when sections of the levee are set
back in accordance with the City's approved Shoreline Master program's levee
profile.
Develop a plan that ensures that the potential public access points at street ends
identified in City's Shoreline Master Program are implemented as redevelopment
occurs in Southcenter.
10.22 Streets, Streetscape, and Pedestrian Environment. Create a "complete street"
network that establishes a finer grained street grid, reflects the demand and need for
motor vehicles, transit, pedestrians, and bicyclists; and provides a safe, convenient,
attractive, and comfortable pedestrian and bicycling environment. Ensure that street
designer eliminates potential conflicts,aiiik promotes safety for all nodes of travel
and maintains emergency services response capabilities. ; and rReinforces the different
functions of streets by creating distinct identities for major rights -of -way. (Figure 26)
IMPLEMENTATION STRATEGIES
• Prepare a '1 system of public and private service streets, cCoordinated with the City
Public Works Department to create a Street Master Plan for the wwSouthcenter
AreaStreet Network Plan ON“ etia�wwuMnshks...:u V nner �r unoned street wsywswtem of public and
private streets for the Southcenter area and regooires rle ve,(<(ugnnner nND share in U. e cost.
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MasterNetwork
• Coordinate with the Public Works Department to prepare an access management
plan for the Southcenter area which requires the consolidation of driveways and
access points, wherever possible
Use Ddcvelopment regulations to maximize visibility at intersections for safety
Develop_Sstreetscape design standards that reflect distinct street type, identity, mode
of transportation served, and design goals
Comment [P16]: Moved from 10.2.11
Comment [P17]: Deleted. Covered in
Shoreline Element under 5.3.7, Goal 5.6 &
related policies
Comment [LM18]: Planting and maintenance
of vegetation in buffer area with regards to
maintaining views of river is already included
in the shoreline master program regulations,
Section 9.10.C.1.1 and under same subsection,
D.1 Vegetation management.
Comment [LM19]: Deleted. Covered under
Shoreline Element Goal 5.6 Access &
Recreational Use, & related policies
Comment [LM20]: Reworded to improve
clarity and readability.
Comment [LM21]: Requested addition by
Fire Dept.
Comment [LM22]: Reworded to improve
clarity and readability
Comment [LM23]: Repetitive
ra f „May 2013 11
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TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
• Update the Street Tree Plan for the Southcenter area (CBD)
• Seek additional funding for construction of the pedestrian bridge over the Green
River, connecting the Mall to the Sounder commuter rail/Amtrak station.
• Continue working with Sound Transit, the City of Renton, and the Union Pacific and
Burlington Northern Railroads to fund and complete the Strander Boulevard
connection between the Sounder commuter rail /Amtrak Station and the City of
Tukwila, including the pedestrian -only underpass beneath the Union Pacific lines.
• Coordinate with land use planning efforts to ensure that improvements in the
transportation and circulation system are parallel with projected growth in the
Tukwila Urban Center.
• Develop a Southcenter Streetscape Improvement Plan with distinct identities for
major streets and strategies for pedestrian - oriented improvements and linkages such
as new pathways, arcades, awnings, sidewalk eating areas, and special displays.
Fi••at:k al
- vwau9h [11arw6rhli
Ylrulr
Public Frontage
ID.0' 11.0` 6.0
parking bike, '!navel lane travel (Dane bhke pvaokarng
New thoroughfare cross - section
Figure 26 — Example of envisioned Southcenter streetscape
10.2.43 Site Development. 'Create regulations and design guidelines to that result in high-
-- - -- - -- - __- - - -- - - --
quality site design and contribute to the creation of enjoyable and safe pedestrian
environments through the usingegf site design techniques that include but are not
limited to:
integration integratinge4 architectural, site design, and landscape elements;
the co existence ofsupporting motor vehicle, transit service, and pedestrian traffic
(Figure 27);
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Comment [LM24]: Relocated from 10.3.1 & 10.3.2
Comment [LM25]: Reworded to improve clarity
and readability
TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
using physical and natural elements that enhance an area's overall
aesthetic, including orienting a building to the street orientation (Figure 28).
encourage extensionextendinr of the street grid system
10.2.4 Siting and orientation of buildings and parking lots should create an environment that is
conducive to walking in the northern part of the Southcenter area, particularly in the area
between the Mall, the bus transit center and the Sounder commuter rail/Amtrak station.
IMPLEMENTATION STRATEGIES
• Over the short to midterm, focus public and private investments and regulations on
properties fronting Baker Boulevard between the Mall and the Sounder station.
10.2.€5 Require interior vehicular connection between adjacent parking areas wherever possible.
10.2.6 Development standards should shall consider the needs of land owners, developers,
businesses, and the community.
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„117 ii /i ii iiit /iaoo 1,Y#
Figure 27 — Site development — pedestrian connections through parking lots connecting street edge
to building entrances.
Figure 28 — Southcenter site development — building orientation to street
raf( May 2013
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23
TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
10.2.57 Parking. Ensure an adequate supply of parking for visitors, employees, residents and
customers. Provide a variety of flexible regulations, strategies and programs to meet
parking demands. On -going needs shall also be assessed to ensure appropriate parking
requirements and to encourage efficient and effective use of land in parking design
(Figure 29).
IMPLEMENTATION STRATEGIES
• Conduct a public parking structure feasibility study, including siting, potential
funding sources and mechanisms.
• Investigate alternative parking strategies such as shared parking, transit tradeoffs,
etc.
• Look for opportunities for on- street parking in areas planned for higher pedestrian
activity, particularly in the TOD Districts
• Develop appropriate standards and guidelines for parking design and layout to
support the type of development envisioned in each of Southcenter's districts.
11, mania
Figure 29 — Landscaping in parking areas
• actor pedestrian safety and convenience into parking lot design standards. Require
safe and direct pedestrian connections from sidewalks to building entrances.
• Continue Commute Trip Reduction Programs and other Transportation Demand
Management Programs. Incorporate the Growth Transportation Efficiency Center
(GTEC) into transportation and land use planning in Southcenter
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Comment [LM26]: Combined two
implementation strategies
TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
10.2.48 Building Design. Promote high quality,
with attention to standards and guidelines whichthat:
architecture in Southcenter,
- Promote an appropriate display of scale and proportion;
- Give special attention to developing pedestrian- oriented features and streetfront
activity areas such as ground floor windows, modulated building facades, and rich
details in material and signage;
- Provide quality landscape treatment;
- Provide an appropriate relationship to adjacent sites and features and;
- Encourage overall building quality, and sensitivity to, and respect for, the area's
important natural amenities such as the Green River and Tukwila Pond.
Include property owners in developing urban design guidelines to ensure that the intent
of this policy is met.
10.2.409 Signage. Develop a directional sign program to aid pedestrians, bicyclists, and
motorists in wayfinding through Southcenter.
IMPLEMENTATION STRATEGIES
• Identify appropriate design guidelines and locations for directional signage for
shopping, access to amenities and leisure activities, in order to alleviate congestion
in key corridors and intersections_
10.2.9 Parks, Open Space, and Public Ameniticsl. Support plans, policies,
projects, and programs to expand and improve the parks, open space, and other
amenities in the Tukwila Urban Center Southcenter and seek opportunities to
develop new facilities that enhance the overall experience of employees, residents,
business owners, and visitors.
Implementation Strategies
• Design guidelines that ensure that uses and structures adjacent to parka recognize
and complement open spaces and public amenities
• Prepareww standards w and wguidelines for_pParks and open spaces that wensurcw with access
to sunlight, a sense of security, seating, landscaping, accc cibility, and connections
to surrounding uses and activities
f Develop strategies for public private partnerships that will result in public open
epaccs to serve as focal points and settings for special events and activities
I ....Coordinate with Tul wila' sww Parks and ?Recreation Department wwtoensure thatw,
Southccnter sparlws andopcn space nccdswarc lntcgr ttedwwinto the Parks Plan.
• Lncourage programs for open space and other public amenities (Figure 30)
Comment [LM 271: Deleted - confusing
Comment [LM281: Moved 10.2.9 to wherever
parks and open space goals will be
consolidated.
Comment [LM29]: Moved these first 3 bullet
pts to wherever parks and open space goals will
be consolidated.
Comment [LM30]: Moved to implementation
strategy bullet under 10.2.1. Natural
Environment
Comment [LM31]: Moved this bullet to
wherever parks and open space goals will be
consolidated.
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25
TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
10.2.4410 lEconomic Dcvclopmen• Actively promote development in the Tukwila Urban Center
by supporting existing uses, expanding the range of allowable uses, developing design
businesses, investing in infrastructure and public amenities, and encouraging business
owners and developers to invest in the quality of both the built and natural
cnvironment.Work collaboratively with Southcenter property owners, businesses, and
community members to implement the vision for Southcenter, assess the potential to
catalyze development in the Southcenter area, and form an economic redevelopment
strategy.
IMPLEMENTATION STRATEGIES
• Establish a lead redevelopment entity on the public side to coordinate
implementation of an urban center redevelopment strategy and provide it with
people, resources, and tools to succeed.
• Rebrand urban center districts to take advantage of assets, location, and character,
and reinforce land use concepts so that the image of Tukwila is refreshed.
-• Support public /private partnerships to enhance existing and future business activity
in the Tukwila Urban CenterSouthcenter
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
• Improve infrastructure through the Capital Improvement Plan that reflects
Southcenter policies.
• Create a public sector redevelopment tool kit that offers developers assistance in
achieving the community's goals for the Southcenter area.
f— Prepare and implement a redevelopment strategy.1
• f CreatewdistinctPeriodic review of development staidards for each district
• Prioritize the use of public investments to fund projects necessary to catalyze
economic development.Identify projects necessary to catalyze economic
development and give them first priority for public investment.
Goal 10.3 Transportation and Circulation
f A balanced transportation network that complements the Tukwila Urban
,utter out i center;,,;, laud use and desig�
transportation modes to, from, and within the center.
• 10.3.1 Regional Access. Promote transportation and transit services and facilities,
as well as traffic management systems that increase and improve access to and from
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Comment [LM32]: Moved to Econ. Section. 2.1.15
Comment [LM33]: New Policy 10.2.12
Comment [LM34]: Move to economic
development element
Comment [LM35]: Taken from ECONW report
recommendations
Comment [LM36]: Redundant
Comment [LM37]: Reworded to improve clarity
& readability
Comment [NG38]: These are well covered by
13.2, 13.4 and new 13.X TDM so this section should
be deleted as redundant.
TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila 's Urban Center
but not limited to local circulator Systems, regional serving park n ride sites,
• - - ." • - - •
vehicle systems.
M- IMPLEMENTATION STRATEGIES
- Implement alternative bus transit modes such as airport, hotel and rail station
Shuttles, and a local circulator service
- Work with transit providers to develop and fund regional park 'n' ride
facilities where traffic and visual impact on the Tul .vila Urban Center are
minimized through site design and management
- Work with transit providers to coordinate regional and local rail and transit
Systems, including bus rapid transit, commuter rail, light rail and monorail, that
directly serve the TUC urban center and facilitate access to alternative travel modes
• Develop, in conjunction with appropriate transit providers, .additional transit
facilities and routes in the Tukwila Urban CenterSouthcenter
▪ Continue workingwith Sound Transit, the City of Renton, and the Union
.P.acific...411c1131-glingipp..Ngitkra.Rar9acLig...wild..413tc..2111111cTc....thg...51114.11.11g1..
Boulevard connection between the Sounder commuter rail/Amtrak Station and the
City of Tukwila, including the pedestrian only underpass beneath the Union Pacific
M- 10.3.2 Local Access. Support the development of a continuous, comprehen
public street network that serves all transportation needs, allows a range of travel
route choices, and facilitates access within the Tukwila Urban CenterSouthcenter for
both motorized and non motorized transportation modes.
M- IMPLEMENTATION STRATEGIES
- Prepare and adopt a street and sidewalk system Master Plan
▪ Coordinate with land use planning efforts to ensure that improvements in the
transportation and circulation system are parallel with projected growth in the
Tukwila Urban Ccnterj
M-
policies
- Expansion of the street network
cquisition of rights of way for future street use
Acquisition of railroad rights of wayforpcdestrian and bicycle_padri
Street and utility rights of way retention
raft, May 2013
117
Comment [LM39]: Moved to 10.2.3
Implementation
Comment [LM40]: Moved to 10.2.3
Implementation
Comment [NG41]: Covered by 13.5.7.
27
TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
• • {Develop Aauxiliary pedestrian ways to link major activity areas
• Strectscapc Improvement Plan with distinct identities for major streets and
strategies for pedestrian oriented improvements and linkages such as new pathways,
Conduct periodic traffic flow studies
Oriveway and access point consolidation, whenever possible{
•
Development of connector 'treett; and ervice 'treett:
• Oesign intersections and sidewalks topromote pcdestrian safety and fowstcrww walking
w
as a viablemode of transportation{
Additional signalized pedestrian crossings
• 10.3.3 Transit Service and Facilities'. In an effort to provide the greatest benefit to
CenterSoutl
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. (Fi,*tire 31)
• IMPLEMENTATION STRATEGY
• • Work with regional tran it providers to integrate the Tukwila Urban Center
into the regional light network
f Figure 31 Tukwila Urban Center transit facility
• 10.3.1 Transportation Alternativesj Ensure that land use, urban design, and
transportation and circulation actions for employees support and reinforce
transportation alternatives, including the Commute Trip Reduction programs,
related projects; and programs (i.e. parking provision for alternative tran portation
modes).
• IMPLEMENTATION STRATEGIES
• • Support for businesses in implementing the Commute Trip Reduction
Program and related transportation demand management programs.
• Encourage alternative transportation modes
• 10.3.5 Pedestrian Network. Create a non motorized transportation network by
exploring the use of railroad rights of way as pedestrian paths; utilizing
public /private funds to augment the existing network, and create connections
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Comment [NG42]: Covered by 13.1.9
Comment [LM43]: Moved to 10.2.3
Implementation
Comment [LM44]: Duplicates 10.3.2
Comment [LM45]: Moved to 13.2.7 in
transportation element
Comment [P46]: Delete this in favor of the transit
section of the transportation element, 13.4.
Comment [NG47]: Duplicates 13.3.1X
Comment [P48]: Delete this as it duplicates
13.4.10. and 13.X TDM goal.
Comment [P49]: Delete as this duplicates 13.5
non - motorized transportation, policies 13.1.9,13.3
Comment [NG50]: Duplicates 13.2.3
TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
• IMPLEMENTATION STRATEGIES
-• Public /private fund to augmented the„ pedestrian network
.• comprehensive pedestrian master plan with implementation strategies for
both public and private development
.• Development standards to augment the public and private pedestrian network
and sidewalk and trail system
• • Require safe, direct pedestrian connections from sidewalks to building
entrances
raft May 2013
119
Comment [LM51]: Moved to 10.2.8
29
30
City of Tukwila
Jim Haggerton, Mayor
Department of Community Development Jack Pace, Director
STAFF REPORT TO
THE PLANNING COMMISSION
Prepared May 13, 2013
HEARING DATE: May 23, 2013
FILE NUMBERS: PL12- 037 -2015 Comprehensive Plan Update
L12- 047 — Transportation Element
APPLICANT: City of Tukwila
REQUEST: 2015 Comprehensive Plan Update —The Planning Commission will hold
a public hearing on proposed amendments to the Transportation
Element. This is part of the periodic review and update of the
Comprehensive Plan that the Washington Growth Management Act
requires per the Revised Code of Washington (RCW) Chapter
36.70A.130.
LOCATION: Policies apply throughout the City of Tukwila
NOTIFICATION Hearing Notice was published in the Seattle Times on May 9, 2013, and
posted on the City of Tukwila website on May 9, 2013.
SEPA DETERMINATION:
Addendum to L92 -0053, Final EIS for the 1995 Tukwila Comprehensive
Plan, addressing 2015 Update to the Comprehensive Plan (E13 -004)
issued March 27, 2013
STAFF: Rebecca Fox, Senior Planner
ATTACHMENTS: A. Transportation Element
1. Proposed Transportation Element (Formatted)
2. Proposed Transportation Element (Strikeout /Underline version)
3. Transportation Background Report (excerpt)
4. Walk and Roll Plan (excerpt)
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6300 Southcenter Boulevard, Suite #100 • Tukwila, Washington 98188 • Phone 206 - 431 -3670 • Fax: 206 - 431 -3665
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REVIEW PROCESS TO DATE
Planning Commission is continuing its phased review of the Comprehensive Plan in order to complete
the periodic update that the Washington Growth Management Act requires by the June 30, 2015
deadline.
During a work session on April 23, 2013, and a public hearing on April 25, 2013, the Planning
Commission considered proposed changes to Capital Facilities and Utilities Elements. After deliberation,
the Planning Commission made recommendations for changes to the Comprehensive Plan. The
recommendations will be forwarded to the City Council for review, public hearing and final action during
the summer /early fall of 2013.
TRANSPORTATION ELEMENT BACKGROUND:
The Transportation element is one of the elements that the Growth Management Act requires in all
Comprehensive Plan documents. Having a complete and well- functioning transportation network is key
to reduced sprawl, a strong economy and compact, attractive development.
The Transportation Element establishes Tukwila's transportation goals and policies for the 20 -year
planning period. It provides direction for transportation decisions regarding plan updates including the
six -year Transportation Improvement Plan, the six -year Capital Improvement Program, and the annual
budget. It also provides guidance for development review and approval, land use and zoning decisions,
and continuing transportation programs and projects.
The Transportation Element is closely reviewed by the Puget Sound Regional Council, the regional
transportation and land use planning agency, as part of its review and certification of the entire
Comprehensive Plan.
KEY ISSUES:
• Creating a connected, dynamic urban environment.
• Providing transportation choices for all ages, income levels, and abilities.
• Addressing any deficiencies and building for growth is expensive and often requires retrofitting
existing streets. Challenges include: Competing needs for grants and City funding; limited grants
that fund local street improvements; limited right -of -way.
• Balancing needs given limited funding. Needs include: maintenance and preservation; moving
people and goods efficiently concurrent with new development; and making up for deficiencies
in the complete street network.
• Providing active transportation options.
• Relying on regional agencies to fulfill transit needs of a small jurisdiction with large ridership,
including youth and low income population.
• Addressing physical barriers to connectivity that create large infrastructure costs and the need
for capacity improvements. Barriers include: the valley wall; Green /Duwamish River; and
highways.
• Lack of fine - scaled street grid to provide connections throughout some neighborhood and
commercial areas, especially in the Southcenter area. Areas with finer street grids are more
connected to places that people are trying to reach, and encourage walking and other active
transportation options for improved health.
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PROPOSED POLICIES:
The proposed policies address several plans that the City has adopted since the last Comprehensive Plan
update. They include: 1) Tukwila Strategic Plan; 2) Walk and Roll Non - Motorized Transportation Plan
and associated Complete Streets Ordinance; 3) Commute Trip Reduction Plan; and 4) Growth and
Transportation Efficiency Centers Plan.
Transportation - related policies from other Comprehensive Plan chapters have been moved and
combined with other similar policies in order to have them in one location. Other proposed policies have
been added to be consistent with Countywide Planning Policies and state requirements.
Key proposed policies include:
• Continue to maintain and preserve existing transportation facilities
• Promote "complete streets" that accommodate many types of transportation including
pedestrians and bicyclists, as well as cars, trucks and buses
• Promote healthy transportation choices, such as walking and biking
• Address the needs of all populations, including the young, old, disabled, and others.
• Design considerations on different types of streets to ensure adequate emergency
access, promote a healthy business environment, and provide a range of transportation
options
• Continue to work with regional agencies for improved transit service to Tukwila
MATERIALS AND FORMAT
The packet contains:
1. A "clean," newly- formatted version of the Transportation Element that shows all the proposed
additions and deletions from the strikeout /underline version. This version reflects the
appearance of the updated Comprehensive Plan;
2. A complete strikeout /underline version of the proposed element with all language that has been
added to and /or deleted from the "base" of the current Transportation element. This version
shows the rationale for proposed changes, and lets the reader follow the revision process. New
language is shown in blue, and deleted wording is shown in green;
3. Background materials that provide additional supporting information for the element and
policies.
Excerpt from the "Background Report for the Transportation Element of the Comprehensive
Plan Update" (Fehr and Peers, May 2012). The complete Transportation Background Report
is available at http:// records etukwilawaegov /VVebLink8 /1 /fol /58531 /Rowl.aspx
- Excerpt from "Walk and Roll: The City of Tukwila's Non Motorized Plan" dated 2009. The
complete Plan is available at http:// www. tukwilawa .gov /dcd /walkandroll.html.
These materials are intended to provide background and encourage discussion.
REQUESTED ACTION
The Planning Commission is asked to hold a hearing on the proposed changes to the Transportation
Element, develop a recommended version and forward it to the City Council for final action.
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HAPTER THIR
TRANSPORTATION ELEMENT
TUKWILA COMPREHENSIVE PLAN
WHAT YOU WULL FAD
NTH
S CHAPTER:
• A description of the existing transportation network in TuukwHa;
• A discussion of how transportation Nanning and and use, are reUafed
• A discussion of how demand on the transportation network is managed; and
• Gears and Pducues for providing adequate, UeveUs of service.
)U
To provide safe and efficient movement of people and goods to, from, within, and through Tukwila.
The Transportation Element establishes Tukwila's transportation goals and policies for the 20 -year
planning period. It provides direction for transportation decisions regarding annual plan updates,
including:
1. The Six -Year Transportation Improvement Plan (TIP);
2. The Six -Year Capital Improvement Program and Financial Planning Model (CIP /FPM);
3. The annual budget; and
4. Infrastructure Design and Construction Standards.
It is key in supporting community livability and economic vitality, as prioritized in Tukwila's Strategic
Plan. It also provides guidance for development review and approval, land use and zoning
decisions, and continuing transportation programs.
The Transportation Element establishes a basis for decision - making that is consistent with
36 .I.VJIKWIIIL..A COMPREHENSIVE IPIL..AN UIPIC.:1AT IP: ID, MAY 14, 2013
Washington's Growth Management Act, King County Countywide Planning Policies, and the Puget
Sound Regional Council's (PSRC) Transportation 2040. The specific requirements of each of these
plans are fulfilled by the City of Tukwila Background Report for the Transportation Element of the
Comprehensive Plan Update (hereafter referred to in this element as the Background Report), and
summarized herein. The Background Report, Walk and Roll Nonmotorized Transportation Plan,
Tukwila Transit Plan, Commute Trip Reduction Plan, Growth and Transportation Efficiency Center
Plan, the annually updated six -year Transportation Improvement Plan, six -year CIP /FPM, and the
budget are all adopted by reference in the Tukwila Comprehensive Plan.
ssu
.S
Tukwila's diverse transportation system includes freeways, highways, arterial streets, access
streets, bus, light rail, commuter rail transit service, Amtrak passenger rail service, sidewalks, trails,
and neighborhood footpaths. In addition, Sea -Tac International Airport and Boeing Field provide
air transportation for general, commercial, and business aviation. The Duwamish River provides
water access to Elliott Bay and beyond. The City's road and rail network enables freight and rail
transportation within and through the city. Future Tukwila transportation system additions include
Bus Rapid Transit. A detailed inventory of the existing transportation system in Tukwila is contained
in the Background Report. (Fehr & Peers, May 2012)
The major transportation issues facing Tukwila include the following:
• Physical and geographic barriers that challenge connectivity throughout the City. Physical
barriers include the valley wall, the Green /Duwamish River, and highways that separate
portions of the City from each other, increasing emergency services response times
and cost. Residents value quiet streets in neighborhoods, preferring the isolation and
disconnected system, which puts a large volume of vehicles and burden on the few
streets that do connect and the properties and people who live on them and which makes
it more difficult for walking to destinations, such as schools, libraries or shopping.
• Limited funding to satisfy competing priorities.
1.Increasing connectivity is very costly given the need to acquire new rights -of-
way, conducting engineering studies and design, and construction costs.
"1 "VJIKWIIII...A COMPREHENSIVE IPIL..AN UPDATE ID, MAY 14, 2013
37
2.Criteria for grant funding is most often targeted to Tukwila's Urban Center or the
Manufacturing /Industrial Center because these are the locations where significant
employment and residential growth are planned and are supported by regional plans.
3.There are unmet needs in other areas of the City, including streets that
do not meet city standards and it is unlikely that the roads would be
improved by new development in these already developed areas.
• Reliance on regional agencies, such as the Port of Seattle,
Metro and Sound Transit, to serve local needs.
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The Transportation Element supports the City's Land Use Element. It demonstrates how the
City will maintain and preserve the existing network, as well as address deficiencies while
demonstrating how planned growth will be accommodated over the next 20 years per the Office of
Financial Management (OFM) and PSRC forecasts.
The household and job forecasts for Tukwila are for an additional 4,860 households and 27,670
jobs by the year 2030, with most of that occurring in the Southcenter, Tukwila International
Boulevard and Tukwila South mixed use commercial areas. To plan for land use and transportation
changes associated with this growth, these households and jobs are assigned to Traffic Analysis
Zones (TAZs) based on the availability of vacant and redevelopable lands. (Maps 13 -1 and 13 -2)
Goal 13.1 General
IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII
Tukwila's transportation network provides for safe and efficient movement of people and goods to,
from, within, and through Tukwila.
General Transportation Policies
38' 7 "VJIK Nllll...A
13.1.1 Prioritize safety in an ongoing monitoring program.
13.1.2 Focus on transportation efficiency by maximizing the movement of people with streets
that are designed to be safe for all transportation modes, accommodating existing
land uses while designing for the future.
COMPREHENSIVE IPIL..AN UICpIC.:1AT'IP: ID, MAY 14, 2013
13
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King County
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I
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'ath.6 a .a ot'ratects,u Y"urnpFIanUpdate,6raplic» o r„wG'N000uo rowth.rnrd
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Map 13 -1: Projected Household Growth
IJIKWIIII...A COMIPIRIEIHIIFIWSIIVIF IPII...AN Vyll'°pll'')A"'i"'Il': II''1: MAY 14, 2013
Projected
Household
Growth
by TAZ
2010 -2030
Legend
[,�_ i CityLimits
Household Growth
0- 15
15 -50
„50 -100
[ 100 - 200
[ 200 and above
Traffic Analysis Zones
Dale Saved. 04/09/20' 3 6.55.29 PM
39
13
S e a
Lake
Washington
King County
Renton
Ta
[0.5 0.25 0 0.5 Miles
IIL
/
Kent
; 7
I I
'ath Projects,,,,,mpFlanUpdate4rapl K nerd
0
Projected
Employment
Growth
by TAZ
2010-2030
Legend
Tukwila
Employment Growth
= 0 - 50
50 - 200
J200 - 450
= 450 - 1500
FEB 1500 and above
= Traffic Analysis Zones
CityLim its
Dale S.ed. 2410/200110 PM
Map 13-2: Projected Employment Growth
40 COMPREHENSIVE MAY 14, 2013
What are the King County
Countywide Planning Pa iculcs?
The Countywide Puannung Policies are a series
of policies that address growth management
in Ming County. The Countywide Puannung
Policies provide a countywide vision and create
a framework each juurisdiction can use when
developing its own comprehensive plan.
How do the Countywide Planing
Policies affect transportation
planning in Tuuukwulla?
Because each city's comprehensive plan must
be consistent with the overall county policy
framework, Tukwila has incorporated some
of the Countywide, Planning Policies into this
element.
For example, the Countywide, Planning Policies
identify protection of the natural environment
and transportation accessibility for non- drivers
as regional priorities. The City has established
policies 13.1.5 and 13.1.8 to address these
needs. Other policies throughout this element
win reference countywide, priorities and ensure,
that Tuukwuua's planning efforts are consistent
with the overall transportation vision for Ming
County.
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13.1.3 Balance travel efficiency, safety, and quality -of-
life in residential areas through creative roadway
design.
13.1.4 Support, encourage, and implement transportation
programs and improvements that promote water
quality and regional air quality.
13.1.5 Design and operate transportation facilities in a
manner that is compatible with and integrated into
the natural and built environments in which they
are located. Incorporate features such as natural
drainage, native plantings, and local design
themes that facilitate integration and compatibility.
13.1.6 Continue to coordinate with surrounding
jurisdictions and with regional and state
agencies to finance and develop a multi -modal
transportation system that enhances regional
mobility and reinforces the countywide vision for
managing growth.
13.1.7 Protect the transportation system (e.g. roadway,
rail, transit, air, and marine) against major
disruptions by developing prevention and recovery
strategies and by coordinating disaster response
plans.
13.1.8 Address the need for a range of mobility options
including walking, biking, transit and driving in
the development and management of local and
regional transportation systems.
"1 "VJIKWIIII...A COMPREHENSIVE IPII...AIW U PIDATE ID MAY 11442113
Surf f � � ss� c U *ns
For street design and operation purposes,
engineers classify streets into for categories:
principal arterials, minor arterials, collector
arterials, and local access streets. These for
categories group streets according to whether
they primarily provide access to properties or are
purely for mobility. The differences In function
result In different street widths, number of curb
cuts /driveways allowed, speed knit, traffic
controls, and other similar design and operation
features.
42
Pry
13.1.9 Support, encourage, and implement programs
and improvements that promote transit, foot, and
bicycle access to community amenities, stores,
and jobs.
IMPLEMENTATION STRATEGIES
• Ongoing monitoring of accidents and level of service,
with associated engineering improvements or education/
outreach efforts to improve safety in target areas.
• Implement Traffic Calming Program.
• Implement Walk and Roll Nonmotorized Transportation Plan.
• Implement Complete Streets.
• Implement Safe Routes to School.
• Implement Commute Trip Reduction Plan.
• Implement Growth and Transportation
Efficiency Centers Plan.
• Develop Low Impact Development /Green Streets strategies.
Goal 13.2 Street Network
IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII
The public street network has a hierarchy of street designs
that serve pedestrian and vehicle safety, traffic movement, and
adjacent land use.
Policies
13.2.1 Develop a street network plan that augments the
existing system of streets, breaks up super - blocks
in non - residential areas, designs connecting
7 "VJIKWIIII...A
COMPREHENSIVE IPIL..AN UPDATE ID, MAY 14, 2013
through streets in all areas, and provides functional separation of traffic through new
streets.
13.2.2 Prioritize residential local access through- streets, minimizing cul -de -sacs.
13.2.3 Create or require the creation of non - motorized connections in lieu of streets where
local access through streets are not feasible, such as on steep hillsides or where
property owners resist streets.
13.2.4 Require street improvement projects and development improvements to be in
accordance with the general Functional Street System Standards or subarea plans
and require an engineering study.
13.2.5 Require all new streets, street improvements, property developments and property
improvements to provide sidewalks and other non - motorized infrastructure
consistent with adopted standards and subarea plans. Property developments
and improvements in commercial areas will provide direct pedestrian access from
sidewalks to buildings.
13.2.6 Incorporate proportionately greater neighborhood- enhancing elements in collector,
minor arterial, and principle arterial design. These elements include collector lanes,
wider sidewalks, separated sidewalks, and curbline trees.
13.2.7 Design residential access streets to provide at least the minimum capacity for
emergency access and for slow traffic.
13.2.8 Design collector arterials with a two travel lane, local access road design to
encourage slow but steady speeds.
13.2.9 Design streets, including retrofit projects, to accommodate a range of motorized
1iJIKWIIII...A COI 1IPIRIEIHIIEIWSIIVIE IPIL..AN UPDATED), MAY 14, 2013
43
13.2.10
and non - motorized travel modes in order to reduce injuries and fatalities, to provide
access to services and to encourage non - motorized travel. The design should include
well- defined, safe and appealing spaces for pedestrians and bicyclists.
Evaluate street improvement projects for the inclusion of features that support the
Complete Streets policy and the Walk and Roll Plan in order to encourage walking,
bicycling, and transit use.
13.2.11 Design intersections and sidewalks to promote pedestrian safety and foster walking
as a viable mode of transportation.
13.2.12
Include roadside plantings whenever feasible for street and road improvement
projects on slopes to help mitigate the land used for roadway and sidewalk
improvements.
IMPLEMENTATION STRATEGIES
• Implement sidewalk ordinance.
• Implement subdivision ordinance.
• Implement Street Network Plan.
• Emergency vehicle criteria in street design standards.
• Prioritize neighborhood quality design features when reducing street facilities
(e.g. removal of one lane of parking before removal of sidewalk).
• Traffic Calming Program.
44 1 "VJIKWIIIL..A
COMPREHENSIVE IPIL..AN UIPDAT II IC'1: MAY 114, 2013
What is Transportation
Concurrency?
The Washington State Growth Management Act
requires the City to ensure that transportation
programs, projects and services needed to
serve growth are regionally coordinated, and
are in place either when new development
occurs or within six years. This is done to make
sure the City can provide the transportation
improvements needed to maintain its adopted
standards of service and so that conditions
do not degrade with the addition of the new
househoUds and workers in the City.
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The projected growth numbers in Tukwila and surrounding
areas were used in the Background Report for the
Transportation Element of Comprehensive Plan Update to
anticipate traffic volumes and levels of service in 2030. The
Level of Service (LOS) analysis is one of the ways the City
plans and budgets for future transportation projects.
The City balances the fiscal constraints of its financing plan for
transportation programs and projects with planned growth and
existing needs. To do this, Tukwila monitors LOS on arterial
streets to examine the existing performance of the system and
anticipated impacts of planned land use growth, to determine
what adjustments will need to be made to maintain adopted
LOS standards concurrent with new development. Properly
applied and monitored, LOS standards for the transportation
network ensure that mobility, vitality, and quality of life for the
city is maintained. For the 2030 planning horizon, significant
new capacity will be required to accommodate future growth
throughout the city; although, the majority of the project
capacity needs are in the Southcenter area.
Traditionally, LOS has been used to evaluate vehicular flow
with little regard to other forms of transportation such as
pedestrians, bicycles, and transit. Building upon Tukwila's Walk
and Roll Plan, the Complete Streets standard, and Transit
Network Plan, the City is working to develop a Multi -Modal
Level of Service (MMLOS) to help balance transportation goals
across all modes of transportation. The City has identified
Transit Priority Corridors as part of an analysis done for the
Transit Network Plan and will continue to work closely with
transit providers to achieve goals and policies related to transit
service to serve existing needs and to accommodate future
growth.
7 "VJIKWIIII...A C®INBIPIRIFIHIIFIWSIIVIF IPII...AIW U II[) MAY 1442513
AUTOMOBILE LOS
In many ways, the existing performance of Tukwila's transportation system reflects how
performance has historically been evaluated —with a strong bias towards auto travel. Automobile
LOS is focused on setting an acceptable level of delay drivers can expect along a corridor or at
a particular intersection. To see how the transportation system will function in the future, growth
projections are incorporated into traffic models to determine future conditions along arterial streets
and at intersections. Modeling results, along with a list of projects needed to maintain adopted
LOS on arterial streets, are included in the Background Report. Tukwila's transportation system
generally accommodates auto travel well, with just a handful of locations operating at a poor
automobile LOS.
NON - MOTORIZED LOS
LOS for pedestrians and bicyclists is focused on measuring factors that impact the safety and
comfort of pedestrians and bicycles rather than quantifying congestion and delay. In 2007 and
2008, Tukwila collected data on existing conditions for pedestrians and bicycle facilities on all
arterial streets using the 2010 Highway Capacity Manual's Multi -Modal Level of Service (2010
HCM MMLOS) methodology. The 2010 HCM MM LOS did not produce results that could be used
in a similar fashion as the automobile LOS, which categorizes minutes of delay into an A -F. The
City needs to create or find a system for quantifying the conditions of pedestrian and bicycle
facilities so that a goals based approach to prioritizing these projects is achieved. The City will
continue to customize a non - motorized level of service measure to help achieve the City's vision of
a more balanced mix of mobility options.
TRANSIT LOS
Transit service, both frequency and time -span of service, is an important aspect of a healthy
transportation network. The City uses the Transit Capacity and Quality of Service Manual,
published by the Transportation Research Board, as a methodology to measure level of service
for transit. This recommended level of service methodology is included in the City's Transit
Network Plan (Perteet 2004.) The Plan identified service frequency needs for the City and facility
improvements necessary for robust and effective transit service. Tables 13 -1 and 13 -2 illustrate
LOS standards for transit service frequency and hours of service, respectively.
.6 1 "VJIK NIIIL..A
COMPREHENSIVE IPIL..AN UPDATE ID, MAY 114, 2013
Table 13 -1. Service Frequency LOS: Urban Scheduled Transit Service
LOS
Headway
(min)
Vehicle/
hour
Comments
A
<10
>6
Passengers don't need schedules
B
10 -14
5 -6
Frequent service,
passengers consult schedules
C
15 -20
3 -4
Maximum desirable time
to wait if bus /train missed
D
21 -30
2
Service unattractive to choice riders
E
31 -60
1
Service available during hour
F
>60
<1
Service unattractive to all riders
Source: Transit Capacity and Quality of Service Manual, 2nd Ed., 2003
Table 13 -2. Hours of Service LOS
LOS
Hours per Day
Comments
A
19 -24
Night or owl service provided
B
17 -18
Late evening service provided
C
14 -16
Early evening service provided
D
12 -13
Daytime service provided
E
4 -11
Peak hour service /limited midday service
F
0 -3
Very limited or no service
Source: Transit Capacity and Quality of Service Manual, 2nd Ed., 2003
King County Metro and Sound Transit provide transit service to Tukwila residents and businesses.
At this time, the City is not the owner /operator of a transit service, therefore a minimum level
of service standard cannot be enforced. However, Tukwila will encourage all transit providers
to achieve and maintain a minimum LOS C and focus service within Tukwila's Transit Priority
Corridors. Tukwila's goal is to have transit service every 15 -20 minutes throughout most of the day
on its Transit Priority Corridors, including early evening.
The following is an assessment of existing transit service on Tukwila's Transit Priority Corridors:
King County Metro identifies eight corridors in Tukwila on which it has set target service levels (see
Table 13 -3). Other bus routes not identified in Table 13 -3 also currently serve Tukwila.
During peak hours, King County Metro's target LOS on the eight major corridors as of 2011 is
consistent with Tukwila's in terms of frequency, except for service from Tukwila to Fairwood and
from Admiral District to Southcenter. However, most corridors are not served with frequent service
throughout the day, with the exception of the Rapid Ride routes, including Rapid Ride A Line and
1 "VJIKWIIII...A COMPREHENSIVE IPIL..AIW UPDATE I[): MAY 14., 2013
47
Table 13 -3. King County Transit Corridors in Tukwila
Between
And
Via
Major Route
Federal Way
SeaTac
SR -99
A Line
Kent
Seattle
CBD
Tukwila
150
Tukwila
Fairwood
S 180th St, Carr Road
155
Renton
Burien
S 154th St
140 (F Line)
Tukwila
Seattle
CBD
Pacific Hwy S, 4th Ave S
124
Admiral District
Southcenter
California Ave SW, Military Rd, TIBS
128
Tukwila
Des Moines
McMicken Heights, Sea -Tac
156
Auburn
Burien
Kent, SeaTac
180
the planned Rapid Ride F Line.
Link Light Rail, providing service between SeaTac Airport and Seattle, currently meets the
City's LOS standard both in terms of frequency and time -span. (Sound Transit 2013 Service
Implementation Plan, p. 21)
There are currently nine northbound and nine southbound Sounder Trains providing service
between Seattle and Lakewood with a stop in Tukwila on the Sounder South Line. The Sounder
South Line represents 90% of total Sounder ridership. Four new South Line round trips are being
implemented beginning in September 2013. The preliminary draft schedule for Sounder South
Line in fall of 2013 includes 20- minute headways for the peak hour of service, which will bring the
South Line into conformance with the City's LOS in terms of frequency during the peak hour, but
will not meet the City's LOS in terms of time span. (Sound Transit 2013 Service Implementation
Plan, p. 29)
48:. "1 "1.1KWIIIL..A COMPREHENSIVE IPIL..AIW UPDATED, MAY 14, 2013
Goal 13.3 Level of Service
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Traffic levels -of- service provide safe and efficient movement of pedestrians, bicycles, cars, buses
and trucks and incorporate evolving, sustainable land use and traffic patterns.
Policies
13.3.1 In general, use varied Level of Service Standards according to differing levels of
development, desired character of streets, and growth management objectives.
13.3.2 Use adopted LOS standards to guide City improvement and development approval
decisions.
13.3.3 Maintain adopted LOS standards in planning, development, and improvement
decisions.
13.3.4 Provide capacity improvements or trip reduction measures so that the LOS standards
are not exceeded.
13.3.5 Evaluate impacts to LOS when reviewing private development proposals, and require
mitigation and /or reduce or delay project impacts, if necessary in order to maintain
adopted LOS standards.
13.3.6 Prioritize transportation choices that provide capacity mitigation (i.e. transit use,
carpooling /rideshare, pedestrian and bicycle facilities.) After considering these priority
improvements, consider other street capacity improvements (i.e. signal improvements,
street widening) as a last resort.
13.3.7 Maintain a program to monitor congestion and evaluate the effectiveness of the LOS
standards in providing a competitive business environment and adequate public
safety response.
"I" 1.1 COMPREHENSIVE IPIL..AN UPDATE ID, MAY 14, 2013
49
AUTOMOBILE LEVEL OF SERVICE
13.3.8 Highways of Statewide significance (HSS), including Interstate 5 (1 -5), Interstate 405
(1 -405), and State Route 518 (SR -518), are exempt from concurrency requirements.
13.3.9 Use the following LOS standards to guide City improvement and development
approval decisions:
• The Southcenter area corridor average is not to exceed LOS E, except for the
Strander Boulevard and a portion of the Andover Park E corridors. Methods for
computing the average LOS are described in the Background Report.
• The Strander Boulevard corridor average is not to exceed LOS F with an average
delay not to exceed 120 seconds. The Andover Park E corridor, between Tukwila
Parkway and Strander Boulevard, is not to exceed LOS F with an average delay
not to exceed 120 seconds.
• All other non - residential arterial intersections are not to exceed LOS E.
• The LOS of minor and collector arterials in predominantly residential areas is not
to exceed LOS D for each specific arterial.
• SR 181 (West Valley Highway) and SR 599, as state highways of regional
significance, are subject to a Regional Level of Service Standard established by
the Puget Sound Regional Council and WSDOT. Automobile level of service is not
to exceed LOS E /Mitigated.
• 1 -5, 1 -405, SR 518, and SR 99, as highways of statewide significance, are subject
to a LOS standard established by WSDOT. Automobile level of service is not to
exceed LOS D.
NON - MOTORIZED LEVEL OF SERVICE
13.3.10 Establish multi -modal levels of service consistent with planned development, the
countywide vision for managing growth, Vision 2040 and Transportation 2040.
50
"I" 1.1 NAIL../\ COMPREHENSIVE SIIVIF IPIL..AN UPDATE ID, MAY 114, 2013
13.3.11 Use the Transportation Background Report, and the Walk and Roll Plan sidewalk
prioritization scheme, planned trails, and bicycle - friendly routes network, in
conjunction with this Plan's land use goals, to prioritize construction of new sidewalks,
bike lanes, and trails.
TRANSIT LEVEL OF SERVICE
13.3.12 Advocate for Tukwila representation on the boards of King County Metro and Sound
Transit in order to influence service and policies that are effective for Tukwila.
13.3.13
Advocate through verbal and written testimony to King County Metro and Sound
Transit to achieve and maintain a minimum LOS C (defined by headway, vehicles
per hour, and hours of service) and work within Tukwila's Transit Street Classification
System.
IMPLEMENTATION STRATEGIES
• Continue to implement concurrency ordinance.
• Continue monitoring of traffic volumes and levels of service.
• Implement Complete Streets.
• Continue to implement Transportation Demand Management.
• Continue to implement Commute Trip Reduction programs.
• Continue to implement Capital Improvement Plan.
• Build on work done with the 2010 Highway Capacity Manual LOS to
develop a multi -modal level of service standard that includes a calculated
standard plus a qualitative element to address desired urban form.
• Update the analysis done for the Transit Network Plan as the
basis for transit service advocacy for Tukwila.
"1 "VJIKWIIII...A COMPREHENSIVE IPIL..AN UPDATE ID, MAY 14, 2013
51
RA
The City of Tukwila strives to collaborate and cooperate with the region's transit providers in order
to have convenient transit service to support and complement adjacent land uses. The goal of
increasing overall transit ridership within the City of Tukwila drives the need for both service and
capital improvements. Transit speed and reliability, improved passenger amenities, and access to
transit service are all crucial for attracting and maintaining transit riders.
King County Metro provides bus service throughout the City of Tukwila. Twelve different routes
provide intra - Tukwila service and direct service to Burien, Kent, Auburn, Seattle, Renton, and
West Seattle. Existing Route 140 is planned to be upgraded to Rapid Ride bus rapid transit, with
associated facilities, in 2014. At this time, Sound Transit does not serve any destinations in Tukwila
with Regional Express Bus service. Sounder, the regional commuter rail service, has a stop in
Tukwila at the Tukwila Station, as does Amtrak regional passenger rail service. Sound Transit Link
Light Rail is located in Tukwila, with service from SeaTac Airport to downtown Seattle. Extensions
of Link Light Rail are planned to the north, south, and east.
To achieve this, a multi -hub system and Transit Priority Corridor Classifications were developed,
as shown on Map 13 -3. Transit Priority Corridors are those corridors where transit service currently
exists. Activity centers are tied together by the Transit Priority Corridors, and include the Tukwila
International Boulevard Link Light Rail Station, the Tukwila Commuter Rail /Amtrak Station, an
improved Southcenter Transit Center, and a new link connecting the Tukwila Commuter Rail/
Amtrak Station to areas near Westfield Mall at Southcenter. The goal is to increase transit
frequency and time span of service to Tukwila's activity centers and regional destinations.
Improved routes and frequency feed into this multi -hub concept.
Transit Priority Corridor Classifications identify transit corridor types by function, ideal transit
operational characteristics, optimal adjacent land uses, and supporting physical design features
of the public infrastructure. The classification system is designed to be flexible and assist quality
decision - making.
An inventory of present transit routes are contained in the Background Report. Recommendations
for service changes and infrastructure needs are contained in the Tukwila Transit Plan. King
County Metro and Sound Transit control changes to routes.
52 "1 "1.1KWIIIL..A COMPREHENSIVE IPIL..AIW UPDATED, MAY 14, 2013
13
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Rail Lines
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Map 13 -3: Transit Priority Corridors
1 "IJIKWIIII...A COMPREHENSIVE IPIL..AIINV UPDATE ID, MAY 14, 2013
53
Goal 13.4 Transit
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Efficient transit capacity that will reduce single- occupancy - vehicle trips to, from, and through
Tukwila and provide public transportation options for all Tukwila residents.
Policies
13.4.1 Support and encourage the location of a light rail stop at Boeing Access Road.
13.4.2 Coordinate with the Washington State Department of Transportation to preserve and
support the Amtrak Cascades stop in Tukwila.
13.4.3 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.
13.4.4 Pursue amenities and funding in support of a pedestrian /bicycle route linking
Westfield Mall at Southcenter to the Tukwila Commuter Rail /Amtrak Station.
13.4.5 Continue to provide assistance to King County Metro, Sound Transit, Washington
State Department of Transportation, King County, and other agencies in increasing
people- carrying capacity of vehicles and reducing trips.
13.4.6 Maintain a partnership with King County Metro in operation and maintenance of the
Tukwila Transit Center.
54
13.4.7 Research and pursue a Southcenter area circulator service that would connect the
Tukwila Station, the Transit Center, businesses, and attractions in and adjacent to the
urban center with frequent service to encourage reduction of single- occupant vehicle
trips, enhance the Southcenter area's image as a lifestyle center, and bring more
customers to all businesses.
"I" 1.1 NAIL../\ COMPREHENSIVE SIIVIF IPIL..AN UPDATE ID, MAY 114, 2013
13.4.8 Encourage and support public transportation services, including:
• Expanded dial -a -ride and fixed -route van service to areas that do not produce
enough transit ridership to warrant a bus route;
• Continued development of commuter and light rail, particularly with service to
Southcenter and the Manufacturing /Industrial Center; and
• Commute Trip Reduction service.
13.4.9 The development and extension 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, transit, biking, and walking.
• 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, and shall
be coordinated with other transit service.
• Such systems shall be located in a manner that provides multi -modal connections
to Tukwila's urban center, Manufacturing and Industrial Center, and transit centers,
so as to encourage development in the manner contemplated by this Plan and the
Countywide Planning Policies.
IMPLEMENTATION STRATEGIES
• Implement Commute Trip Reduction Program.
• Implement Commute Trip Reduction Plan.
• Implement Growth and Transportation Efficiency Center Plan.
• Implement Walk and Roll Plan and Design Report for the Walk and Roll Plan.
• Encourage transit providers to meet minimum level of service standards.
"1 "VJIKWIIII...A COMPREHENSIVE IPIL..AN UPDATE ID, MAY 14, 2013
55
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Transportation Demand Management (TDM) emphasizes the movement of people and goods,
rather than vehicles, by providing transportation alternatives to driving. TDM benefits the
community by maximizing the efficiency of existing infrastructure and limiting the impacts of
excessive traffic in neighborhoods by promoting transportation options such as carpooling,
vanpooling, transit, walking, biking, teleworking and flexible work hours. Reducing vehicle trips
limits air and water pollution and supports the City's commitment to reduce greenhouse gas
emissions.
Tukwila's TDM activities are directed at employers, workers, business owners, residents, and
visitors. Tukwila adopted a Commute Trip Reduction (CTR) Plan in 2008 that sets goals and
implementation strategies for large employers to reduce drive -alone trips and vehicle miles
traveled. Tukwila adopted a Growth and Transportation Efficiency Center (GTEC) Plan in 2008 to
set the stage for focused TDM activities in Tukwila's urban center. The CTR Plan and GTEC Plan
provide locally adopted mode -split goals for Tukwila's urban center and the Manufacturing and
Industrial Center.
1111111111111 1
1 111111f
56 "1 "1.1KWIIIL..A COMPREHENSIVE IPIL..AIW UPDATED, MAY 14, 2013
Goal 13.5 Trans ortation Demand Manasement
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Support transportation system improvements and programs which encourage transit use, high -
occupancy vehicle trips, and non - motorized transportation to reduce single- occupancy vehicle
trips, vehicle miles traveled, traffic congestion, and greenhouse gas emissions.
Policies
13.5.1 Continue to provide Commute Trip Reduction Program services to Tukwila employers
to reduce drive -alone trips, vehicle miles traveled, traffic congestion, and greenhouse
gas emissions.
13.5.2 The City of Tukwila will set an example to other employers by a commitment to
reducing drive -alone trips, vehicle miles traveled, and greenhouse gas emissions
through implementation of CTR goals.
13.5.3 Work with King County Metro and Sound Transit to provide amenities for transit riders,
encourage transit use, and enhance multi -modal connections to transit.
13.5.4 Establish mode -split goals for all significant employment centers which will vary
according to development densities, access to transportation service, and levels of
congestion.
13.5.5 Continue to encourage the use of rideshare, transit, bicycle, and evolving
technological transportation improvements.
13.5.6 Encourage transit - oriented uses, development patterns and pedestrian amenities in
the vicinity of high- capacity transit stations.
13.5.7 Require that parking facilities developed in conjunction with transit facilities be
7 "VJIKWIIII...A COMIPIRIEIHIIFIWSIIVIF IPII...AN Vyll°pll''1A"'V"'Il'; II''1: MAY 14, 2013
57
adequately sized and managed to prevent spillover parking onto private property,
public property, or public streets. Consider a phasing plan to require structured
parking if additional parking is needed.
IMPLEMENTATION STRATEGIES
• Implement Commute Trip Reduction Program.
• Implement Growth and Transportation Efficiency Center (GTEC) Plan.
• Promote the use of drive -alone alternatives through social media,
Rideshareonline.com, community outreach, and offering assistance with parking management.
I II
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HAIM
Tukwila adopted its first non - motorized transportation plan, the Walk and Roll Plan, in 2009 as well
as a Complete Streets policy. This policy requires all new City transportation improvement projects
to provide appropriate accommodation for pedestrians, bicyclists, transit riders, and persons of all
abilities, while promoting safe operation for all users.
The Walk and Roll Plan includes an inventory of existing non - motorized facilities, including bike
lanes, trails, sidewalks, and pedestrian footpaths. The Plan also identifies projects to guide City
implementation of a safe and complete non - motorized network. These projects are made up of
(1) a list of missing sidewalk segments and a method of prioritizing which missing segments should
be constructed first, (2) trail projects to expand the existing system of non - motorized neighborhood
connections, and (3) a backbone network of Bicycle Friendly Routes — existing and planned on-
street facilities and trail projects that represent a bicycle network connected to local and regional
destinations, as well as existing and planned bicycle friendly routes in adjacent jurisdictions.
The Walk and Roll Plan commits the City to promoting programs that support and encourage
biking, walking, commute trip reduction activities, and the City's annual participation in the regional
bicycle and pedestrian count.
58 "1 "1.1 NIUL..A COMPREHENSIVE IPIL..AIW UPDATED, MAY 14, 2013
13
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Map 13-4: Existing Non-Motorized Facilities
TUKWill...A COMPREHENSIVE PII...AN UPDATED. MAY 14, 2013
59
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Map 13 -5: Bicycle Friendly Routes
60 TIJIKWIIIL..A COMPREHENSIVE IPIL..AN UPDATED, MAY 14, 2010
Goal 13.6 Non-Motonzed Trans ortation
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Tukwila's non - motorized transportation network is safe and comfortable, provides local and
regional connections to neighborhoods and activity centers, and makes cycling and walking viable
and enjoyable forms of transportation and recreation.
Policies
13.6.1 Consider and provide for all users of the roadway, including pedestrians and
bicyclists, as appropriate, when new streets and street improvements are made.
13.6.2 Continue to allocate funds to the Residential Street Fund in order to build sidewalks
on residential local access streets.
13.6.3 Include pedestrian and bicycle improvements in street improvement projects, as
appropriate. The prioritized list of missing sidewalk linkages and the Bicycle Friendly
Routes map adopted with the Walk and Roll Nonmotorized Transportation Plan is the
priority network to connect schools, employment centers, parks, shopping and other
local and regional destinations.
13.6.4 Continue to pursue external funding sources to construct pedestrian and non -
motorized improvements.
13.6.5 Continue to coordinate with adjacent agencies on the development of regional non -
motorized transportation improvements in, through and to Tukwila.
13.6.6 Continue construction of non - motorized neighborhood links by providing additional
sidewalks and trails as opportunities and development occur.
13.6.7 Pursue converting railroad and other easements to pedestrian and bicycle trails.
"1 "VJIKWIIII...A COMPREHENSIVE IPIL..AN UPDATE ID, MAY 14, 2013
61
13.6.8 Require secure bicycle storage (i.e., racks, lockers, cages, etc.) in appropriate
locations.
13.6.9 Provide way- finding along roads, sidewalks, and trails to direct non - motorized
travelers to trails and destinations.
13.6.10
Continue to work with school officials to promote Safe Routes to School projects and
programs, and require safe routes to school improvements, such as sidewalks and
crosswalks, as new development occurs along designated school walk routes.
13.6.11 Provide more than the minimum for pedestrian safety. Options include wider
sidewalks, landscape buffers, street trees, pedestrian -level lighting, crossing
enhancements, patterned pavement, and improved driveway design to encourage
residents and visitors to walk for transportation, recreation, and improved health.
13.6.12 Continue to plan and budget for non - motorized transportation projects within the
Tukwila Capital Improvement Program.
13.6.13 Draw upon all sources of transportation funding for implementation of Complete
Streets improvements.
13.6.14 Maintain existing unimproved rights of way if there is a potential future opportunity to
create a non - motorized connection through stairs or other trail improvements.
IMPLEMENTATION STRATEGIES
• Follow the Walk and Roll Nonmotorized Transportation Plan and Design
Report to pursue additional pedestrian and bicycle amenities.
• Pursue connections between existing pedestrian and bicycle facilities.
• Update the Infrastructure Design and Construction Standards with
improved pedestrian safety and amenity designs.
"I" 1.1 NIUL..A COMPREHENSIVE IPIL..AIW UPDATED, MAY 14, 2013
• Adopt a multi -modal level of service which may be incorporated into
the City's concurrency and traffic impact fee program.
• Develop local wayfinding programs based on subarea or neighborhood plans.
• Develop a consistent regional way- finding program for bicycle routes.
• Continue to provide staff support to the Safe Routes to School
Committee made up of City and school district staff to coordinate grant
applications, events, and spot improvements in school zones.
• Adopt the Tukwila School District school walk route maps as the
basis for new requirements in the subdivision code.
• Participate in the National Documentation Project annual count of bicycles
and pedestrians at designated locations throughout the City.
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7 "VJIKWIIII...A
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HAIM
Tukwila's Urban Center and Manufacturing and Industrial Center (MIC) include retail, commercial,
and industrial businesses which serve the region. Railroad tracks owned by the Burlington
Northern Santa Fe (BNSF) and Union Pacific (UP) railroads run north /south through Tukwila.
These rail networks carry international and domestic cargo to inland markets and serve the Port
of Seattle to the north and the Port of Tacoma to the south. Industrial railroad spurs, operated and
controlled by the railroad companies and private property owners, are located in the Southcenter
and MIC area. BNSF has a multi -modal storage yard in the Manufacturing and Industrial Center in
northern Tukwila. Both Amtrak and Sound Transit's Sounder Commuter Rail use the BNSF tracks.
Given Tukwila's location at the crossroads of two major interstate highways, and the prevalence of
manufacturing, warehousing, and commercial activities in the City, many streets experience high
truck volumes. The streets with the highest truck traffic are West Valley Highway south of Strander
Boulevard, Interurban Avenue South north of SR 599, and East Marginal Way South north of
Boeing Access Road.
The portion of the Duwamish River in Tukwila north of the Turning Basin is located within the
City's Manufacturing and Industrial Center and is accessible to shipping activity. The river remains
COMPREHENSIVE IPIL..AN UPDATE ID, MAY 14, 2013
63
inaccessible to shipping activity south of the Turning Basin, where it can be accessed by small
water craft, kayaks, and canoes only.
King County International Airport, also known as Boeing Field, is located in northern Tukwila at
the City's border with Seattle and is one of the busiest primary non -hub airports in the nation.
The airport serves small commercial passenger airlines, cargo carriers, private aircraft owners,
helicopters, corporate jets, and military and other aircraft. It is also home to approximately 150
tenant businesses, including the Boeing Company operations. The Museum of Flight is also
located there and attracts a large number of visitors to the area.
Sea-Tac Airport, the state's largest airport, is located within a mile of Tukwila city limits. The airport
is a large employer for Tukwila residents, and its operations support many Tukwila businesses.
Goal 131 Frei ht Trans ortation
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Tukwila has adequate geometric capacity for commercial freight transportation located in and
serving Tukwila.
Policies
13.7.1 Include trucking design parameters in principal and minor arterial improvements as
well as in commercial areas.
13.7.2 Allow truck traffic on all principal and minor arterials, as well as on commercial area
local access streets. Consider using load limit restrictions on residential collector
arterials and residential local access streets.
64
"I" 1.1 NAIL../\ COMPREHENSIVE SIIVIF IPIL..AN UPDATE ID, MAY 114, 2013
Goal 13.8 Rail Water and Air Trans ortation
Tukwila and the rail and airport operators are collaborators in rectifying poor planning decisions
from the past, partners in minimizing impacts upon each other's land use activities, and supportive
of the mutual benefits between the people of Tukwila and the rail and air operators.
Policies
7 "VJIKWIIII...A
13.8.1 Participate with King County and the Port of Seattle in updating their airport master
plans to ensure that King County International Airport and SeaTac International Airport
operations and development:
• Enhance Tukwila goals and policies;
• Incorporate Tukwila land use plans and regulations;
• Minimize adverse impacts to Tukwila residents; and
• Are not encroached upon by incompatible land uses.
13.8.2 Continue to support goods mobility by all modes, recognizing that Tukwila is part of a
regional freight distribution hub and a major international trade gateway.
13.8.3 Continue to work with BNSF to mitigate impacts associated with rail and intermodal
yard operations within Tukwila's residential neighborhoods.
COMPREHENSIVE IPIL..AN UPDATE ID, MAY 14, 2013
65
Goal 13.9 Fundin Sources
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Funding through grants, mitigations, general funds, and other sources for safety and capacity
measures provides safe and efficient movement of people and goods to, from, within, and through
Tukwila.
Policies
13.8.1 Continue to pursue grants.
13.9.2 Use an impact fee system that identifies:
• Capacity improvements based upon the long -term 2030 LOS needs, but which
also accommodate a realistic financing plan;
• Costs of improvements needed to mitigate growth that are reflected in the annual
CIP /FPM update and annual update to the Impact Fee Schedule;
• Impact fee assessments, determined by the number of new development trips in
the p.m. peak hour; and
• Additional mitigation measures, in accordance with the Concurrency Ordinance
when development cannot meet Concurrency standards.
13.9.3 Study and pursue funding sources such as Local Improvement Districts (LIDs) to pay
for improvements not fully funded by grants, impact fees, and general funds.
13.9.4 Update the CIP /FPM bi- annually, adding new projects that implement City goals and
deleting completed projects.
13.9.5 Update the Impact Fee Schedule annually, adding new projects, deleting projects as
necessary, and keeping project costs at current dollar value.
66
"I" 1.1 NAIL../\ COMPREHENSIVE SIIVIF IPIL..AN UPDATE ID, MAY 114, 2013
13.9.6 Prioritize preserving and maintaining existing transportation facilities to avoid costly
replacements and to meet public safety objectives in a cost - effective manner.
IMPLEMENTATION STRATEGIES
• Aggressively pursue grant opportunities.
• Consider interlocal agreements for impact fees with adjacent jurisdictions
recognizing that traffic generated in one jurisdiction contributes to the need to
make transportation improvements across jurisdictional boundaries.
"1 "VJIKWIIII...A COMPREHENSIVE IPIL..AN UPDATE ID, MAY 14, 2013
67
68
TUKWILA COMPREHENSIVE PLAN
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PURPOSE
To provide safe and efficient movement of people and goods to, from,
within, and through Yh6wi/u|
The Transportation Element establishes Tukwila's transportation goals
and policies for the 20-year planning period. It provides direction for
transportation decisions regarding annual plan updates,. including,.
L the C sive Transportation Plan, the six-year
Transportation Improvement Plani7
2. the six-year Capital Improvement Programlan7 and Financial
Planning Model (CIP/FPM):
3. the annual budget: and
4. Infrastructure Design and Construction Standards.
It is key in supporting community livability and economic vitality, as
prioritized in Tukwila's Strate ic Plan. It also provides guidance for
development review and approval, land use and zoning decisions, and
continuing transportation programs.
The Transportation Element a1-se-establishes hes a basis for deci ion-making
that is consistent with Was 's Growth Management Act, King
County Countywide Planning Policies and j
Council's (PSRC) Transportation 2040 requirements and assures
concurrence with other agencies. These specific These specific requirements.salecidulf.
are fulfilled by the City of Tukwil
the i
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unPu/la�eoPl�,VVo|k and RoU��onnooior�ed
TroneporiobonPlan, Tukwila Transit 9lon i 1
Growth and i (�cnlcr�lon��ux! the onnnoDy
updated six-year Transportation lnprovccncn\Plan, six-year
ClP/FP�]��xpiio|lnnprevrnnrni Plan, and the budget are oDadopted by
reference in the Tnkv/iloComprehensive Plan.
Comment (3 Ri]: This is Goal 13.1 (Overall) -
moved from p. 156 to provid a description of
the City's vision for the Transportation system.
Comment [RF2]: Added a link to the Strategic
Plan on the role of the transportation system for
supporting community livability and economic
vitality.
December 2008 1
)MPREHENSIVE PLAN
ISSUES
Tukwila's diverse transportation system includes freeways, highway,
arterial streets, access streets, bus, light rail, commuter rail transit
service, Amtrak passenger rail service, sidewalks, trails, and neighborhood
footpaths. In addition, Boeing Field and SeaTac Airport provide-5 air
transportation for a combination of primarily general, commercial and
business aviation. The Duwamish River provides water access to Elliott
Bay and beyond. Significant commercial freight transportation is
provided by trucking and railroads throughout the City. The City's road
and rail network enables freight and rail transportation within and through
the city. Future Tukwila transportation system additions include light rail
{slated to open in 2009) and possibly Bus Rapid Transit. A detailed,
�aOry Op'a ➢awn wnxi aing ;�;� °a�n poraaalon sip m u.lcv✓ila l�s °�rrr�i�.�urr��°
i�lvwnl ....
a➢iwn 13aci<gra?tond RepOra. (Fehr & Peers, May 2012)
Insert Transportation Infrastructure Map
Major transportation a ro a facing 'aid
fio.de Ole road() . ✓i
Physical and geographic barriers that challenge connectivity
throughout the City. Ph, sR`ad'bafflers lncfLodln vaftknywaftft,
Greend)uwaralsii River, and hlg➢iways separate portions of the
City from each other Increasing emergency services response times
and cost.) Residents value rptoiwna sayccas an neighborhoods; preferring
the isolation and disconnected system which puts a large volume of
vehicles and burden on the few streets that do connect and the
properties and people who live on them and which makes it more
difficult for walking to destinations, such as schools, libraries or
shopping.
LuT��flawn fl
fund ing to satisfy condopea ipg i . raa aes.
Increasing connectivity is very costly given :af�,
aqaourwn new rig ts- Of= Way., cOnarfltoca engine nr"usgand design
satocfliwns, anarfl pay cOnsarucnon costs.
o Criteria for grave funding is ra sa Oupen a.
0
Q t <wu a iUrban Center Or �w�...�antr acuurin... g/11dusarial
...
Center because these are the locations where significant
employment and residential growth is planned and is
supported by regional plans,.
Q " ➢�w;,n�w, ar�nuorr� � °in�,�nris p other aria lru`the
s and it is unlikely „� kely that
..., l arflO �1OQ, T��wnwna c1t yap
the roads would be improved by new development in these
already developed areas. ,
December 2008
70
Comment [JR3]: PSRC requires cities to
show LOS on state highways of statewide
significance and highways of regional
significance. Highways of statewide
significance include 1-5,1-405, SR 518, 99, and
509. Highways of regional significance include
99 (except that portion controlled by Tukwila),
SR181 (south of I -405), and MLK Way.
Comment [DC4]: This is reworded to
structure it similarly to the other sentences.
Comment [NG5]: Language suggested by Fire
Dept.
TUKWILA COMPREHENSIVE PLAN
han on licgtonaft agenc"Ris, such as Metro and Sound Transit, ao
scrvc ftocaft ncd
Transportation and Land Use
rho Flianpotimon Demena supports Ow CUy',, Land Demena. It
demonstrates how the City will nalianiani and pre,,orve ex0A
no work, as well as address deficiencies will ka di on how ptanned
gromh w"ft ft be accommodimed over alio nx 20 year,„ per the Office of
Financial Management (OFM) and PSRC forecasts.
'The household and job fOT"CCaStS -for Tukwila are for an additional 4„l3.6()
households and 27....„070 jobs tly_the_year 2030 with most of that occurring
in the Southcenter, Tukwila International Boulevard and Tukwila South
mixed use commercial areas o plan fOT" land USC and npo ntandin
clianes associated with this Iyowth, tliese households and jpbs arc
yagant_u,:iidrecleAKtopaible_lancts„„....
Insert Household and Job Growth Maps
Level of Service
'11"11ii;:t (tat3fut"ny
v"ing
suppLy sfici(t.
frid€
(..;,6479itieie4 .214,47,6tWie:,
If Et t A, ■:-best) -F--(wefst),
-ipa,(‘"hy and 11,0S ctit(1_111Li"fi
A gfadifig
'inspect:at:Kin Rktsci
ttufaariges-
Comment [JR6]: This section removed per
PW. A new discussion, to reflect latest
Background Report work on LOS and MMLOS,
is at beginning of Goal 13.3 Level-of-Service
section
December 2008 3
71
)MPREHENSIVE PLAN
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December 2008
72
Comment [JR7]: This discussion has been re-
named "Street Network" and moved to
beginning of Goal 13.2
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December 2008
72
Comment [JR7]: This discussion has been re-
named "Street Network" and moved to
beginning of Goal 13.2
TUKWILA COMPREHENSIVE PLAN
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December 2008 5
73
)MPREHENSIVE PLAN
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December 2008
74
Comment [JR8]: This discussion has been
moved to the beginning of the Transit goals in
section 13.4
TUKWILA COMPREHENSIVE PLAN
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bb as lileF - -lfar pef[adef - -4Qaa wefHenl- desilt,ils
;omment [JR9]: Discussion is moved to
eginning of goal 13.5 Non - Motorized
ransportation.
December 2008
7
75
OMPREHENSIVE PLAN
Category II improvements include neighborhood footpaths, sidewalks, and
the pedestrian path program of paving shoulders and paths for non-
motorized travel.
Both Category I and II improvements involve the cooperation of King
County Metro, the Tukwila Parks Department, and other agencies
including King County, neighboring jurisdictions, and the Washington
State Department of Transportation.
A non-motorized transportation plan specific to the TUC will inventory
existing pedestrian and bicycle facilities in the urban center.
Recommendations on improvements to link and support pedestrian and
bicycle activity in the TUC are included in the TUC Subarea Plan.
Comment [NG10]:
This information is
outdated.
LEVEL OF SERVICE STANDARDS
Comment [JR11]:
Discussion moved to
beginning of Goal 13.3 Level of Service section,
Level of service standards for all local arterials and transit routes are
with changes made in strikeout/underline
format.
necessary in order to ensure mobility, vitality, and quality of life for the
city. The standard, coordinated with surrounding jurisdictions, is to judge
the performance of the system against what the community is willing to
accept and what can be financed.
Traffic
Projected growth in Tukwila, and surrounding areas, was used in the
Comprehensive Transportation Plan to project traffic volumes and levels
of service in 2020. In order to develop an LOS standard and determine the
improvements needed to maintain capacity, consideration was given to
projected demands and projected income. Significant new capacity will be
required to accommodate future growth throughout the city. The majority
of the project needs are in the TUC area. The City must have a fiscally
constrained financing plan that is balanced with planned growth and
existing and future needs.
In general terms, the City’s LOS standard for arterials is LOSE in
commercial areas and LOS D in residential areas. Within the TUC area,
level of service is calculated by averaging defined key intersections to
obtain a corridor standard; elsewhere in the city, the level of service is
calculated on individual key intersections.
The TUC area and key arterial corridors throughout Tukwila will continue
to be monitored to assure that the LOS standard is maintained. The
Tukwila Comprehensive Transportation Plan identifies improvements that
would maintain adopted level of service standards around the City.
Projects necessary to maintain the minimum level of service standard will
be built, as needed, to accommodate projected growth. In the event of a
funding shortfall or unexpected growth, the City must re-evaluate planned
land uses and explore alternate funding sources to assure continuing
concurrency with transportation system improvements.
December 2008
76
TUKWILA COMPREHENSIVE PLAN
Transit
GOALS AND POLICIES
Goal 13.1Overall
Tukwila’s transportation network provides for Ssafe and efficient
movement of people and goods to, from, within, and through Tukwila.
Policies
13.1.1 Prioritize safety in an ongoing monitoring program.Focus on
safety as the first priority of an ongoing and continuous
monitoring program.
13.1.2 Focus on highest possibletransportation efficiencyby
maximizing the movement of people, while balancing the
needs to provide streets that maximize traffic movementwith
streets that are designed to be safe for all transportation modes,
accommodating and existing land uses while designing for the
Comment [JR12]:
Walk and Roll Plan and
Complete Streets, Ordinance 2222
future consistent with existing and desired land uses.
13.1.3 Balance travel efficiency, safety, and quality-of-life in
residential areas through creative roadway design.
13.1.4 Support, encourage, and implement transportation programs
and improvements that promote water quality and regional air
quality.
13.1.5 Design and operate transportation facilities in a manner that is
compatible with and integrated into the natural and built
environments in which they are located. Incorporate features
such as natural drainage, native plantings, and local design
themes that facilitate integration and compatibility.
Comment [JR13]:
Language is directly from
KCCPP T-15
13.1.6 Continue to coordinate with surrounding jurisdictions, and with
regional and state agencies to finance and develop a multi-
modal transportation system that enhances regional mobility
and reinforces the countywide vision for managing growth.on
land use and transportation systems and strategies.
Comment [JR14]:
Language is from KCPP T-
1
13.1.7 Protect the transportation system (e.g. roadway, rail, transit, air,
and marine) against major disruptions by developing
prevention and recovery strategies and by coordinating disaster
response plans.
9
December 2008
OMPREHENSIVE PLAN
13.1.8 Address the need for a range of mobility options including
walking, biking, transit and drivingin the development and
management of local and regional transportation systems.
Comment [JR15]:
Language modified from
KCCPP T-12
13.1.9 Support, encourage, and implement programs and
improvements that promote transit, foot, and bicycle access to
community amenities, stores, and jobs.
Comment [JR16]:
Strategic Plan Goal One,
number C 3.
IMPLEMENTATION STRATEGIES
Ongoing monitoring of accidents and level of service, with
associated engineering improvements or education/outreach
efforts to improve safety in target areas.
Comment [JR17]:
Language added to make
this implementation strategy for 13.1.1 more
active.
ImplementTraffic Calming Program
Implement Walk and Roll Nonmotorized Transportation
Plan
Implement Complete Streets
Implement Safe Routes to School
Implement Commute Trip Reduction Plan
Implement Growth and Transportation Efficiency Centers
Plan
Develop Low Impact Development/Green Streetsstrategies
Comment [JR18]:
Implementation strategy
for 13.1.3.
Street Network
Tukwila is divided into three areas of distinct traffic patterns and roadway
needs. The largest volume of traffic, as well as the area with the largest
needs for infrastructure, is in the Tukwila Urban Center (TUC). To the
north, the Manufacturing and Industrial Center (MIC) has a large amount
of existing infrastructure, but has unused capacity due to a change in land
uses and building tenants since 1995. The central and southwestern areas
of Tukwila are predominately residential in nature, criss-crossed with
residential streets funneling traffic onto large north-south arterials such as
Interurban Avenue S and Tukwila International Boulevard.
The TUC has a very unique traffic pattern due to its predominately
commercial nature. Unlike the rest of the city, the traditional commuter
p.m. peak hour is not always the peak of congestion. Oftentimes, the peak
December 2008
78
TUKWILA COMPREHENSIVE PLAN
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gtfijptfifififitfiofifififitfififififififififififitfiofififitfififijofifififififiyfifififififipgf2tfififififiyfifififififififififififififififififififififififififitfififififififififitfififififiiffififistDfififififilfififififififififitzjfityfififififirsfifitrfifififififififififififififififibfififififififiqgfidfifiyy.fifilifibfifififififififigtfimfiafifi n"n
Comment [NG19]: This will go in a sidebar.
December 2008 11
79
)MPREHENSIVE PLAN
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(.O "udlti( ).w!uu
pu s st � pits rNr a��sr� �r 4-7E) " &r14 "Nrr ley tNr: y�;ta slltsltl. lfrr�rn�
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4 ")1 tier "ni&C"
Goal 13.2
1,O 1...
1 "(rl �f "N00! "tfrfr.
• ls t• 4 o "ttf t, :ttr thtt„„,
u1ii jutwtfuaguxufu;w!ut ltgtrr 4 "jya :,
�ltrr Eiji i p st,d m dtrft,jtttjl, l:m s.:
lti lurk,i.kkd :: ,d in tune " :Eff: P "Daj" fHtfio-a� 1.fftf i.P.gMtatjour
Transportation SystemStreet Network
l,:n refr . the en. public street network grh ..Imo a hierarchy of
street designs that serve pedestrian and vehicle safety, traffic movement,
and adjacent land use.
Policies
Comment [JR20]: Title changed to reflect
this section's focus on streets.
13.2.1 Develop a street network plan that augments the existing
system of streets, breaks up super- blocks in non - residential
areas, Ide r;;ns eGDU "ur "uectin thr ou.u; h streets in all areas, and / Comment[JR21]: Moved from ClPP8
provides functional separation of traffic through new streets on
new alignments.
II 2 2* Em hasize a network of Prioritize residential l cal access
t 1 lrg �taat s, minimizing rl d sa sj Comment JR22]: Moved from 7.4.2.
13.2.3 Create or require the creation of non - motorized connections in
lieu of streets where local access through streets are not
feasible, such as on steep hillsides or where property owners
resist streets.
13.2.4 Require street improvement projects and development
improvements to be in accordance with the general Functional
Street System Standards or subarea plans and require an
engineering study of specific conditions.
13.2.5; Require all new streets, street improvements, property
developments and property improvements to provide sidewalks
and other non - motorized infrastructure consistent with adopted
standards and subarea plans. Property developments and
improvements in commercial areas will provide direct
pedestrian access from sidewalks to buildings.
December 2008
80
Comment [JR23]: Walk and Roll Plan,
Complete Streets policy (Ord. 2222)
TUKWILA COMPREHENSIVE PLAN
13.2.64 hiiii2r ?orate 'aut -- ihborhood-enhancir
elements in collector arterial, and piincin
913€11e0C3f
iropresiorrientiii
h
L art aria
13.2.7 ,Desigp residential access streets to iirovide at least the._
rlinimum caiiacity for emergency access and for slow traffic,
Ilkigicalaft or noi 1 rcsftilt,,m0
112 8Ni.. local
13,2,96 Design streets includin 'etr
a
fl miorized. and non-filon.ilized. travel agides U order to
rodupeijitifuries and .fittalities, to provide access to services and.
to encourage non-motorized travel, The design should include
c a1u I
act t
'(()fl
access
Iodate a
113,2,10* Evaluate street ini2rovement
fleatures that suoprt the Complete Streets policy and the Walk
and Roll Plan in order to encouragg walking bi y1u r and.
trJ It UL
13,2 11 Design intersections and sidewalks t0 gi2romote pedestrian
safely and foster walking as a viable filode of transi?ortation,
13,2,12* In eittdC. oadside 1a In benever .feasible for sifgpiiii,mcii
iigud„...liii2rovement piiirects es to he 7 at' 1 ate the land.
IMPLEMENTATION STRATEGIES
111
Implement Sidewalk ordinance
111
Implement Subdivision ordinance
111
Implement Street Network Plan
fi Apply eiiiergency vehicle criteria in street design standards
Priori tize neighborhood quality design f eaturs when
fsiliiiremoval of one lane of
parking before removal of sidewalk)
fl Traffic Calming PrograM
Comment PR24]: Replace this policy with
the more specific language at 7.4.6.
Comment [JR25]: Added language to 12.1.26 1
Comment [JR26]: Moved from 7.4.4.
Comment [JR27]: Moved from 7.4.5.
Comment PR28]: Language taken from
KCCPP T-19
Comment [JR29]: Moved from CIPP 21 and
edited for active voice.
Comment [JR30]: Moved from TUC element,
10.3.2
Comment PR31]: Moved from CIPP 14 and
edited for active voice.
Comment [JFt32]: Moved from 7.4.4.
Comment [NG33]: Moved from 7.4.4 and
reworded.
Comment PR34]: Implementation Strategy
added for Policy 13.2.5
December 2008
13
81
)MPREHENSIVE PLAN
--0 rvie
The Washington State Growth Management Act requires the City to
ensure that transportation _programsupsolects and services needed to serve
&rowth are regionally coordinated and are inialtace either when new
development occurs or within six years This is done to make sure the (lily
an provide the transportation improvements needed to maintain its
adopted standards of service, that is so that conditions do not degrade with
the addition of the new households and workers infllindfallyj -----
The prplected growth figures in 'null< wila and surroundMg areas were liosed
ftn the JUL Ici iiiI l&pttrtfttr the hrattsptoutitm lqemeht
'wrwrehensire Pio/ (2112sitliC o antnftlpfne traftlIc V0k0111CS and ftevefts on
servftee M 2030. 'File. Level of Service (LOS) analyins fts one on the ways
the C fttygnans and budgets ftnr nuture transportanonliroiects.
The City balances the fiscal constraints of its financing plan for
transportation programs and projects with planned growth and existing
needs. 'Fo do thfts, 'lukwftfta monfttors 1,0S on al aft streets to examftne
the ex ftsOng wrftnrmance oft' the s stem and ainfteft nnft -iacts oft' -iftanned
ftand use growth, to &lel-inn-lc what adiusunems wft ft ft need to be made to
mahmaM adopted 1,0S standards et-man-rent wftth new development.
Properly appftfted and monitored, LOS standards nor the transportanon
network ensure that inobHn. vfttaftftty, and quality o h gr is
maintained. For die 2030 plannftng horftzoin sftginftIcam new capa en. wftftft
be reguftred to accommodate. nuture grpwth throughout the cftly, although
tint 1 0 e rokict ca lacftty needs arc M the SOLOthccna.cr arca.
Typcjiiipjlally., jr,05.1,15. j2g0;:g.5..ccj.„Ap......gyablalgxghiciular. jjan.Lyyith
transit. Build.ind upon fftlukwila's tind the (1:1"uthpit!tc! Strt!t!tis
standard,. and. llfransit Niftwork (Zit 's t to dfttftvific» a
MultjulgildsilahlfpftgalspillaeryjcallgilMLOSPulpsnelpflgalarissegrarisppritattpans
gpais across all modfttfts of:transportation. llibiftft (Zit has idfttftntifitftd. llfransit
and. will cftontinuif to work cftioatftly with transitsproyidfttftrs to affthlifyiftft affials
A tikitti(ibile LOS
lin man ay tftxistirigfpfertbiluanctft alglifultyvifta's traffspplitation
t realtftets how -itftgloiluanctft has historic aft beTftri tftvaluatedstswith
strong bias towards auto traved. 170Cued. on stftuingan
flunclion
in thtft 17u.tftuiftps 1 owtipift?jgctioris artft n1 c0r120 rated. into trail:1k models to
December 2008
82
Comment [NG35]: Moved to sidebar in
formatted version
Comment PR36]: Information added to
show how City's LOS standards are regionally
coordinated per RCW 36.70A.070(6)(a)(iii)(B).
TUKWILA COMPREHENSIVE PLAN
Modelingfritsultigyfalong with a list oftprojects need.ed. to maintain adiciptetd.
on arktrial stritettgyfire includ.ed. in the Background. Report. illtukwilats
11:2125.021ltati.Q.11......S. stem
handflui of' locations operating_ at aippor automobilit
o n -Mo tori ,z ci LOS
libi6peciestrians and bigyaftists focused oil measuring 17actors that
hlimaci: the safety and (,..orrii7ort of pedestrians and bicycj.es rather than
oarrtir on on and dela In 2007 and 2008 '17-ukw:ffta 011 d
01fto 01
arteriaft streets using t' 20 110 Ell lgifowa Ca a
Iffiveft 017 Service .120110 liCM metbodoftogy. The 20 f„
MMI.......(7)S did noilyoduce results that coffftd. be -used in a shialftar Ihsbion as
the automobile LOS, which categorizes minutes of delay into an A-F. The
City needs to create or find a system for quantifying the conditions of
pedestrian and bicycle facilities so that a goals based approach to
prioritizing these projects is achieved.l'he Cif wilft continue fo cusfon-lize
's vision
or a more balanced mix of mobility options.
Trans fi t LOS
'Irransb stirs/kit, both kreigtkincy and hmenippn (nisi:Rd/kg, k an kriportant
d 11.2 trans :tort a t on network. 11"h e Cit uses the 1"rans
"apacioi and fillialify BISelivice publl" shed by the '11Ransportati.on
Research Board, as a methodollogy to measure Ilevid okservnie for transk
"Bliansid Neiwolik Plan (Perfect 2004). 'File Plan allso servkit
krequency needs for thit City and lackby hitiprovements necessary for
robus dnd kimsn sitrvkit
OS
LisadEstr„„„
„r2u1E2„
V eh i eh
hour
Comments
1-asfseligcrs don't heed schedules'
fi-14
tilf,tifigitgitigitiggightfingy
ahs engsrs cohaf s hada/. s
1.5-20
3-4
MaXii1111111 desin:lble time
to (.lit [thus misfsed
1)
21-30
Servic e unattivetive to clioice riders
31-60
Service (.:tv(.litable (Awl/is hour
P
(i 0
Service ithattil:mtve to all riders
Qiiality of Service Ma.rfuill, 2003
1 1 01 S1 VR FreKirrelle 11,(1)S:
1,0S
/loan,' per 1,)(pv
If "milliner 1,f
A
...............
19-24
........................................................
.
Niishi or owl service provided
December 2008 15
83
)MPREHENSIVE PLAN
13
...............
1 7- 18
.L.Y.f.............E.k22.111g.....,YkZ.E.1k.......P..E22.11..dkV
...............
14-16
Earh, evening .service provided
12..
12-13
I.:kill:um .service )rovided
I:
4-1 1
Peak hour .service/linliaed nliddav .service
L.::
0-3
Very linhied or no service
Ss00.orss: rsinsit Cdpsisity siTvdi (,)0tosility siSsrviss IVIdTvudi, 2° Sis 20003
I°"gtore, /111 Illours 0 Scry ..°e; 1,(1)S
Metro a
residents and businesses. At. this timsr the City is not ths',: owns',:r/dps',:rator
sm-for(-55d.. tiowswe:15.,. lisukwila will cmcourage all transit_provid.(5rs to
achisw-(5 and. maintain a minim-um C and. focus service within
s',:vs',:r 1.5-20 min-dies thro-usho-ut most allth(5 d.a on its 'Transit
- Soul - 111rm
.ovide transit s.„Tvi.(„..e. to Tukwila
110ftftownig, n, an asscssiflictla or cxka lfl aratls"u s",rvR‘c on 'II ull<v,/"Ia's
Corridor,,'
l< "nig C'ourd ea -0 ldn orridors "ni rukv,/0a 00 wh"R‘h ha,"
Largc1 yerv"we lievek (we Labile bellc)w). Cb-her bu's roubed ncr irlord
dle Labile bellow currerdlly yrrve
Table 13-3. King County Transit Corridors in Tukwila
Between
And
Via
Major Route
Comment [U37]: Moved below to create a
new policy 13.3.13 for transit LOS.
edera Wa
SeaTac
S R0-9 9
A Line
ent
Seattle C0301
111 kwita
150
-11""ukwi
airwood
S .1.80th St Carr Road
Renton
Burien
S thi' h St
01/00 (0 0 00'1e)
-11""ukwi
Seattle CBD
Pacific Hwy S Ath Ave S
Admiral f)istricit
Southcenter
California Ave SW, Military,BdtJOBS
111 kwita
Des Moines'
McMicken iiiitightl5eadfac
156
0<ent, Sealrac
180
liouni, King County Ma o' tai:get 11....,()S on the eight major
corridors as of 2() II II is consistent with 1701<wila's in terras frec...11winc„ly.....,.
except 1701 101 ul< wila to Fair wood and from Adillir aft II)istr-i.ci„ to
SOL0 h H0 1 1 towever.,..rnost 011 d01 are not serve,d with 17re,queli0
Rai,-„?id Ride, A 11...,ine and the 1,7laimidRal„2jd Ride;
December 2008
84
TUKWILA COMPREHENSIVE PLAN
between Seal:lac Ail:vast and Seattle,
meets the s stand.ard. both in tyirms of' firiddiughdyidiiisiti
Ilitilhieninianialion Plans
Tut northbound. and. nine southbounii Sound.er
proyisittitgi5tiinytittirtheityytiiiiitinSeattle and Lakewood with a stop in ""Tillkwita_
isiiiidjuScratinialiiiiiiiikrtirliiii2nFoitihtliiiiiiiSsytuth Line round. trips are being
implgragnigcl. beginning in September 3. allhinprelidititaariyikakiallu
hiiididwa„ s for the deak ho-ur of' servirci which will Prins the South Line in
in harms
ter s of' time s Sound.
itirght5ttillitli3iSdrytintit jriaphirdaiiiithattpritntanisprii2)
d ■d!!1:!:!:d!! d " !! :d
prc
1
1 ! 1
C
Ilevir c
‘c-iN " sui‘c
.(` alaid 11 -di key "tractrsch3"cinsts
1 :
1
1 1 "
I
d !I, din
d d Id d
tilde
tEirtinsi tilt) clityls
1
rnidw
!
arid:-
1
was
Pireteets mine s
lan
E
PlEdife -
risetinkit
d d:
!
I I
nind
-
December 2008 17
85
)MPREHENSIVE PLAN
ISlS ' " tveist.
Goal 13.3 Level -of- Service
Traffic levels -of- service that provide safe and efficient movement of
cars �l buses ql l 02tek and
incorporate evolving, . y. `.1oiluzllle land use and traffic patterns.
Policies
13.3.1 In general, use varied Level of Service Standards according to
shall vary by differing levels of development patterns, desired
character of streets, and growth management objectives. IT;4 & --
411 - 43 1=1 41¢ V =- l=r1 4 &4 t4+1€ ;= 1;t4IF IWkW .Bail 4 -141 -
419441 €44 -E tl f-- eVit4 E$4 €4 1,911
13.3.2 Use adopted LOS standards to guide City improvement and
development approval decisions.
13.3.3 Maintain adopted LOS standards in planning, development,
and improvement decisions.
13.3.4 Provide capacity improvements or trip reduction measures so
that the LOS standards are& not exceeded.
13.3.5 Evaluate impacts to LOS Wwhen reviewing private
development proposals, and require mitigation and /or reduce or
delay project impacts if necessary in order to maintain adopted
LOS standards.apply the -
mitigation, if required, that will 11r
g� ^11�n1 °�ai�w 1°oHHa1°( 4.
Comment [U38]: Revised to reflect a greater
range of modes and desired outcomes.
Comment
JR39]: Moved to 13.3.9
13.3.6 Prioritize transportation choices that provide capacity
mitigation (i.e. transit use, carpooling /rideshare, pedestrian and
bicycle facilities.) After considering these priority
improvements, consider other street capacity improvements
(i.e. signal improvements, street widening) as a last
resort_ Comment [RF40]: Re worded f or clarity.
such as transit use; ridesharc measures such as carpooling as
capacity mitigation measures; and pedestrian and bicycle
facilities. After consideration of these priority improvcmcnts,
consider signal improvements, other street capacity
improvcmcnts, and street widening as a last resort.
13.3.7 Csi a program to monitor congestion and
evaluate the effectiveness of the LOS standards rrl rovidirrlg g
December 2008
86
TUKWILA COMPREHENSIVE PLAN
realign se.
Automobile I...revel of Service
13.3.8 Highways of Statewide significance (HSS), including Interstate
5 (1-5), Interstate 405 (1-405), and State Route 518 (SR-518),
are exempt from concurrency requirements.
113.3.9 thc H() "MB ("by furnprcivornchl
sand dhiibilloprimini airiprovall dhicflsflons:
- The 59.10Thc101.g......g.g.g.Tuliwil- -fi-Cimiter corridor
average is not to exceed LOS E, except for the Strander
Boulevard and a portion of the Andover Park E corridors.
Methodsology for computing the average LOS are is. described
in the Bacikground. Borgia CiemprehenRive-ThII-:if..y7.ihatih
Bui 0) )..incurrency Ordinamie.
The Strander Boulevard corridor average is not to exceed
LOS F with an average delay not to exceed 120 seconds.
The Andover Park E corridor, between Tukwila Parkway
and Strander Boulevard, is not to exceed LOS F with an
average delay not to exceed 120 seconds.
- All other non-residential arterial intersections are not to
exceed LOS E.
- The LOS of minor and collector arterials in predominantly
residential areas is not to exceed LOS D for each specific
arterial.
West Valley Highway)TESR--t8-1*apclSR_5:92, as ft
state highway5. of regional significance, brergiiildectharm
Biggional Isevel of Service Stand.ard. established. By the
Ruggt Sound. "Rggjional Council and. WSI)07117. Automobile
lgyigligisbrirgrigigggis not to exceed LOS E/Mitigated7-as-
Elefidaed-by-PSRG.
1-5 I-4 SR 518 and SR 99 as hi ishways statewide
'tote high
bigoted, as tityl 4 by PSR(
IVon-Molorfu;cd 1 evel (4;yervice
Comment PR41]: Added to meet
requirements of RCW 36.70A.070 (6)(a)(ii)
Comment JR42]: Combined with bullet on
SR 181 above.
December 2008
19
87
)MPREHENSIVE PLAN
hR
this Plan's land use goals,
sidewalks ewalk bike ^ iane and
C S a1 eo�iaft
ywnioi�ru wnu�a, ai�gn ( °oLoWWW.yw v"s"on,...11o
°owl u., Vusoon 2040 and Q " iora.aat on 204
se the Transportation Background. 1 °fsa °i.,, and. the
te t oll, ll iaui leitmal k .p m °kil°i izallost . cherul e, .
I...au
ell in conjunction with
t Ge °onstru c ion oll`mtw
1 runsil Level 5,?1 rSerr c e
2 .11i.vQ1° x1, . llp »r 1
ur upc�
iuu212 n ..
influence service are
i'u.nllkwiia.....
llw .w .11wp pe vt» °ate °. atstiugl yell.2l..
p iu g Cou.n y M etro and. Sound. 111rans
1ra1ut111.11alltivaii 11
nti2 intuu n
Street lallassiii� °�pii��uD
Ihy._ uu °aeY vp
�� w��� °ic wi�I��e p "�➢
»rieru...to
Quvw° pc.�gr
iuwap d- SR 599..
Lave, . ' `var vice tauu a:the
Rea land `V-,
Ref,- 1e1ftaii y '
IMPLEMENTATION STRATEGIES
❑ Continue to implement concurrency ordinance
Continue monitoring of traffic volumes and levels
of service
L Implement C'om Streets
Continue to implement op.aauuon, u�
ge
...... p �° i "� °ip...iy� °iuu °l"on programs
Continue to implement C'oY��t��LOQ
Continue to implement Caipuai IIiiii)rovw °i 'na..i
December 2008
88
Comment [JR43]: Language moved /added
as a bullet point and changed as shown in track
changes under policy 13.3.9
TUKWILA COMPREHENSIVE PLAN
Manual to d.evelop a multismod.al level of( servi(te
Toolpodate the analysis d.one l'or the Transit Network ftlan as
hoh
City oldhubwila strives to collaborate and. cooperate with the region's
rid.ershipoo within the City oldhukwila d.rives the need. l'or both service and.
amenitie45. and. access to transit servi(te are ati (tructial for attradoing and.
„(Figures 43 and 44) were doaveltaptozcl, as shown on
Map 4boTra.nsit Priori( C.(orridoors are those corridoors wh.ere tra.nsi.to service
Tukwila International Boulevard
ttra4 coniptuttrni 'hudkowtta. Courturtutor th11t/Arnotrak St(itton. t
10 tncrease transtt brut uenc
and
corhiopt, Soriano, olnahtun in Fount allidoriontornn or nellhodualoon arc
t Bleed
Comment PR44]: From Table 2 and Table 3
of Background Report
December 2008 21
89
)MPREHENSIVE PLAN
l'rrarr�rra° rllcra
�' °a� uv up pry °ucp °udv t "c ° °ucNcr ° Va�v�a�u %c °a�pucb uv uc�ar uQ�ul., p °a� lv�up c °cr ° °ucNcb ° QvJ ara� Ihv,::,
bpd ",Qa4D�p, Vd'�a af� Q "a v VQ 4'��a "a QV4b�paf� d ",�paf "ald,Qa "Va d ",v, 4'��Qlll Vab� aff1, afd ",a'�pQ �af�pd'�
rua�ara�. ac ucN a�rullcr °tu up" Iuyap,uc acV c�ap,a�up" a (Japruara hrlQ'uar IrulhVuc° a u% °aa�t�cuc pru °ar.
l' pe classification system uv �Naa�u „� ua�N deb Iha igaxulhVa �uu�N ��a�a�ua�t �pau��V�pd
d�a,r °Va:u4b�p rV &Il V�pp "�. u V iyoulsrlr°y „4rl Jifa "via "w!uQ Q "a �pv VQ "4rruQa „� aI "a” °4r�pQ &IV:Vpayc� Vfp...
Qlisz Bac°k'Yrou.un Ql�°��� »� °� l'r:rl rll� 'l' °� ra 1p� acp rk�u °4 lrla u. l rcll acp� is r kr pku c:.
1 Qar� °4,�r� ul ua" 0.d' &bQV4'� pv 14'�f" a�a "f �V�,a " °�pabVpj�a "a &b pd'� V 0.1f "�la�lf "lug Qluf "a" pa ,a,d'�a� &b "a"
contained in thc. 7117ukwila 'Q"r°ankll Network »r°lk Plan: sf.)-i i lu g r u that
��� °rrrrcckrp. �1 "uuug� "`,�bruuuQym�laQ °�r ���uu�N �rruuu�N JI "'��uua�uQ r °�buuQ °�rV r:�u��uu�a;� Qtr.
crr�p.ayy,
� auracrE�4iruscl p "aurpyais,4p,
Typical Adjacera La [J,,,w
"uckvacl�,ra.pa�,cpur�,op�, Qroaa,lu,r�.pu,�,cl, luaal
a °appuaca °uQy pac,uvua° , pcuucl auu0,ua ,rlucauuacQ
Qupcuu "suQ Quu „purs
N/llajcir p.rivcIlte and puuulIQua" (level(
rc,plucauua l ".upauuupQa aaaua” , croVrcauuQcl PRA. pu
adjacent oca residential areas.
p "pk pl ',4( 1111 "Ali.
11 "rakvacic',rl pa c',cpuuc',op� a akcic',a®at.c, speed„,
Qrr.paQr ccma a aoy r, ,u °vua , a"cauauac,a"Qucyns
luc,oween tnclijcir culjvaoy a;;,c,aa0c,ars „and
scku ur, inteaar,paacyn al Qa ap $
N/llajcir plu uv®ct.c; and puuuIQua" dev Qmapur uc',oi is cap..
➢c,glacynaaQ cyr rsigmipaa aaaace; adjacent to
a"car ur uc,ua"uacQ aow!cluusQaadaq, and luupalu cic,ca saoy
residential l Q ind. uses.,
A]pp "ll'
M1.1',4( )lk
`( )G )11..
Provides a cauaua,aµ°.tucauara l ow ,urJl
transit cic;stir iticauu"., a"cauua"c,
a"caoaoac,a"o and ac,acapcaaa” , o acpcaa aca"oavaoy,
centers and. resi den ti al areas.
ly�l ar ii
ppa uvacO , aruucl puuuluQua° cl ,vQckpuuu ,ouQ�.a
aalQy gi , Qcaa °aaQ s QaclpaaK „„enQ Qca Qrupala aa, d,,,„
uuuur cic,uu "sao�,y ac,raacic,uuQaacQ acuc,ac "s acra wc,QQ
pc "s a °cao��c,ua °aacQ.acac,ac "s
Provides a cauuuu,aµ°.tuckoaraa>r)Okvc,rr.
uuc,uplhhcaulucaods fluid. aac,aa aaQQaaaa"Qucko s
"prlucau
aa"l oollra luuu
al0acl rsarproQ 1
lucacacl aca"Qavity a ,uao ,a p, r.uua"lu as
tea°ueiticuuuaa1 lila in i ,
j ",�gl"UCDa �qSD,
uQy
1I"O If Alf
llcuacclwacy.rawaQ6rcauuQ c,�tara0auarl Qaacur
",c;u vua °c, car "c,u vua °c, luuuQ aau a„, pucaQc,ua�
(r�Qrua , Qaaa�lla saQ acDaiGlwaa
Table 13- 41,11"„
ac .44 ..
Goal 13.4
cr ° °ucNcrk° t Va�v�v�uluc °a�1 b�ua.
Public Transportation, Transit, .idcsharo
Efficient transit capacity that will reduce single- occupancy- vehicle trips
to, from, and through Tukwila and provide public transportation options
for all Tukwila residents who depend on it.
Policies
connecting a Tukwila multi modal center, located at Interstate
December 2008
90
Comment [JR45]: Rideshare policies moved
in to new Transportation Demand Management
(TDM) section. TDM - related policies have been
moved in to new section, and changed as
indicated in strikeout /underline format.
Comment [NG46]: It should be public
transportation options for all Tukwila residents
(not just those with no other options).
TUKWILA COMPREHENSIVE PLAN
105 and Interurban, with Everett (Boeing) and serving the
freeway stations, such as thc Bellevue Transit Center.
Coordnate hall the Washngl.pn State 1)...,,Ipartment of`
Irransporta6on to 11 iv anci support the Amtrak C1aseades
13.4.32 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.
13.4.4; Pursue amenities and funding in support of a pedestrian/bicycle
route linking Westfield Mall at Southcenter to the Tukwila
Commuter Rail/Amtrak Station.
13.4.54 Continue to provide Commute Trip Reduction Program service
to Tukwila employers and Continue to provide assistance to
King County Metro, 5iancl,......."acuhi.L......Washington State
Department of Transportation, King County, and other aeohyt,
agencies in increasing people-carrying capacity of vehicles and
reducing trips.
111-3s4",-,
-CS
:11111ifirie40 efleetifat
rto1133-gjs3ss+
I
ser
les13, 6646-1616563-1es-3694
rreportatien 1mpre66133e146
sUppOri, participate ihs Vat
etePriterrt (,), I reg-ie-Hal/rapid
service to the '1'614:ws d ()their errier,
nc)1()gies that v,d11 set,
titErEV ill in TILik
1 3,4,7
ep1 e-1-36601437 .
3ves-31 e---Ur,bart--Cheh4 ehs----T3 e.33efehrcds-route-60 1 6be-
thes-eashonse
ieec13lsad--66hunning-436)-uthsfrof 11::331 :34;4—
Air"dis
Sseutheenters 4114 is
est--andrin Throx413114466.the--
UC lhansit Center, then lung east rtitinu-ng adjs 'era 6-)63fh
pill-all-el to Strarr d, across Vest \hal 6110-m66y-
an tosa. uccrsud station adjacent to the 11:4 1663k-1 SKsun
Statl •sngiacrosd
13.4.6.8 Support forming a partnership with Metropolitan King County,
in the area north of Strander Boulevard in the Tukwila Urban
Center, in order to locate a pedestrian friendly Transit Center
Comment PR47]: This policy is outdated.
The Sounder train provides a connection from
Tukwila to Everett (Boeing).
Comment [NG48]: Boeing Access Road called
out per MIC priority.
Comment PR49]: Language moved but not
changed to new Transportation Demand
Management section 13.x.
Comment [JR50]: Language moved but not
changed to new TDM section 13.x
Comment PR51]: These two policies (13.4.6
and 13.4.7) combined and moved as a bullet
under 13.4.12
December 2008
23
91
)MPREHENSIVE PLAN
and related amenities. Maintain a partnership with King
County Metro in operatk n and maintenance or the Tukwila
Transit Center.
13.4.97 Research and pursue a " . C Souutlnp enteu°...area circulator service
that would connect the Tukwila Station, the Transit Center,
businesses, and attractions in and adlau°u °n �Q the 211 .:uui an...
with frequent service to encourage reduction of single -
occupant vehicle trips, enhance the Southcenter area's image as
a lifestyle center, and bring more customers to all businesses.
13.4.8-1-0 Encourage and support public transportation services
including:
expanded dial -a -ride and fixed -route van services to areas that
do not produce enough transit ridership to warrant" a bus
route,
sy.te mahhgu °rai n ( SM) EiRttp. the
continued development of commuter and light rail particularly
with service to Sou.u�5u dnleu°...the ld���d��E ila l:.N °N �r�� ��.<° �.u� °1 au° � ^a.; and
the Manufacturing/Industrial Center.i, and
continue to provide and support Commute Trip Reduction
service.
1Y �a #.rl� l� ti�d��ia sp�lp ;d�al� u app _sign
ee+. �v��ic1 FVilp vary etc {�
.Efe
13.4.942 The development a11d s. »g of any light rail or commuter
p � � °x�u "9.
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, buscstransit, biking, and
walkingcommutcr 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,.......and. shall be
u:; » »rdmat.ed wit.f »�luu�r transp�. Su,u °v�u;e.
Such systems shall be located in a manner that provides
multi -modal connections to serves the-Tukwila's urban
cuu_ ilea°, - id ° #m-n-- Gente+ Manufacturing and Industrial Conte
December 2008
92
Comment (3R52]: Language moved and
changed as shown in strikeout /underline
format to new TDM section 13.x.
TUKWILA COMPREHENSIVE PLAN
and transit centers-etheieeetiployTmee -,--aeEdep,apalE.,ffl-
,ee44eirs and the Tukwila ulti modal Center, so as to
encourage he development eHt:Htl+e5e-Gefo- .tt' in the manner
contemplated by this Plan and the Countywide Planning
31e,ntepetter,ns
dire that pee ed in c
transit faeitidreed—recadequ' andernanaged teet 'dead,
,
,s,pillover par Feel ''opeet,
IMPLEMENTATION STRATEGY
111 Implement Commute Trip Reduction Program_
fllmplement Commute Trip Reduction Plan
n Implement Growth and Transportation Efficiency Center
Plan
fl Implement Walk and Roll Plan and Design Report for the
Walk and Roll Nair
111 Encourage transit providers to meet minimum level of
service standards
fran.voTtation.. Iit.i nand .Manqgernen.t.
'Irrarp.pilatmn )1 and Manai )1V1) t4e:, ruoveTomeAlt
and 1od. 1 a hn han wh i k. by 1,21°0 Yiding,
alternatives to dritv"Hig )1V1 bn K on-lirrliunily b ax"n-rUin e
4:.,ncy or L':.,x"N."Erig "mllrastructure:, and ft nia"n"mg the hirlipacts or XL V
tranIc 10 imigliborhoods by pioinotnlg 0 rarIA.2pilat"100 options such as
carl2pohng, vani7oohing, trarls"u, wanK"nig, Nk "nig, ue:,k,':,work nig and Illc,x"th[c,
work !lours. Ile:.,duchlg vehicle 0 rii2,5 hiflins an and waue:s ppfluOon and
supports the C"uy's corrlirrntru:',Fit rc,ducA:., gre.,:',Trilnous,':, gas rritssons.
workers busitme:,ss
own,c,',,re,,,,,,,,,re,siddmis and. visitors. 7Idukwila ad.opted a Commute,',, 711,7rip,,
1,0 reetd33,','
traveled. 7Idukwila ad.ogled. a Growth and. 71Franedp,ortation Ellidency
Comment PR53]: Walk and Roll Plan, Ord
2222
Comment [JR54]: Language for 13.4.13 and
13.4.14 moved and changed as indicated in
strikeout/underline format to new TDM
section 13.x
Comment PR55]: Walk and Roll Plan, Ord
2222
Comment PR56]: This is currently being
implemented.
December 2008
25
93
)MPREHENSIVE PLAN
(fd i"ll it 2 9 ^1 Iggl. 122l^ ll 0.1° iggalgcl ..widos
i "u.ukvi iGa' upi °t an °�'�� "rr��� °� [Ind Cl Illlg Plan and G I"ll "" P p l°ovid GOc. Y
2a1QpIu g rrlgg gng f ...11c r i ".c✓u a i urban c rrw'° and ftlic...
Itnvfllanju.un° nk anl, Ifn iuu ,i;n °iaG ccil g.E. ,..
Goal 13.5 Transportation Demand Management
Support transportation ,system improvements and programs which
encourage transit use, high - occupancy vehicle trips, and non- motorized
transportation to reduce single- occupancy vehicle trips, vehicle miles
traveled, traffic congestion, and greenhouse gas emissions.
13.5.1 Continue to provide Commute Trip Reduction Program
nw^
service,, to Tukwila employers to reduce �flruywn- aicr
ou° < >uup i trips, vehicle miles traveled, traffic
congestion, and greenhouse gas emissions.
113.5.2
The City of Tukwila will set an example to other employers by
a commitment to reducing dftrive-aloftie trips, vehicle miles
traveled, and greenhouse gas emissions through
implementation of CTR goals.1
113.5„3 Work,_:
Trans
transit uuse _ H1
vide
uu➢nuiL_av_
f 25.4 Establish mode -split goals for all significant employment
centers which will vary according to development densities,
access to transportation service and levels of congestion.
x,.3.5.5 Continue to encourage the use of rideshare, transit, bicycle,
and evolving technological transportation improvements.
q .5.6 Encourage transit - oriented uses, development patterns and
pedestrian amenities in the vicinity of high - capacity transit
stations.
13.5.7 Require that parking facilities developed in conjunction with
transit facilities be adequately sized and managed to prevent
spillover parking onto private property, public property, or
public streets. "1ann5ilunn. a pnrnaink dad n.0 °ui...
pan °Icin.g ill `as�ici��ic »rrnaG...kan °Icirr�.g
December 2008
94
Comment (3R57]: From GTEC Plan p. 37).
Comment (3R58]: Added in support of CTR
Plan, GTEC Plan, Walk and Roll Plan.
Comment [NG59]: Previously 13.4.11
Comment [NG60]: Previously 13.4.5
Comment [NG61]: Previously 13.4.13
Comment (3R62]: Moved from Transit
section 13.4.14 but changed as shown.
TUKWILA COMPREHENSIVE PLAN
IMPLEMENTATION STRATEGIES
Ii Implement Commute Trip Reduction Program
fl Implement Growth and Transportation Efficiency Center
(GTEC) Plan
L a
➢� q�
cr
r�rrnoar^ llpw° cunr° ....
Rffdeshareon'I
-aftorl awes a
or l� coinr a ldy ouarp;,
0
Non otot ed l t an pot tation
adorinar^cfl lir° � pion nr raor °uzwn fl p
Roue Puan., un 2009 as well as a Complete Svc
requires tvyw City aranl poraaa on iinprovr ^rnei
alnlnr rinr °uaar "_ar °�`onn1rrocflaaoOn u�rr °._Inr,d yap °uan , �n „fl�`:.
�° , w)rd p onroauup,g saf veraauo
nr ^r °�,�pn� of �un
uu auuoau
aion Irurrup,,...:
Irouucy. Q'Ns Irouur y_
social
l'he Walk and Roll Plan ffnr °Gcucla�,n an rnvr n��c »r
r��ururl un... .. cn, ancl:..prr clr °nu vm Inpo pra�ln p.,....
g
The Plan also identifies projects to gurude City urunpkctmeneap.ion off`a safe
and r`.omprGr° �° non:.runc »�c »r°uxr °nu nr °(�wc »r °Ic. ';� "gr° �° prcppr °a °�, ar °�° runad u.upp. o ((.). g
ust Of missing sidewalk segments anc
a method algprioritizing which
...
rn ne runr °nts ` c »uu c c first., �ra�u prcrgr��i`�n to gtxpand..
unn. g g ...nr" r,crg,n r °urr° a�i ....
xu hng.. y �r °rub o non runer�c,p°uzr °nu rrp ° ugnu1noihoc »cl..p °onnr °r;honx., gnd (2)......
a narperc nr ...xr twcr ....c c Igi s cl(t Irienc.ly .Routes exNntung and planned on:.
Ir °n am �r °auG flcplr "r`�L..�ga� r °r�ifrr °nr °rrr:�; a 1nur -r °Gr° rrrr�°p� or°I
n�r.r °r °i Igr °uGU�.:
r°onit ,ct. ,cfl to uocaft and rwnguonau flwn aun Quons and w ^xu,naung agcl prGa nr °n;
unur °yr, °:own Di uw °bpcflu , rcr Dac m acljar °a�,n� juoroscflur °�uons
01
oaoruzr,ucfl
Walk and. Roll Plan commits the City to promoting prrn,grarnn tha
r r'f
nu.uf4n.�n »r °t ancr °nr,c »u.u...agr" n4cuna cung C "c »rrrurrrru.u�r° ��...0 qnr °rcur °tucrg....
ar °�l I�ur° � a1ncl Mgr° "u�y' gnnuuaG prar�ur °uyaa�uc »n )n �nr° p °� °guc »ny 1nR
1 rgdc.ntruan r »ovum,..
Goal 13.6-5 Non - Motorized Transportation
I and kiwi Catcgoiy
II trips.] k non - motorized transportation networkiS '/c sandw
comfy-table, provides local and regional connections to neighborhoods
and activity centers, and makes cycling and walking viable and enjoyable
forms of transportation and recreation.
Policies
13.65-.1 Implement specific improvements that provide safe bicycle and
walking capacity for regional (Category I) and local (Category
Comment (3R63]: Safety and comfort are
appropriate priorities for nonmotorized travel
(per Highway Capacity Manual and
nonmotorized transportation industry
standards), whereas safety and avoidance of
delay are the measures used for automobiles.
December 2008
27
95
)MPREHENSIVE PLAN
II) trips.1Consider and provide for all users of the roadway,
including pedestrians and bicyclists, when new streets and
street improvements are made,
13.6 .2 Continue tf rii. Street
p
1131'1: sidewalks on access streets.
13.6 .3 Include pedestgiau1_and. _bicycle improvements in street
improvement projects, as appropriate. The zriot
tut- f_ 1 y 11 _ _ih kaLges _and _the Bicycle Friendly Routes
map a* ul�dk� h tl ➢�_ Walk and Roll Non- motorized
Transportation Plan is the priority network to connect schools,
employment centers, parks, shopping and other local and
regional destinations. Ion designated bicycle friendly streets.
13.65-.4 Continue to pursue funding sourcesgrants to construct
pedestrian and non - motorized improvements.
13.65.5
Continue to coordinate with adjacent agencies on the
development of regional non - motorized transportation
improvements hi, fi°ouuugh and M hfi kwda
113.65-.6 Continue construction of neighborhood links by P rovid €ing
additional sidewalks and foot trails as opportunities and
development occur.)
13.65.7
13.65.8
113.6.9
13.6.10
13.6.11
Pursue converting railroad and other easements to pedestrian
and bicycle trails.
Require secure bicycle storage (i.e., racks, lockers, cages, etc.)
in appropriate locations.
Provide way - finding along roads, sidewalks, and trails to direct
nonmotorized travelers to trails and destinations.
Continue to work with school officials to promote Safe Routes
to School projects and programs., an d revire safe route s to
°f� »t »G 1rPp��'� »V.ru g .. �uruCf . � �� °y✓ Glc ;rr� � °�'.�, v✓ Glk, ........
°v...pr y °rr�� » ° °uu�'. .Qp.. .eSI ;l�° � °ink Q.. v✓ Glc �'� »uu� " ..,.
Provide more than the minimum for pedestrian safety ; �ptiou�t
include wider' sidewalks, landscape buffers, street trees,
pedestrian -level lighting, crossing enhancements, patterned
pavement, and improved driveway design to encourage
residents and visitors to walk for transportation, recreation, and
improved health.f
December 2008
96
Comment (3R64]: From Walk and Roll Plan,
p. 93 and Complete Streets Ord. 2222.
Comment (3R65]: Complete Streets does not
limit bicycle facilities to the routes shown on the
Bicycle Friendly Routes map - this map shows
the priority /backbone network. There should
be some consideration for bicycles when a street
improvement is made, even if it is not one of the
bicycle - friendly routes, since cyclists are
allowed and can be expected on any street in
the City. If bike lanes do not fit, there may be
other improvements (signage, loop detectors)
that make a street more amenable for cyclists.
Comment (3R66]: This is Recommended
Action #3 from the Walk and Roll Plan (p. 20-
` 21)
Comment (3R67]: The Tukwila Zoning Code
(TMC 18.56.050, Figure 18 -7 and TMC 18.56.130
provide minimum bike parking requirements
and development standards. This revision
broadens the range of bicycle parking the City
encourages.
Comment (3R68]: Walk and Roll Plan, p. 44-
45; PSRC Bicycle and Pedestrian Advisory
Committee, GTEC Plan p. 37
Comment (3R69]: Recommended action #4
from Walk and Roll Plan - "Provide more than
the minimum for pedestrian safety" (p. 21, 39-
43)
TUKWILA COMPREHENSIVE PLAN
113.6.12 Continue to plan and budget for non - motorized transportation
projects within the Tukwila Capital Improvement Program.)
113.6. 11 3 transport Ilion flundi go for ...
13.6.14 Maintain existing unimproved rights of way if there is a
otential future o portunity to create a non - motorized connection through
stairs or other trail improvements.
IMPLEMENTATION STRATEGIES
❑ Adopt a non motorized transportation plan for the City_
Follow ahp; Walk and Roll Non - motorized Transportation
Plan and u')wnsign ao pt.orsuc additional pwndcstrien and
❑ Pursue connections between existing pedestrian and bicycle
facilities,
iuP000addh bu +, ,rt} of es
[I Update the Infrastructure Design and Construction
Standards with improved pedestrian safety and amenity
designs.)
n Adopt a multi -modal level of service which may be
incorporated into the City's concurrency and traffic impact
fee program.f
[1 Develop local woyllp
o �y °�ru�� � ��� °� (-) p guru baip a c»i.
Develop a consistent regional way - finding program for
bicycle routes.
C "ontiftoe to provide stalk, koA2ort to the Safe Routes to
School Committee made top ok City and school district staff
iq
coordinatc grant applications, events, and spot
improvements in school zones.
Adp;,, »pl the ...'i "u.uicwp�� School i)istiir1 °booi walk rourka Puiap�s
guru gyp uvusuop code...
fl Participate in the National Documentation Project annual
count of bicycles and pedestrians at designated locations
throughout the City.
Comment (3R70]: Added to be consistent
with Countywide Planning Policy T -7.
Comment [JR71]: Combined with first bullet
point.
Comment (3R72]: Recommended action #4
from Walk and Roll Plan - "Provide more than
the minimum for pedestrian safety" (p. 21, 39-
43)
Comment (3R73]: This is the intent of the
MMLOS, to provide Complete Streets
improvements per Ord. 2222 as new
development occurs.
December 2008
29
97
)MPREHENSIVE PLAN
WateTin wd Ali "
ukv,/da's Urban Garth's and MarulIctul-hig and hidusoiaft Garth's (MIC)
include r'cl.a)l, coiinfiL'scal, and hidustriaft bushm),)sscs wh"wh s),),r\a„),
Iladroad tracks ovviaL)d by 0-4) 13u1 fhigical No 11.1-4)rn Sawa I°)),)
I3NS1 and 1,1Mon Pa(allIc (UP) railroads run non.h/south throagh
ukv,a[a. 'FIE-4)s))), ra" ft maworks can- " a)),)nria0onaft and don-4)sa. "w. car ,o
"m[arld rrliarias and sc;r\ h 3o oirS),),aul,), dEm),), north and )11-4) Port oir
ac)QPic)) o 1.11s) and 0W1 oftkd by
radroad compan"4,)s and p vaa)),) pyQp.s,)))) owncrs an:), ftocaa)),)d "nr) alma
SoualocAum,)r and MIC arc,as. 13NSF has a ruuM-ruodaft storag.)))
Marmil)acwrilig and Iridustriaft Center ni rioram-ri a UM) Amtrak
and 5Qtfllcl 51° 11:qcs
hignwannyand. thcrnrcwaltmtsf manuffacturingywarcthousingf and.
volumtH. 111h(f str(fchs with th(f hisncHt truck trallinnyn_West_Lallny__
Highway south of Stand.tB Boultwarny Inn:Turban
Avcm-u(f South north of SR 5912 and. East Margitsal Wa South o 1 of'
Bocang Artsfss Road..
1-hcz pQrljpp thsz jihtEglipi5b 13,iyczr 12.-Jokyyjig. jigrjh QI:j,licz Ifigning
's Manularturin f and Industrial Ccmt(fr and is
arctfssibbf to shipping:activity. 1111.1rf rivtT r(fmains inacrsfssibbf to shipping_
gcnifyll: south the llturnin f Basin /11.1(ffb it ran bc:; atssfssed bygn:Bally
wanfr craft, kaynks__,Ind canoes cinly.
11111r1mallonal A11100111,
in northern llrukwila at the City's bord.er with &tante and. is omf of the
busiestrprimarynfonthub an:ports in the nation. 111he ajgbort schves small
commerdal nassenger airlimfg, cargo carriergf_nrivate aircraft owncrinf
to abproximaibly 150 trfnant busimtssenfyinclud.ing:the Bo(fing Company
operations. The Museum ollItlight is also located. thfhf and. attracts a larng
SearTar Arport, the stafe's Ilargest arport, llocaLed hhthrn a bine
111111nntitn_nlit: irhe afriort is a Ilarte em Bloyfer fbr Tukwila resdents
and bsysberahons subbprt many Tukwila busnesseh.
Freight, Rail, Water, and Air Transportation
Goal 13.Z6 rukwint tub adequate Ggeornetric capacity for commercial
freight transportation located in and serving Tukwila.
December 2008
98
TUKWILA COMPREHENSIVE PLAN
Policies
13.76.1 Include trucking design parameters in principal and minor
arterial improvements as well as in commercial areas.
13 r 2 l nu °II ode. bus
13.76.2; Allow truck traffic on all principal and minor arterials as well
as on commercial area local access streets. Consider using load
limit restrictions on residential collector arterials and
residential local access streets, following a traffic study and
meetings with residents and businesses.
Goal 13.8 Tukwila and the rail and airport operators are
collaborators in rectifying poor planning decisions from the
past, partners in minimizing impacts upon each others land use
activities, and supportive of the mutual benefits between the
people of Tukwila and the rail and air operators.
13.86.14 Participate with King County and the Port of Seattle in
updating dual° airport master plans for
i)a, to ensure that Kmrr18 Couurrl�y An1p,ot1 and
a 11 "a1; II11111111i1d"Ilonall airport operations and development:
Enhances Tukwila goals and policies
Incorporates Tukwila land use plans and regulations;,
Minimizes adverse impacts to Tukwila residents; and
Are not encroached aW21I any is c.o watiblc land.
13.8.2 "�nll�tlpllyuu� tlll yuulllllnrr g�n�ul y luau 11 ltly I_ry all mlldes_l_i ec
p X1,8.3
Conk n ue
wiph rad am
resiu�e ntia�..
Funding ,Sou
urork with 1BNSI° ao rury
unocau
In1bor°hoo( -is.
o i0
b dintirbbuutiouu lu�ul. an
oc ated
Comment [JR74]: Added to address RCW
36.70.547
Comment (3R75]: Language reformatted, but
copied directly from Countywide Planning
Policy FW -20.
December 2008
31
99
)MPREHENSIVE PLAN
Goal 13.9.7 Funding Sources and Mitigation Payment System
Funding through grants, mitigations, general funds, and other sources for
safety and capacity measures ,t r-4 () ),',4tandords r(y...
pr ov de .wap sand 01cieni:rnoveir clu �yl`1�a����� �; - no/ goods' thy, / oina...
and ihr ougli Tukwila.
Policies
13.9.1 Continue to pursue grants.
13.9.2 Use an impact fee system that identifies:
Capacity improvements based upon the long -term
02020 LOS needs, but which also accommodates a
realistic financing plan
Costs of improvements needed to mitigate growth that
areis reflected in the annual CIP /FPM Capital
Improvcmcnt Plan update and annual update to the
Concurrency Ordinance and Impact Fee Schedule;
Costs to be shared between new development and existing
Impact (Pee assessments, determined by the number of
new development trips in the p.m. peak hour; and
Additional mitigation measures, in accordance with the
Concurrency Ordinance when new development affects
1e cannot meeting Concurrency standards_
13.9.3 Study and pursue funding sources such as Local Improvement
Districts (LIDS) to pay for improvements not fully funded by
grants, impact fees, and general funds.
13.97.4 Update the CIP /FPM Capital Improvcmcnt Plan bt annually,
adding new projects :a➢ica uii pftcrear °bra Cay goal and deleting
completed projects.
13.9.5 Update the Impact Fee Schedule annually, adding new projects,
deleting projects as necessary, and keeping project costs at
current dollar value.
13.9.6
Prioritize preserving and maintaining existing transportation
facilities to avoid costly replacements and to meet public safety
objectives in a cost - effective manner.,
December 2008
100
Comment [JR76]: We are required to
maintain LOS standards at a minimum, but our
funding and goals /policies cover more than just
LOS improvements.
Comment [JR77]: Language taken from
KCCP T -16.
TUKWILA COMPREHENSIVE PLAN
IMPLEMENTATION STRATEGIES
Adopt and annually update a Concurrcncy Ordinance and
Impact Fcc Schedule
❑ Aggressively pursue grant opportunities
.. al a tat�� °ray nts for •
adapted 'lions recognizing that
prat 5i2ott p oll nikproveill. ^1113 aCroSS jurisclictiorlad
bou..ndaries.
Comment [JR78]: The update time frame for
these two documents are different. They
duplicate policies 13.7.4 and 13.7.5.
December 2008 33
101
102
City of Tukwila
Background Report for the
Transportation Element of the Comprehensive Plan Update
Transportation Anilysis and 2030 Ire )provernent Recorn mendatio s
iiLFEHRk PEERS
�wrr► omu0000moorrrmi
•••[
R..., Pt
Submitted by:
Fehr & Peers
1001 - 4 ,h Ave
Suite 4120
Seattle, WA 815
Prepared f .
City of Tukw' a
epartment of Pub 'c Works
6300 Southcenter Blvd.
Tukwila, WA 98188
May 2012
103
104
City of Tukwila
Background Report for the Transportation
Element of the Comprehensive Plan Update
Transportation Analysis and
2030 Improvement Recommendations
Prepared for
City of Tukwila Public Works Department
Cyndy Knighton, Senior Transportation Engineer
6300 Southcenter Boulevard
Tukwila, WA 98188
DRAFT
Prepared by:
Fehr & Peers
1001 4th Avenue, Suite 4120
Seattle, WA 98154
May 2012
FEHR PEERS
105
TABLE OF CONTENTS
EXECUTIVE SUMMARY 1
CHAPTER 1. INTRODUCTION 3
CHAPTER 2. EXISTING TRANSPORTATION CONDITIONS 5
Study Area 5
Street Classification 5
North /South Arterials 5
East/West Arterials 5
Pedestrian and Bicycle Facilities 9
Transit 9
Sound Transit 9
King County Metro 13
Tukwila Transit Master Plan 14
Park and Ride Lots 14
Freight and Heavy Rail Transportation 15
Train Volumes 15
Existing Railroad Rights of Way 15
Truck Transportation 16
Transportation Safety 18
Traffic Volumes 23
Southcenter Mall Trip Generation 23
Transportation System Operations Analysis 27
Methodology 27
Results 33
CHAPTER 3. 2030 FORECAST ASSUMPTIONS AND METHODOLOGY 65
Land Use Assumptions 65
Transportation Network Assumptions 69
2030 Model Review 69
CHAPTER 4. 2030 INTERSECTION LEVELS OF SERVICE 75
Congested Intersections 83
Signalized Intersections 83
Unsignalized 84
Pedestrian and Bicycle Conditions 84
CHAPTER 5. 2030 RECOMMENDED IMPROVEMENTS 85
LOS Methodology Options for Roads 87
TIF Zone 1 2030 Recommended Transportation Improvements 97
Recommended Improvements in TIF Zone 1 100
TIF Zone 2 Recommended Transportation Improvements 137
Recommended Improvements in TIF Zone 2 139
TIF Zone 3 Recommended Transportation Improvements 143
Recommended Improvements in TIF Zone 3 146
TIF Zone 4 Recommended Transportation Improvements 173
Recommended Improvements in TIF zone 4. 175
ii
106
APPENDICES
Appendix A: Multimodel Level of Service Analysis Report
Appendix B: Pedestrian Segment LOS Results
Appendix C: City of Tukwila Land Use Forecasts
Appendix D: 2030 Revenue Forecasts for Transportation Capital Projects
Appendix E: Detailed Cost Estimate Sheets
Appendix F: Other Projects Reviewed but not Recommended
107
LIST OF FIGURES
Figure 1 - Study Area 6
Figure 2 - Roadway Classification 7
Figure 3 - Speed Limits 8
Figure 4 - Existing Pedestrian and Bicycle Facilities 10
Figure 5 — Designated Bicycle Friendly Routes 11
Figure 6 - Existing Transit Facilities 12
Figure 7 - Heavy Vehicle Percentages 17
Figure 8 - 2009 Average Daily Traffic (ADT) Volumes 24
Figure 9 - Daily Traffic Volume Trends —1994 -2009 25
Figure 10 - Southcenter Cordon Volumes —1994 -2009 26
Figure 11 - Study Segments 29
Figure 12 - Study Intersections 30
Figure 13 — Citywide Pedestrian Corridor LOS Results 34
Figure 14 - Key Map (Zones) 35
Figure 15A — 2010 Intersection and Roadway Automobile Level of Service (Zone 1) 36
Figure 15B — 2010 Bicycle Level of Service (Zone 1) 37
Figure 15C — 2010 Pedestrian Level of Service (Zone 1) 38
Figure 16A — 2010 Intersection and Roadway Automobile Level of Service (Zone 2) 39
Figure 16B — 2010 Bicycle Level of Service (Zone 2) 40
Figure 16C — 2010 Pedestrian Level of Service (Zone 2) 41
Figure 17A — 2010 Intersection and Roadway Automobile Level of Service (Zone 3) 42
Figure 17B — 2010 Bicycle Level of Service (Zone 3) 43
Figure 17C — 2010 Pedestrian Level of Service (Zone 3) 44
Figure 18A — 2010 Intersection and Roadway Automobile Level of Service (Zone 4) 45
Figure 18B — 2010 Bicycle Level of Service (Zone 4) 46
Figure 18C — 2010 Pedestrian Level of Service (Zone 4) 47
Figure 19A — 2010 Intersection and Roadway Automobile Level of Service (Zone 5) 48
iv
108
Figure 19B — 2010 Bicycle Level of Service (Zone 5) 49
Figure 19C — 2010 Pedestrian Level of Service (Zone 5) 50
Figure 20A — 2010 Intersection and Roadway Automobile Level of Service (Zone 6) 51
Figure 20B — 2010 Bicycle Level of Service (Zone 6) 52
Figure 20C — 2010 Pedestrian Level of Service (Zone 6) 53
Figure 21 — Study Segments with a Bicycle, Pedestrian or Automobile Level of Service of 'E' or 'F' 54
Figure 22 — 2010 Midday and Saturday Intersection Level of Service (Zones 1 and 2) 60
Figure 23 — 2010 Southcenter Corridor Level of Service 62
Figure 24 — Household Growth 67
Figure 25 — Employment Growth 68
Figure 26 — Screenline Map 71
Figure 27 — Citywide Screenlines 72
Figure 28 — Study Intersections 73
Figure 29 — 2030 AM Peak Hour Levels of Service 79
Figure 30 — 2030 PM Peak Hour Levels of Service 80
Figure 31 — 2030 Midday and Saturday Peak Hour Levels of Service 81
Figure 32 — 2030 Southcenter Corridor Level of Service 82
Figure 33 — Transportation Impact Fee Zone 1 Transportation Improvements 99
Figure 34 — Transportation Impact Fee Zone 2 Transportation Improvements 138
Figure 35 — Transportation Impact Fee Zone 3 Transportation Improvements 145
Figure 36 — Transportation Impact Fee Zone 4 Transportation Improvements 174
109
LIST OF TABLES
Table 1 — Sound Transit Link Light Rail Headways 9
Table 2 — Southcenter King County Metro Bus Routes 13
Table 3 — Tukwila King County Metro Bus Routes 14
Table 4 — Tukwila Park and Ride Lot Utilization 15
Table 5 — Roadway Segments with Above Citywide Average Collision Rates 19
Table 6 — Intersections with Above Average Collision Rates 20
Table 7 — Intersection Pedestrian and Bicycle Collision Analysis (2004 -2009) 21
Table 8 — Roadway Segment Pedestrian and Bicycle Collision Analysis (2004 -2009) 22
Table 9 — Southcenter Mall Trip Generation 23
Table 10 — Input Data Requirements — Pedestrian and Bicycle LOS Calculations 28
Table 11 — Definition of Intersection Levels of Service 31
Table 12 — 2010 AM and PM Peak Intersection Level of Service 56
Table 13 — 2010 Midday and Saturday Intersection Level of Service 59
Table 14 — 2010 Southcenter Corridor Level of Service 63
Table 15 — 2010 and 2030 Land Use Summary for City of Tukwila 65
Table 16 — PM Peak Hour Traffic Growth at Southcenter Screenlines 70
Table 17 — PM Peak Hour Traffic Growth Projected at Citywide Screenlines 70
Table 18 — 2030 AM and PM Peak Intersection Level of Service 75
Table 19 — 2030 Midday and Saturday Intersection Level of Service 78
Table 20 — Recommended Transportation Improvements by Priority (Costs in Thousands) 88
Table 21 — Recommended Transportation Improvements in TIF Zone 1 97
Table 22 — S 180th Street/Andover Park West PM Peak Hour Intersection Operations 105
Table 23 — Recommended Transportation Improvements in TIF Zone 2 137
Table 24 — Recommended Transportation Improvements in TIF Zone 3 143
Table 25 — Recommended Transportation Improvements in TIF Zone 4 173
vi
110
City of Tukwila: Back round Report for the Trans ortat�o Ede ild
Transportation Analysis and 2030 Improvement Recommends o s/
May 2012
1, ii i rr iii rrl r�� r r t r w
111
1 `a. •
EXECUTIVE SUMMARY
IV
r,
VIII 1 1 1 1 1 1 1 11i MII,111111}AINv Mill11111111111 11
The Transportation Element of the City of Tukwila's Comprehensive Plan is used to ensure that adequate
transportation infrastructure is provided to accommodate future land use growth as required by the
Growth Management Act. An important component to fulfilling the transportation goals and policies
outlined in the Transportation Element is an assessment of existing and future transportation system
performance. This report highlights a multimodal assessment of existing and future transportation
operations and suggests a list of recommended improvements to ensure that Tukwila's residents and
visitors can conveniently access all areas in the City for years to come.
This Background Report is divided into two main parts: Existing Conditions and Future Conditions. The
first part focuses on the existing conditions of Tukwila's transportation system and highlights how well the
current system accommodates travel by bicycle, pedestrian, and automobile modes. As described in
Chapter 2, Tukwila's transportation system generally accommodates auto travel well, with just a handful
of locations operating at a poor automobile level of service (LOS). However, the pedestrian and bicycle
modes are not well served, with many corridors in the city operating poorly.
In many ways, the existing performance of the transportation system reflects how performance has
historically been evaluated —with a strong bias towards auto travel. A key feature of this new analysis is a
focus on other modes, notably pedestrian and bicycle travel. While there are also means to assess transit
LOS, this was not a focus of this analysis since the City of Tukwila does not have any control over transit
service. This assessment uses the latest methodologies from the Transportation Research Board to
assess multimodal level of service (MMLOS) and represents the first widespread use of this technique in
the State of Washington. Through the application of the MMLOS method, the City has gained an
understanding of its results and applicability, as well as its limitations. These limitations principally are 1)
inability to consider urban form; 2) the lack of sensitivity to terrain; and 3) lack of consideration of other
principal bicycle and /or pedestrian amenities. Given these limitations, the City should establish policy
guidelines related to how the results of the MMLOS analysis should be interpreted.
The second part (Chapters 3 -5) of this document focuses on future year automobile travel and LOS.
MMLOS analysis was not performed under 2030 conditions since the MMLOS techniques are largely
focused on the present physical conditions as opposed to future travel demands and therefore 2030
MMLOS conditions would be about the same unless there were major changes to the pedestrian and
bicycle facilities.
Using the results of the existing conditions MMLOS and 2030 auto LOS analyses, a set of transportation
system improvements was developed. Cost estimates and revenue projections were calculated and a
final set of cost - constrained, prioritized multimodal projects was developed. The recommended
transportation improvement project list in this report combines input from City staff, its consultants, the
City's current Transportation Improvement Program, and the City's Walk and Roll nonmotorized
transportation plan. It is expected that this list of projects will form the foundation for future transportation
investments in the City.
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City of Tukwila: Background Report for the Transportatoh EJe!T) o
Transportation Analysis and 2030 Improvement Recommendaio'
May 2012
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CHAPTER 1. INTRODUCTION
+) , ,•\,1 HHuWN ii H Y "' I,,, l���) � VI � i � � 11 NV
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One of the most important, yet underappreciated elements of daily life is travel. People must travel to
meet nearly every need: work, recreation and social activities, eating, and shopping. The fact that mobility
affects quality of life and economic vitality is barely noticed until travel becomes difficult. To meet this
need for mobility, the City of Tukwila plans, develops, and maintains the transportation network in the
City. The transportation system includes everything from roadways and sidewalks, to bicycle lanes and
trails. In addition, the City works in conjunction with other agencies like the Washington State Department
of Transportation and King County Metro to provide connections to the regional highway system and
services like public transit. Ultimately, Tukwila is committed to providing a transportation system that is
efficient, convenient, and safe for all users.
Tukwila's Vision for Transportation
Given the importance of travel, a long range vision for the transportation system is critical to ensure that
future residents of Tukwila have good access to jobs, services, and recreation. The Transportation
Element of Tukwila's Comprehensive Plan represents the City's vision for transportation. The
Transportation Element identifies goals and policies to help achieve that vision and it also defines a
transportation funding program for implementation.
The last update of the Transportation Element occurred in 2005. Since that time, a number of major
roadway projects from the previous plan were completed, Sound Transit commenced Link Light Rail
service in the city, the economic climate in the region has changed, and the Tukwila South area has been
annexed. Considering all these changes, the City determined that it was time to update the
Transportation Element.
In addition to updating the Transportation Element to reflect the changes above, it is the goal of the City
to incorporate a more multi -modal emphasis in the Transportation Element. A key element of this
approach is the implementation of a "Complete Streets" concept where travel by all modes — walking,
bicycling, transit, and cars /trucks —is accommodated throughout Tukwila.
Background Report
As a basis for updating the Transportation Element of the Comprehensive Plan, Fehr & Peers has
prepared this Background Report. The intent of the Background Report is to provide the technical details
to assist City staff and decision makers in identifying and prioritizing the transportation capital project
needs. These new transportation projects will provide the infrastructure necessary to accommodate the
next 20 years of growth in the City and will also help Tukwila's transportation network mature into a more
multimodal system. The Background Report covers all modes of transportation that are provided in the
City. However, as transit services are provided by King County Metro and Sound Transit, the report does
not include extensive evaluation of transit services in the City.
To facilitate project identification, the Background Report includes the following:
• An inventory and description of the existing transportation system for all modes (pedestrian,
bicycles, roads, and transit)
• Existing conditions level of service analysis for pedestrians, bicycles, roadways, and
intersections.
• Forecasts of future traffic growth and its impacts to the transportation network in Tukwila.
• Assessment of how future traffic growth might impact the ability to meet concurrency
requirements.
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Transportation Analysis and 2030 Improvement Recomm ndajo s
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• Transportation improvement projects identified as needed to satisfy City's concurrency standards.
• Integration of the bicycle and pedestrian projects identified in the Walk and Roll Plan.
• Descriptions of recommended transportation projects.
• Project prioritization framework.
• A strategy that identifies funding resources for prioritized projects.
In addition to providing technical information to help identify and prioritize potential projects, it is
envisioned that the Background Report will assist the City in developing the Capital Improvement
Program and the Transportation Improvement Program. Also, information in the Background Report can
be used for applying for various Federal and State grants.
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City of Tukwila: Background Report for the Transportation El Ee,7
Transportation Analysis and 2030 Improvement Recommen arm s
May 2012 '%� %;,!%
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CHAPTER 3. 2030 FORECAST ASSUMPTIONS AND
METHODOLOGY
�IIiIIIL��ti�1iK1
to m I k
The previous chapter summarized existing transportation conditions (2010) focused on vehicle,
pedestrian, and bicycle modes. The following three chapters of this document describe the operations of
the transportation system under 2030 conditions. Future traffic operation conditions were analyzed using
the quantitative methods described in the existing conditions document. Using the results of the 2030
operation analyses, recommendations to improve the transportation system in the City were developed.
This chapter describes the assumed changes in land use patterns and the transportation network
changes that are expected between now and 2030. The process to update the travel model is also
described.
The next chapter describes the projected traffic LOS results for the study intersections across the City.
Analysis periods include the AM and PM peak hours, as well as weekday midday, and Saturday peak
hours in the Southcenter area. The purpose of the Chapter 4 analysis is to identify traffic deficiencies that
would occur between now and 2030, without additional roadway improvements. Pedestrian and bicycle
LOS analysis was not prepared in 2030 since, unlike auto LOS, pedestrian and bicycle LOS are not
based on their demands. Therefore, if no physical changes are anticipated between now and 2030, the
pedestrian and bicycle LOS will approximately be the same as the existing conditions.
The last chapter provides a list of recommended projects designed to improve pedestrian, bicycle, and
auto LOS. The recommended projects are prioritized based on the LOS improvement needs, funding
availability, potential for grant funding opportunities, and the City's land use goals.
LAND USE ASSUMPTIONS
Land use forecasts for 2030 are provided by the Puget Sound Regional Council (PSRC) and are based
on regional population and employment growth forecasts. Table 15 summarizes the citywide forecasts for
total households and employment and compares the 2030 forecasts to the 2010 land use estimates that
were used to calibrate the travel model. Figures 24 and 25 summarize the growth in households and
employment in each Traffic Analysis Zone (TAZ) within the City.
TABLE 15 — 2010 AND 2030 LAND USE SUMMARY FOR CITY OF TUKWILA
2010
2030
Percent Growth
Total Households
7,440
12,300
65%
Employment (workers)
47,540
75,210
58%
Source: City of Tukwila, 2011.
As described in the existing conditions document, the Tukwila travel demand forecasting model has a
finer land use zone system (TAZs) than the PSRC travel model. This additional level of detail allows the
travel demand forecasting model to produce more accurate results; however, an additional step is
required to develop the fine- grained land use forecasts.
As shown in the table above, households and employment in Tukwila are expected to grow by 65 and 58
percent, respectively, over the next 20 years. This estimate is based on the PSRC growth forecasts for
the regional model TAZs within the City. In order to accommodate the City's higher resolution TAZ
system, Tukwila staff allocated the PSRC growth to each TAZ in the city based on the availability of
vacant and redevelopable lands. As shown in Figures 24 and 25, substantial development is expected in
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the Tukwila South area, between S 180th and S 200th Streets. In that area, approximately 400 new
households and 13,000 new jobs are expected to be added by 2030. Other major growth areas include:
• Southcenter —1,400 new households and 4,200 new jobs
• North West Valley Highway Corridor — 1,400 new households and 300 new jobs
• Boeing Field Area —1,800 new jobs
Growth in the areas outside of city limits are based on the data from the PSRC 2030 land use forecasts.
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CHAPTER 5. 2030 RECOMMENDED IMPROVEMENTS
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Chapter 2 identified existing deficiencies in the bicycle, pedestrian, and roadway network. Chapter 4
identified additional deficiencies projected under 2030 conditions. This section describes recommended
roadway improvements that have been developed to address or lessen the degree of existing or future
deficiencies on the bicycle, pedestrian, and roadway networks.
When developing the recommended improvement projects for this chapter, City of Tukwila staff and its
consultant focused on meeting the four main objectives outlined in the City's Comprehensive Plan:
• Improve and sustain residential neighborhood quality and livability
• Redevelop and reinvigorate the Tukwila International Boulevard Corridor
• Redevelop and Reinvigorate the industrial areas along East Marginal Way
• Support a thriving Urban Center as a true regional concentration of employment, housing,
shopping and recreational opportunities
As a reflection of these goals, the improvement projects identified in this chapter include a mix of
neighborhood -scale projects, major arterial upgrades, improved bicycle and pedestrian connections, and
substantial investments in the Southcenter Urban Center. It should be noted that the improvements
presented in this chapter are not intended to be a comprehensive list of all transportation projects that
may be needed over the next 20 years. Rather, this report focuses on arterials and collector streets. The
City of Tukwila has other programs that focus on smaller -scale neighborhood improvements and frontage
improvements associated with commercial and industrial redevelopment.
To ensure consistency with existing plans, the projects in the 2012 -2017 Transportation Improvement
Program (TIP) were also reviewed. As described in this chapter, some of the TIP projects were consistent
with, or complementary to, the recommendations identified as part of this technical process to update the
Transportation Element and were included in the recommended project list shown below. However, some
projects in the TIP are not recommended since they do not address deficiencies found as part of this
analysis. The TIP projects recommended for removal are identified at the end of this chapter.
Recommended projects are organized according to the Tukwila Transportation Impact Fee Zone (TIF) in
which they are located, and are organized as such in the following sections. The projects are organized
from south to north, and east to west within the each TIF Zone, and are assigned a priority of A, B, or C.
Priority A projects are the highest priority, and priority C are those not recommended at this time before
2030. The number system combines these three elements in the format of 1.1.C. The first digit is the TIF
Zone, the second is the geographic project number, and the final letter designates the priority.
Project prioritization was assigned based on segments or intersections with poor LOS where feasible
improvements were identified. Additionally the projects strive to be reasonably balanced between modes
and prioritize projects in the existing TIP and grant feasible projects.
Cost Estimates
To complement the list of recommended improvements, cost estimates are also provided. As with all
planning -level cost estimates, these are preliminary and are expected to change based on specific
alignments and details that can only be determined during final design. Tables at the beginning of each
section provide a summary of the improvement measures' estimated costs. Figures show the project
locations within each TIF zone.
Following the cost estimate table, each recommended project is described in detail to assist in future
planning and the development of upcoming Transportation Improvement Program project lists.
Additionally, recommended projects from the 2009 Walk and Roll Plan are included. This plan is based on
policies outlined in the City's Comprehensive Plan and the concept of "comp ete streets," which provides
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mobility for all users and all modes. Walk and Roll improvements focus
projects.
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on bicycle and
pedestrian
The recommended projects (A -B projects, including TIP and Walk and Roll projects) identified in the
previous chapter have estimated costs of $91,690,000 in TIF Zone1, $13,322,000 in TIF Zone 2,
$36,552,000 in TIF Zone 3, and $36,666,000 in TIF Zone 4. The total cost of all recommended projects is
estimated at $178,230,000.
Appendix E presents the summary cost sheets for projects as estimated by Fehr & Peers. Costs for TIP
and Walk and Roll projects were taken from their respective documents. Note that estimates for TIP and
Walk and roll projects are planning level estimates and do not have the same level of supporting cost
estimation documents as the projects recommendations fully detailed in this report.
Projected Revenue Forecasts
Estimated transportation revenue forecasts for 2011 -2030 for Tukwila were developed. Full revenue
forecast details are included as Appendix D in this document. Revenue forecasts are broken into two
main components: 1) existing revenue and 2) potential additional revenue sources. Existing revenue
sources for transportation capital improvements (including grants, sales tax, real estate excise tax, and
other sources), estimates of revenue over the 2011 -2030 time period range from a low of $71,042,000 to
a high of $104,493,000. In terms of potential additional revenue sources, three sources were identified.
These sources are 1) implementing a transportation benefit district, 2) voted general obligation bonds,
and 3) councilmanic bonds. Estimates of revenue over the 2011 -2030 time period for these additional
sources range from a low of $85,927,000 to a high of $187,187,000. The combined total estimated
revenue for capital from existing and potential sources ranges from $156,969,000 to $291,680,000. The
average of this range is $224,325,000.
Based on total estimated project costs, the City will not have adequate capital revenue under existing
sources to support all recommended projects. However, utilizing other potential sources of revenue could
potentially generate sufficient capital to finance the recommendations.
Given that there is uncertainty regarding future revenue and whether the City Council will adopt any of the
potential additional revenue sources, the recommended project list was further refined to match the
existing revenue forecasts. This list of projects and costs is provided in Table 20 below. Additional
projects which were considered but not recommended are provided in Appendix F.
Options for Concurrence
The 1990 Growth Management Act (GMA) requires each local jurisdiction to identify facility and service
needs based on level of service standards for transportation facilities and services. Level of service
standards are used to judge the performance of the transportation system. The GMA further requires that
a transportation element include specific actions and requirements for bringing into compliance any
facilities or services that are below an established level of service standard. It also requires that system
expansion needs must be identified for at least ten years, based on the traffic forecasts for the adopted
land use plan and level of service standards. For the needs, a financing plan must be developed. If
probable funding falls short of meeting identified needs, the jurisdiction is given two options: 1) to raise
additional funding, and /or 2) to reassess the land use assumptions. Under the GMA it is also possible to
lower the LOS standards. The relationship between LOS standards, funding needs to accommodate
increased travel, and land use assumptions is referred to as "concurrency ".
TEHR
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The concept of concurrency can be illustrated
with a three - legged stool. Each leg is
characterized as follows:
Leg 1- Growth
Leg 2- Traffic congestion (measured with the
level of service standards)
Leg 3- Resources needed to fund new capital
facilities
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The stool must be balanced. If it is standing
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1. Reduce growth by denying or delaying land
use permit applications
2. Increase funding for new facilities
3. Change the level of service standard
LOS Methodology Options for Roads
The GMA allows each local jurisdiction to choose a
LOS method and standards. The text box on the
right shows the different LOS methodology options.
Generally, one can define a method by selecting an
option from each section of the table. For example,
the LOS could be measured in terms of delay for
averaged PM peak two hours and applied to
signalized intersections to calculate level of service.
Tukwila currently measures LOS in Southcenter by
averaging LOS along corridors. Outside of
Southcenter, LOS is based on individual intersection
performance.
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FEHR`EI
118
one of the following three options:.
LOS Methodology Options
LOS Measuring Method
- Volume to capacity ratio
-Delay
- Average travel time /travel speed
LOS Measuring Period
-PM peak one hour
-AM peak one hour
-Noon peak one hour
- Weekend peak one hour
- Averaged PM peak two hours
- Avera• ed PM • eak three hours
LOS A
ied Location
- Signalized intersections
- Arterial intersections (including
unsignalized intersections)
- Corridor average
-Area average of intersections
- Screenlines
- Arterial se ■ ments
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S 180th Street and Andover
Park W: Intersection
Improvement
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Bicycle Facility Improvement
Minkler Boulevard and
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Improvement
Minkler Boulevard from
Andover Park W to W Valley
Highway: Roadway Extension
Andover Park E from Minkler
Boulevard to Strander
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Improvement
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Street: Sidewalk Improvement
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128
Walk and Roll
...For those who like
to walk and bike
Guaranteed to be sustainable &
minimize carbon emissions
Funds made available for this Plan through
Washington State Department of Community,
Trade and Economic Development
129
Acknowledgments
Tukwila
The Walk and Roll Plan is the result of a multi -year effort that involved residents of the
City who bike to work, and who like to bike and walk for fun, fitness and travel.
The City would also like to thank the Washington State Department Community Trade
and Economic Development for its generous grant of funds, which helped staff in their
efforts to create this Plan.
Tukwila Mayor
Jim Haggerton
Tukwila City Council
Joe Duffle
Verna Griffin
Joan Hernandez
Kathy Hougardy
Pam Linder
De'Sean Quinn
Dennis Robertson
Tukwila Planning Commission
Bill Arthur
Margaret Bratcher
Allan Ekberg
George Malina
Henry Marvin
Chuck Parrish
Lynn Peterson
Tukwila Parks Commission
Brooke Alford
Jeff Griffin
Scott Kruize
Joanne McManus
Alice Russell
Tukwila City Staff
Jack Pace
Moira Carr Bradshaw
Jaimie Reavis
Stacy MacGregor
Jim Morrow
Bob Giberson
Pat Brodin
Bruce Fletcher
Rick Still
Tukwila School District
Jan Lande
Chris Grimm
Cascade Bicycle Club
Bicycle Alliance of Washington
Feet First
Cities of Renton, SeaTac, Kent & Seattle
Foster High School Environmental Club
Additional copies of this document are available online at:
Ilittpliwww,giLlswi Ia .wa.usIdcd /walkandroll,,.html
For questions about the Walk and Roll Plan, please contact the following:
City of Tukwila - Department of Community Development
6300 Southcenter Boulevard, Suite 100
Tukwila, Washington 98188
Phone: 206- 431 -3670 Fax: 206- 431 -3665
130
City of Tukwila's
Non Motorized Plan
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Walk and Roll
...For those who like
to walk and bike
Wola
Adopted
January 20, 2009
(Ordinance 2222)
131
Walk and Roll Plan Table of Contents
Table of Contents
Executive Summary 3
Existing Conditions 3
Recommended Actions. 4
Purpose and Contents of the Plan 6
Introduction 7
Vision 7
Purpose and scope of plan 7
Existing Conditions 9
Setting 9
Existing Bicycle and Pedestrian Facilities 11
Maintenance 17
Past Bicycle and Pedestrian Facility Expenditures 17
Encouragement and Education Programs 17
Recommended Actions 19
Adoption of Bicycle and Pedestrian Infrastructure Designs 19
Designation & Adoption of "Bicycle Friendly Routes" 19
Continue construction of Neighborhood Links 20
More than the minimum for pedestrian safety 21
Railbanking for the future 21
Promotion of and Participation in Biking and Walking Programs 22
Creation of a Dedicated CIP Fund for Projects in the Walk & Roll Plan 23
Bicycle and Pedestrian Infrastructure Designs 25
Purpose 25
Hierarchy 26
Bicycle Designs — Bike Lanes and Wide Curb Lanes 29
Multi -Use Designs — Trails and Paved Shoulders 31
Pedestrian Designs — Separated and Attached Sidewalks 39
Projects 55
Bike Lanes 55
Paved Multi -Use Trails 77
Unpaved Multi -Use Trails 85
Sidewalks 87
Performance Goals & Measures 91
January 2009 1
132
Nonmotorized Transportation Plan
Index: Tables, Appendices and Maps
Tables
Table 1: Numbered Walking Trails 12
Table 2: Arterials with No Sidewalks 14
Table 3: Streets Missing Sidewalks within % Mile of Schools 16
Table 4: Recommended Bike Lanes 55
Table 5: Recommended Paved Multi -Use Trails 77
Table 6: Recommended Unpaved Multi -Use Trails 85
Table 7: Performance Goals and Measures 91
Table 8: Characteristics of Casual and Experienced Bicyclists B -2
Table 9: Characteristics of Recreational and Utilitarian Trips B -2
Table 10: Tukwila 6th Graders days spent walking or bicycling B -8
Table 11: Tukwila 6th Graders Helmet Wearing Patterns B -9
Table 12: Requested Bike Lane Locations D -1
Table 14: Requested Multi -Use Trails D -4
Table 15: Requested Sidewalk Locations D -5
Table 16: Security Concerns D -8
Table 17: Planned Improvements from CIP D -9
Appendices
A. Implementation, Priorities and Funding
B. Needs Analysis
C. Planning and Policy Context
D. Requested Project Improvement Details
E. Surveys and Summaries
F. Glossary
G. Bibliography
Maps
Figure 1 Tukwila Neighborhoods and Topography
Figure 2 Existing and Planned Pedestrian and Bike Facilities
Figure 3 Speed Limit and Street Functional Classifications
Figure 4 Sidewalks, Trails, & Streets Surrounding Schools
Figure 5 Bicycle Friendly Routes
Figure 6 Walkability Map (Using Existing Blocks)
Figure 7 Cascade View Neighborhood
Figure 8 McMicken Neighborhood
Figure 9 Riverton & Foster Neighborhoods
Figure 10 Ryan Hill, Allentown & Duwamish Neighborhoods
Figure 11 Thorndyke Neighborhood
Figure 12 Tukwila Hill & Foster Point Neighborhoods
Figure 13 Southcenter
Figure 14 Manufacturing Industrial Center & Potential North Annexation Area
Figure 15 Tukwila South & Potential South Annexation Area
Figure 16 Pedestrian Conditions
Figure 17 Pedestrian and Bicycle Accident Locations 2002 -2006
Figure 18 Survey Responses: Requested Bicycle Improvements
Figure 19 Survey Responses: Requested Pedestrian Improvements
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Walk and Roll Executive Summary
Executive Summary
We are becoming increasingly aware of the benefits of leaving our cars behind
both for our health and that of the planet. The Walk and Roll Plan is Tukwila's
first pedestrian and bicycle planning document. It provides a way to ensure that
all Tukwila residents can know the joy of wandering through our community using
trails and sidewalks, and can experience the sense of accomplishment and
freedom that comes from being able to walk or bike to school, to work, to the
store and the library.
Tukwila's Comprehensive Plan is the city's overall "blueprint." The
Comprehensive Plan calls for identifying "bicycle friendly" streets and creating
improvements that will allow trips both in the community and outside the city to
jobs or other destinations. The Walk and Roll Plan is created to carry out the
goals of the Comprehensive Plan. It expands the idea of transportation from
simply keeping cars and trucks moving to the idea that Tukwila's streets ought to
be for everyone, whether young or old, motorist or bicyclist, walker or wheelchair
user, bus rider or shopkeeper, shopper or employee. This "complete streets"
perspective will ensure that Tukwila residents and visitors can get around as
freely as possible with a range of both motorized and nonmotorized choices.
Existing Conditions
Tukwila is at the crossroads of major state and federal highways, as well as the
Green River. These thoroughfares not only link Tukwila to other cities throughout
the Puget Sound, but also separate it from itself, cutting off neighborhoods within
the city from one another. There are few ways for cyclists to cross the barriers
that 1 -5, 1 -405, SR -518, and the Green River pose. Tukwila's topography
provides additional challenges due to steep valley walls and hills.
Despite these challenges, Tukwila has potential for a successful connected
pedestrian and bicycle system. Many shopping and employment opportunities
are concentrated in Tukwila, and there is a good recreation system. There is
increased interest both locally and nationally in building socially and physically fit
communities, as well as in reducing greenhouse gases.
Current infrastructure and programs can support future efforts to benefit cyclists
and pedestrians. Tukwila's existing bicycle and pedestrian facilities include the
following:
• Bike lanes on both sides S 144th Street (from Military Rd to Tukwila
International Blvd) and on the west side of Macadam Rd S (south of S
150th Street).
• Wide curb lanes on Tukwila International Boulevard.
• Paved shoulders providing walkways on streets in areas that have been
annexed to Tukwila.
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• 10 miles of paved trails.
• 2 miles of unpaved trails.
• 57 miles of sidewalks throughout the city, with varying widths and
locations in relation to activity centers.
• Bike racks on King County Metro buses, which provide space for two
bicycles on each bus.
• Bike racks in cars on the Sounder Commuter Rail and LINK Light Rail
System (provided by Sound Transit).
• Bike racks and bike lockers at transit centers, including the Tukwila Park
& Ride, the Sounder Commuter Rail Station, and the LINK Light Rail
Station.
The facilities listed above form the basis for a future connected system for both
cyclists and pedestrians. Maintenance of these facilities is split between the
Parks and Recreation Department, the Public Works Department, and private
property owners.
Existing programs that support biking and walking in Tukwila include the
following:
• A low -cost bike helmet program — The Tukwila Fire Department provides
reduced cost bike helmets to Tukwila residents to encourage safe riding.
The Fire Department must do a fitting for those receiving helmets through
this program, to ensure they fit properly.
• Safe Rider Citations — The Tukwila Fire Department awards these
citations to children who are caught wearing bicycle helmets while riding
their bikes.
• Bicycle rodeos held each year at area schools. The Tukwila Police
Department provides support by teaching safety rules for bicycles.
To encourage bicycling and walking in Tukwila, these programs should form the
basis for continued support, and increased involvement by City staff and
community members.
Recommended Actions:
The Plan contains seven broad recommendations that will make a difference for
bicyclists and pedestrians.
1) Adoption of Bicycle and Pedestrian Infrastructure Designs
Currently few City standards guide pedestrian improvements, and no
guidance exists for developing bicycle infrastructure. Citywide standards
should be developed and adopted to ensure that future bicycle and
pedestrian improvements are consistent, and the entire system functions
in a coordinated way when complete.
2) Designation and adoption of "Bicycle Friendly Routes"
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Walk and Roll Executive Summary
A network that connects the majority of Tukwila's parks, schools, major
employers, transportation centers, neighboring cities, and other activity
centers is shown in the Plan. (Figure 5)
3) Continue Construction of Neighborhood Links
Increasing the number of safe "through connections" makes walking from
place to place easier and encourages people to walk more. At present,
Tukwila has many large blocks that cause longer than necessary trips for
pedestrians and prevent connections to walkable destinations (see Figure
6). The Plan identifies additional walking trails or connections that could
be developed on unimproved rights -of -way and utility easements to
provide important connections in residential neighborhoods, as well as the
Tukwila Urban Center and the Manufacturing Industrial Center. (Figures 7-
13)
4) More than the minimum for pedestrian safety
In order to make a walking trip feel safe and comfortable, City standards
should be changed to improve pedestrian facilities along arterial
roadways. This includes requiring additional landscaping buffers on
streets with speeds over 30 miles /hour, and changing the design of
driveway aprons.
5) Railbanking for the future
Acquiring and using abandoned rail spurs for future trails in the Tukwila
Urban Center and the Manufacturing Industrial Center will provide critical
links for the system. Additional connections will increase the liveliness of
the Urban Center and promote development. Redeveloping tracks along
E. Marginal Way in the Manufacturing and Industrial Center could provide
additional rights -of -way to build bike lanes, and to fill gaps in the sidewalk
grid.
6) Promotion of and Participation in Biking and Walking Programs
Tukwila currently implements portions of a good program, such as
requiring bicycle racks with new commercial development. Additional
resources could be focused on expanding the offerings, such as
promoting bike rodeos, Safe Routes to School programs, and Bike to
Work Day.
7) Identify and fund Walk and Roll projects in the Capital Improvement
Program (CIP)
Currently, bicycle and pedestrian improvement projects occur as
components of larger improvement projects. For example, the Cascade
View storm drainage project included construction of separated sidewalks
and curb ramps along many of the streets in the neighborhood. Other
ways that nonmotorized improvements are made are through street
improvements required at the time of development, or through street
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Nonmotorized Transportation Plan
improvement projects funded through the CIP. Transferring this Plan's
recommendations into the CIP highlights the outstanding needs for
nonmotorized facilities and isolates project opportunities for potential grant
funding.
Purpose and Contents of the Plan
The purpose of the Draft Walk and Roll Plan is to provide the opportunity for
public review of the walking and bicycling environment in the City. The goal of
public review is to reach a consensus about the types and locations of facilities
that will be constructed in the future to complete the transportation network for
bicycles and pedestrians. Once the public review process for the Walk and Roll
Plan is completed, a final plan will be used as the basis for construction of new
bicycle and pedestrian facilities, and for implementation of encouragement and
education programs.
The Walk and Roll Plan is organized into the following sections:
• Introduction - The vision, purpose, and scope of the Walk and Roll Plan.
• Existing Conditions - A review of past facility expenditures, existing
facilities, maintenance practices, and encouragement and education
programs in Tukwila for bicycles and pedestrians is included in this
section.
• Recommended Actions - A description of the seven recommended
actions to make Tukwila more bicycle- and pedestrian- friendly.
• Bicycle and Pedestrian Infrastructure Designs - A set of bicycle and
pedestrian infrastructure designs for use in construction of new bicycle
and pedestrian facilities.
• Projects - A list of projects, including locations for new bike lanes, multi-
use trails, and sidewalks are in this section and form the basis of the
nonmotorized Capital Improvement Progarm (CIP).
• Performance Goals and Measurements - A description of performance
goals and measurements, for use during implementation of the Walk and
Roll Plan to gauge progress toward meeting the goals.
• Appendices - A set of appendices contains various background
information that was used to develop the plan, including community survey
results, references, and regional plans.
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Walk and Roll Introduction
Introduction
What do e want?
Vision
To be able to wander throughout our City on trails and neighborhood sidewalks is a
great joy. To be able to walk to school, work, store and library is a great
accomplishment. This is what makes Tukwila a great city. Children and seniors as well
as all adults are given the opportunity to move and do for themselves in a region and
nation where it is not always possible.
Purpose and scope of plan
The purpose of this Plan is to show where and what should be done to make this type of
community a reality. This vision of freedom, choice and opportunity is important for the
following reasons.
1. Providing for pedestrians and cyclists is the equitable way to serve all members
of the community. Implementation of the vision will provide alternative facilities
for those who don't have access to a vehicle, for those who choose not to use an
automobile, and for those who can't operate a vehicle.
2. Providing a complete nonmotorized system is an environmentally sustainable
transportation system that allows individuals to choose a way to minimize their
personal impact on air, surface water and land.
3. Providing opportunities to incorporate healthful choices into everyday activities is
critical for individual and public health.
4. This vision will create an extraordinary recreational system. Personal freedom
and choice are paramount but there is also the need to provide a system for the
number one recreational activity in America — walking.
Tukwila has good beginnings. Good regional trails, the Green River and Interurban
Trails run north and south through the City, and unpaved trails and sidewalks exist
throughout the Tukwila Hill neighborhood. This Plan shows where this existing system is
incomplete and how it can be expanded and enhanced.
Travel by bicycle is listed as "nonmotorized transportation" within the City's
Comprehensive Plan. Little community attention has been paid to this transportation
option and more needs to be accomplished in order to support this viable means of
getting around. Specifically, the Comprehensive Plan says that Tukwila will identify
bicycle friendly streets and create improvements for regional trips, such as to a job in
another city, and neighborhood trips, such as to school or the library.
This Plan expands the concept of transportation from that of keeping cars and trucks
moving to looking at transportation from a diversity of perspectives. This concept is often
referred to as "complete streets." How can the City maximize mobility for all people who
live here and transit through here? City streets are by far the largest public area within
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Nonmotorized Transportation Plan
the community. They are the public spaces that serve the most people. This Plan
provides greater detail on where and what type of nonmotorized facilities should be a
part of Tukwila's infrastructure. The City's Comprehensive Plan discusses bike friendly
streets; this document shows where they should be located and how to ensure they are
compatible for cyclists as well as the other uses of the right -of -way. This plan also
identifies areas where there are gaps in the system of walkways along City streets, and
recommends a method to prioritize which sidewalks should be built first.
Community goals have continually been in place to expand the existing system of trails
and make a connected network of open and recreational space. The existing local
system of trails along unimproved rights -of -way is one of the characteristics that make
Tukwila unique among communities within the region. This Plan looks at how to expand
the current system city -wide, fill in the missing pieces and connect them together so that
people can walk further and get to popular destinations. Tukwila is a relatively small city
of eight square miles. The Tukwila segments of the regional trails that extend north -
south through the Duwamish /Green River Valley have been built. Expanding and
supplementing this existing system within and through the city is considered and
addressed here. The City's Comprehensive Plans have consistently stated that this
system of paths or trails should be expanded with better east/west connections. This
Plan zeros in on what corridors and /or where specifically these missing paths should be
installed and optional construction /funding mechanisms.
Two potential annexation areas, identified within the City's Comprehensive Plan, are
included in the scope of this Plan. Because their future is to be urban in accordance with
the Growth Management Act, the infrastructure standards of Tukwila should be
considered and applied to these areas.
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