HomeMy WebLinkAboutSpecial 2013-07-30 Index 4C - Transportation Element - Strikeout/Underline VersionTUKWILA COMPREHENSIVE PLAN
TRANSPORTATION
PURPOSE
�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 Comprehensive Transportation Plan, the six -year
Transportation Improvement Plan;-,
2. the six -year Capital Improvement Programlan, 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 Plaii It also provides guidance for
development review and approval, land use and zoning decisions, and
continuing transportation programs.
The Transportation Element also- establishes a basis for decision- making
that is consistent with Washington's Growth Management Act, King
County Countywide Planning Policies, and the Puget Sound Regional
Council's (PSRC) Transportation 2040 requirements and assures
concurrence with other agencies. These specific requirements of each of
these plans are fulfilled by the City of Tukwila1s Background Report for
the Transportation Element of the Comprehensive Plan Update (hereafter
referred to in this element as the Background Report) Comprehensive
Transportation Plan, and summarized herein. The Background
ReportComprehensive Transportation Plan, Walk and Roll Nonmotorized
Transportation Plan, Tukwila Transit Plan, Commute Trip Reduction Plan,
Growth and Transportation Efficiency Center Plan, and the annually
updated six -year Transportation Improvement Plan, six -year
CIP /FPMCapital Improvement Plan, and the budget are all adopted by
reference in the Tukwila Comprehensive Plan.
Comment []R1]: This is Goal 13.1 (Overall) -
moved from p. 156 to provide 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
TUKWILA COMPREHENSIVE PLAN
ISSUES
Tukwila's diverse transportation system includes freeways, highways,
arterial streets, access streets, bus, light rail, and commuter rail transit
service, Amtrak passenger rail service, sidewalks, trails, and neighborhood
footpaths. In addition, Boeing Field and SeaTac Airport provides 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
inventory of the existing transportation system in Tukwila is contained in
the Background Report. (Fehr & Peers, May 2012)
Insert Transportation Infrastructure Map
The major transportation issues facing Tukwila include the following:
• Physical and geographic barriers that challenge connectivity
throughout the City. Physical barriers including the valley wall, the
Green/Duwamish River, and highways separate portions of the
City from each other Increasing emergency services response times
and costa 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.
o Increasing connectivity is very costly given the need to
acquire new rights -of -way, conduct engineering and design
studies, and pay construction costs.
o 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 is planned and is
supported by regional plans.
o 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.
December 2008
Comment []R3]: PSRC requires cities to
show LOS on state highways of statewide
significance and highways of regional
significance. Highways of statewide
significance include I -5, I -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
• Reliance on regional agencies, such as Metro and Sound Transit, to
serve local needs.
Transportation and Land Use
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.
Insert Household and Job Growth Maps
Level of Service
The capacity of a transportation facility reflects its ability to accommodate
a moving stream of people or vehicles. Capacity is a measure of the
supply side of transportation facilities. Level of service (LOS) is a
measure of the quality of flow. Capacity and LOS calculations are needed
for most traffic engineering and transportation planning decisions and
actions.
Traffic Level of Service
In this instance, level of service is used to describe and define capacity of
a corridor or intersection. A grading system, defined in the Highway
Capacity Manual, published by the Transportation Research Board, ranges
from A (best) to F (worst).
Comment [7R6]: 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
TUKWILA COMPREHENSIVE PLAN
Les
der
Gov
A
10 seconds
Less than or equal to 10 seconds
H
equal to 20 seconds
to 15 seconds
Greater than 20 and less than or
equal to 35 seconds
Greater than 15 and less than or equal
to 25 seconds
e
equal to 55 seconds
to 35 seconds
H
Greater than 55 and less than or
equal to 80 seconds
to 50 seconds
L
Greater than 80 seconds
Greater than 50 seconds
Source: Highway Capacity Manual, 2000
Figure 39 Traffic Level of Service Standards
Non motorized Level of Service
A level of service for pedestrian and other modes of non motorized
transportation is much more difficult to establish. Various methodologies
Streets and Highways
Comment [)R7]: This discussion has been re-
named "Street Network" and moved to
beginning of Goal 13.2
weekday v lume-s f traffic epectif Ettetthel the 1ifthch fir, and the tthe peak
December 2008
TUKWILA COMPREHENSIVE PLAN
at lesser rates than the TUC arca.
Curb to
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**Stand rds ve ar tvni al: s current City dc6 f r a to 1 standards
-- - -- - - -- - -
December 2008 5
•
TUKWILA COMPREHENSIVE PLAN
King C unty Metr pr vides bus service thr ugh ut the City f Tukwila.
t.
December 2008
Comment []RS]: This discussion has been
moved to the beginning of the Transit goals in
section 13.4
TUKWILA COMPREHENSIVE PLAN
AM,T=T uTA[T
Tn A
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Non motorized Transportation
A non motorized transportation plan is included in this Comprehensive
Transportation Plan and has been coordinated with the King County Non
motorized Plan. It differentiates two categories of non motorized trips:
Category I trips are "through" trips for bicycle commuters using trails,
bikeways, and bicycle friendly streets. Category II trips are "within
neighborhood" trips, for example between homes and schools or between
home and play field, park, or market.
Category I improvements include completing the Interurban and King
Green/Duwamish high employment corridor for bicycle, combined
bicycle and bus, and combined bus and walking trips, as well as for
recreation and exercise. The Category I improvements include
elements in other transportation improvement designs.
Comment []R9]: Discussion is moved to
beginning of goal 13.5 Non - Motorized
Transportation.
December 2008
7
TUKWILA COMPREHENSIVE PLAN
Category II improvements include neighborhood footpaths, sidewalks, and
the pedestrian path program of paving shoulders and paths for non
motorized travel.
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.
bicycle activity in the TUC are included in the TUC Subarea Plan. �
I_,EVEL OF SERVICE STANDARDS
Level of service standards for all local arterials and transit routes are
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
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 LOS E in
commercial areas and LOS D in residential areas. Within the TUC area,
obtain a corridor standard; elsewhere in the city, the level of service is
The TUC area and key arterial corridors throughout Tukwila will continue
to be monitored to assure that the LOS standard is maintained. The
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
land uses and explore alternate funding sources to assure continuing
concurrency with transportation system improvements.
December 2008
Comment [NG10]: This information is
outdated.
Comment []R11]: Discussion moved to
beginning of Goal 13.3 Level of Service section,
with changes made in strikeout /underline
format.
TUKWILA COMPREHENSIVE PLAN
Transit
GOALS AND POLICIES
Goal 13.1 Overall
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 possible transportation efficiency by
maximizing the movement of people, while balancing the
needs to provide streets that maximize traffic movement with
streets that are designed to be safe for all transportation modes,
accommodating and [existing land uses while designing for the
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.
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.err
land use and transportation systems and strategies.
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.
Comment [JR12]: Walk and Roll Plan and
Complete Streets, Ordinance 2222
Comment [JR13]: Language is directly from
KCCPP T -15
Comment [JR14]: Language is from KCPP T-
1
December 2008 9
•
•
•
TUKWILA COMPREHENSIVE PLAN
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.
13.1.9 Support, encourage, and implement programs and
improvements that promote transit, foot, and bicycle access to
community amenities, stores, and jobs.
13.1.10 Support car - share, bike -share and other alternatives to
individual automobile ownership to enhance sustainability. I
13.1.11 Support electric vehicle charging stations and other
alternative fuel sources, as available.
IMPLEMENTATION STRATEGIES
El Ongoing monitoring of accidents and level of service, with
associated engineering improvements or education/outreach
efforts to improve safety in target areas.
El Implement Traffic Calming Program
El Implement Walk and Roll Nonmotorized Transportation
Plan
Jl Implement Complete Streets
El Implement Safe Routes to School
❑ Implement Commute Trip Reduction Plan
El Implement Growth and Transportation Efficiency Centers
Plan
❑ Develop Low Impact Development /Green Streets) strategies
Street Network
Tukwila is divided into three areas of distinct traffic patterns and roadway
needs for infrastructure, is in the Tukwila Urban Center (TUC). To the
uses and building tenants since 1995. The central and southwestern areas
of Tukwila are predominately residential in nature, criss crossed with
December 2008
Comment [)R15]: Language modified from
KCCPP T -12
Comment [JR16]: Strategic Plan Goal One,
` number C 3.
Comment [RF17]: NEW policy added as
directed by Planning Commission.
Comment [RF18]: NEW policy added as
directed by Planning Commission.
Comment [3R19]: Language added to make
this implementation strategy for 13.1.1 more
active.
Comment [3R20]: Implementation strategy
for 13.1.3.
TUKWILA COMPREHENSIVE PLAN
residential streets funneling traffic onto large north south arterials such as
Interurban Avenue S and Tukwila International Boulevard.
commercial nature. Unlike the rest of the city, the traditional commuter
weekday volumes of traffic occur around the lunch hour, and the true peak
TUC area intersections also average at LOS C.
• • :W.:.7, a�..i .AM_y.. :.4..11.,‘::
accidents on similar streets.
at lesser rates than the TUC area.
[For street design and operation purposes,
engineers have classified streets into four categories: principal arterials,_
minor arterials, collector arterials, and access streets (Figure 42). These
four categories classes of street were developed in recognition of a
transition in grow sp treets according to whether they primarily provide use
from-strietly access to properties to or pure mobility. The differences in
function result in different street widths, access control, speed limit, traffic
controls, and other similar design and operation features. While the street
Right-of-Way
Curb to
Local Access Streets
50 to 60 ft.
28 to 36 ft.
25 mph
Collector Arterials
gem
36 to 40 ft.
30 mph
Minor Arterials
60 80 ft.
36 to 48 ft
30 to 35 mph
Principal Arterials
80 to 100 ft.
60 to 84 ft.
35 to 50 mph
Figure 42 Functional Street System Standards
Comment [NG21]: This will go in a sidebar.
December 2008
11
TUKWILA COMPREHENSIVE PLAN
conditions without improvements.
e.
Access streets in residential areas are not projected to experience LOS
I I
much traffic, too fast" can occur and measures to address safety and
access would be determined based on studies and measures to reduce the
volumes and speed.
and future levels of service is included in the Comprehensive Transportation
Plarr
Goal 13.2 Transportation SystemStreet Network
Expansion of tThe existing public street network has into 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 through streets in all areas, and
provides functional separation of traffic through new streets on
new alignments.
13.2.2x Emphasize a network of 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.
13.2.42 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.
13.2.53 Require all new streets, street improvements, property
developments and property improvements to provide sidewalks
December 2008
Comment []R22]: Title changed to reflect
this section's focus on streets.
Comment [)R23]: Moved from CIPP 8
Comment [7R24]: Moved from 7.4.2.
•
•
•
•
•
•
TUKWILA COMPREHENSIVE PLAN
and other non - motorized infrastructure lconsistent with adopted
standards and subarea plans. Property developments and
improvements in commercial areas will provide direct
pedestrian access from sidewalks to buildings.
13.2.64 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. Continue to
improve residential streets and coordinate with utility
improvements.
13.2.75 Design residential access streets to provide at least the
minimum capacity for emergency access and for slow traffic.
Regional or non local traffic will be discouraged on residential
access streets.
13.2.8X Design collector arterials with a two travel lane, local access
road design to encourage slow but steady speeds.
13.2.96 Design streets, including retrofit projects, to accommodate a
range of motorized 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.
13.2.10x 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.
113.2.117 Design intersections and sidewalks to promote pedestrian
safety and foster walking as a viable mode of transportation.
113.2.12x 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
❑ Apply emergency vehicle criteria in street design standards
Comment [JR25]: Walk and Roll Plan,
Complete Streets policy (Ord. 2222)
Comment [JR26]: Replace this policy with
the more specific language at 7.4.6.
Comment [JR27]: Added language to 12.1.26
Comment [JR281: Moved from 7.4.4.
Comment [JR29]: Moved from 7.4.5.
Comment [JR30]: Language taken from
KCCPP T -19
Comment [JR31]: Moved from CIPP 21 and
edited for active voice.
Comment [JR32]: Moved from TUC element,
10.3.2
Comment [JR33]: Moved from CIPP 14 and
edited for active voice.
Comment [JR34]: Moved from 7.4.4.
December 2008 13
TUKWILA COMPREHENSIVE PLAN
Prioritize neighborhood quality design features when
reducing street facilities (e.g. removal of one lane of
parking before removal of sidewalk)
E] Traffic Calming Program
Level -of- Service
The Washington State Growth Management Act requires the City to
ensure that transportation programs, projects and services needed to serve
growth are legionally 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, that is so that conditions do not degrade with
the addition of the new households and workers in the City. L
The projected growth figures in Tukwila and surrounding areas were lused
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.
Automobile LOS
December 2008
Comment [NG35]: Moved from 7.4.4 and
reworded.
Comment [JR36]: Implementation Strategy
added for Policy 13.2.5
Comment [NG37]: Moved to sidebar in
formatted version
Comment [JR38]: Information added to
show how City's LOS standards are regionally
coordinated per RCW 36.70A.070(6)(a)(iii)(B).
TUKWILA COMPREHENSIVE PLAN
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
MMLOS 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 also identified service
frequency needs for the City and facility improvements necessary for
robust and effective transit service.
LOS
Headway
Vehicle/
Comments
(min)
hour
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
December 2008 15
TUKWILA COMPREHENSIVE PLAN
Source: Transit Capacity and Quality of Service Manual, 2'1 Ed., 2003
Figure 40 — Service Frequency LOS: Urban Scheduled Transit Service
LOS
Hours per Day
Comments
A
19 -24
Night or owl service provided
B
17 -18
Late evening service provided
Fairwood
14 -16
Early evening service provided
D
12 -13
Daytime service provided
140 (F Line)
4 -11
Peak hour service /limited midday service
F
0 -3
Very limited or no service
Source: Transit Capacity and Quality of Service Manual, 2"d Ed., 2003
Figure 41 — Hours of Service LOS
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 below). Other bus routes not identified
in the table below currently serve Tukwila.
Table 13 -3. King County Transit Corridors in Tukwila
Comment [U39]: Moved below to create a
new policy 13.3.13 for transit LOS.
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 5, 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
December 2008
TUKWILA COMPREHENSIVE PLAN
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 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 in
to 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)
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
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
In general terms, the City's LOS standard for arterials is LOS E 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
December 2008 17
TUKWILA COMPREHENSIVE PLAN
land uses and explore alternate funding sources to assure continuing
concurrency with transportation system improvements.
Transit
At this time, Tukwila 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 work within Tukwila's Transit Street
Classification System.
Goal 13.3 Level -of- Service
Traffic levels -of- service that provide safe and efficient movement of
pedestrians, peeple, bicycles, bikes, cars -and 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
shall vary by differing levels of development patterns, desired
character of streets, and growth management objectives. Os
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 areis 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.apply4he Concurrency Ordinance to determine
mitigation, if required, that will provide capacity or traffic
generation control.
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
resor1.Include as a priority increased transportation choices
such as transit use; rideshare measures such as carpooling as
December 2008
Comment [U40]: Revised to reflect a greater
range of modes and desired outcomes.
Comment []R41]: Moved to 13.3.9
Comment [RF42]: Reworded for clarity.
TUKWILA COMPREHENSIVE PLAN
capacity mitigation measures; and pedestrian and bicycle
facilities. After consideration of these priority improvements,
consider signal improvements, other street capacity
13.3.7 Maintain Establish a program to monitor congestion and
evaluate the effectiveness of the LOS standards in providing a
competitive business environment and adequate public safety
response.
Automobile Level of Service
13.3.8 Highways of Statewide significance (HS S), including Interstate
5 (I -5), Interstate 405 (I -405), and State Route 518 (SR -518),
are exempt from concurrency requirements.
13.3.9 Use the following LOS standards to ide Cit improvement
and development approval decisions:
The Southcenter areaTukwila Urban Center corridor
average is not to exceed LOS E, except for the Strander
Boulevard and a portion of the Andover Park E corridors.
Methodology for computing the average LOS areis described
in the Background Report Comprehensive Transportation Plan
and is updated annually in the Concurrency Ordinance.
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) (SR 181) and SR 599, as a
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, as
defined by PSRC.
I -5, I -405, SR 518, and SR 99, as highways of statewide
significance, are subject to a LOS standard established by
December 2008 19
TUKWILA COMPREHENSIVE PLAN
WSDOT. Automobile level of service is not to exceed
LOS D.
SR 599, as a state highway of regional significance, is
not to exceed LOS E /Mitigated, as defined by PSRC.
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.
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 Tukwila will
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.
13.3.9 Regionally Significant State Highways, including SR 181
(West Valley Highway) and SR 599 are subject to a Regional
Level of Service Standard established by the Puget Sound
Regional Council and WSDOT.
LOS standard for Regionally Significant State Highways within
Tukwila's boundaries is LOS E /Mitigated.
IMPLEMENTATION STRATEGIES
❑ Continue to implement concurrency ordinance
❑ OngeingContinue monitoring of traffic volumes and levels
of service
❑Implement Complete Streets
December 2008
Comment [JR43]: Added to meet
requirements of RCW 36.70A.070 (6)(a)(ii)
Comment [3R44]: Combined with bullet on
SR 181 above.
Comment [JR45]: Language moved /added
as a bullet point and changed as shown in track
changes under policy 13.3.9
TUKWILA COMPREHENSIVE PLAN
f jContinue to implement Transportation Demand Management
11Continue to implement Commute Trip Reduction programs
❑Continue to implement Capital Improvement Plan
El 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.
Transit
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.
Fo,,rto r
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 2013. 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
Tukwila Station as does Amtrak re • ional • assen ' er 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.
land uses. To achieve this, a multi -hub system and Transit Priority
Corridor Classifications LFigure 43 a� were developed, as shown on
Map 4. Transit Priority Corridors are those corridors where transit service
currently exists. Activity centers are tied together by the Transit Priority
Corridors, and include the This classification system was created with the
These include the Tukwila International Boulevard. 15P Street Link
Light Rail Station, the Tukwila Commuter Rail/Amtrak Station, an
improved Tukwila Southcenter Urban Center Transit Center, and a new
Comment []R46]: From Table 2 and Table 3
of Background Report
December 2008 21
TUKWILA COMPREHENSIVE PLAN
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.
recommended to meet a system wide need.
Insert Transit Priority Map
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 ReportTukwila Transit Network Plan. Full details on the
(Recommendations for service changes and infrastructure needs are
contained in the Tukwila Transit Network Plan.also included in that
eloeument, King County -Metro and Sound Transit control changes to
routes.
Classification
Functional Purpose
Typical Adjacent Land Use
TRANSIT WAY
Provides frequent, high speed, high
Major private and public developments of
capacity service and interregional
regional significance. Should not be
transit trips.
adjacent to residential areas.
TRANSIT
Provides frequent, moderate speed,
Major private and public developments of
PRINCIPAL
high capacity service, connections
regional or local significance; adjacent to
CORRIDOR
between major activity centers, and
commercial, industrial, and high- density
residential land uses.
some interre ' ional tri 8 s
TRANSIT
Provides connections between local
Major private and public developments.
MINOR
transit destinations, concentrated to
Generally are located adjacent to high and
CORRIDOR
connect and reinforce major activity
medium- density residential areas as well
centers and residential areas.
as commercial areas.
TRANSIT
Provides connections between
Neighborhood activity centers such as
LOCAL ACCESS
neighborhoods and area attractions.
schools, businesses, recreational facilities,
STREET
and sin • le -famil nei • _• hborhoods
POTENTIAL
Roadways without existing transit
Depends on location.
TRANSIT
service or service but are potential
ROADWAY
future transit roadway.
Table 13 4Figure 43 Transit Corridor Classifications
December 2008
TUKWILA COMPREHENSIVE PLAN
Goal 13.4 Public Transportation, Transit, 1Rideshare
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
/105 and Interurban, with Everett (Boeing) and serving the
freeway stations, such as the Bellevue Transit Center.
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.
13.4.32 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.
13.4.43 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, Sound Transit, Washington State
Department of Transportation, King County, and other adjacent
agencies in increasing people - carrying capacity of vehicles and
reducing trips.
13.4.5 Continue to encourage the use of rideshare, transit, bicycle, and
evolving technological transportation improvements.]
13/1.6 Continue to support, participate in, and encourage the
development and implementation of regional /rapid rail with
service to the Tukwila Urban Center, and other emerging
efficient capacity technologies that will serve people traveling
to, from, and within Tukwila.
Comment [JR47]: 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 [NG48]: It should be public
transportation options for all Tukwila residents
(not just those with no other options).
Comment [JR491: This policy is outdated.
The Sounder train provides a connection from
Tukwila to Everett (Boeing).
Comment [NG50]: Boeing Access Road called
out per MIC priority.
Comment [JR51]: Language moved but not
changed to new Transportation Demand
Management section 13.x.
Comment [JR52]: Language moved but not
changed to new TDM section 13.x
December 2008
23
TUKWILA COMPREHENSIVE PLAN
13.4.7 Support and encourage the extension of regional light rail
facilities to serve the Urban Center. The preferred route can be
conceptually described as running South from the vicinity of I
/105, to a station located east of Southcenter Mall and west of
the eastern edge of Andover Park West and in proximity to the
TUC Transit Center, then turning east running adjacent to or
, across West Valley Highway
and north to a second station adjacent to the Tukwila Sounder
Station at Longacres.
13.4...:
1 1 . . .
in the area north of Strander Boulevard in the Tukwila Urban
and related amenities. Maintain a partnership with King
County Metro in operation and maintenance of the Tukwila
Transit Center.
13.4.97 Research and pursue a TUC Southcenter area circulator service
that would connect the Tukwila Station, the Transit Center,
businesses, and attractions in and adjacent to the TUC 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.
13.4.810 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 warranting a bus
route;;
transportation system management (TSM) program, the
continued development of commuter and light rail particularly
with service to Southcenter the Tukwila Urban Center area, and
the Manufacturing/Industrial Center;; and
service.
Commute Trip Reduction
13.4.11 Establish mode split goals for all significant employment
centers which will vary according to development densities,
13.4.912 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
December 2008
Comment [)R53]: These two policies (13.4.6
and 13.4.7) combined and moved as a bullet
under 13.4.12
Comment []R54]: Language moved and
changed as shown in strikeout /underline
format to new TDM section 13.x.
TUKWILA COMPREHENSIVE PLAN
[13.4.13
be located in a manner which promotes the coordinated
short-term and long -term use of alternative transportation
systems, such as carpools, busestransit, biking, and
walkingcommuter 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
coordinated with other transit service.
Such systems shall be located in a manner that provides
multi -modal connections to serves the-Tukwila' s urban
center, Urban Center Manufacturing and Industrial Center,
and transit centers
centers and the Tukwila Multi modal Center, so as to
encourage the development of these Centers in the manner
contemplated by this Plan and the Countywide Planning
Policies.
Encourage transit oriented uses, development patterns and
pedestrian amenities in the vicinity of high capacity transit
stations.
13.4.14 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.[
IMPLEMENTATION STRATEGY
❑ 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 Plarll
❑ Encourage transit providers to meet minimum level of
service standards
❑ Tukwila lead on construction of Transit Center in TUC area[
Comment []R55]: Walk and Roll Plan, Ord
2222
Comment [)R56]: 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 [3R57]: Walk and Roll Plan, Ord
2222
Comment [3R58]: This is currently being
implemented.
December 2008 25
Comment []R59]: From GTEC Plan p. 37). J
TUKWILA COMPREHENSIVE PLAN
Transportation Demand Management
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.
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
services to Tukwila employers to reduce drive -alone single -
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.
December 2008
Comment []R60]: Added in support of CTR
Plan, GTEC Plan, Walk and Roll Plan.
Comment [NG61]: Previously 13.4.11
TUKWILA COMPREHENSIVE PLAN
13.5.5 1Continue to encourage the use of rideshare, transit, bicycle,
and evolving technological transportation improvements.
13.5.6 lEncourage 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. Consider a phasing plan to require structured
parking if additional parking is needed.
IMPLEMENTATION STRATEGIES
El 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.
Non - Motorized Transportation
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, and 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
Comment [NG62]: Previously 13.4.5
Comment [NG63]: Previously 13.4.13
Comment []R64]: Moved from Transit
section 13.4.14 but changed as shown.
December 2008 27
TUKWILA COMPREHENSIVE PLAN
activities, and the City's annual participation in the regional bicycle and
pedestrian count.
Goal 13.65 Non- Mfotorized Transportation
Bicycle and walking capacity for regional Category I and local Category
II trips. 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
13.65.1 Implement specific improvements that provide safe bicycle and
walking capacity for regional (Category I) and local (Category
II) trips.Consider and provide for all users of the roadway
including pedestrians and bicyclists, when new streets and
street improvements are made.[
13.65.2 Continue theto allocate funds to the Residential Street Fund in
order to build access street improvement program that
provides sidewalks on access streets.
13.65.3 [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 Non - motorized
Transportation Plan is the priority network to connect schools,
employment centers, parks, shopping and other local and
regional destinations. [on 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 in, through and to Tukwila.
[13.65.6 Continue construction of neighborhood links by Pprovideig
additional sidewalks and foot trails as opportunities and
development occur.
13.65.7 Pursue converting railroad and other easements to pedestrian
and bicycle trails.
13.65.8 Require secure bicycle storage (i.e., racks, lockers, cages, etc.)
in appropriate locations.
December 2008
Comment [)R65]: 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.
Comment [)R66]: From Walk and Roll Plan,
p. 93 and Complete Streets Ord. 2222.
Comment [3R67]: 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 [)R68]: This is Recommended
Action #3 from the Walk and Roll Plan (p. 20-
21)
Comment [)R69]: 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.
TUKWILA COMPREHENSIVE PLAN
[13.6.9 Provide way- finding along roads, sidewalks, and trails to direct
nonmotorized 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
❑ Adopt a non motorized transportation plan for the City
Follow the Walk and Roll Non - motorized Transportation
Plan and Design Report to pursue additional pedestrian and
bicycle amenities.
❑ Pursue connections between existing pedestrian and bicycle
facilities.
n Update the Infrastructure Design and Construction
Standards with improved pedestrian safety and amenity
designs.
O 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.
Comment [JR70]: Walk and Roll Plan, p. 44-
45; PSRC Bicycle and Pedestrian Advisory
` Committee, GTEC Plan p. 37
Comment [JR71]: Recommended action #4
from Walk and Roll Plan - "Provide more than
the minimum for pedestrian safety" (p. 21, 39-
43)
Comment [JR72]: Added to be consistent
with Countywide Planning Policy T -7.
Comment [3R73]: Combined with first bullet
point.
Comment [JR74]: Recommended action #4
from Walk and Roll Plan - "Provide more than
the minimum for pedestrian safety" (p. 21, 39-
` 43)
Comment [3R75]: This is the intent of the
MMLOS, to provide Complete Streets
improvements per Ord. 2222 as new
development occurs.
December 2008
29
TUKWILA COMPREHENSIVE PLAN
❑ 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.
El Participate in the National Documentation Project annual
count of bicycles and pedestrians at designated locations
throughout the City.
Freight, Rail, Water, and Air Transportation
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 areas. 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 Stander 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 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
December 2008
TUKWILA COMPREHENSIVE PLAN
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.
Freight, Rail, Water, and Air Transportation
Goal 13.76 Tukwila has adequate geometric capacity for commercial
freight transportation located in and serving Tukwila.
Policies
13.76.1 Include trucking design parameters in principal and minor
arterial improvements as well as in commercial areas.
13.6.2
Include bus design considerations in street improvements on
13.75.23 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.
13.85.14 Participate with King County and the Port of Seattle in
updating their airport master plans for all airports affecting
Tukwila, to ensure that King County International Airport and
SeaTac International aAirport operations and development:
Enhances Tukwila goals and policies;
Incorporates Tukwila land use plans and regulations.;
Minimizes adverse impacts to Tukwila residents. and
December 2008 31
TUKWILA COMPREHENSIVE PLAN
[13.8.2
—I Are not encroached upon by incompatible land uses
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.
Funding Sources and Mitigation Payment System
Goal 13.97 Funding Sources and Mitigation Payment System
Funding through grants, mitigations, general funds, and other sources for
safety and capacity measures 'o maintain adoptcd LOS standards to
provide safe and efficient movement of people and goods to, from, within,
and through Tukwila.
Policies
13.97.1 Continue to pursue grants.
13.97.2 Use an impact fee system that identifies:
Capacity improvements based upon the long -term
20302020 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
Improvement Plan update and annual update to the
Concurrency Ordinance and Impact Fee Schedule;
Costs to be shared between new development and existing
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 new development affects
lee-Miens-cannot meeting Concurrency standards_
December 2008
Comment [JR76]: Added to address RCW
36.70.547
Comment [JR771: Language reformatted, but
copied directly from Countywide Planning
Policy FW -20.
Comment [JR78]: We are required to
maintain LOS standards at a minimum, but our
funding and goals /policies cover more than just
LOS improvements.
TUKWILA COMPREHENSIVE PLAN
13.97.3 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 Improvement Plan bi- annually,
adding new projects that implement City goals and deleting
completed projects.
13.97.5 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.[
IMPLEMENTATION STRATEGIES
L] Adopt and [annually update a Concurrency Ordinance and
Impact Fcc Schedule
❑ Aggressively pursue grant opportunities
D 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.
[
[
Comment [3R79]: Language taken from
KCCP T -16.
Comment []R80]: The update time frame for
these two documents are different. They
duplicate policies 13.7.4 and 13.7.5.
December 2008 33