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COMPREHENSIVE PLAN UPDATE 2024 1 Draft 1.0 Draft Revised: 07/02/2024
Transportation
Renton Comprehensive Plan Update Element Policies Draft
Draft # 1.0: Updated: 07/02/2024
2015 Discussion: General
Ownership, control, development and maintenance of public rights-of-way are primary functions of city government. Transportation investments shape development
patterns that, in turn, influence the economic health, safety, and character of a community. The design, construction, and maintenance of city streets, roads,
sidewalks, trails and other transportation facilities impact all Renton residents, employees, and visitors.
For many decades, transportation problems have been seen primarily as engineering problems with engineering solutions. As a result, transportation planning has
been primarily concerned with the construction of new facilities – mostly roads but also transit, airport, and rail facilities – and has relied on gas taxes to fund the
construction. However, our current transportation challenges are different.
The facilities built in preceding decades are reaching the end of their design life and require maintenance, rehabilitation, or retrofitting. Securing revenue for
transportation investments is increasingly difficult as the purchasing power of gas tax revenue has eroded steadily over time along with the increasing difficulty of
generating greater revenue through taxes. The public’s concerns about transportation issues have also expanded beyond cost and mobility to include neighborhood
impacts, sustainability, and accommodations for all types of users. There is growing demand for alternatives to single-occupancy vehicles and reducing the impacts of
transportation on the environment.
While specific responsibility and authority for transportation choices is divided amongst various governments and agencies, users expect local and regional
transportation facilities to function as a unified system. Achieving that requires coordination with federal, state, regional, county, and municipal stakeholders and
decision makers.
Renton has been designated a Core City by the Puget Sound Regional Council (PSRC). A Core City contains a regionally designated growth center – Renton’s Urban
Center encompassing Boeing, The Landing, and Downtown Business District – serves as a key hub for the region’s long-range multimodal transportation system, and
also provides major civic, cultural, and employment centers.
This Transportation Element assists the City of Renton in coordinating transportation and land use planning within its municipal boundaries, guides development of a
multimodal system that provides transportation choices for all users, and facilitates interjurisdictional coordination of transportation related projects. This element is
consistent with Puget Sound Regional Council’s VISION 2040 and Transportation 2040.
Element Review ▪ Transportation
COMPREHENSIVE PLAN UPDATE 2024 2 Draft 1.0 Draft Revised: DATE
This Transportation Element includes goals and policies addressing the following topics:
Framework and General Goals
Maintenance, Management and Safety
Transportation Demand Management
Street Network
Pedestrian and Bicycle Transportation
Transit and High Occupancy Vehicles (HOV)
Transportation Options and Mobility
Growth Strategy, Land Use, and Transportation
Level of Service Standards, Design, and Concurrency
Freight
Airport
Finance, Investment, and Implementation
Intergovernmental Coordination
Framework Goal Statement
Coordinate transportation investments with the pace of growth and land use development patterns to ensure Renton maintains an efficient, balanced, multimodal
transportation system.
Element Review ▪ Transportation
COMPREHENSIVE PLAN UPDATE 2024 3 Draft 1.0 Draft Revised: DATE
Revised Discussion: General
Ownership, control, development and maintenance of public rights-of-way are primary functions of city government. Transportation investments shape development
patterns that, in turn, influence the economic health, safety, and character of a community. The design, construction, maintenance, operation, and siting of city
streets, roads, sidewalks, trails and other transportation facilities impact all Renton residents, employees, and visitors.
For many decades, transportation problems have been seen primarily as engineering problems with engineering solutions. As a result, transportation planning has
been primarily concerned with the construction of new facilities – mostly roads but also transit, airport, and rail facilities – and has relied on gas taxes to fund the
construction. However, our current transportation challenges are different.
The facilities built in preceding decades are reaching the end of their design life and require maintenance, rehabilitation, or retrofitting. Securing revenue for
transportation investments is increasingly difficult as the purchasing power of gas tax revenue has eroded steadily over time along with the increasing difficulty of
generating greater revenue through taxes. The public’s concerns about transportation issues have also expanded beyond cost and mobility to include neighborhood
impacts, sustainability, and accommodations for all types of users. There is growing demand for alternatives to single-occupancy vehicles and reducing the impacts of
transportation on the environment.
While specific responsibility and authority for transportation choices is divided amongst various governments and agencies, users expect local and regional
transportation facilities to function as a unified system. Achieving that requires coordination with federal, state, regional, county, and municipal stakeholders and
decision makers.
Renton has been designated a Core City by the Puget Sound Regional Council (PSRC). A Core City contains a regionally designated growth center – Renton’s Urban
Center encompassing Boeing, The Landing, and Downtown Business District – serves as a key hub for the region’s long-range multimodal transportation system, and
also provides major civic, cultural, and employment centers.
This Transportation Element assists the City of Renton in coordinating transportation and land use planning within its municipal boundaries, guides development of a
multimodal system that provides transportation choices for all users, and facilitates interjurisdictional coordination of transportation related projects. This element is
consistent with Puget Sound Regional Council’s VISION 2050 and Transportation 2050.
This Transportation Element includes goals and policies addressing the following topics:
Framework and General Goals
Maintenance, Management and Safety
Transportation Demand Management
Street Network
Pedestrian and Bicycle Transportation
Transit and High Occupancy Vehicles (HOV)
Element Review ▪ Transportation
COMPREHENSIVE PLAN UPDATE 2024 4 Draft 1.0 Draft Revised: DATE
Transportation Options and Mobility
Growth Strategy, Land Use, and Transportation
Level of Service Standards, Design, and Concurrency
Freight
Airport
Finance, Investment, and Implementation
Intergovernmental Coordination
Framework Goal Statement
Coordinate transportation investments with the pace of growth and land use development patterns to ensure Renton maintains an efficient, balanced, multimodal
transportation system.
Element Review ▪ Transportation
COMPREHENSIVE PLAN UPDATE 2024 5 Draft 1.0 Draft Revised: DATE
Goals: General
Table 1. General Goals
Ro
w # 2015 Goal Proposed Language Change Purpose or Rationale
1 Goal T-A: Continue to develop a transportation
system that stimulates, supports, and enhances
the safe, efficient and reliable movement of
people, vehicles, and goods.
Goal T-A: Continue to develop and operate a
transportation system that stimulates, supports, and
enhances the safe, efficient and reliable movement
of people, vehicles, goods, and services, using best
practices and context sensitive design strategies.
Vision 2050 consistency (MPP-T-1 and 11)
2 Goal T-B: Balance transportation needs with
other community values and needs by providing
facilities that promote vibrant commerce, clean
air and water, and health and recreation.
Goal T-B: Balance transportation needs with other
community values and needs by providing
transportation facilities that promote vibrant
commerce, environmental sustainability, clean air
and water, and human health, safety, and
recreation.
Consistency with Vision 2050 checklist.
3 Goal T-C: Maintain, preserve, and extend the life
and utility of transportation investments.
Goal T-C: Maintain, preserve, and extend the life and
utility of transportation investments.
4 Goal T-D: Reduce the number of trips made via
single occupant vehicle.
Goal T-D: Emphasize investments that provide
alternatives to single occupant vehicle travel.
Vision 2050 consistency
5 Goal T-E: Apply technological solutions to improve
the efficiency of the transportation system.
Goal T-E: Apply technological solutions to improve
the efficiency and safety of the transportation
system.
Added safety
6 Goal T-F: Promote and develop local air
transportation facilities in a responsible and
efficient manner.
Goal T-F: Promote and develop local air
transportation facilities in a responsible and efficient
manner.
7 Goal T-G: Establish a stable, long-term financial
foundation for continuously improving the quality,
effectiveness and efficiency of the transportation
system.
Goal T-G: Establish a stable, long-term financial
foundation for continuously improving the quality,
effectiveness, safety and efficiency of the
transportation system.
Added safety
Element Review ▪ Transportation
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Policies: General
Table 2. General Policies
Ro
w # 2015 Policy Proposed Language Change Purpose or Rationale
1 Policy T-1: Develop a connected network of
transportation facilities where public streets are
planned, designed, constructed, and maintained
for safe convenient travel of all users – motor
vehicle drivers as well as, pedestrians, bicyclists,
and transit riders of all ages and abilities.
Policy T-1: Develop a connected network of
transportation facilities that foster a sense of place
in the public realm with attractive design amenities,
where public streets are planned, designed,
constructed, and maintained for the safe,
convenient travel of all users, including pedestrians,
bicyclists, transit riders of all ages and abilities, and
freight and motor vehicle drivers.
2 Policy T-2: Implement a multimodal level of
service that maximizes mobility, is coordinated
with level of service standards of adjacent
jurisdictions, and meets concurrency
requirements.
Policy T-2: Implement a multimodal level of service
that maximizes access to available alternative
transportation modes such as walking, biking,
carpooling, and transit.
3 Policy T-3: Develop a transportation system that
preserves and protects natural resources and
complies with regional, state, and federal air and
water quality standards.
Policy T-3: Develop a transportation system that
preserves and protects natural resources and
complies with regional, state, and federal air and
water quality standards.
4 Policy T-4: Support electric vehicle infrastructure
in all areas except those zoned for resource use
or those areas designated as critical areas.
Policy T-4: Promote clean energy transportation
programs and facilities. Also, identify actions to
reduce air pollution and greenhouse gas emissions
from transportation.
Consistency with Vision 2050
5 Policy T-5: Support transportation modes and
technologies that are energy-efficient and
improve system performance.
Policy T-5: Prepare for and support changes in
transportation modes and technologies that are
energy-efficient and improve system performance, to
support communities with a sustainable and
efficient transportation system.
Consistency with Vision 2050 (MPP-T-33)
Element Review ▪ Transportation
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Ro
w # 2015 Policy Proposed Language Change Purpose or Rationale
Policy T-X: Reduce stormwater pollution from
transportation facilities to improve fish passage,
through retrofits and updated design standards.
Where feasible, integrate with other improvements
to achieve multiple benefits and cost efficiencies.
Consistency with Vision 2050 (MPP-T32)
Element Review ▪ Transportation
COMPREHENSIVE PLAN UPDATE 2024 8 Draft 1.0 Draft Revised: DATE
2015 Discussion: Maintenance, Management, and Safety
The design, construction, operation and maintenance of the transportation system impacts long-term use and safety for all users. Safety planning and mitigation,
including strategies for protecting the transportation system from disasters, includes multidisciplinary efforts that can significantly improve the livability of our
community.
Revised Discussion: Maintenance, Management, and Safety
The design, construction, operation and maintenance of the transportation system impacts long-term use and safety for all users. Safety planning and mitigation,
including strategies for protecting the transportation system from disasters, includes multidisciplinary efforts that can significantly improve the livability of our
community.
Policies: Maintenance, Management, and Safety
Table 3. Maintenance, Management, and Safety Policies
Ro
w # 2015 Policy Proposed Language Change Purpose or Rationale
1 Policy T-6: Establish essential maintenance,
preservation and safety improvements of the
transportation systems as a high priority.
Policy T-6: Coordinate road right-of-way preservation
and maintenance activities to minimize expected
life-cycle costs and maximize asset management.
Edited for clarity
Combined with T-7
2 Policy T-7: Ensure maintenance and preservation
of the transportation systems are high priorities
in resource allocations. Maintain and preserve
the transportation system mindful of life-cycle
costs associated with delayed maintenance.
Policy T-7: Ensure maintenance and preservation of
the transportation systems are high priorities in
resource allocations. Maintain and preserve the
transportation system mindful of life-cycle costs
associated with delayed maintenance.
3 Policy T-8: Develop and coordinate prevention
and recovery strategies and disaster response
plans with regional and local agencies to protect
the transportation system against major
disruptions.
Policy T-8: Develop and coordinate prevention and
recovery strategies and disaster response plans with
regional and local agencies to protect the
transportation system against major disruptions.
Consistency with Vision 2050 (MPP-T-31)
Element Review ▪ Transportation
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Ro
w # 2015 Policy Proposed Language Change Purpose or Rationale
4 Policy T-9: Optimize the performance of the
transportation network and improve efficiency
and safety for various travel modes through
signal timing coordination, signal retiming on a
regular basis, maintenance and capital
replacement programs, and other operational
improvements of existing and planned
transportation facilities.
Policy T-9: Optimize the performance of the
transportation network and improve efficiency and
safety for various travel modes through signal timing
coordination, signal retiming on a regular basis,
maintenance and capital replacement programs,
and other operational improvements of existing and
planned transportation facilities.
5 Policy T-10: Limit direct access onto arterials when
access opportunities via another route exist.
Added new policy to limit additional driveway
access on major thoroughfares to control safe
traffic flow
Consistent with Vision 2050
6 Policy T-11: Invest in and maintain Renton’s
Intelligent Transportation Systems (ITS) Program
coordinated with other agencies
Policy T-11: Invest in and maintain Renton’s
Intelligent Transportation Systems (ITS) Program to
optimize emergency response and communications,
optimize trips and traffic flow through traffic center
management, reduce vehicle miles travelled,
encourage use of other modes, and reduce
greenhouse gas emission idling.
Edited for clarity and specificity to emergency and
traffic center management
Consistent with Vision 2050
Policy T-X: Invest in and maintain Renton’s
Intelligent Transportation Systems (ITS) Program
coordinated with other agencies.
Relocated from Transportation Demand
Management section.
Element Review ▪ Transportation
COMPREHENSIVE PLAN UPDATE 2024 10 Draft 1.0 Draft Revised: DATE
2015 Discussion: Transportation Demand Management
Transportation Demand Management (TDM) focuses on more effectively using existing and planned transportation capacity, ensures compatibility with planned uses,
helps accommodate growth consistent with community character and land use objectives, offers alternatives to Single Occupancy Vehicle (SOV) travel, and serves to
mitigate impacts and better meet mobility needs.
Reducing trip-making, dispersing peak period travel demand throughout the day, and increasing transit usage and ride sharing are significantly less costly means of
accommodating increased travel demands than constructing new or widening existing transportation facilities. Reducing the number of trips made via single occupant
vehicles is also an effective way of reducing automobile-related air pollution, traffic congestion and energy use.
Intelligent Transportation Systems (ITS) can be used to apply technological solutions to problems such as congestion, safety, and mobility. Substantial investment in
ITS – such as signs and internet sites providing real time feedback on travel times and alternatives – continues in the Puget Sound Region. The City is currently
developing plans to implement an Adaptive Signal Control System (ASCS) along the SW 43rd Street/Carr Road/Petrovitsky Road corridor as was installed on Rainier
Avenue S. Adaptive signal control systems adjust the timing of intersection stop lights (green, yellow, red lights) to accommodate changing traffic patterns and ease
traffic congestion (FHWA 2015).
The location and supply of parking is an integral part of the local transportation system and TDM strategies are important to commerce and private enterprise.
Inadequate parking can increase congestion on streets as people circle and look for available spaces. Too much parking can deter use of alternative travel modes,
including transit. A proper balance needs to be achieved between parking supply and demand. Providing for “right size” parking ratios based on a district’s land use
intensity and access to transit is important to community character and mobility, and can help reduce total costs of development. Satellite parking with shuttle
services and collective structured parking are potential physical methods for managing and increasing the parking supply. For example, Boeing currently utilizes
shuttle service to the plant from off-site parking areas.
Opportunities to reduce SOV travel are particularly found in Renton’s mixed use centers. Regional plans call for Regional Growth Centers such as Renton’s to work
towards reducing SOV shares. In 2014, PSRC estimated the following work trip mode shares in Renton’s Regional Growth Center as of a 2010 base year (percentages
are rounded):
SOV: 82%
HOV: 9%
Walk and Bike: 3%
Transit: 7%
Element Review ▪ Transportation
COMPREHENSIVE PLAN UPDATE 2024 11 Draft 1.0 Draft Revised: DATE
Revised Discussion: Transportation Demand Management
Transportation Demand Management (TDM) focuses on more effectively using existing and planned transportation capacity, ensures compatibility with planned uses,
helps accommodate growth consistent with community character and land use objectives, offers alternatives to Single Occupancy Vehicle (SOV) travel, and serves to
mitigate impacts and better meet mobility needs.
Reducing trip-making, dispersing peak period travel demand throughout the day, increasing transit usage, and ride sharing are significantly less costly means of
accommodating increased travel demands than constructing new or widening existing transportation facilities. Reducing the number of trips made via single occupant
vehicles is also an effective way of reducing automobile-related air pollution, traffic congestion and energy use.
Intelligent Transportation Systems (ITS) can be used to apply technological solutions to problems such as congestion, safety, and mobility. Substantial investment in
ITS, such as signs and internet sites providing real time feedback on travel times and alternatives, continues in the Puget Sound Region. The City is currently
developing plans to implement an Adaptive Signal Control System (ASCS) along Rainier Avenue South, SR 169 (Maple Valley Highway), and SR 900 Sunset Boulevard
corridors as was installed on the SW 43rd Street/Carr Road/Petrovitsky Road corridor. Adaptive signal control systems adjust the timing of intersection stop lights
(green, yellow, red lights) to accommodate changing traffic patterns and ease traffic congestion (FHWA 2015).
The location and supply of parking is an integral part of the local transportation system and TDM strategies are important to commerce and private enterprise.
Inadequate parking can increase congestion on streets as people circle and look for available spaces. Too much parking can deter use of alternative travel modes,
including transit. A proper balance needs to be achieved between parking supply and demand. Providing for “right size” parking ratios based on a district’s land use
intensity and access to transit is important to community character and mobility and can help reduce total costs of development. Satellite parking with shuttle
services and collective structured parking are potential physical methods for managing and increasing the parking supply.
Opportunities to reduce SOV travel are particularly found in Renton’s mixed use centers. Regional plans call for Regional Growth Centers such as Renton’s to work
towards reducing SOV shares. In 2014, PSRC estimated the following work trip mode shares in Renton’s Regional Growth Center as of a 2010 base year (percentages
are rounded):
SOV: 82%
HOV: 9%
Walk and Bike: 3%
Transit: 7%
Element Review ▪ Transportation
COMPREHENSIVE PLAN UPDATE 2024 12 Draft 1.0 Draft Revised: DATE
Policies: Transportation Demand Management
Table 4. Transportation Demand Management Policies
Ro
w # 2015 Policy Proposed Language Change Purpose or Rationale
Policy T-10: Implement transportation demand
management (TDM) programs to reduce
disruptive traffic impacts and to support mixed-
use development, commercial centers, and
employment areas.
Policy T-10: Implement transportation demand
management (TDM) programs to reduce disruptive
traffic impacts and to support mixed-use
development, commercial centers, and employment
areas.
Policy T-11: Through investments in non-
motorized facility connections, collaboration with
transit providers, and commute trip reduction
programs with employers, encourage a reduction
in drive alone work trip shares to below 75% by
2035 within the Regional Growth Center.
Policy T-11: Through investments in non-motorized
facility connections, collaboration with transit
providers, and commute trip reduction programs
with employers, encourage a reduction in drive
alone work trip shares to below 75% by 2035 within
the Regional Growth Center.
Policy T-13: Incorporate TDM measures such as
priority parking places for HOVs and convenient,
direct pedestrian access from transit
stops/stations in site design and layout for all
types of development.
Policy T-13: Encourage ridesharing through
requirements for parking reserved for carpool and
vanpool vehicles in the zoning code or as allowed
under state law.
Revised for brevity.
Policy T-14: Educate employers about their
commute trip reduction obligations under the City
of Renton’s Commute Trip Reduction (CTR)
Ordinance and CTR Plan.
Policy T-14: Provide education and awareness to
employers about their commute trip reduction
obligations under the City of Renton’s Commute Trip
Reduction (CTR) Ordinance and CTR Plan.
Policy T-15: Regularly review and refine parking
ratios to account for existing parking supply, land
use intensity, and access to transit.
Policy T-15: Regularly review and refine parking
ratios to account for existing parking supply, land
use intensity, and access to transit, as allowed
under state law.
Element Review ▪ Transportation
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Ro
w # 2015 Policy Proposed Language Change Purpose or Rationale
Policy T-16: Encourage shared and structured
parking in downtown Renton to achieve land use
and economic development goals as expressed
in the City Center Community Plan and to
coordinate parking for the benefit of the district
businesses and residents.
Policy T-16: Encourage shared and structured
parking in downtown Renton to achieve land use
and economic development goals as expressed in
the City Center Community Plan and to coordinate
parking for the benefit of the district businesses and
residents.
2015 Discussion: Street Network
Federal and State highways such as I-405, SR-900 (Sunset Boulevard), SR-169 (Maple Valley Highway), SR-515 (Benson Highway), and SR-167 (Rainier Avenue) are
integral elements of Renton's arterial system, as well as, routes for regional commuters. These five interstate, freeway, and state highways converge in central Renton
within a half mile radius of each other. This results in a complex traffic flow as regional and local trips interact within a relatively short distance. Local arterial streets
link commercial, industrial, and residential neighborhoods to the freeways and state highways. Within neighborhoods, local access streets provide internal circulation
and connections to the arterials. Local access streets primarily provide direct access to abutting land uses and are designed to discourage through traffic.
Arterials in the City of Renton are divided into three classifications that are used to identify appropriate uses, establish eligibility for road improvement funding, and
define appropriate street design standards:
Principal Arterials – streets and highways that connect major intra-city activity centers and have high traffic volumes and relatively fast vehicle speeds. The
focus is on through travel instead of property access.
Minor Arterials – streets that provide links between intra-city activity centers or between principal and collector arterials. Minor arterials carry moderately high
traffic volumes and vehicle speeds are typically lower than principal arterials.
Collector Arterials – streets that distribute traffic between local streets and principal or minor arterials and provide circulation within commercial, industrial,
or residential areas. The collector system distributes traffic to local streets to support property access.
Generally, local access streets include all public streets not classified as principal, minor, or collector arterials. A conceptual arterial map is shown in Figure T-1.
Annually, the City adopts an Arterial Streets map displaying the three arterial categories above. The City hereby incorporates by reference its Arterial Streets Map
dated August 4, 2014, Resolution 4222, or as thereafter amended, into this Transportation Element. The City has adopted more specific street classifications in the
Renton Sunset area.
The transportation element seeks to balance local and regional mobility needs. The following policies and priorities address issues related to the street network as a
system, the physical design of individual roadways, traffic flow, and traffic operations control. The intent is to reduce the amount of traffic on City streets that has
neither an origin nor destination in the City of Renton while providing reasonable levels of traffic flow and mobility for users of the local street system.
Element Review ▪ Transportation
COMPREHENSIVE PLAN UPDATE 2024 14 Draft 1.0 Draft Revised: DATE
Figure T-1: Arterial Streets Map
Element Review ▪ Transportation
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Revised Discussion: Street Network
Federal and State highways such as I-405, SR-900 (Sunset Boulevard), SR-169 (Maple Valley Highway), SR-515 (Benson Highway), and SR-167 (Rainier Avenue) are
integral elements of Renton's arterial system, as well as routes for regional commuters. These five interstate, freeway, and state highways converge in central Renton
within a half mile radius of each other. This results in a complex traffic flow as regional and local trips interact within a relatively short distance. Local arterial streets
link commercial, industrial, and residential neighborhoods to the freeways and state highways. Within neighborhoods, local access streets provide internal circulation
and connections to the arterials. Local access streets primarily provide direct access to abutting land uses and are designed to discourage through traffic.
Arterials in the City of Renton are divided into three classifications that are used to identify appropriate uses, establish eligibility for road improvement funding, and
define appropriate street design standards:
Principal Arterials – streets and highways that connect major intra-city activity centers and have high traffic volumes and relatively fast vehicle speeds. The
focus is on through travel instead of property access.
Minor Arterials – streets that provide links between intra-city activity centers or between principal and collector arterials. Minor arterials carry moderately high
traffic volumes and vehicle speeds are typically lower than principal arterials.
Collector Arterials – streets that distribute traffic between local streets and principal or minor arterials and provide circulation within commercial, industrial,
or residential areas. The collector system distributes traffic to local streets to support property access.
Generally, local access streets include all public streets not classified as principal, minor, or collector arterials. A conceptual arterial map is shown in Figure T-1.The
City adopted in 2014 an Arterial Streets map displaying the three arterial categories above. The City hereby incorporates by reference its Arterial Streets Map dated
August 4, 2014, Resolution 4222, or as thereafter amended, into this Transportation Element. The City has adopted more specific street classifications in the Renton
Sunset area.
The transportation element seeks to balance local and regional mobility needs. The following policies and priorities address issues related to the street network as a
system, the physical design of individual roadways, traffic flow, and traffic operations control. The intent is to reduce the amount of traffic on City streets that has
neither an origin nor destination in the City of Renton, while providing reasonable levels of traffic flow and mobility for users of the local street system.
Element Review ▪ Transportation
COMPREHENSIVE PLAN UPDATE 2024 16 Draft 1.0 Draft Revised: DATE
Policies: Street Network
Table 5. Street Network Policies
Ro
w # 2015 Policy Proposed Language Change Purpose or Rationale
1 Policy T-17: Work with the State and neighboring
jurisdictions to provide capacity on regional
transportation systems and to reduce regional
traffic on local streets.
Policy T-17: Work with the state and neighboring
jurisdictions to provide capacity on regional
transportation systems and to reduce regional traffic
on local streets.
2 Policy T-18: Increase the person-carrying capacity
of the Renton arterial system by encouraging
modes that allow more people per vehicle and by
discouraging single occupancy vehicle usage.
Policy T-18: Increase the person-carrying capacity of
the Renton arterial system by encouraging transit
and other modes.
Changed for clarification
3 Policy T-19: Adopt and implement street
standards based on assigned street
classification, land use objectives, and user
needs.
Policy T-19: Adopt and implement street standards
based on assigned street classification, land use
objectives, and user needs.
4 Policy T-20: Arrange the street network in a grid
pattern to the extent possible. Connect internal
development networks to existing streets and
avoid cul-de-sacs and dead end streets.
Policy T-20: Design for and maintain connectivity
throughout and within the street network by avoiding
cul-de-sacs and dead end streets.
Revised for clarification.
5 Policy T-21: Support vacating streets when they
meet the criteria in Renton Municipal Code,
Chapter 14, Vacations.
Policy T-21: Support vacating streets when they
meet the criteria in Renton Municipal Code, Chapter
14, Vacations.
Element Review ▪ Transportation
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2015 Discussion: Pedestrian and Bicycle Infrastructure
Investments in the non-motorized components of the City’s transportation system enhance the quality of life in Renton, improve walking and bicycling safety, support
healthy lifestyles, and support pedestrian and bicycle transportation modes as alternatives to the use of automobiles. Non-motorized facilities serve commuters and
recreational users.
INVENTORY
The City's existing non-motorized transportation system is comprised primarily of roadside sidewalks. These facilities provide safe non-motorized mobility for
pedestrians and cyclists outside of business districts. Within business districts, sidewalks are restricted to pedestrians. Many streets were constructed before the
existing code requiring sidewalks was enacted; as a result, numerous local and arterial roadways are currently without sidewalks. Some notable walkway deficiencies
exist along sections of Maple Valley Highway (SR-169), Puget Drive, and Talbot Road South. The City of Renton Comprehensive Citywide Walkway Study (March 2008)
addresses the sidewalks and walkways within the City and identifies a priority roster to construct "missing" sidewalk/walkway sections throughout the City.
In addition to sidewalks, Renton has combined bicycle/pedestrian facilities along Logan Avenue and portions of Garden Avenue North and North 8th Street, and
striped bicycle lanes on portions of SW 16th Street, Oakesdale Avenue SW, Duvall Avenue NE, and NE 4th Street. The Renton Trails and Bicycle Master Plan (2009)
lists routes that have been identified as important bicycle transportation elements.
The City of Renton Parks, Recreation, and Natural Areas Plan (November 2011) provides an in-depth description of proposed walking, bicycle, and mixed-use trails.
By nature, these types of trails are primarily used for recreational purposes and supplement the City's non-motorized transportation system; their development should
be encouraged.
FUTURE PLANS
Renton's existing transportation system is oriented towards accommodating cars, trucks, and buses rather than pedestrians or bicycles. The policies and priorities of
this section provide guidelines for reevaluating the existing system and making incremental improvements in the City’s walking and biking environment. More
facilities are also needed for bicycle storage and parking in shopping areas, employment centers and in public places. Specific recommendations on improvement
projects are included in the Renton Trails and Bicycle Master Plan (May 2009) and hereby incorporated by reference into this Transportation Element.
Element Review ▪ Transportation
COMPREHENSIVE PLAN UPDATE 2024 18 Draft 1.0 Draft Revised: DATE
Revised Discussion: Pedestrian and Bicycle Infrastructure
Investments in the non-motorized components of the City’s transportation system enhance the quality of life in Renton, improve walking and bicycling safety, support
healthy lifestyles, and support pedestrian and bicycle transportation modes as alternatives to the use of automobiles. Non-motorized facilities serve commuters and
recreational users.
INVENTORY
The City's existing non-motorized transportation system is comprised primarily of on street sidewalks, multiuse paths, on-street bicycle facilities, and recreational off-
street trails or paths. These facilities provide safe non-motorized mobility for pedestrians and cyclists outside of business districts. Within business districts, sidewalks
are restricted to pedestrians. Many streets were constructed before the existing code requiring sidewalks was enacted. As a result, numerous local and arterial
roadways are currently without sidewalks. The City of Renton Comprehensive Citywide Walkway Study (March 2008 and 2024 update) addresses the sidewalks and
walkways within the City and identifies a priority roster to construct "missing" sidewalk/walkway sections throughout the City.
In addition to sidewalks, Renton has combined bicycle/pedestrian facilities along Logan Avenue and portions of Garden Avenue North and North 8th Street, and
striped bicycle lanes on portions of SW 16th Street, Oakesdale Avenue SW, Duvall Avenue NE, and NE 4th Street. The Renton Trails and Bicycle Master Plan (2019)
lists routes that have been identified as important bicycle transportation elements.
The City of Renton Parks, Recreation, and Natural Areas Plan (January 2020) provides an in-depth description of proposed walking, bicycle, and mixed-use trails. By
nature, these types of trails are primarily used for recreational purposes and supplement the City's non-motorized transportation system; their development should be
encouraged.
FUTURE PLANS
Historically, Renton's transportation system has been oriented towards accommodating cars, trucks, and buses rather than pedestrians or bicycles. The policies and
priorities of this section provide guidelines for reevaluating the existing system and making incremental improvements in the City’s walking and biking environment.
More facilities are also needed for bicycle storage and parking in shopping areas, employment centers and in public places. Specific recommendations on
improvement projects are included in the Renton Trails and Bicycle Master Plan and subsequent amendment (January 2019 and amended January 2024) and
hereby incorporated by reference into this Transportation Element.
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Policies: Pedestrian and Bicycle Infrastructure
Table 6. Pedestrian and Bicycle Infrastructure Policies
Ro
w # 2015 Policy Proposed Language Change Purpose or Rationale
1 Policy T-23: Coordinate transportation planning
activities with the Renton Trails and Bicycle
Master Plan and the Parks, Recreation, and
Natural Areas Plan.
Policy T-23: Coordinate transportation planning
activities with the Renton Trails and Bicycle Master
Plan and the Parks, Recreation, and Natural Areas
Plan.
2 Policy T-24: Enhance pedestrian and bicycle
movement and safety by:
1) Providing adequate separation between non-
motorized and motorized traffic;
2) Separating foot and bicycle traffic when
possible, but giving preference to foot traffic
when necessary;
3) Improving arterial intersection crossings for
non-motorized users;
4) Minimizing obstructions and conflicts that
restrict the movement of non-motorized users;
and
5) Providing convenient access to all transit stops
and transit centers.
Policy T-24: Enhance pedestrian and bicycle
movement and safety by:
1) Providing adequate separation between non-
motorized and motorized traffic;
2) Separating foot and bicycle traffic when possible,
but giving preference to foot traffic when necessary;
3) Improving arterial intersection crossings for non-
motorized users;
4) Minimizing obstructions and conflicts that restrict
the movement of non-motorized users; and
5) Providing convenient access to all transit stops
and transit centers.
3 Policy T-25: Develop and designate appropriate
pedestrian and bicycle commuter routes along
minor arterial and collector arterial corridors.
Policy T-25: Develop and designate appropriate
pedestrian and bicycle commuter routes along minor
arterial and collector arterial corridors.
4 Policy T-26: Ensure provision of safe and
convenient storage and parking facilities for
bicyclists.
Policy T-26: Ensure provision of safe and convenient
storage and parking facilities for bicyclists.
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w # 2015 Policy Proposed Language Change Purpose or Rationale
5 Policy T-27: Promote non-motorized travel not
only as a viable means of transportation but as
an important method for maintaining overall
health and fitness.
Policy T-27: Promote safe and convenient access for
healthy communities and livability through active,
non-motorized transportation infrastructure
Edited for clarity and specify to public health
Consistent with Vision 2050.
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2015 Discussion: Transit and HOV
As Renton’s population continues to grow, there is a greater need to move people efficiently on the local roadway network. A well-managed, attractive, and convenient
transit system reduces traffic demand by encouraging the use of alternatives to single-occupancy vehicles, for trips within the city limits and for trips to regional
destinations. The following policies and priorities seek to maximize the use of transit and other alternatives to single-occupancy vehicles in Renton.
INVENTORY
The Downtown Renton Transit Center is the hub of transit service in Renton. The Transit Center acts as both a destination and a major transfer center. Bus service in
Renton is currently provided by King County Metro and Sound Transit.
Metro provides internal city routes and regional service. Local transit service includes RapidRide, buses, shuttles, and Dial-a-Ride (DART). The RapidRide F-line
connects The Landing and Boeing plant with Downton Renton, Tukwila, SeaTac, and Burien. It connects with the regional Sounder (commuter rail) and Link Light Rail
systems. As of 2014, Renton has over 1,100 park and ride spaces located throughout the community to serve local commuters.
High Occupancy Vehicle (HOV) lanes, available to buses and vehicles with two or more occupants, currently exist north and southbound on Interstate 405 and SR-
167. HOV queue jump lanes are provided at some interchange ramps in Renton. Rainier Avenue has business access and transit only (BAT) lanes.
FUTURE PLANS
VISION 2040 and Transportation 2040 call for channeling future growth into regional growth centers such as Renton and providing transit links between centers.
Transit investments are critical to providing local and regional trip alternatives to single-occupancy vehicles.
Transit service and facility improvements are needed to support and encourage increased transit use in the City of Renton. Renton has been and will continue to work
with King County Metro and Sound Transit to develop transit system service improvements (e.g., new routes, increased frequency) and capital investments (e.g.,
signal queues, park and ride facilities) to adequately serve Renton’s developing residential and employment areas.
Specific transit service improvements and facilities are needed to support Renton’s role as a regional center. The City hereby incorporates by reference:
1. King County Metro’s Strategic Plan for Public Transportation 2011-2021, or as thereafter amended, and
2. Sound Transit’s Sound Transit 3 (ST3) Plan as adopted by the agency in 2016, or as thereafter amended.
The City is very supportive of Sound Transit’s proposal to add Bus Rapid Transit (BRT) to the I-405 corridor, including direct HOV ramps at a new interchange at NE 8th
Street.
Planned HOV facility investments, such as HOV lanes or intersection queue jumps, are planned in several Renton corridors and direct access HOV interchange ramps
are planned at the following locations between 2015 and 2020:
SW 43rd Street/Carr Road/Petrovitsky Road Ccorridor Improvements: Implement Adaptive Signal Control System (ASCS) along corridor which also will
support transit operations. The system may be expanded to include transit signal priority if King County Metro would provide a BRT route to the corridor.
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NE 3rd/NE 4th Corridor Improvements: Implement projects at locations along this arterial corridor to improve traffic operations including revising/adding turn
lanes, access management, and traffic signal modifications. Projects will upgrade pedestrian and bicycle facilities. Project to consider transit signal priority
enhancements and queue jump lanes to improve transit reliability.
NE Sunset Boulevard (SR 900) Corridor Improvements from I-405 on the west to the east City limits: Reconstruct arterial to enhance pedestrian and bicycle
facilities and transit facilities/develop street to latest adopted Principal Arterial street standards. The City is also discussing extension of BRT to this corridor,
which would connect the Sunset Area with The Landing, Boeing, and other employment centers.
Grady Way Corridor Improvements from Lind Avenue to Main Avenue: Reconfigure traffic lanes and add turn lanes and other traffic signal improvements to
enhance traffic operations and transit reliability.
These HOV investments will improve transit travel time, accessibility, and reliability and contribute to a reduction in congestion and pollution by providing an attractive
alternative to the single occupant vehicle.
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Revised Discussion: Transit and HOV
As Renton’s population continues to grow, there is a greater need to move people efficiently on the local roadway network. A well-managed, attractive, and convenient
transit system reduces traffic demand by encouraging the use of alternatives to single-occupancy vehicles, for trips within the city limits and for trips to regional
destinations. The following policies and priorities seek to maximize the use of transit and other alternatives to single-occupancy vehicles in Renton.
INVENTORY
The Downtown Renton Transit Center is the current hub of transit service in Renton. The Transit Center acts as both a destination and a major transfer center. Bus
service in Renton is currently provided by King County Metro and Sound Transit.
Metro provides internal city routes and regional service. Local transit service includes RapidRide, buses, shuttles, and Dial-a-Ride (DART). The RapidRide F-line
connects The Landing and Boeing plant with Downton Renton, Tukwila, SeaTac, and Burien. It connects with the regional Sounder (commuter rail) and Link Light Rail
systems. As of 2022, Renton has over 1,100 park and ride spaces located throughout the community to serve local commuters.
High Occupancy Vehicle (HOV) lanes, available to buses and vehicles with two or more occupants, currently exist north and southbound on Interstate 405 and SR-
167. HOV queue jump lanes are provided at some interchange ramps in Renton. Rainier Avenue has business access and transit only (BAT) lanes.
FUTURE PLANS
VISION 20450 and Transportation 20540 call for channeling future growth into regional growth centers such as Renton and providing transit links between centers.
Transit investments are critical to providing local and regional trip alternatives to single-occupancy vehicles.
Transit service and facility improvements are needed to support and encourage increased transit use in the City of Renton. Renton has been and will continue to work
with King County Metro and Sound Transit to develop transit system service improvements (e.g., new routes, increased frequency) and capital investments (e.g.,
signal queues, park and ride facilities) to adequately serve Renton’s developing residential and employment areas.
Specific transit service improvements and facilities are needed to support Renton’s role as a regional center. The City hereby incorporates by reference:
1. King County Metro’s Strategic Plan for Public Transportation 2021-2031 (Metro Connects), or as thereafter amended, and
2. Sound Transit’s Sound Transit 3 (ST3) Plan as adopted by the agency in 2016, or as thereafter amended.
The City is very supportive of Sound Transit’s project to add Bus Rapid Transit (BRT) to the I-405 corridor, including direct HOV ramps at a new WSDOT interchange at
NE 8th Street. The project also includes a new Transit Center in South Renton and inline Station at I-405 and NE 44th Street, with the addition of 700 parking stalls at
the Transit Center and 200 parking stalls at the interchange.
Planned HOV facility investments, such as HOV lanes or intersection queue jumps, are planned in several Renton corridors and direct access HOV interchange ramps
are planned at the following locations between 2023 and 2030:
Rainier Avenue Corridor Improvements: Implement Adaptive Signal Control System (ASCS) along corridor which also will support transit operations.
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The Safe Routes to Transit Program provides non-motorized improvements along major transit corridors such as the future Rapid Ride I line between the
Regional Growth Centers of Auburn, Kent, and Renton.
NE Sunset Boulevard (SR 900) Corridor Improvements from I-405 on the west to the east City limits: Reconstruct arterial to enhance pedestrian and bicycle
facilities and transit facilities/develop street to latest adopted Principal Arterial street standards. The City is also discussing extension of BRT to this corridor,
which would connect the Sunset Area with The Landing, Boeing, and other employment centers.
Grady Way Corridor Improvements from Lind Avenue to Main Avenue: Reconfigure traffic lanes and add turn lanes and other traffic signal improvements to
enhance traffic operations and transit reliability.
These HOV investments will improve transit travel time, accessibility, and reliability and contribute to a reduction in congestion and pollution by providing an attractive
alternative to the single occupant vehicle.
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Policies: Transit and HOV
Table 7. Transit and HOV Policies
Ro
w # 2015 Policy Proposed Language Change Purpose or Rationale
1 Policy T-28: Work with other jurisdictions and
transit authorities to plan and provide frequent,
coordinated and comprehensive transit service
and facilities in residential and employment
areas.
Policy T-28: Work with other jurisdictions and transit
authorities to plan and provide frequent,
coordinated and comprehensive transit service and
facilities in residential and employment areas.
2 Policy T-29: Support direct HOV ramps to/from I-
405 in the vicinity of The Landing (NE 8th) per
the City Center Community Plan.
Policy T-29: Support direct HOV ramps to/from I-405
in the vicinity of The Landing (NE 8th) per the City
Center Community Plan.
3 Policy T-30: Work to improve the frequency and
reliability of transit serving Renton’s Downtown
and promote the Downtown Transit Center as
part of a regional high capacity transit system.
Policy T-30: Work to improve the frequency and
reliability of transit serving the Regional Growth
Center and promote the new South Renton Transit
Center as part of a regional high capacity transit
system.
In alignment with ST-3, acknowledging the
relocation of the Downtown Transit Station to a
new Sound Renton Transit Center site located
within the Rainier/Grady Transit Oriented
Development Subarea.
4 Policy T-31: Increase transit service and access
in commercial and mixed use corridors and
nodes.
Policy T-31: Increase transit service and access in
commercial and mixed use corridors and nodes.
5 Policy T-32: Coordinate transit, bike, and
pedestrian planning efforts and evaluate
opportunities to leverage investments for the
benefit of more users.
Policy T-32: Coordinate transit, bike, and pedestrian
planning efforts and evaluate opportunities to
leverage or support investments in transit
infrastructure, service improvements, and transit
stations/facilities for the benefit of more users.
6 Policy T-33: Construct improvements and
implement actions to facilitate the flow of HOV’s
into, out of, and through Renton.
Policy T-33: Construct improvements and implement
actions to facilitate the flow of HOV’s into, out of,
and through Renton.
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w # 2015 Policy Proposed Language Change Purpose or Rationale
7 Policy T-34: Support exclusive freeway/arterial
HOV facilities that improve transit travel times by
enabling buses to bypass congestion.
Policy T-34: Support exclusive freeway/arterial HOV
facilities that improve transit travel times by
enabling buses to bypass congestion.
8 Policy T-35: Allow park-and-ride facilities in
appropriate locations subject to design
considerations.
Policy T-35: Allow park-and-ride facilities in
appropriate locations subject to design
considerations.
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2015 Discussion: Transportation Options and Mobility
As described in Renton’s Housing Action Plan (2021) and Housing Element, lack of mobility creates obstacles for individuals and families to access the services they
need. Lack of mobility and transportation services can limit a household’s ability to obtain basic goods and services, receive medical or dental care, commute to a job,
and maintain employment. Current barriers to mobility in Renton include:
Uneven access to public transit, with limited options for those who do not live Downtown, do not commute during peak travel times, or who need to travel
within Renton (instead of between Renton and other destinations in the region). The most vulnerable groups include low-income households that are unable
to afford vehicle ownership, as well as, residents who are unable to drive.
Elderly residents and others with personal physical mobility issues also face the challenge of not being able to walk longer distances to and from a bus stop,
further limiting their opportunities to use public transit.
Many of the pedestrian and bike routes connecting Renton’s residential areas with basic services are unsafe, which further limits transportation alternatives
for households without an automobile.
Revised Discussion: Transportation Options and Mobility
As described in Renton’s Housing Action Plan (2021) and Housing and Human Services Element, lack of mobility creates obstacles for individuals and families to
access the services they need. Lack of mobility and transportation services can limit a household’s ability to obtain basic goods and services, receive medical or
dental care, commute to a job, and maintain employment. Current barriers to mobility in Renton include:
Uneven access to public transit, with limited options for those who do not live Downtown, do not commute during peak travel times, or who need to travel
within Renton (instead of between Renton and other destinations in the region). The most vulnerable groups include low-income households that are unable
to afford vehicle ownership, as well as, residents who are unable to drive.
Elderly residents and others with personal physical mobility issues also face the challenge of not being able to walk longer distances to and from a bus stop,
further limiting their opportunities to use public transit.
Many of the pedestrian and bike routes connecting Renton’s residential areas with basic services are unsafe, which further limits transportation alternatives
for households without an automobile.
Element Review ▪ Transportation
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Policies: Transportation Options and Mobility
Table 8. Transportation Options and Mobility Policies
Ro
w # 2015 Policy Proposed Language Change Purpose or Rationale
1 Policy T-36: Invest in connection of non-
motorized facilities across Renton. Provide
improvements at intersections to improve safety
and comfort of pedestrians and bicyclists.
Policy T-36: Invest in connection of non-motorized
facilities across Renton. Provide improvements at
intersections to improve safety and comfort of
pedestrians and bicyclists.
2 Policy T-37: Support transit agencies’ investment
in transit service to Renton neighborhoods within
and beyond Downtown.
Policy T-37: Support transit agencies’ investment in
transit service to Renton neighborhoods within and
beyond the Transit Center.
Reflects future relocation
3 Policy T-38: Develop a connected transportation
system that provides opportunities for mobility of
people with special needs.
Policy T-38: Develop a connected transportation
system, through implementation of transportation
programs and improvements, that provides
equitable mobility choices and access to
opportunities, while preventing or mitigating
negative impacts to minority communities, people of
low-incomes, and people with special transportation
needs.
Consistency with Vision 2050 (MPP-T-9 and 10)
4 -- Policy T-39: Implement the Barrier Free Mobility Plan
adopted by the City Council in December of 2021.
Includes new adopted plan.
Policy T-X: Respond to changes in mobility patterns
and needs for both people and goods, and
encourage partnerships with the private sector,
where applicable.
Consistency with Vision 2050 (MPP-T-34)
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2015 Discussion: Growth Strategy, Land Use, and Transportation
Renton has been designated a Core City and has a Regional Growth Center called the Renton Urban Center. Renton’s adopted Urban Center boundary includes two
primary sections: the northern portion borders Lake Washington and emphasizes mixed use and regional employment, including Boeing’s Renton Plant and The
Landing, a retail and residential development; the southern portion of the center includes the downtown core and adjacent residential area.
The City is obligated to meet the 2031 Growth Targets contained in the King County Countywide Planning Policies, and much of its growth capacity is in mixed use
zones such as the Central Business District (CBD). The City must also estimate its growth to the year 2035 to provide the required 20-year planning period under
GMA. Table T-1 shows the City’s growth targets, capacity, and transportation model assumptions.
Table T-1: Growth Targets
Housing
Target
Employment
Target
2012-2035
Growth Target
per 2014
Buildable Lands
Report
14,050 28,755
Growth Capacity
Estimated 2012
BLR and Land
Use Element
Update
15,351-16,741 26,090-31,076
Transportation
Model
Assumptions
16,741 31,076
Sources: King County, Puget Sound Regional Council, BERK Consulting 2014
The City has tested the future land use, desired mode split, and planned transportation improvements in the City’s transportation model. The model results show that
the projected growth can be supported by the City’s planned improvements, and the City’s level of service policies (see Policy T-48) can be met. The model tested
Renton’s planned growth and improvements in the context of regional growth and networks consistent with Puget Sound Regional Council’s VISION 2040 and
Transportation 2040 plans.
Testing Renton’s planned growth and improvements shows the following summary model results in selected corridors:
SW 43/Carr/Petrovitsky Corridor: Planned physical improvements to intersections and lanes together ASCS, and the LOS E Mitigated designation per policies,
are appropriate.
Grady Way: Planned improvements would improve operations even in areas of projected continued congestion.
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156th Avenue NE Corridor: Three lanes should suffice through 2035 modeled conditions. The 142nd/156th intersection with a signal and turn lanes are
projected to work well.
SR 169: Interim improvements are possible and desirable at SE 5th at SR 169, such as striping/signing/operations changes. The State’s Route Development
Plan improvements, included in the Renton Transportation Element list of projects (Appendix A), are needed.
Houser Way at Lake Washington Boulevard: Projects 3 and 5 (Appendix A) would address projected traffic.
192nd Extension over SR 167: This new road would likely pull traffic off of the SW 43rd overcrossing of SR 167, but would not eliminate the need for
widening the overcrossing.
More detailed transportation analysis of planned improvements would occur through the design process.
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Revised Discussion: Growth Strategy, Land Use, and Transportation
Renton has been designated a Core City and has a Regional Growth Center called the Renton Urban Center. Renton’s adopted Urban Center boundary includes two
primary sections: the northern portion borders Lake Washington and emphasizes mixed use and regional employment, including Boeing’s Renton Plant and The
Landing, a retail and residential development; the southern portion of the center includes the downtown core and adjacent residential area.
The City is obligated to meet the 2044 Growth Targets contained in the King County Countywide Planning Policies, and much of its growth capacity is in mixed use
zones such as the Central Business District (CBD). The City must also estimate its growth to the year 2045 to provide the required 20-year planning period under
GMA. Table T-1 shows the City’s growth targets, capacity, and transportation model assumptions.
Table T-1: Growth Targets
Housing Employment
2019-2044 Growth Target per Urban Land Capacity Analysis 17,000 31,780
2019 Growth Capacity Estimated 16,503 26,210
2020 - 2024 Pipeline and Units Built 9,457
Transportation Model Assumptions 16,741 31,076
Sources: King County, Puget Sound Regional Council, BERK Consulting 2014
The City has tested the future land use, desired mode split, and planned transportation improvements in the City’s transportation model. The model results show that
the projected growth can be supported by the City’s planned improvements, and the City’s level of service policies (see Policy T-49) can be met. The model tested
Renton’s planned growth and improvements in the context of regional growth and networks consistent with Puget Sound Regional Council’s VISION 2050 and
Transportation 2050 plans.
Testing Renton’s planned growth and improvements shows the following summary model results in selected corridors:
SW 43/Carr/Petrovitsky Corridor: Planned physical improvements to intersections and lanes together ASCS, and the LOS E Mitigated designation per policies,
are appropriate.
Grady Way: Planned improvements would improve operations even in areas of projected continued congestion.
156th Avenue NE Corridor: Three lanes should suffice through 2045 modeled conditions. The 142nd/156th intersection with a signal and turn lanes are
projected to work well.
SR 169: Interim improvements are possible and desirable at SE 5th at SR 169, such as striping/signing/operations changes. The State’s Route Development
Plan improvements, included in the Renton Transportation Element list of projects (Appendix A), are needed.
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Houser Way at Lake Washington Boulevard: Projects 3 and 5 (Appendix A) would address projected traffic.
192nd Extension over SR 167: This new road would likely pull traffic off of the SW 43rd overcrossing of SR 167, but would not eliminate the need for
widening the overcrossing.
More detailed transportation analysis of planned improvements would occur through the design process.
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Policies: Growth Strategy, Land Use, and Transportation
Table 9. Growth Strategy, Land Use, and Transportation Policies
Ro
w # 2015 Policy Proposed Language Change Purpose or Rationale
1 Policy T-39: Provide multimodal transportation
improvements that support land use plans and
are compatible with surrounding land uses.
Policy T-39: Provide multimodal transportation
improvements that support land use plans and are
compatible with surrounding land uses.
2 Policy T-40: Plan, design, and operate streets to
enable safe and convenient access and travel for
all users including pedestrians, bicyclists, transit
riders, and people of all ages and abilities, as
well as, freight and motor vehicle drivers, and to
foster a sense of place in the public realm with
attractive design amenities.
Combined with T-1.
3 Policy T-41: Plan for land use densities and
mixed-use development patterns that encourage
walking, biking, and transit use in designated
areas.
Policy T-41: Plan for land use densities and mixed-
use development patterns that encourage walking,
biking, and transit use in designated areas.
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w # 2015 Policy Proposed Language Change Purpose or Rationale
4 Policy T-42: Continue to implement the following
design guidelines in Renton’s Regional Growth
Center:
• Encourage a mix of complementary land uses.
• Encourage compact growth by addressing
density.
• Link neighborhoods and connect streets,
sidewalks, and trails.
• Complete missing links and connections in the
pedestrian and bicycle systems.
• Integrate activity areas with surrounding
neighborhoods.
• Locate public and semipublic uses near
Renton’s transit center(s).
• Design for pedestrians and bicyclists.
• Provide usable open spaces such as the
Renton Piazza, Burnett Linear Park, Cedar River
Trail, and others.
• Manage the supply of parking.
• Promote the benefits of on-street parking.
• Reduce and mitigate the effects of parking.
Policy T-42: Continue to implement the following
design guidelines in Renton’s Regional Growth
Center:
• Encourage a mix of complementary land uses.
• Encourage compact growth by addressing density.
• Link neighborhoods and connect streets,
sidewalks, and trails.
• Complete missing links and connections in the
pedestrian and bicycle systems.
• Integrate activity areas with surrounding
neighborhoods.
• Locate public and semipublic uses near Renton’s
transit center(s).
• Design for pedestrians and bicyclists.
• Provide usable open spaces such as the Renton
Piazza, Burnett Linear Park, Cedar River Trail, and
others.
• Manage the supply of parking.
• Promote the benefits of on-street parking.
• Reduce and mitigate the effects of parking.
5 Policy T-43: Prioritize multimodal transportation
investments in Renton’s Growth Urban Center.
Policy T-43: Promote the development of an
efficient, multimodal transportation system, in
collaboration with other jurisdictions and agencies,
while prioritizing investments in Renton’s Growth
Urban Center.
Consistency with Vision 2050
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2015 Discussion: Level of Service Standards, Design, and Concurrency
Transportation concurrency – ensuring the programs, projects, and services needed to serve growth are in place when or soon after growth occurs – is a key
requirement of the Washington State Growth Management Act (GMA). The City established the following objectives for its multimodal concurrency system:
Meet requirements of GMA and be defensible
Be meaningful to measure transportation system versus development
Be simple to explain
Be simple and cost efficient to implement and monitor
Incorporate other travel modes
Be receptive to various TDM and parking strategies
Consider the potential for different standards for different parts of the City
Help fund/implement multimodal transportation improvements
Provide a basis for interjurisdictional coordination on transportation
Following a review of different systems and methods, the City developed a multimodal LOS and concurrency system for the following modes of travel meeting the
objectives:
Motor vehicles (single and multi occupancy)
Transit
Non-motorized (bicycle and pedestrian)
The multimodal LOS system addresses the following scales: 1) citywide, 2) community planning area, and 3) development level.
The primary component of the system is a plan-level estimate of person trips by mode based on the land use forecasts. Person trips are the number of persons
making trips by various modes of travel. Bicycle and pedestrian trips typically involve one person, thus one person trip. But motor vehicles often have more than one
occupant. For example, if the average vehicle occupancy was 1.3, and a concurrency service area (like a community planning area) had 1,000 p.m. peak vehicle trips,
the person trips would be 1,300. Similarly, if a transit vehicle carries 65 passengers, there would be 65 person trips. Using person trips provides a common metric for
use in concurrency and also assessment of transportation impacts or mitigation fees.
To ensure that growth is occurring in a pattern and intensity proposed by the Land Use Element, the person trips could be tracked by consolidated Community
Planning Areas that share a common circulation system and that do not place undue administrative burden.
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The last component of the LOS program is at a development scale. Applicants for development would need to provide an analysis of the effect of their proposed
development on safety, operations and local access considering a measurement of delay per vehicle of LOS D or LOS E mitigated using Highway Capacity Manual
definitions. See Table T-2 for a description of the key steps in the LOS/Concurrency system.
LOS standards guide the types of street, pedestrian, bicycle, and transit improvements needed to meet planned levels of growth. The list and map of planned
transportation system improvements are presented in Appendix A.
The transportation system’s quality of design, sensitivity to human needs, and integration with the surroundings impact the City’s urban character and quality of life.
Transportation improvements should be designed accordingly.
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Table T-2: LOS/Concurrency Program
Program Component
or Characteristic Attributes
Person Trips
Person trips are the number of persons making the same trip in the same mode of travel. Using
person trips provides a common metric for use in concurrency and also impact or mitigation
fees.
Multimodal Levels
of Service
Person trips will be calculated for the following modes of travel:
• Motor vehicles (single and multi-occupancy)
• Transit
• Non-motorized (bicycle and pedestrian)
Multiple Service
Areas
The City will monitor trip banks to specific service areas, such as consolidated Community
Planning Areas, that reflect differences in transportation opportunities, needs and capacities,
as well as, differences in existing and future land uses.
However, the City will determine system needs and collect fees at a citywide scale in order to
preserve the City’s flexibility to prioritize projects, and to avoid creating smaller accounts that do not collect enough to fund any projects before the legal deadlines to spend the money or
refund it.
Trip Calculator,
Fee Calculator,
Trip Bank
Applicants will provide the type(s) of land uses they will develop, and the number of units they propose for each type (i.e., # of apartments, or # of square feet of retail, office, etc.). The Trip
Calculator will convert the applicant’s data to the number of person trips in their service area
using trip generation rates. The trip calculator results will be used for concurrency by comparing the applicant’s person trips to the balance available in the trip bank for each mode.
The trip calculator results will be used for fee calculations by multiplying the applicant’s person
trips for each mode times the fee per trip for each mode.
Multimodal
Mitigation Fees
A separate SEPA-based mitigation fee schedule will collect each applicant’s proportionate
share of their direct impact on the other modes of travel.
Strategies such as TDM and parking can earn credits that reduce the mitigation fees.
Safety,
Operations, and
Local Access Analysis
Applicants for development will be required to submit an analysis of the effect of their proposed development on safety, operations and local access using guidelines outlined in the
City of Renton Policy Guidelines for Traffic Impact Analysis for New Development.
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Revised Discussion: Level of Service Standards, Design, and Concurrency
Transportation concurrency – ensuring the programs, projects, and services needed to serve growth are in place when or soon after growth occurs – is a key
requirement of the Washington State Growth Management Act (GMA). The City established the following objectives for its multimodal concurrency system:
Meet requirements of GMA and be defensible
Be meaningful to measure transportation system versus development
Be simple to explain
Be simple and cost efficient to implement and monitor
Incorporate other travel modes
Be receptive to various TDM and parking strategies
Consider the potential for different standards for different parts of the City
Help fund/implement multimodal transportation improvements
Provide a basis for interjurisdictional coordination on transportation
Following a review of different systems and methods, the City developed a multimodal LOS and concurrency system for the following modes of travel meeting the
objectives:
Motor vehicles (single and multi occupancy)
Transit
Non-motorized (bicycle and pedestrian)
The multimodal LOS system addresses the following scales: 1) citywide, 2) community planning area, and 3) development level.
The primary component of the system is a plan-level estimate of person trips by mode based on the land use forecasts. Person trips are the number of persons
making trips by various modes of travel. Bicycle and pedestrian trips typically involve one person, thus one person trip. But motor vehicles often have more than one
occupant. For example, if the average vehicle occupancy was 1.3, and a concurrency service area (like a community planning area) had 1,000 p.m. peak vehicle trips,
the person trips would be 1,300. Similarly, if a transit vehicle carries 65 passengers, there would be 65 person trips. Using person trips provides a common metric for
use in concurrency and assessment of transportation impacts or mitigation fees.
To ensure that growth is occurring in a pattern and intensity proposed by the Land Use Element, the person trips could be tracked by consolidated Community
Planning Areas that share a common circulation system and that do not place undue administrative burden.
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The last component of the LOS program is at a development scale. Applicants for development would need to provide an analysis of the effect of their proposed
development on safety, operations and local access considering a measurement of delay per vehicle of LOS D or LOS E mitigated using Highway Capacity Manual
definitions. See Table T-2 for a description of the key steps in the LOS/Concurrency system.
LOS standards guide the types of street, pedestrian, bicycle, and transit improvements needed to meet planned levels of growth. The list and map of planned
transportation system improvements are presented in Appendix A.
The transportation system’s quality of design, sensitivity to human needs, and integration with the surroundings impact the City’s urban character and quality of life.
Transportation improvements should be designed accordingly.
Table T-2: LOS/Concurrency Program
Program Component
or Characteristic Attributes
Person Trips Person trips are the number of persons making the same trip in the same mode of travel. Using
person trips provides a common metric for use in concurrency and impact or mitigation fees.
Multimodal Levels
of Service
Person trips will be calculated for the following modes of travel:
• Motor vehicles (single and multi-occupancy)
• Transit
• Non-motorized (bicycle and pedestrian)
Multiple Service
Areas
The City will monitor the trip bank, determine system needs, and collect fees at a citywide
scale.
Trip Calculator,
Fee Calculator,
Trip Bank
Applicants will provide the type(s) of land uses they will develop, and the number of units they propose for each type (i.e., # of apartments, or # of square feet of retail, office, etc.). The Trip
Calculator will convert the applicant’s data to the number of person trips in their service area
using trip generation rates. The trip calculator results will be used for concurrency by comparing the applicant’s person trips to the balance available in the trip bank. The trip
calculator results will be used for fee calculations by multiplying the applicant’s person trips
times the fee per trip. The city will be evaluating the fee per trip expanding it to include non-motorized modes of travel as recently allowed in 2023 by Washington State Law.
Multimodal
Mitigation Fees
A separate SEPA-based mitigation fee schedule will collect each applicant’s proportionate
share of their direct impact on the other modes of travel.
Strategies such as TDM and parking can earn credits that reduce the mitigation fees.
Safety,
Operations, and Local Access
Analysis
Applicants for development will be required to submit an analysis of the effect of their
proposed development on safety, operations and local access using guidelines outlined in the
City of Renton Policy Guidelines for Traffic Impact Analysis for New Development.
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Policies: Level of Service Standards, Design, and Concurrency
Table 10. Level of Service Standards, Design, and Concurrency Policies
Ro
w # 2015 Policy Proposed Language Change Purpose or Rationale
1 Policy T-44: Ensure adequate transportation
facilities are in place at the time of development
approval or that an adopted strategy is in place
to provide adequate facilities within six years.
Policy T-44: Ensure adequate transportation
facilities are in place at the time of development
approval or that an adopted strategy is in place to
provide adequate facilities within six years.
2 Policy T-45: Ensure that new development
contributes its fair share of the cost of
transportation facilities, programs and services
needed to mitigate growth related transportation
impacts.
Policy T-45: Ensure that new development
contributes its fair share of the cost of multimodal
transportation facilities, programs and services
needed to mitigate growth related transportation
impacts.
Highlight the need for development to contribute to
all transportation facilities including those related
to non-motorized modes of travel.
3 Policy T-46: Maintain a multimodal level of
service that maximizes mobility, is coordinated
with level of service standards of adjacent
jurisdictions, and meets concurrency
requirements.
Policy T-46: Maintain a multimodal level of service
that maximizes mobility, is coordinated with level of
service standards of adjacent jurisdictions, and
meets concurrency requirements.
4 Policy T-47: Incorporate multiple transportation
modes in concurrency determinations.
Policy T-47: Incorporate multiple transportation
modes in concurrency determinations.
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Policy T-48: Apply the following multimodal LOS
standards at a citywide level, community
planning area level, and development level:
A. Citywide Person Trips: Based on the City’s land
use and growth strategy, establish a citywide
level of person trips by mode, and support each
mode with capital improvements and programs.
The general mode categories include: motor
vehicle trips, transit trips, and non-motorized
trips.
B. Community Planning Area Trips: Through the
concurrency review process, track person trips by
the following areas to monitor if growth is
occurring in relation to the Land Use Element and
planned Transportation and Capital Facility Plan
investments. If growth is occurring in a different
pattern than planned, consider the effect on
operational LOS and determine if the
Comprehensive Plan land use, LOS or capital
investments should be amended.
1. West Hill/City Center/Cedar River Community
Planning Areas
2. Valley Community Planning Area
3. Talbot/Benson/Fairwood Community Planning
Areas
4. Kennydale/Highlands/East Plateau
Community Planning Areas
5. Adopted planned action areas: Track vehicular
trips per City-adopted Planned Action ordinances
C. Operational LOS: Through the SEPA review
process, apply the following operational LOS
Policy T-48: Apply the following multimodal LOS
standards at a citywide level and development level:
A. Citywide Person Trips: Based on the City’s land
use and growth strategy, establish a citywide level of
person trips by mode, and support each mode with
capital improvements and programs. The general
mode categories include: motor vehicle trips,
transit/carpool trips, and non-motorized trips.
B. Operational LOS: Through the SEPA review
process, apply the following operational LOS
standard at intersections that could be impacted by
a proposed development:
1. Arterials and Collectors: Except as listed in C.2,
apply a standard of LOS D.
2. Alternative Arterial and State Route LOS: Apply a
standard of Level of Service E Mitigated for the
following:
• Specific Corridors: Carr Road, Logan Avenue,
Rainier Avenue, Grady Way, SR 900, SR 169 and SR
515.
• Centers: Renton Urban Center and Center Village
• For the above Corridors and Centers, congestion
should be mitigated (such as increasing transit or
other modes) when p.m. peak hour LOS falls below
LOS E.
Updated to be consistent with Concurrency
Program.
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w # 2015 Policy Proposed Language Change Purpose or Rationale
standard at intersections that could be impacted
by a proposed development:
1. Arterials and Collectors: Except as listed in C.2,
apply a standard of LOS D.
2. Alternative Arterial and State Route LOS: Apply
a standard of Level of Service E Mitigated for the
following:
• Specific Corridors: Carr Road, Logan Avenue,
Rainier Avenue, Grady Way, SR 900 and SR 515.
• Centers: Renton Urban Center and Center
Village
• For the above Corridors and Centers,
congestion should be mitigated (such as
increasing transit or other modes) when p.m.
peak hour LOS falls below LOS E.
5 Policy T-49: Encourage development that can be
supported by transit and other non-single
occupant vehicle modes.
Policy T-49: Encourage development that can be
supported by transit and other non-single occupant
vehicle modes.
6 Policy T-50: Design transportation facilities to fit
the neighborhood context. Apply urban design
principles.
Policy T-50: Design transportation facilities to fit the
neighborhood context. Apply urban design
principles.
7 Policy T-51: Support continued development of
the 27th/Strander Corridor into Tukwila.
Policy T-51: Support continued development of the
27th/Strander Corridor into Tukwila.
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w # 2015 Policy Proposed Language Change Purpose or Rationale
Policy T-53: Take one or more of the following
actions if the City is unable to fund the programs,
projects and services identified (not in priority
order):
• Delay development until the needed programs,
facilities or services can be funded;
• Amend the Land Use Plan to reduce the demand
placed on the transportation system; or
• Obtain needed revenue or revise the
Transportation Improvement Plan to reflect known
financial resources.
As a last choice, change the transportation level of
service standard.
New Commerce requirement
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2015 Discussion: Freight
Safe and efficient movement and distribution of goods is important for attracting and retaining businesses in the City of Renton.
INVENTORY
Truck and rail freight are important to the regional and local economy. The Washington State Freight Mobility Plan, hereby incorporated by reference, identifies T1
freight corridors (those carrying more than 10 million tons per year), T2 freight corridors (carrying 4 to 10 million tons per year), and other freight routes within the City
that are important to the state economy. Figure T-2 identifies the state designated freight routes.
The City has a system of truck routes for trucks weighing over 26,000 pounds gross vehicle weight. In accordance with the City’s truck route ordinance, trucks
needing to make deliveries off of the designated truck routes are required to take the most direct arterial route to/from one of the designated truck routes and to
combine multiple trips off designated truck routes when feasible. The truck route ordinance does not apply to the operation of school buses or public transit on
designated routes, garbage trucks, city maintenance vehicles, or emergency vehicles.
Freight rail service is currently available to several industrial and commercial areas of the City. Existing rail lines bordering the City of Renton include the Union Pacific
(UPRR) and Burlington Northern Santa Fe Railroad (BNSF) main line tracks between Seattle and Tacoma.
The BNSF main line runs in a north-south direction and is located along the City of Renton's western city limits, separating Renton from the City of Tukwila. The BNSF
main line carries a considerable volume of freight service, as well as passenger service. Two spur lines provide intermittent, as-needed freight service from the main
line to the Renton Valley industrial area (southwest Renton) and the Container Corporation of America plant in the Earlington industrial area. The BNSF 18th
Subdivision Branch Line splits from the BNSF main line at the Black River Junction, and continues through Downtown Renton and the North Renton industrial area
before continuing along the east side of Lake Washington and terminating in south Bellevue. Spur tracks off of the branch line provide freight service to the Earlington
industrial area in west central Renton. Two spur tracks serve the North Renton industrial area north of Downtown Renton.
The UPRR mainline track, located 200 to 300 feet west of the BNSF mainline and Renton's City limits, also runs in a north-south direction. The UPRR mainline is a
single track, carrying a somewhat lower level of freight-only service.
The infrequent use of the spur tracks and branch lines within city limits results in minimal disruption to vehicular traffic movement in Renton. Future land use
development is not anticipated to result in a significant increase in rail freight service in Renton.
The following policies and priorities seek to balance the needs of freight (trucks and trains) with the needs of other users of the local street network.
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Revised Discussion: Freight
Safe and efficient movement and distribution of goods is important for attracting and retaining businesses in the City of Renton.
INVENTORY
Truck and rail freight are important to the regional and local economy. The Washington State Freight Mobility Plan, hereby incorporated by reference, identifies T1
freight corridors (those carrying more than 10 million tons per year), T2 freight corridors (carrying 4 to 10 million tons per year), and other freight routes within the City
that are important to the state economy. Figure T-2 identifies the state designated freight routes.
The City has a system of truck routes for trucks weighing over 26,000 pounds gross vehicle weight. In accordance with the City’s truck route ordinance, trucks
needing to make deliveries off of the designated truck routes are required to take the most direct arterial route to/from one of the designated truck routes and to
combine multiple trips off designated truck routes when feasible. The truck route ordinance does not apply to the operation of school buses or public transit on
designated routes, garbage trucks, city maintenance vehicles, or emergency vehicles.
Freight rail service is currently available to several industrial and commercial areas of the City. Existing rail lines bordering the City of Renton include the Union Pacific
(UPRR) and Burlington Northern Santa Fe Railroad (BNSF) main line tracks between Seattle and Tacoma.
The BNSF main line runs in a north-south direction and is located along the City of Renton's western city limits, separating Renton from the City of Tukwila. The BNSF
main line carries a considerable volume of freight service, as well as passenger service. Two spur lines provide intermittent, as-needed freight service from the main
line to the Renton Valley industrial area (southwest Renton) and the Container Corporation of America plant in the Earlington industrial area. The BNSF 18th
Subdivision Branch Line splits from the BNSF main line at the Black River Junction, and continues through Downtown Renton and the North Renton industrial area
before continuing along the east side of Lake Washington and terminating in south Bellevue. Spur tracks off of the branch line provide freight service to the Earlington
industrial area in west central Renton. Two spur tracks serve the North Renton industrial area north of Downtown Renton.
The UPRR mainline track, located 200 to 300 feet west of the BNSF mainline and Renton's City limits, also runs in a north-south direction. The UPRR mainline is a
single track, carrying a somewhat lower level of freight-only service.
The infrequent use of the spur tracks and branch lines within city limits results in minimal disruption to vehicular traffic movement in Renton. Future land use
development is not anticipated to result in a significant increase in rail freight service in Renton.
The following policies and priorities seek to balance the needs of freight (trucks and trains) with the needs of other users of the local street network.
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Policies: Freight
Table 11. Freight Policies
Ro
w # 2015 Policy Proposed Language Change Purpose or Rationale
1 Policy T-52: Work with local, regional, state, and
federal agencies to address regional freight
needs and mitigate local impacts.
Policy T-52: Work with local, regional, state, and
federal agencies to address regional freight needs
and mitigate local impacts.
2 Policy T-53: Maintain and improve freight access
to and from Renton industrial areas.
Policy T-53: Maintain and improve freight access to
and from Renton industrial areas.
3 Policy T-54: Minimize the impact of freight traffic
on transportation facilities and general traffic
circulation.
Policy T-54: Minimize the impact of freight traffic on
transportation facilities and general traffic
circulation.
4 Policy T-55: Limit heavy through truck traffic to
designated truck routes.
Policy T-55: Limit heavy through truck traffic to
designated truck routes.
5 Policy T-56: Support railroad crossing
improvements that minimize maintenance and
protect the street surface. Where warranted,
provide protective devices, such as barriers and
warning signals, on at-grade crossings.
Policy T-56: Support railroad crossing improvements
that minimize maintenance and protect the street
surface. Where warranted, provide protective
devices, such as barriers and warning signals, on at-
grade crossings.
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2015 Discussion: Airport
The Renton Municipal Airport is a major general aviation airport and a designated Reliever Airport for SeaTac International Airport in the Federal Aviation
Administration’s National Plan of Integrated Airport Systems.
Both federal and state governments recognize its importance as part of the transportation system and require the City to protect and maintain it so that it can be used
safely. Renton's Airport is more than a transportation facility. It is a vital element to Renton's commercial and industrial economy, providing aircraft services,
manufacturing support, flight training, and other airport activities. The airport is a self-sufficient enterprise fund within the City’s operations.
According to the 2012 WSDOT Aviation Economic Impact Study, four airports in Washington State account for the greatest economic impact:
The most significant overall finding is that the statewide economic impacts attributable to airports are substantial, but heavily concentrated in just four facilities -
the three major Boeing activity centers (Paine Field, Boeing Field, and Renton Municipal) and Sea-Tac, which is the principal commercial airline hub in the state and
ranked 17th nationally in terms of annual enplanements.
Combined, they account for 91% of total jobs and 95% of total statewide output attributable to individual airport activity. Each of these facilities is estimated to
support at least 10,000 jobs and more than $5 billion of economic activity.
INVENTORY
The Renton Municipal Airport is owned by the City of Renton. The Airport consists of approximately 165.5 acres; it has one runway with two parallel taxiways.
The runway, running southeast to northwest, is 5,379 feet long and 200 feet wide. It is equipped with medium intensity runway lighting, Runway End Identification
Lighting (REIL), and Precision Approach Path Indicators (PAPI). Taxiways are lighted, there is a rotating beacon, a windsock, and a non-directional radio beacon. The
Federal Aviation Administration operates a contracted Air Traffic Control Tower year round during established hours (generally 7 a.m. to 8 p.m.).
The Renton Airport serves general aviation demand (aviation uses except scheduled commercial passenger airlines) generated by Renton, Boeing, and other
communities generally within a 30-minute drive. Aircraft services available at the Airport include aircraft maintenance and service, fuel, flight instruction, aircraft
charter and rental, and aircraft storage. Fixed Base Operators (FBO's), which are aviation-oriented businesses offering a variety of services and products to aircraft
owners and operators, provide these services to the aviation public.
Contiguous to the Renton Airport is the Will Rogers-Wiley Post Memorial Seaplane Base which, during the summer months, is one of the busiest seaplane bases in the
Northwest.
The Renton Municipal Airport is a Landing Rights Airport, with US Customs services available for both floatplane and wheeled aircraft arriving by water or by land.
FUTURE PLANS
The Airport Layout Plan establishes future development and improvement priorities and timelines that will yield a safe, efficient, economical, and environmentally
acceptable public facility with capacity for the future air transport needs of the City of Renton and the Puget Sound region.
The number of aircraft and the number of operations are projected to grow only modestly in the coming decades; however, the region has a large unmet need for
hangars for aircraft storage.
The airport has begun an update to the Airport Layout Plan scheduled to be completed in the spring of 2016.
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Revised Discussion: Airport
The Renton Municipal Airport is a major general aviation airport and a designated Reliever Airport for SeaTac International Airport in the Federal Aviation
Administration’s National Plan of Integrated Airport Systems.
Both federal and state governments recognize its importance as part of the transportation system and require the City to protect and maintain it so that it can be used
safely. Renton's airport is more than a transportation facility. It is a vital element to Renton's commercial and industrial economy, providing aircraft services,
manufacturing support, flight training, and other airport activities. The airport is a self-sufficient enterprise fund within the City’s operations.
According to the 2020 WSDOT Aviation Economic Impact Study, Renton Municipal Airport accounts for the third largest economic impact in Washington State at over
16 percent of the business revenues into the state.
INVENTORY
The Renton Municipal Airport is owned by the City of Renton. The airport consists of approximately 165.5 acres. It has one runway with two parallel taxiways.
The runway, running southeast to northwest, is 5,379 feet long and 200 feet wide. It is equipped with medium intensity runway lighting, Runway End Identification
Lighting (REIL), and Precision Approach Path Indicators (PAPI). Taxiways are also equipped with lighting, a rotating beacon, a windsock, and a non-directional radio
beacon. The Federal Aviation Administration operates a contracted Air Traffic Control Tower year round during established hours (generally 7 a.m. to 8 p.m.).
The Renton airport serves general aviation demand (aviation uses except scheduled commercial passenger airlines) generated by Renton, Boeing, and other
communities generally within a 30-minute drive. Aircraft services available at the airport include aircraft maintenance and service, fuel, flight instruction, aircraft
charter and rental, and aircraft storage. Fixed Base Operators (FBO's), which are aviation-oriented businesses offering a variety of services and products to aircraft
owners and operators, provide these services to the aviation public.
Contiguous to the Renton airport is the Will Rogers-Wiley Post Memorial Seaplane Base which, during the summer months, is one of the busiest seaplane bases in the
Northwest.
The Renton Municipal Airport is a Landing Rights Airport, with US Customs services available for both floatplane and wheeled aircraft arriving by water or by land.
FUTURE PLANS
The Airport Layout Plan establishes future development and improvement priorities and timelines that will yield a safe, efficient, economical, and environmentally
acceptable public facility with capacity for the future air transport needs of the City of Renton and the Puget Sound region.
The number of aircraft and the number of operations are projected to grow only modestly in the coming decades; however, the region has a large unmet need for
hangars for aircraft storage.
The airport has begun an update to the Airport Layout Plan scheduled to be completed in the spring of 2023.
Policies: Airport
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Table 12. Airport Policies
Ro
w # 2015 Policy Proposed Language Change Purpose or Rationale
1 Policy T-57: Acknowledge that there are certain
impacts to the community associated with the
existence of the Renton Municipal Airport, such
as noise generation, but that these impacts have
historically been accepted by the community in
exchange for the economic and transportation-
related benefits and the civic prestige that are
also associated with the Airport.
Policy T-57: Recognize the regional significance of
the Renton Municipal Airport for economic
development. Also, acknowledge that there are
certain impacts to the community with the existence
of the airport, such as noise generation, but that
these impacts have historically been accepted by
the community in exchange for the economic and
transportation-related benefits that are also
associated with the airport.
Clean up
2 Policy T-58: Recognize the regional significance
of the Airport for economic development.
Policy T-58: Promote coordinated planning and
effective management to optimize the region’s
aviation system in a manner that minimizes health,
air quality, and noise impacts to communities,
including historically marginalized communities.
Consolidate the previous policy with policy above.
Provide new policy for consistency with Vision
2050
3 Policy T-59: Maximize available space on the
Airport site for uses that require direct access to
taxiways and runways.
Policy T-59: Maximize available space on the airport
site for uses that require direct access to taxiways
and runways.
Grammar edits
4 Policy T-60: Continue operation of the Airport as a
Landing Rights Airport.
Policy T-60: Continue operation of the airport as a
Landing Rights Airport.
Grammar edits
5 Policy T-61: Recognize the benefit of Airport
access for emergency medical and disaster
response in the community.
Policy T-61: Recognize the benefit of airport access
for emergency medical and disaster response in the
community.
Grammar edits
6 Policy T-62: Promote and develop Airport facilities
and services for all wheeled and float-equipped
aircraft, owners, pilots, and passengers in a
manner that maximizes safety, efficiency, and
opportunity for use.
Policy T-62: Promote and develop airport facilities
and services for all wheeled and float-equipped
aircraft, owners, pilots, and passengers in a manner
that maximizes safety, efficiency, and opportunity for
use.
Grammar edits
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w # 2015 Policy Proposed Language Change Purpose or Rationale
7 Policy T-63: Lease Airport property for aviation-
related uses that create jobs and expand the
City’s tax base.
Policy T-63: Lease airport property for aviation-
related uses that create jobs and expand the City’s
tax base.
Grammar edits
8 Policy T-64: Maintain the northern shoreline of
the Airport as the only major publicly-owned
seaplane access and protect its use for that
purpose.
Policy T-64: Maintain the northern shoreline of the
airport as the only major publicly-owned seaplane
access and protect its use for that purpose.
Grammar edits
9 Policy T-65: Develop appropriate land use plans
and regulations for structures and vegetation
within the Airport’s runway approach zone.
Policy T-65: Develop appropriate land use plans and
regulations for structures and vegetation within the
airport’s runway approach zone and discourage the
siting of incompatible uses adjacent to the airport.
Consistency with Commerce
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2015 Discussion: Finance, Investment, and Implementation
This section contains details of transportation revenue sources that the City can reasonably expect to receive during the life of the transportation plan. Revenue
sources contained in the Financial Program vary widely in terms of the amounts available and the types of projects for which they may be used. In most cases,
individual transportation projects are funded by a combination of funding sources, reflecting the fact that transportation projects have multiple purposes and serve
multiple beneficiaries.
TRANSPORTATION IMPROVEMENTS
Appendix A: Transportation Improvement Projects and Programs, summarizes the City of Renton’s identified multimodal roadway system improvements needed to
address capacity and operational issues based on the forecast travel demands. The project table and map, which constitute Appendix A, include a project number for
reference. The table is generally organized by Community Plan Area, starting with the Kennydale Planning Area in the north part of the City.
In addition, the table includes programs covering pedestrian and bicycle travel consistent with the City’s other adopted plans, such as the Renton Trails and Bicycle
Master Plan. Programs covering preservation, traffic operations and Intelligent Transportation Systems (ITS), safety, and transportation project development are also
included. Without programs addressing these items, the City’s existing infrastructure will be less efficient and ultimately will cost more to reconstruct transportation
facilities.
Key improvements from other agencies including Washington State Department of Transportation (WSDOT), Sound Transit, King County, and adjacent cities are also
included in the list to illustrate the interdependence of Renton’s transportation element within the regional and sub-regional framework.
To better support use of alternative travel modes, most of the identified roadway improvements include facilities for pedestrians, and others also include
improvements for bicycle travel and improving transit service reliability. The roadway projects focus on improving traffic safety and operations along major corridors.
These include adding turn lanes (including center, two-way left-turn lanes) and upgrading traffic signals at major intersections. These include projects along Lake
Washington Boulevard, Sunset Boulevard, Grady Way, Carr Road/Petrovitsky Road, and 116th Avenue SE. In addition to the listed corridor projects, the traffic
operations and ITS program provide for adjusting the traffic signal phasing and operations at signals throughout the city.
The only project that adds additional travel lanes for a significant distance is the widening of Monster Road between Oakesdale Avenue and Martin Luther King Jr Way
(SR 900). This project completes the 4/5 lane arterial corridor and would be constructed in partnership with King County.
The Transportation Element also incorporates improvement projects from Community Plans and other planning studies. These include the plan to convert the one-way
roadways in downtown Renton to two-way operations to support the vision identified in the City Center Community Plan. In addition, the Transportation Element
includes the key transportation improvements identified in the Sunset Area Community Planned Action Study, and the Benson Hill Community Plan.
TRANSPORTATION PROGRAM COSTS
In emphasizing multiple travel modes, this plan requires resources to be spread and balanced among all modes. Many of the identified improvement projects
address multiple travel modes in an integrated manner. The City of Renton cost of funding the transportation improvement projects and programs described in
previous sections for the next 21 years (2015-2035) is estimated at approximately $617 million (2015 dollars). In addition, the City’s Transportation Element relies
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on WSDOT, Sound Transit, King County Metro and other agencies to fund and implement regional and sub-regional transportation improvement projects, as identified
in Appendix A. Ongoing transportation planning work will include continued refinement of the 20-year transportation plan and costs.
As shown in Table T-3, $422 million (68%) of the City’s transportation costs are for multimodal transportation improvement projects in key corridors throughout the
City. Pedestrian, bicycle, and trail projects are estimated to cost $102 million based on the current plans. The remaining $93 million is needed to fund ongoing
operations, including street overlays, system preservation, traffic signal, signs, implementation of ITS, and overall administration and development of projects.
Table T-3: Summary of 2015-2035 Transportation Costs
Type of Project Costs
(1,000s)
Roadway Projects $ 422,000
Non-Motorized Projects and
Programs $102,000
Preservation, Safety, ITS, and
Project Development Programs $93,000
TOTAL Costs $ 617,000
INVENTORY OF FUNDING SOURCES
Having established a 20-year transportation funding level of $617 million, an annual average funding level of approximately $30 million would be needed to fully
implement the Transportation Element by 2035. Sources of revenue to provide this annual funding need are identified on TableT-5. The forecast revenues are based
on historical data extrapolated out to 2035. From existing transportation revenue sources, the City would be expected to generate $240 million from 2015-2035. This
is approximately 40% of the total estimated costs of the 21 year list of transportation projects and programs.
Table T-4: Summary of 2015-2035 Transportation Revenues
Existing Revenue Sources Costs (1,000s)
Grants $119,000
Business License Fees $52,000
Fuel Taxes $51,000
Transportation Impact
Fees and Sidewalk Mitigation Payments $18,000
TOTAL Revenues $240,000
Element Review ▪ Transportation
COMPREHENSIVE PLAN UPDATE 2024 53 Draft 1.0 Draft Revised: DATE
Existing revenues are not able to keep pace with transportation costs for several reasons. They include:
Declining revenue available from several existing sources, such as the half-cent gas tax and grants;
Transportation needs and costs growing faster than available revenues;
Local, state, and federal requirements on transportation improvements lengthening the design process and increasing cost;
Increased needs for preservation of the existing infrastructure;
Additional focus on incorporating complete streets concepts into transportation projects which adds costs due to right-of way and street standards;
The undetermined potential for new funding sources; and
The continued inability of regional agencies to address regional transportation needs.
Ongoing transportation planning work will include a review and update of current revenue sources to reflect federal, state, and regional decisions regarding these
revenue sources. Should the City’s transportation funding approach result in shortfalls, the City will reassess its land use plan, level of service standards, and funding
strategies, accordingly.
To help address this shortfall in funding, the City is considering two new funding sources and potential future modifications to the existing Transportation Impact Fee
(TIF) program rates.
Transportation Benefit District (TBD) – The City is evaluating the potential for establishing a TBD, as allowed under State law. Without a vote of the City
residents, a TBD could be based on a $20 assessment on the Motor Vehicle Excise Tax (MVET). This could generate over $30 million over the life of the plan
if implemented starting in 2016. State law allows the City to enact up to a $100 MVET through a vote of residents. A $100 MVET could raise $8 million a year
if approved. The City would likely target the TBD to help provide more consistent funding for preservation of the transportation system and possibly some key
non-motorized projects.
Non-motorized concurrency Impact Fee – The City’s current TIF program is focused on improvements that add capacity to roadways and streets that serve
growth, consistent with State law. With the increased focus on completing key segments of the sidewalk, bicycle, and trails system, the City is considering a
supplemental mitigation fee that would cover those modes. This mitigation payment would be integral to the multi-modal concurrency program. Specific rates
and projects/costs are yet to be fully defined and would be adopted as part of a subsequent change to the City’s existing concurrency requirements (RMC 4-
6-070). Preliminary estimates suggest such a program could generate approximately $8 million for separate pedestrian, bicycle, and multi-use trail projects.
The costs of the non-motorized projects would not overlap with costs included in the impact fee program.
Transportation Impact Fee – The City revised its TIF in 2011. As part of that update, the City set the TIF rate per new PM peak hour trip well below the
maximum rate developed in the Rate Study (Rate Study for Impact Fees, City of Renton). With adoption of the 2015 Transportation Element and project list,
the City will need to review and update the TIF program and ordinance to be internally consistent. At that time, the City could choose to set the TIF rates at a
higher (or lower) level, which could affect the ability to complete the growth-related street and roadway projects.
Element Review ▪ Transportation
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This Element provides a summary of six and 20-year transportation system proposals (see Level of Service Standards, Design, and Concurrency) needed to support
the land use plan. The City has developed a six-year Transportation Improvement Program (TIP) that details projects and funding by year for 2015-2020, and is hereby
incorporated by reference. The full 20-year multimodal project list, summarized in Appendix A, is also incorporated by reference.
Element Review ▪ Transportation
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Revised Discussion: Finance, Investment, and Implementation
This section contains details of transportation revenue sources that the City can reasonably expect to receive during the life of the transportation plan. Revenue
sources contained in the Financial Program vary widely in terms of the amounts available and the types of projects for which they may be used. In most cases,
individual transportation projects are funded by a combination of funding sources, reflecting the fact that transportation projects have multiple purposes and serve
multiple beneficiaries.
TRANSPORTATION IMPROVEMENTS
Appendix A: Transportation Improvement Projects and Programs, summarizes the City of Renton’s identified multimodal roadway system improvements needed to
address capacity and operational issues based on the forecast travel demands. The project table and map, which constitute Appendix A, include a project number for
reference. The table is generally organized by Community Plan Area, starting with the Kennydale Planning Area in the north part of the City.
In addition, the table includes programs covering pedestrian and bicycle travel consistent with the City’s other adopted plans, such as the Renton Trails and Bicycle
Master Plan. Programs covering preservation, traffic operations and Intelligent Transportation Systems (ITS), safety, and transportation project development are also
included. Without programs addressing these items, the City’s existing infrastructure will be less efficient and ultimately will cost more to reconstruct transportation
facilities.
Key improvements from other agencies including Washington State Department of Transportation (WSDOT), Sound Transit, King County, and adjacent cities are also
included in the list to illustrate the interdependence of Renton’s transportation element within the regional and sub-regional framework.
To better support use of alternative travel modes, most of the identified roadway improvements include facilities for pedestrians, and others also include
improvements for bicycle travel and improving transit service reliability. The roadway projects focus on improving traffic safety and operations along major corridors.
These include adding turn lanes (including center, two-way left-turn lanes) and upgrading traffic signals at major intersections. These include projects along Lake
Washington Boulevard, Sunset Boulevard, Grady Way, Carr Road/Petrovitsky Road, and 116th Avenue SE. In addition to the listed corridor projects, the traffic
operations and ITS program provide for adjusting the traffic signal phasing and operations at signals throughout the city.
The only project that adds additional travel lanes for a significant distance is the widening of Monster Road between Oakesdale Avenue and Martin Luther King Jr Way
(SR 900). This project completes the 4/5 lane arterial corridor and would be constructed in partnership with King County.
The Transportation Element also incorporates improvement projects from Community Plans and other planning studies. These include the plan to convert the one-way
roadways in downtown Renton to two-way operations to support the vision identified in the City Center Community Plan. In addition, the Transportation Element
includes the key transportation improvements identified in the Sunset Area Community Planned Action Study, and the Benson Hill Community Plan.
TRANSPORTATION PROGRAM COSTS
In emphasizing multiple travel modes, this plan requires resources to be spread and balanced among all modes. Many of the identified improvement projects
address multiple travel modes in an integrated manner. The City of Renton cost of funding the transportation improvement projects and programs described in
previous sections for the next 21 years (2025-2045) is estimated at approximately $617 million (2025 dollars). In addition, the City’s Transportation Element relies
Element Review ▪ Transportation
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on WSDOT, Sound Transit, King County Metro and other agencies to fund and implement regional and sub-regional transportation improvement projects, as identified
in Appendix A. Ongoing transportation planning work will include continued refinement of the 20-year transportation plan and costs.
As shown in Table T-3, $422 million (68%) of the City’s transportation costs are for multimodal transportation improvement projects in key corridors throughout the
City. Pedestrian, bicycle, and trail projects are estimated to cost $102 million based on the current plans. The remaining $93 million is needed to fund ongoing
operations, including street overlays, system preservation, traffic signal, signs, implementation of ITS, and overall administration and development of projects.
Table T-3: Summary of 2025-2045 Transportation Costs
Type of Project Costs
(1,000s)
Roadway Projects $ 422,000
Non-Motorized Projects and
Programs $102,000
Preservation, Safety, ITS, and
Project Development Programs $93,000
TOTAL Costs $ 617,000
INVENTORY OF FUNDING SOURCES
Having established a 20-year transportation funding level of $617 million, an annual average funding level of approximately $30 million would be needed to fully
implement the Transportation Element by 2045. Sources of revenue to provide this annual funding need are identified on TableT-5. The forecast revenues are based
on historical data extrapolated out to 2045. From existing transportation revenue sources, the City would be expected to generate $240 million from 2025-2045. This
is approximately 40% of the total estimated costs of the 21 year list of transportation projects and programs.
Table T-4: Summary of 2025-2045 Transportation Revenues
Existing Revenue
Sources
Costs
(1,000s)
Grants $119,000
Business License Fees $52,000
Fuel Taxes $51,000
Transportation Impact
Fees and Sidewalk
Mitigation Payments
$18,000
TOTAL Revenues $240,000
Element Review ▪ Transportation
COMPREHENSIVE PLAN UPDATE 2024 57 Draft 1.0 Draft Revised: DATE
Existing revenues are not able to keep pace with transportation costs for several reasons. They include:
Declining revenue available from several existing sources, such as the half-cent gas tax and grants;
Transportation needs and costs growing faster than available revenues;
Local, state, and federal requirements on transportation improvements lengthening the design process and increasing cost;
Increased needs for preservation of the existing infrastructure;
Additional focus on incorporating complete streets concepts into transportation projects which adds costs due to right-of way and street standards;
The undetermined potential for new funding sources; and
The continued inability of regional agencies to address regional transportation needs.
Ongoing transportation planning work will include a review and update of current revenue sources to reflect federal, state, and regional decisions regarding these
revenue sources. Should the City’s transportation funding approach result in shortfalls, the City will reassess its land use plan, level of service standards, and funding
strategies, accordingly.
To help address this shortfall in funding, the City is considering two new funding sources and potential future modifications to the existing Transportation Impact Fee
(TIF) program rates.
Transportation Benefit District (TBD) – The City established a city-wide TBD in August 2023, assumed the responsibilities of the District in October 2023, and
adopted an additional tax of one-tenth of one percent (0.1%) of sales/use tax in December 2023 for a period of ten (10) years, as allowed under state law.
This is projected to generate over $3.5 million (2023 dollars) annually over the life of the plan.
Transportation Impact Fee – The City revised its TIF in 2011. As part of that update, the City set the TIF rate per new PM peak hour trip at the maximum rate
developed in the Rate Study (Rate Study for Impact Fees, City of Renton).
The City’s current program is focused on improvements that add capacity to roadways and streets that serve growth. With the recent expansion of the
Washington State Law in 2023 allowing impact fees to be used for non-motorized modes of travel and with the increased focus on completing key segments
of the sidewalk, bicycle, and trails system, the City will be considering integrating other transportation modes into the TIF adapting the fee to a Multimodal
Impact Fee which will be integral to the multimodal concurrency program. Specific rates and projects/costs are yet to be fully defined and would be adopted
as part of a subsequent change to the City’s existing concurrency requirements (RMC 4-6-070). Preliminary estimates suggest such a program could
generate approximately $8 million for separate pedestrian, bicycle, and multi-use trail projects as well as those needed to add capacity to roadways and
streets.
This Element provides a summary of six and 20-year transportation system proposals (see Level of Service Standards, Design, and Concurrency) needed to support
the land use plan. The City has developed a six-year Transportation Improvement Program (TIP) that details projects and funding by year for 2025-2030, and is hereby
incorporated by reference. The full 20-year multimodal project list, summarized in Appendix A, is also incorporated by reference.
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Policies: Finance, Investment, and Implementation
Table 13. Finance, Investment, and Implementation Policies
Ro
w # 2015 Policy Proposed Language Change Purpose or Rationale
1 Policy T-66: Ensure the transportation system
funding and implementation program supports
land use policies and distributes transportation
costs equitably.
Policy T-66: Ensure the transportation system
funding and implementation program supports
land use policies, advances equity, inclusion,
sustainability, safety, and distributes
transportation costs equitably.
Vision 2050 consistency
2 Policy T-67: Pursue federal, state and local
sources of funding (e.g. loans, matching funds)
for transportation improvements in an efficient
and equitable manner.
Policy T-67: Pursue federal, state and local sources
of funding (e.g. loans, matching funds) for
transportation improvements in an efficient and
equitable manner.
3 Policy T-68: Use business license fees and
impact fees charged to new development to
fund growth related traffic improvements.
Policy T-68: Use business license fees and impact
fees charged to new development to fund growth
related traffic improvements.
4 Policy T-69: Coordinate equitable public/private
partnerships to help pay for transportation
improvements.
Policy T-69: Coordinate equitable public/private
partnerships to help pay for transportation
improvements.
5 Policy T-70: Seek opportunities for multi-
jurisdictional cooperation to fund transportation
improvements (e.g. joint transportation
mitigation systems or funding mechanism) to
address impact of growth outside municipal
boundaries on the City’s transportation system.
Policy T-70: Seek opportunities for multi-
jurisdictional cooperation to fund transportation
improvements (e.g. joint transportation mitigation
systems or funding mechanism) to address impact
of growth outside municipal boundaries on the
City’s transportation system.
Policy T-X: Pursue alternative transportation
financing methods, such as user fees, tolls, and
other pricing mechanisms to manage and fund the
maintenance, improvement, preservation, and
operation of the transportation system.
Consistency with Vision 2050 (MPP-T-6)
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Ro
w # 2015 Policy Proposed Language Change Purpose or Rationale
6 Policy T-71: Expedite implementation of
transportation projects that protect
neighborhoods against the impacts of through
traffic, improve HOV flow, increase transit
service, and enhance pedestrian and bicycle
facilities.
Policy T-71: Expedite implementation of
transportation projects that protect neighborhoods
against the impacts of through traffic, improve HOV
flow, increase transit service, and enhance
pedestrian and bicycle facilities.
7 Policy T-72: Reassess the Land Use Element,
Level of Service standard, and funding
strategies if probable funding falls short of
meeting existing needs and to ensure that the
Land Use Element, transportation plans, and
financing plan are coordinated and consistent.
Policy T-72: Reassess the Land Use Element, Level
of Service standard, and funding strategies if
probable funding falls short of meeting existing
needs and to ensure that the Land Use Element,
transportation plans, and financing plan are
coordinated and consistent.
8 Policy T-73: Evaluate establishing a
Transportation Benefit District (TBD) as allowed
under State law.
Policy T-73: Evaluate establishing a Transportation
Benefit District (TBD), as allowed under state law.
Element Review ▪ Transportation
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2015 Discussion: Intergovernmental Coordination
A significant amount of travel that occurs in Renton is regional in nature – with either the origin or destination (sometimes both) outside city limits. Effectively
managing flow within and through the City requires extensive coordination with neighboring jurisdictions, transit service providers, and regional, state, and federal
entities.
Revised Discussion: Intergovernmental Coordination
A significant amount of travel that occurs in Renton is regional in nature – with either the origin or destination (sometimes both) outside city limits. Effectively
managing flow within and through the City requires extensive coordination with neighboring jurisdictions, transit service providers, and regional, state, and federal
entities.
Element Review ▪ Transportation
COMPREHENSIVE PLAN UPDATE 2024 61 Draft 1.0 Draft Revised: DATE
Policies: Intergovernmental Coordination
Table 14. Intergovernmental Coordination Policies
Ro
w # 2015 Policy Proposed Language Change Purpose or Rationale
1 Policy T-74: Develop and maintain relationships
between Renton and other agencies and local
jurisdictions for cooperative planning of common
transportation improvements.
Policy T-74: Develop and maintain relationships
between Renton and other agencies and local
jurisdictions for cooperative planning of common
transportation improvements.
2 Policy T-75: Continue to coordinate Renton's
Transportation Element with adjacent
jurisdictions' transportation and land use goals,
countywide policies, regional land use and
transportation plans, and statewide goals
outlined in the GMA.
Policy T-75: Continue to coordinate Renton's
Transportation Element with adjacent jurisdictions'
transportation and land use goals, countywide
policies, regional land use and transportation plans,
and statewide goals outlined in the GMA.
3 Policy T-76: Pursue strategies to address
inconsistencies (i.e. interlocal agreements) and
adjust Renton’s Transportation Element, as
needed.
Policy T-76: Pursue strategies to address
inconsistencies (i.e. interlocal agreements) and
adjust Renton’s Transportation Element, as needed.