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HomeMy WebLinkAboutORD 6150CITY OF RENTON, WASHINGTON ORDINANCE NO. 6150 AN ORDINANCE OF THE CITY OF RENTON, WASHINGTON, ESTABLISHING A PLANNED ACTION FOR THE RAINIER/GRADY JUNCTION TOD SUBAREA PURSUANT TO THE STATE ENVIRONMENTAL POLICY ACT; PROVIDING FOR SEVERABILITY; AND ESTABLISHING AN EFFECTIVE DATE. WHEREAS, the State Environmental Policy Act (SEPA) (chapter 43.21C RCW) and its implementing rules (chapter 197-11 WAC) provide for the integration of environmental review with land use planning and project review through designation of "Planned Actions" (RCW 43.21C.440) byjurisdictions planning under the Growth Management Act (GMA) (chapter 36.70A RCW); and WHEREAS, the City has adopted a Comprehensive Plan complying with the GMA; and WHEREAS, on November 22, 2021, the Rainier/Grady Junction Transit Oriented Development ("TOD") Subarea Plan ("Plan"), consistent with the Comprehensive Plan, was adopted by Resolution 4454; and WHEREAS, the Plan was adopted following a coordinated Rainier/Grady Junction TOD Subarea public participation program; and WHEREAS, the City desires to designate a Planned Action within the Rainier/Grady Junction TOD Subarea; and WHEREAS, the geographic boundaries of the Planned Action generally lie in the area east of Rainier Avenue between South 3rd Place and 1-405 around a planned transit center and the commercial center within the "super -block" situated east of Rainier Avenue S, South of S Grady Way, west of Talbot Road, and north of 1-405, as depicted in Attachment "C" (the "Planned Action Area"); and ORDINANCE NO. 6150 WHEREAS, the City was awarded a grant to prepare a planned action environmental impact statement ("EIS") within the Rainier/Grady Junction TOD Subarea; and WHEREAS, the City as lead agency provided public comment opportunities through an EIS scoping period from August 23, 2022 to September 1, 2022, and a public comment period for the Rainier/Grady Subarea Planned Action EIS from January 24, 2024 to February 24, 2024, and held public meetings and a hearing; and WHEREAS, on March 25, 2024, the City published a Final Environmental Impact Statement for the Rainier/Grady Junction TOD Subarea Planned Action, which should be read together with the Draft Environmental Impact Statement for the Rainier/Grady Junction TOD Subarea Planned Action, issued January 24, 2024, (collectively, the "Planned Action EIS") attached hereto as Attachment A herein; and WHEREAS, designation of a planned action expedites the permitting process for subsequent, implementing projects whose impacts have been previously addressed in a planned action environmental impact statement (EIS), and thereby encourages desired growth and economic development; and WHEREAS, the Planned Action EIS identifies impacts and mitigation measures associated with planned development in the Rainier/Grady Junction TOD Subarea; and WHEREAS, the City has adopted development regulations and ordinances that will help protect the environment, and is adopting regulations specific to the Rainier/Grady Junction TOD Subarea which will guide the allocation, form, and quality of desired development; and WHEREAS, the SEPA provides the authority and procedures for cities to adopt Planned Actions; and P) ORDINANCE NO. 6150 WHEREAS, this matter was duly referred to the Planning Commission for investigation and study, and the matter was considered by the Planning Commission; and WHEREAS, pursuant to RCW 36.70A.106, on February 21, 2024, the City notified the State of Washington of its intent to adopt amendments to its development regulations; and WHEREAS, the Planning Commission held a public hearing on February 21, 2024, considered all relevant matters, and heard all parties in support or opposition, and subsequently forwarded a recommendation to the City Council; NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF RENTON, WASHINGTON, DO SECTION I. Purpose. The City Council declares that the purpose of this ordinance is to: A. Combine environmental analysis, land use plans, development regulations, City codes, and ordinances together with the mitigation measures in the Rainier/Grady Junction TOD Subarea Planned Action EIS to mitigate environmental impacts and process planned action development applications in the Planned Action Area; B. Establish a Planned Action Area within the Rainier/Grady Junction TOD Subarea for purposes of environmental review and permitting of subsequent, implementing projects pursuant to SEPA, RCW 43.21C.440; C. Determine that the Planned Action EIS prepared for the Rainier/Grady Junction TOD Subarea Plan meets the requirements of a planned action EIS pursuant to SEPA; D. Establish criteria and procedures, consistent with state law, that will determine whether subsequent projects within the Planned Action Area qualify as Planned Actions; 3 ORDINANCE NO. 6150 E. Provide the public with information about Planned Actions and how the City will process implementing projects within the Planned Action Area; F. Streamline and expedite the land use permit review process by relying on the Planned Action EIS; and G. Apply the City's development regulations together with the mitigation measures described in the Planned Action EIS and this ordinance to address the impacts of future development contemplated by this ordinance. SECTION II. Findings. The City Council finds as follows: A. The City is subject to the requirements of the GMA (RCW 36.70A), and is applying the Planned Action within an existing Urban Growth Area ("UGA"); and B. The City has adopted a Comprehensive Plan complying with the GMA, and is amending the Comprehensive Plan to incorporate the Rainier/Grady Junction TOD Subarea Plan; and C. The City is adopting development regulations concurrent with the Rainier/Grady Junction TOD Subarea Plan to implement said Plan, including this ordinance; and D. A Planned Action EIS has been prepared for the Planned Action Area, attached hereto as Attachment A and incorporated herein by reference, and the City Council finds that the Planned Action EIS adequately identifies and addresses the probable significant environmental impacts associated with the type and amount of development planned to occur in the designated Planned Action Area; and E. The mitigation measures identified in the Planned Action EIS and attached to this ordinance as Attachment B, incorporated herein by reference, together with adopted City FA I ORDINANCE NO. 6150 development regulations, will adequately mitigate significant impacts from development within the Planned Action Area; and F. The Rainier/Grady Junction TOD Subarea Plan and Planned Action EIS identify the location, type and amount of development that is contemplated by the Planned Action; and G. Future projects that are implemented consistent with the Planned Action will protect the environment, benefit the public and enhance economic development; and H. The City provided several opportunities for meaningful public involvement in the Rainier/Grady Junction TOD Subarea Plan and Planned Action EIS; has considered all comments received; and, as appropriate, has modified the proposal or mitigation measures in response to comments; and I. Essential public facilities defined in RCW 36.70A.200 are excluded from the Planned Action and not eligible for review or permitting as Planned Actions unless they are accessory to or part of a project that otherwise qualifies as a planned action; and J. The Planned Action applies to a defined area that is smaller than the overall City boundaries and within a County designated UGA; and K. Public services and facilities are adequate to serve the proposed Planned Action, with implementation of the Subarea Plan and mitigation measures identified in the Planned Action EIS. SECTION III. Procedures and Criteria for Evaluating and Determining Planned Action Projects within Planned Action Area. A. Planned Action Area. This Planned Action designation shall apply to the area shown in Attachment C, incorporated herein by reference. 5 ORDINANCE NO. 6150 B. Environmental Document. A Planned Action determination for a site -specific project application within the Planned Action Area shall be based on the environmental analysis contained in the Draft EIS issued by the City on January 24, 2024, and the Final EIS published March 25, 2024. The Draft and Final EIS documents shall comprise the Planned Action EIS for the Planned Action Area. The mitigation measures contained in Attachment B, attached to this ordinance, and incorporated herein by reference, are based upon the findings of the Planned Action EIS and shall, along with adopted City regulations, provide the framework that the City will use to apply appropriate conditions on qualifying Planned Action Projects within the Planned Action Area. C. Planned Action Designated. Land uses and activities described in the Planned Action EIS, subject to the thresholds described in Subsection III(D) of this ordinance and the mitigation measures contained in Attachment B, are designated Planned Actions or Planned Action Projects pursuant to RCW 43.21C.440. A development application for a site -specific Planned Action project located within Planned Action Area shall be designated a Planned Action if it completes the modified SEPA Checklist in Attachment B and meets the criteria set forth in Subsection III(D) of this ordinance and all other applicable laws, codes, development regulations and standards of the City are met. D. Planned Action Qualifications. The following thresholds shall be used to determine if a site -specific development proposed within the Planned Action Area was contemplated as a Planned Action and has had its environmental impacts evaluated in the Planned Action EIS: (1) Qualifying Land Uses. A ORDINANCE NO. 6150 (a) Planned Action Categories: The following general categories/types of land uses are defined in the EIS and are considered Planned Actions: i. Commercial Retail ii. Commercial Office iii. Mixed Use Residential and Commercial iv. Other uses allowed in the base zone similar to land uses evaluated in the Planned Action EIS Use when: (b) Planned Action Uses: A land use shall be considered a Planned Action Land i. it is within the Planned Action Area as shown in Attachment C; ii. it is within the one or more of the land use categories described in Subsection III(D)(1)(a) of this ordinance above; and iii. it is listed in development regulations applicable to the zoning classifications applied to properties within the Planned Action Area. A Planned Action may be a single Planned Action use or a combination of Planned Action uses together in a mixed use development. Planned Action uses include accessory uses. (c) Public Services, Infrastructure, and Environmental Mitigation: The following public services, infrastructure and associated environmental mitigation proposals are also planned actions: multi -modal transportation improvements, public gathering spaces, environmental mitigation, water system improvements, sewer system improvements, and 7 ORDINANCE NO. 6150 stormwater improvements considered in capital plans associated with the Rainier/Grady Junction TOD Subarea Plan and the Planned Action EIS. i. Applicants for public services, infrastructure and environmental mitigation projects shall demonstrate consistency with the Rainier/Grady Junction TOD Subarea Plan and the Planned Action EIS, the City's Comprehensive Plan, and the Renton Municipal Code. ii. Essential public facilities defined in RCW 36.70A.200 are excluded from the Planned Action and not eligible for review or permitting as Planned Actions unless they are accessory to or part of a project that otherwise qualifies as a planned action. (2) Development Thresholds: (a) Land Use: The following amounts of various new land uses are contemplated by the Planned Action: Table D2a-1. Preferred Alternative Net Growth: Housing Units 8,668 Jobs 6,653 (b) Shifting development amounts between land uses in Subsection III(D)(2)(a) of this ordinance may be permitted when the total build -out is less than the aggregate amount of development reviewed in the Planned Action EIS; the traffic trips for the preferred alternative are not exceeded; and the development impacts identified in the Planned Action EIS are mitigated consistent with Attachment B. n. ORDINANCE NO. 6150 (c) Further environmental review may be required pursuant to WAC 197-11- 172, if any individual Planned Action or combination of Planned Actions exceed the development thresholds specified in this ordinance and/or alter the assumptions and analysis in the Planned Action EIS. (d) This ordinance shall sunset when development allowed in Subsection III(D)(2)(a) of this ordinance is achieved, if the trip bank in Subsection III(D)(3) is achieved, or twenty years after the adoption of this ordinance, whichever occurs first. (3) Transportation Thresholds: (a) Trip Ranges & Thresholds. The maximum number of PM peak hour trips anticipated in the Planned Action Area and reviewed in the Planned Action EIS is as follows: Table D3a-1. PM Peak Hour Vehicle Trips Generated PM Peak Hour Vehicle Trios Generated 2022 Existing 357 666 1,023 2044 Preferred 2,863 3,255 6,118 Source: Perteet, Transpo Group, 2023 (b) Concurrency. All Planned Actions shall meet the transportation concurrency requirements and the level of service (LOS) thresholds established in the Renton Comprehensive Plan, Planned Action EIS, and Title IV of the Renton Municipal Code (RMC). (c) Traffic Impact and Mitigation. The responsible City official shall require documentation by Planned Action Project applicants demonstrating that the total trips identified in Subsection III(D)(3)(a) of this ordinance are not exceeded, that the project meets the 01 ORDINANCE NO. 6150 concurrency standards of Subsection III(D)(3)(b) of this ordinance, and that the project has mitigated impacts consistent with Attachment B. (d) Discretion. The CED Administrator or his/her designee shall have discretion to determine incremental and total trip generation, consistent with the Institute of Traffic Engineers (ITE) Trip Generation Manual (latest edition) or an alternative manual accepted by the City Engineer at his or her sole discretion, for each project permit application proposed under this Planned Action. (4) Elements of the Environment and Degree of Impacts. A proposed project that would result in a significant change in the type or degree of adverse impacts to any element(s) of the environment analyzed in the Planned Action EIS, would not qualify as a Planned Action. (5) Changed Conditions. Should environmental conditions change significantly from those analyzed in the Planned Action EIS, the City's SEPA Responsible Official may determine that the Planned Action designation is no longer applicable until supplemental environmental review is conducted. (6) Substantive Authority. Pursuant to SEPA Substantive Authority and Comprehensive Plan Policies, impacts shall be mitigated through the measures included in Attachment B. E. Planned Action Review Criteria. (1) The City's SEPA Responsible Official may designate as "planned actions," pursuant to RCW 43.21C.440, applications that meet all of the following conditions: (a) The proposal is located within the Planned Action area identified in Attachment C of this ordinance; 10 ORDINANCE NO. 6150 (b) The proposed uses and activities are consistent with those described in the Planned Action EIS and Subsection III(D) of this ordinance; (c) The proposal is within the Planned Action thresholds and other criteria of Subsection III(D) of this ordinance; (d) The proposal is consistent with the City of Renton Comprehensive Plan and Planned Action EIS; (e) The proposal's significant adverse environmental impacts have been identified in the Planned Action EIS; (f) The proposal's significant impacts have been mitigated by application of the measures identified in Attachment B, and other applicable City regulations, together with any modifications or variances or special permits that may be required; (g) The proposal complies with all applicable local, state and/or federal laws and regulations, and the SEPA Responsible Official determines that these constitute adequate mitigation; and (h) The proposal is not an essential public facility as defined by RCW 36.70A.200 unless the essential public facility is accessory to or part of a development that is designated as a planned action under this ordinance. (2) The City shall base its decision on review of a Planned Action SEPA checklist (Attachment B), or an alternative form approved by state law, and review of the application and supporting documentation. 11 ORDINANCE NO. 6150 (3) A proposal that meets the criteria of this subsection E of Section III shall be considered to qualify and be designated as a planned action, consistent with the requirements of RCW 43.21C.440, WAC 197-11-164 et seq., and this ordinance. F. Effect of Planned Action. (1) Designation as a planned action project bythe SEPA Responsible Official means that a qualifying proposal has been reviewed in accordance with this ordinance and found to be consistent with the development parameters and thresholds established herein, and with the environmental analysis contained in the Planned Action EIS. (2) Upon determination by the City's SEPA Responsible Official that the proposal meets the criteria of Subsection III(D) of this ordinance and qualifies as a planned action project, the proposal shall not require a SEPA threshold determination, preparation of an EIS, or be subject to further review pursuant to SEPA. G. Planned Action Permit Process. Applications for planned action projects shall be reviewed pursuant to the following process: (1) Development applications shall meet all applicable requirements of the Renton Municipal Code. Applications for planned action projects shall be made on forms provided by the City and shall include the Planned Action SEPA checklist (Attachment B). (a) Consistent with RCW 43.21C.428, the City may develop an ordinance to assess a fee upon subsequent development that will make use of and benefit from the analysis in the Planned Action EIS prepared for the Planned Action Area for the purpose of compliance with RCW 43.21C.440. 12 ORDINANCE NO. 6150 (b) The fee shall be reasonable and proportionate to the total expenses incurred by City in the preparation of the Planned Action EIS. The ordinance developed in (a) shall offer a means by which an applicant can opt out of the planned action and the associated fee, and accordingly such applicants may not make use of or benefit from the up -front environmental review prepared for the planned action area. (2) The City's SEPA Responsible Official shall determine whether the application is complete as provided in Title IV RMC. (3) If the application is for a project within the Planned Action Area shown in Attachment C, the application will be reviewed to determine if it is consistent with the criteria of this ordinance and thereby qualifies as a planned action project. (a) The SEPA Responsible Official shall notify the applicant of his/her decision. Notice of the determination involving a planned action shall also be mailed or otherwise verifiably delivered to federally recognized tribal governments and to agencies with jurisdiction over the planned action project, pursuant to RCW 43.21C.440. (b) If the project is determined to qualify as a planned action project, it shall proceed in accordance with the applicable permit review procedures specified in Title IV RMC, except that no SEPA threshold determination, EIS, or additional SEPA review shall be required. (c) Notice of the application for a planned action project shall be consistent with Title IV RMC. (4) If notice is otherwise required for the underlying permit, the notice shall state that the project has qualified as a planned action project. If notice is not otherwise required for 13 ORDINANCE NO. 6150 the underlying permit, no special notice is required by this ordinance. See Subsection III(G)(3)(a) of this ordinance regarding distribution of the decision. (5) To provide additional certainty about applicable requirements, the City or applicant may request consideration and execution of a development agreement for a planned action project, consistent with RCW 36.7013.170 et seq. (6) If a project is determined to not qualify as a planned action project, the SEPA Responsible Official shall so notify the applicant and prescribe a SEPA review procedure consistent with the City's SEPA regulations and the requirements of state law. The notice shall describe the elements of the application that result in failure to qualify as a Planned Action. (7) Projects that fail to qualify as Planned Actions may incorporate or otherwise use relevant elements of the Planned Action EIS, as well as other relevant SEPA documents, to meet their SEPA requirements. The SEPA Responsible Official may limit the scope of SEPA review for the non -qualifying project to those issues and environmental impacts not previously addressed in the Planned Action EIS. SECTION IV. Monitoring and Review. A. The City should monitor the progress of development in the designated Planned Action Area as deemed appropriate to ensure that it is consistent with the assumptions of this ordinance and the Planned Action EIS regarding the type and amount of development and associated impacts, and with the mitigation measures and improvements planned for the Planned Action Area. B. This Planned Action Ordinance shall be reviewed by the SEPA Responsible Official consistent with the Periodic Update of the Comprehensive Plan or the 5-Year Progress Report F[I ORDINANCE NO. 6150 required per RCW 36.70A.130. The review shall determine the continuing relevance of the Planned Action assumptions and findings with respect to environmental conditions in the Planned Action area, the impacts of development, and required mitigation measures. Based upon this review, the City may propose amendments to this ordinance and/or may supplement or revise the Planned Action EIS, and/or may recommend a sunset date for the Ordinance. SECTION V. Conflict. In the event of a conflict between this ordinance or any mitigation measures imposed thereto, and any Ordinance or regulation of the City, the provisions of this ordinance shall control, except that the provision of any International Building Code shall supersede. SECTION VI. Upon approval of the City Attorney, the City Clerk is authorized to direct the codifier to make necessary corrections to this ordinance, including the corrections of scriveners or clerical errors; references to other local, state, or federal laws, codes, rules, or regulations; or ordinance numbering and section/subsection numbering and references. The City Clerk is further authorized to direct the codifier to update any chapter, section, or subsection titles in the Renton Municipal Code affected by this ordinance. SECTION VII. If any section, subsection, sentence, clause, phrase, or word of this ordinance should be held to be invalid or unconstitutional by a court of competent jurisdiction, such invalidity or unconstitutionality thereof shall not affect the constitutionality of any other section, subsection, sentence, clause, phrase, or word of this ordinance. SECTION Vill. The City Clerk shall publish a summary of this ordinance in the City's official newspaper. The summary shall consist of this ordinance's title. SECTION IX. This ordinance shall be in full force and effect on January 1, 2025. 15 ORDINANCE NO. 6150 PASSED BY THE CITY COUNCIL the 25th day of November 2024. Jason A eth, City Clerk APPROVED BY THE MAYOR this 25th day of November 2024. Armondo Pavone, Mayor Approved as to form: Shane Moloney, City Attorney Date of Publication: 11/28/2024 (Summary) CED:240RD006:11/12/2024 r`y OF Rp,�r,, „oo,nn.n'„eo O'. *' SEAL €* 16 Attachment A: The Draft and Final Rainier/Grady Junction TOD Subarea Planned Action EIS Prepared For: Consultant Tear BERK Consultir Pertei The Transpo Grog THIS PAGE INTENTIONALLY BLANK. Armondo Pavone H Mayor 0 Community & Economic Development H Brianne Bannwarth, Interim Administrator March 27, 2024 Subject: Rainier/Grady Junction TOD Planned Action Final Environmental Impact Statement Dear Reader: The attached Final Environmental Impact Statement (EIS) responds to comments on the Draft EIS and completes the environmental analysis of the Rainier/Grady Junction Transit Oriented Development (TOD) Subarea Plan ("Subarea Plan") The City of Renton (City) adopted the Subarea Plan in 2021 to establish a community -driven vision for a pedestrian -oriented district surrounding the future South Renton Transit Center located at the northeast corner of the Rainier Ave S and SW/S Grady Way junction. The proposed concepts include mixed -use development at scales exceeding current allowances, strong pedestrian and bicycle connections, new streets that create better access for all modes in the super -block referred to as "Renton Village," a pedestrian -oriented internal main street, the creation of public open space upon utility easement corridors, and housing that accommodates a wide range of incomes. The City secured a grant from the Washington State Department of Commerce to complete an EIS pursuant to the State Environmental Policy Act (SEPA) to assess three alternatives that include different levels of housing and employment growth in the study area: • Alternative 1— Existing Plan (No Action): Continuation of existing regulations and trends. • Alternative 2 — Incentive -Based Growth: Set minimum standards and incentives to achieve optimal Subarea Plan implementation resulting in a predominately mid -rise development pattern with some high-rise development possible through incentivized standards; and • Alternative 3 — Required Public Benefit: Allow high-rise development with required standards and public benefits. As of March 2024, the Renton Planning Commission and City Council Planning and Development Committee recommend Alternative 2 with its incentive -based approach. Building height and growth levels could range up to levels studied with Alternative 3. The SEPA requires a statement of objectives describing the purpose and need for the proposals. The Subarea Plan includes the following four goals, which serve as objectives for this EIS: 1. Align with Overall Vision for Renton: Align with overall vision for Renton's City Center area and support the unique role of the subarea in ways that are complementary to Downtown, the larger City Center area, and Renton as a whole. 1055 S Grady Way, Renton, WA 98057 H rentonwa.gov Page 2 of 2 March 27, 2024 2. Transition to Multimodal Center: Transition the area into a pedestrian -oriented district with a multi -modal center and strong pedestrian connections. 3. Create a Livable Neighborhood: Create a livable, distinct neighborhood that is active 18 hours a day, complements Downtown, and gracefully integrates with neighboring areas. 4. Catalyze Desired Changes: Leverage the recent and planned public investment in the area for the private investment to follow. The City issued a Draft EIS in January 2024, and the City provided a 30-day comment period and a hearing. The Final EIS completes the SEPA process, identifies a Preferred Alternative, and provides responses to comments on the Draft EIS. The Draft EIS and Final EIS should be considered together. The Final EIS identifies environmental impacts of the alternatives and ways to mitigate impacts of development. Environmental matters evaluated in the EIS include: the natural environment; land use; transportation; public services; and utilities. Your interest in the City of Renton and the content of the Final EIS is greatly appreciated. If you would like more information about this proposal, please contact Paul Hintz, Principal Planner at (425) 430- 7436. Sincerely, Martin Pastucha, Public Works Administrator SEPA Responsible Official City of Renton 1055 S Grady Way, Renton, WA 98057 H rentonwa.gov Project Title Rainier / Grady Junction Transit Oriented Development (TOD) Subarea Planned Action Proposed Action and Alternatives In 2020 the City of Renton ("City') developed the Rainier/Grady Junction TOD Subarea Plan ("Subarea Plan") to create a vibrant commercial and residential district oriented around near -term bus rapid transit, with potential for light rail service in the long term. The City is now considering Municipal Code Amendments to implement the land use vision of the Subarea Plan to increase mixed -use opportunities and alter density and development standards including height, density, parking, and others. A Planned Action Ordinance "Planned Action" will facilitate growth that is consistent with the Subarea Plan by implementing municipal code amendments and completing an Environmental Impact Statement (EIS) for the area. The Planned Action will complete the environmental review upfront and establish environmental performance standards that each development would be required to meet. Development consistent with the ordinance requirements would not require a new threshold determination and could rely on the Planned Action EIS to streamline their permit review. The EIS studies three alternatives including current plans and regulations, called the No Action Alternative, and two Action Alternatives that vary the amount and type of growth and investments in the area. No Action Alternative: The No Action Alternative is SEPA-required, and development would adhere to the existing Comprehensive Plan policies, land use designations and zoning districts, while aligning with the goals of transit -oriented development, community benefits, and quality of life. Alternative 2: In support of transitioning the subarea (also referred to as "Study Area") into a mixed -use pedestrian -oriented district with an active multi -modal center and strong pedestrian connections, Alternative 2 would allow for moderate growth throughout the Planned Action Area. This growth alternative would include a mix of commercial towers and mixed -use towers, 5-10 stories in height predominantly. The greater heights in the range would be concentrated in Renton Village surrounding a pedestrian -oriented internal main street concept. Alternative 3: Similar to Alternative 2, Alternative 3 would result in a mixed -use pedestrian -oriented district with an active multi -modal center and strong pedestrian connections, while allowing for the most growth throughout the Planned Action Area. Alternative 3 would include a mix of commercial towers and mixed - use towers, 10-14 stories in height predominantly. Greater heights would be anticipated in Renton Village Rainier/Grady Junction TOD Subarea Planned Action Fact Sheet March 2024 • Final EIS surrounding a pedestrian -oriented internal main street concept as well as other locations near investments in walkability, transit access, or greenspace. City staff recommended Alternative 2 be the Preferred Alternative because it would allow development at a scale envisioned by the Subarea Plan but would offer developers incentives to achieve the scale and intensity of use offered by Alternative 3. The Planning Commission and City Council's Planning and Development Committee recommend Alternative 2 with its incentive -based approach. Proponent and Lead Agency City of Renton, Department of Community & Economic Development Location The subarea is centered on the intersection of Rainier Avenue S and S Grady Way. A core area ("Planned Action Area") lies east of Rainier Avenue between South 3rd Place and 1-405 around a planned transit center and Renton Village Shopping Center, a large retail area within the Planned Action Area. For the purposes of this document Renton Village includes all properties within the "super -block" situated east of Rainier Avenue S, south of S Grady Way, west of Talbot Road, and north of 1-405. A broader EIS Study Area is considered for context and general conditions, while the Planned Action Area has more specific proposals for growth, evaluation, and mitigation measures. iv Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Fact Sheet • � 6C>vi r', r 1t a i:�ai �,.. rjll t , = MMJCE�14%L' il wri � OEIS Study Area 0 500 1,000 QPlanned Action Area F—t Renton Village Railroads Parcels :ill BERK Map Date: January 2024 Source: City of Renton, BERK, 2024. Tentative Date of Implementation Draft Code and Planned Action: Winter 2024 Final Code and Planned Action: Spring 2024 Responsible SEPA Official Martin Pastucha, Public Works Administrator Environmental Review Committee Chair City of Renton 1055 South Grady Way, 5th Floor Renton, WA 98057 425-430-7311 V Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Fact Sheet Contact Person Paul Hintz, Principal Planner City of Renton Community and Economic Development, Planning Division 1055 Grady Way, 6t" Floor Renton, WA 98057 phintz@rentonwa.gov 1 425-430-7436 Required Approvals The proposed code amendments and planned action ordinance are legislative proposals. After a 60-day review coordinated by the Washington State Department of Commerce, and Renton Planning Commission recommendations, the proposals would be considered for adoption by the Renton City Council. Principal EIS Authors and Contributors Under the direction of the City of Renton, the consultant team prepared the EIS as follows: ■ BERK Consulting: Prime Consultant, Planned Action, Alternatives, Land Use and Typology Modeling, Public Services ■ Perteet: Natural Environment, Transportation, Utilities ■ The Transco GrOUD: Travel Demand Model Draft EIS Date of Issuance January 24, 2024 The City of Renton solicited comments from citizens, agencies, tribes, and all interested parties on the Draft EIS from January 24 to February 24, 2024. Comments were due by 5:00 PM, February 24, 2024, but to allow for comments after a public hearing on February 21, 2024, the City voluntarily held the comment period open until February 28, 2024. Final EIS Date of Issuance March 27, 2024 Date of Final Action Final Code and Planned Action: Spring 2024 Prior Environmental Review Determination of Non -Significance and SEPA Checklist for the Rainier/Grady Junction TOD Subarea Plan. ■ SEPA Register: 202106716 — Renton City of (wa.gov) Rainier/Grady Junction TOD Subarea Planned Action Fact Sheet March 2024 ■ Final EIS Location of Background Data You may review the City of Renton website for more information at: Rainier/Grady Planned Action and EIS, Available: https://www.rentonwa.gov/city hall/community and economic development/long range planning/raini er Brady junction subarea plan/rainier Brady planned action and e i s If you desire clarification or have questions, please see the contact person above. Purchase/Availability of Final EIS The Final EIS is available for review at City of Renton City Hall: 1055 South Grady Way, 6th Floor, Renton, WA 98057. Thumb drives are available for purchase at cost at City of Renton City Hall. The Final EIS is also available for review at the Renton public library located at 100 Mill Avenue S, Renton, WA 98057. The Final EIS is posted on the project website at https://www.rentonwa.gov/city hall/community and economic development/long range planning/raini er Brady *unction subarea plan/rainier Brady planned action and e i s vli The following agencies received a notice of availability of the Final EIS. Federal and Tribal Agencies Duwamish Tribe Muckleshoot Tribe U.S. Army Corps of Engineers State and Regional Agencies Department of Commerce Department of Ecology Department of Natural Resources Department of Transportation Puget Sound Regional Council Adjacent Jurisdictions City of Issaquah City of Kent City of Newcastle City of Tukwila King County Services, Utilities, and Transit Puget Sound Energy King County Wastewater Treatment Division Sound Transit King County Metro Renton School District Community Organizations, Stakeholders, and Individuals Brotherton Cadillac Renton Technical College McCullough Hill, PLLC (Triton Towers) LPC West (Triton Towers) Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Distribution List Renton Village Associates Uwajimaya (Renton location) South Renton Neighborhood Association Kia Car Pros Renton Downtown Partnership Betsy Prather, Renton Historical Society Kurt Creager, Bridge Housing Mary Duncan, Elizabeth Gregory Home Bellwether Housing Commenters regarding the Draft EIS — See Chapter 2. Media The Seattle Times X I Summary 1-1 1.1 Introduction and Proposals 1-1 1.2 Study Area 1-1 1.3 Public Comment Opportunities 1-3 1.4 Objectives, Proposal, and Alternatives 1-3 Objectives 1-3 Alternatives 1-3 Key Elements by Alternative 1-12 1.5 Key Issues and Options 1-15 1.6 Summary of Impacts and Mitigation Measures 1-16 Natural Environment 1-16 Land Use 1-19 Transportation 1-27 Public Services 1-36 Utilities 1-41 2 Public Comments & Responses 2-1 2.1 Commenters 2-1 2.2 Comments and Responses 2-2 3 Appendix 3-1 a) Marked Comment Letters 3-1 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Contents Exhibits Exhibit 1-1. Vicinity Map 1-2 Exhibit 1-2. Study Area Zoning Map — No Action Alternative 1-4 Exhibit 1-3. Development Typology Descriptions 1-5 Exhibit 1-4. Development Typologies —Action Alternatives 1-6 Exhibit 1-5. Alternative 2 Modeled Typologies 1-8 Exhibit 1-6. Alternative 3 Modeled Typologies 1-10 Exhibit 1-7. Total Housing by Alternative: Detail 1-11 Exhibit 1-8. Total Employment by Alternative: Detail 1-11 Exhibit 1-9. Modeled Height Comparison 1-12 Exhibit 1-10. Alternative Features Compared 1-13 Exhibit 1-11. Total Housing by Alternative 1-20 Exhibit 1-12. Total Jobs by Alternative 1-21 Exhibit 1-13. Alternative 2 Shadow Analysis, 3PM 1-23 Exhibit 1-14. Alternative 3 Shadow Analysis, 3PM 1-25 Exhibit 1-15. PM Peak Hour Vehicle Trips Generated 1-28 Exhibit 1-16. Anticipated Right -of -Way to be Acquired for RapidRide I Line on S Grady Way 1-30 Exhibit 1-17. 2044 PM Peak Hour LOS and Delay, With and Without Mitigations 1-34 Exhibit 1-18. Potential Demand for Police Services, Full Study Area — All Alternatives 1-37 Exhibit 1-19. Potential Demand for Fire and EMS Services, Full Study Area — All Alternatives 1-38 Exhibit 1-20. Estimated Additional Student Generation by Grade Level — All Alternatives 1-38 Exhibit 1-21. Water System: Average Daily Demand (ADD) and Maximum Daily Demand (MDD)—Alternative 1 1-42 Exhibit 1-22. Wastewater Demand Comparison 1-43 Exhibit 2-1. Draft EIS Commenters 2-1 Exhibit 2-2. Comments and Responses 2-2 xii 1.1 Introduction and Proposals The City of Renton desires to create a vibrant commercial and residential district, based on the adopted Rainier/Grady Junction TOD Subarea Plan (2021), oriented around near -term bus rapid transit (BRT), with potential for light rail service in the long term. Now the City intends to develop Municipal Code Amendments to implement the land use vision of the Subarea Plan to increase mixed -use opportunities and alter development standards including height, density, parking, and others. Additionally, to facilitate the development of the vision, the City intends to adopt a Planned Action Ordinance to establish environmental performance standards that each development would meet. Development consistent with the ordinance requirements would not require a new environmental threshold determination and could rely on the Planned Action EIS to streamline permit review. The City is considering three alternatives including the No Action Alternative, Alternative 2 (mid -rise focus), and Alternative 3 (high rise focus), that vary the amount and type of housing and employment growth and investments in the area that could occur under the new municipal code amendments. The modeling associated with each alternative is intended to reveal significant impacts that might be realized with future development, but the modeling is in no way based on or informed by the financial feasibility developing the land as modeled. For each alternative, the Final Environmental Impact Statement (Final EIS), compares the environmental impacts of the alternatives and identifies mitigation measures. Environmental topics include: natural environment, land use, transportation, public services, and utilities. The Final EIS is organized as follows: Chapter 1 Summary Chapter 2 Public Comments and Responses Chapter 3 Appendix The Chapter 1 Summary highlights features of the alternatives described fully in Draft EIS Chapter 2, and associated environmental impacts detailed in Draft EIS Chapter 3. The Final EIS completes the SEPA process, identifies a Preferred Alternative, and provides responses to comments on the Draft EIS. The Draft EIS and Final EIS should be considered together. 1.2 Study Area The Rainier/Grady Junction TOD Subarea serves as the Study Area ("subarea" and "Study Area" are used interchangeably in this document) and is centered on the intersection of Rainier Avenue S and S Grady Way. A core "Planned Action Area" (PAA) lies east of Rainier Avenue between South 3rd Place and 1-405 around a planned transit center and "Renton Village" —the name of a commercial center used in this document to broadly refer to all properties within the "super -block" situated east of Rainier Avenue S, south of S Grady Way, west of Talbot Road, and north of 1-405. See Exhibit 1-1. 1-1 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Exhibit 1-1. Vicinity Map Q EIS Study Area aPlanned Action Area Renton Village �** Railroads Parcels Source: City of Renton, BERK, 2024. Ch.1 ■ Summary 311R� F31 Ez ,. 0 500 1,000 0 Feet :111 BERK Map Date: January 2024 1-2 Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 • Summary March 2024 • Final EIS 1.3 Public Comment Opportunities The City of Renton received a grant from the Washington State Department of Commerce to promote transit - oriented development (TOD) with a streamlined SEPA review under a planned action. To initiate the planning process the City sought comments from the public, agencies, and tribes through a formal SEPA scoping process including a written comment period and a community meeting per RCW 43.21c.440. The meeting was held online in August 2022 with six participants. In addition, a comment letter from the Duwamish Tribe was received. See Appendix 5.1 of the Draft EIS. The City held a five -week comment opportunity. This Final EIS presents the EIS Summary and responses to public comments. See the project website for more information about the proposals and public engagement: https://www.rentonwa.gov/city hall/community and economic development/long range planning/rainier grady function subarea plan/rainier grads planned action and e i s. 1.4 Objectives, Proposal, and Alternatives Objectives The State Environmental Policy Act (SEPA) requires a statement of objectives describing the purpose and need for the proposals. The Subarea Plan includes the following four goals, which serve as objectives for this EIS: 1. ALIGN WITH OVERALL VISION FOR RENTON: Align with overall vision for Renton's City Center area and support the unique role of the subarea in ways that are complementary to Downtown, the larger City Center area, and Renton as a whole. 2. TRANSITION TO A MULTIMODAL CENTER: Transition the area into a pedestrian -oriented district with a multi -modal center and strong pedestrian connections. 3. CREATE A LIVABLE NEIGHBORHOOD: Create a livable, distinct neighborhood that is active 18 hours a day, complements Downtown, and gracefully integrates with neighboring areas. 4. CATALYZE DESIRED CHANGES: Leverage the recent and planned public investment in the area for the private investment to follow. The objectives also serve as criteria by which the alternatives are evaluated. Alternatives Alternative 1 No Action Alternative 1, the No Action Alternative, is SEPA-required. Under Alternative 1, development would adhere to the existing Comprehensive Plan policies, land use designations and zoning districts, while aligning with the adopted Subarea Plan goals of transit -oriented development, community benefits, and quality of life. The current zoning is shared in Exhibit 1-2. 1-3 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary Exhibit 1-2. Study Area Zoning Map — No Action Alternative R-8 s ( R-10f S w 1,d c P on9ston Rh ' 900 .1 r `m IL sw P/ S W Sunset 6N6 ►a `9 CA ` s� s RM-F CO OEM 4th St 5 1111 ■ E E S 5th St ° w 0 ■,fie a V .. R-14 .� $ 6th St r ■,N N J ` ■=, I q II C� SW 7th St L 7.th:St _ I� T 1 �is7, 100 CA o ■i i .it . 1 CO $Renton Village PI 17t 00 S� �h 51 � :. • J� I 3 _ s) 4th st R-14 r■ v i r R-8 1 S 1 5th St_J- SW 16th St ■ O i CO R-6 a. t ' .r tr1 rt 7 SWAA9th'Sr`�_ u, - • � � � � . in R-1 O EIS Study Area Planned Action Area + Railroads Parcels Building Footprints Zoning Designation RI -Residential 1 du/ac R6-Residential - 6 DU/AC R8-Residential 8 du/ac R10-Residential 10 du/ac R14-Residential 14 du/ac RMF-Residential Multi -Family Source: City of Renton, 2022. CO 1I` R-8 CN-Commercial Neighborhood 0 500 1,000 0 . CA -Commercial Arterial Feet CD -Center Downtown CO -Commercial Office IL -Industrial - Light IM-Industrial - Medium :111 BERK Map Date: January 2024 1-4 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary Action Alternatives Two Action Alternatives were developed for evaluation in the EIS, and both align with the goals of the Subarea Plan, described in Section 2.3 Objectives. While both Action Alternatives would meet objectives for an active pedestrian -oriented district that supports multiple modes of transportation around an active transit hub, each alternative would vary densities, heights, and growth in the Planned Action Area. ■ Alternative 2 would set minimum standards and incentives to achieve optimal Subarea Plan implementation resulting in a predominately mid -rise development pattern with some high-rise development possible through incentivized standards; and ■ Alternative 3 would allow high-rise development with required standards and public benefits scaled to the intensity of the development. Both Action Alternatives would be implemented under one zoning code but explore two separate growth concepts to test against the No Action Alternative. The Action Alternatives consider a range of building typologies that fit the Subarea Plan Growth Concept, and the proposed Municipal Code amendments, but vary the height, density, and other facets of the potential mixed -use buildings in the Study Area. See Exhibit 1-3, as well as Exhibit 1-4 for images that are representatives of the typologies. Exhibit 1-3. Development Typology Descriptions Commercial — Retail .................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... Single story commercial uses in a low rise building with at grade parking. Commercial —Tower Primarily office/commercial uses consisting of towers and mid -rise building up to ten stories in height. The building envelope could accommodate an office tower or hotel. Mixed -Use — Base Mid -rise structures with four to five floors of residential uses over one floor of commercial use. .................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... Mixed -Use — Maximum Towers with eight to thirteen floors of residential uses over one or two floors of commercial use. Source: BERK, 2023. Notes: Each ground floor commercial retail story is modeled to be 20 ft. tall and 15 ft. tall for second story commercial retail. Each residential story is modeled to be 10 ft. tall. Each office story is modeled to be 15 ft. tall. 1-5 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary Exhibit 1-4. Development Typologies — Action Alternatives Commercial — Retail Commercial Tower Mixed Use — Mid - Rise (Base) Mixed Use — High Rise (Maximum) Renton, WA Renton, WA Bellevue, WA (5/1) Seattle, WA 77t Seattle, WA Seattle, WA Seattle, WA (5/2) Bellevue, WA 1-6 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary AltPrnativP 2 In support of the Subarea Plan's objectives and goals to transition the Study Area into a mixed -use pedestrian - oriented district with an active multi -modal center and strong pedestrian connections, Alternative 2 would result in moderate growth throughout the Planned Action Area. This growth alternative is modeled to include a mix of development typologies with most buildings no taller than 5-10 stories predominantly. The potential to achieve greater heights in the range would be in exchange for public benefits (e.g., affordable housing, open space, etc.). Greater heights would be anticipated in Renton Village surrounding a pedestrian -oriented internal main street concept. See Exhibit 1-5. 1-7 Rainier/Grady Junction TOD Subarea Planned Action March 2024 - Final EIS Ch.1 ■ Summary Exhibit 1-5. Alternative 2 Modeled Typologies aEIS Study Area Typologies - Alternative 2 0 250 500 0 Planned Action Area Commercial - Low -Rise Retail Feet Railroad Commercial - Tower Parcels Mixed Use - Base Building Footprints QPotential Light Rail Station OFuture BRT Station Source: BERK, 2023. Mixed Use - Max Parks/Open Space Public Maior Utility Easement Area :ill BERK Map Date: September 2023 1-8 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary AltPrnativP Consistent with the adopted Subarea Plan, under Alternative 3 high-rise growth and investment in housing, employment, transit, and parks and open space would support the transformation of the Study Area into a mixed -use pedestrian -oriented district with an active multi -modal center and strong pedestrian connections. Alternative 3 is modeled to achieve the most growth throughout the Planned Action Area. Alternative 3 would include a mix of Commercial Towers and Mixed -Use towers 10-14 stories in height in Renton Village surrounding a pedestrian -oriented internal main street concept as well as other locations near investments in walkability, transit access, or greenspace. See Exhibit 1-6. 1-9 Rainier/Grady Junction TOD Subarea Planned Action March 2024 - Final EIS Ch.1 - Summary Exhibit 1-6. Alternative 3 Modeled Typologies e^ � o;- °� S Center`s SW 7th St ._ S 4rh St w N Q y v N — m � 3 Q S 5th St ° 3 S G\Cd'I OF 0 a EIS Study Area Typologies - Alternative 3 Planned Action Area Commercial - Low -Rise Retail r+i Railroad Commercial - Tower Parcels Mixed Use - Base Building Footprints Mixed Use - Max QPotential Light Rail Station Parks/Open Space OFuture BRT Station Public Major Utility Easement Area Source: BERK, 2023. 0 250 soo Feet :111 BERK Map Date: January 2024 1-10 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary Growth and Height Comparison In the exhibit below, the three alternatives' capacity is compared for housing and job growth. Within the Planned Action Area, the No Action Alternative shows a total net housing capacity of 3,339 units. The predominant mid -rise approach proposed in Alternative 2 shows a net housing capacity of 5,932 units, and the predominant high-rise approach proposed in Alternative 3 shows a net housing capacity of 8,688 units. See Exhibit 1-7. Exhibit 1-7. Total Housing by Alternative: Detail Planned Action Area 3,339 5,932 8,668 EIS Study Area 3,337 3,337 3,337 Total* *Totals may vary due to rounding. Source: BERK, 2023. 6,676 9,269 12,005 Within the Planned Action Area, the No Action Alternative shows a total net jobs capacity of 560 jobs. The primarily mid -rise approach proposed in Alternative 2 shows a net jobs capacity of 3,663 jobs, and the primarily high-rise approach proposed in Alternative 3 shows a jobs housing capacity of 6,653 jobs. See Exhibit 1-8. Exhibit 1-8. Total Employment by Alternative: Detail Planned Action Area 560 3,663 6,653 EIS Study Area 1,353 1,353 1,353 Total* 1,912 5,015 8,006 *Totals may vary due to rounding. Source: BERK, 2023. Currently, heights are 70-150 feet under Alternative 1 with reduced heights in the north and central area and greater heights to the south. Proposed Municipal Code Amendments will allow heights of 70-150 feet across a greater portion of the Planned Action Area; however, building heights are also subject to Federal Regulation Title 14 Part 77, which establishes standards and notification requirements for objects affecting navigable airspace. Modeled heights vary to test the proposed mid -rise and high-rise intensities and densities for purposes of the EIS. See Exhibit 1-9. Further discussion is found in Draft EIS Section 3.2 Land Use. Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary Exhibit 1-9. Modeled Height Comparison S_2nd Sr — — �NO ACTIONr ^ � lr = —� _ t,pl" • �.ti arj+lp 1 -- S Ind Sr — ALTERNATIVE 2 y'! N i —� , b I�'' •' ��y�c ,'� S Ind St ALTERNATIVE 3 N Ir = .. hi •,`. a5� = t� ` °. + �� �� t` - _5 �1 . 900 S 3rd-St — 00 S 3rd Sr — or --.(900 = 3rd St S•` $t� a1 a S 4th St i Q R .. S 4th Si.� a Q S5-th Sty- z S5th 51. - �� N° S50, St •. �°� • � _: a i'rw _ is _ 4' °; _ tte - : 5e _ Niffi S 61h St a' S 6th St o or -� �SJth:St - t a - ts, S7-th.5t n D ic'. S7.ih.y II $:Renton� N S R ntonV illaye'PI o it S'Renton� o v m m o S 14i St S 1 ath S� S 4t1, St S 15th St S 15,h St - S 15th St O EIS Study Area Typology Building Height ® Height Transition Area 0 500 1,000 To —Planned Action Area 20 feet Major Utility Easement Area 0 f . Building Footprints 70 feet eet pPotential Light Rail Station 120 feet 130 feet O Future BRT Station ■ 140 feet :1II B E R K 150 feet Map Dore: January 2024 Note: Building heights are subject to Federal Regulation Title 14 Part 77, which establishes standards and notification requirements for objects affecting navigable airspace. Key Elements by Alternative The EIS Alternatives would leverage the Subarea Plan but test different assumptions about the intensity of land use, building heights, residential densities, street requirements, common open space and tree standards, and other elements of development. Alternative 1 assumes current plans and codes; Alternative 2 would consider new standards that set base goals but provide incentives to achieve optimal Subarea Plan implementation; and Alternative 3 would allow maximum heights and densities but require public benefits like the creation of affordable housing or substantial open spaces to achieve the Subarea Plan vision. Growth would vary depending on densities and heights. Key elements described by the alternatives above are compared in Exhibit 1-10 and Exhibit 2-20 of the Draft EIS. 1-12 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary Exhibit 1-10. Alternative Features Compared Subarea Goals and Objectives Zoning and Mixed -Use Development Patterns Height Density (dwelling units per acre [DU/AC]) ■ Adopted Subarea Plan ■ Mix of CA and CO zoning in PAA. ■ Current standards for mixed - use development in Commercial Arterial and Commercial Office Zones: Equivalent to at least 40% of building footprint required to be commercial. • CO Zone restricts residential uses to no more than 25% of gross floor area on site. • Structured parking required for all residential. ■ CA:50'-70' ■ CO: 250' (greatest height achievable is —150' in Planned Action Area) Min. and Max.: • CA: 20 — 60 DU/AC ■ CO: 75 — 150 DU/AC ■ Adopted Subarea Plan ■ Consider business displacement mitigation incentives. ■ Coordination of development across site boundaries. ■ CA zoning throughout PAA, with an overlay zone. ■ Residential buildings required to have ground floor commercial with potential for reduced ground floor commercial adjacent to South Renton neighborhood. Increased residential density for affordable housing or substantial open space dedication. ■ Promote a range of commercial space sizes to encourage diverse business opportunities and retention of existing businesses. ■ Structured parking required for all residential but prohibited on ground floor along streets or active public realms. Consider incentives for parking reductions. ■ Subarea vision: predominantly 70' with incentives up to 150'. ■ Base height with incentives for affordable housing, and open space. ■ Building step -backs adjacent to residential zones. Min. and Max.: ■ 60 —150 DU/AC, up to 250 DU/AC with incentives. ■ Adopted Subarea Plan. ■ Consider business displacement policy considering Subarea Plan and developed through EIS. ■ Coordination of development across site boundaries. ■ CA zoning throughout PAA with an overlay zone. ■ Residential buildings required to have ground floor commercial with greater amount of commercial space along the "Main Street." ■ Allow standalone residential if dedicated as affordable housing and not abutting "Main Street." ■ Require range of commercial space sizes for diverse business opportunities and retention of existing businesses. • Structured parking required for all residential but prohibited on ground floor along streets or active public realms. Consider requirements for parking reductions. ■ Graduated heights up to airport height limits: 70' -150' with amenities required. ■ Building step -backs adjacent to residential zones. Min. and Max.: ■ 60 — 250 DU/AC with public benefits required. 1-13 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary Affordable CO Zone: 30% above max Increase max density bonus to No bonus. Rely on multifamily density or density allowed via 65% for affordable housing. tax exemption, fee reductions, Housing conditional use permit for and inclusionary zoning to Density Bonus affordable bonus at 1:1 ratio. create affordable housing. ■ None Implement a 500' mitigation buffer from 1-405 for residential Health —Air development. Require centralized air filtration systems, air intake Quality vents located away from highways, noise attenuating construction and materials, and other appropriate mitigation measures. .............................................................. ■ Current common open space ■ Increase and require dedication of public open space via public or Open Space, and stormwater requirements private easement. Landscaping & Stormwater • Creation of public plaza. ■ Green factor standards.1 Potential Investments in Transportation Core Area — New Streets Process • New Transit Station ■ Sound Transit Renton HOV Access Project ■ Bike/Trail Plan Improvements ■ Subarea Plan provides cross - sections (pp 55-59). • Current permit procedures. Source: BERK, 2023. 'See Seattle's Green Factor Standards ■ Augment street tree standards. • Increase green infrastructure; integrate into street standards. ■ Similar to Alternative 1 plus supportive modal infrastructure (e.g., multi -use paths, increased bicycle parking, etc.). ■ Implement Subarea Plan Street Standards, including the creation of Main Street/festival shared street with pedestrian - oriented retail and services. • Require greater amount of commercial space abutting "Main Street" or other active pedestrian realms. Address mid - block connections. • Master Site Plan ■ Planned Action ■ Similar to Alternative 1 plus supportive modal infrastructure (e.g., multi -use paths, increased bicycle parking, etc.). ■ Implement Subarea Plan Street Standards including the creation of Main Street/festival shared street with pedestrian -oriented retail and services. • Wider pedestrian clear zones to accommodate additional pedestrian volume. • Address mid -block connections. • Master Site Plan ■ Planned Action Both Alternatives 2 and 3 in the Planned Action Area will support a mixed -use pedestrian -oriented district with an active multi -modal center and strong pedestrian connections. Based on the modeling, Alternative 2 would predominantly include a mix of commercial towers and mixed -use towers, 5-10 stories in height. Alternative 3 anticipates more height compared to Alternative 2, predominantly with a mix of commercial towers and mixed - use towers, 10-14 stories in height. The modeled building heights in both alternatives are based on the described building typologies. For each alternative, the EIS modeled different assumptions about building typologies, unity density and height. Although modeled differently, Alternative 2 and Alternative 3 have the same development capacity but offer 1-14 Rainier/Grady Junction TOD Subarea Planned Action March 2024 ■ Final EIS Ch.1 ■ Summary different approaches; incentivized standards in exchange for public benefits or maximized standards for required public benefits. Incentivized standards allow developers to determine if the added cost of providing income -restricted housing or dedicating large areas for open space makes financial sense. The Planning Commission and City Council's Planning and Development Committee selected Alternative 2 for its incentive -based approach as the Preferred Alternative, which offers the same potential for growth as Alternative 3. 1.5 Key Issues and Options The key issues facing decision makers are summarized below. ■ Approval of municipal code amendments to provide for transit -oriented development including additional housing and employment opportunities. ■ Creating a mix of incentives and requirements to encourage affordable housing, green infrastructure, and other public benefits. ■ Identifying the desired land use pattern and growth levels to respond to and integrate the BRT Station and future light rail investments and provide for housing and employment opportunities. ■ Identifying the mix of infrastructure and transportation investments to ensure added greenspace and connected multimodal streets. ■ Considering alternative open space and park investments suited to a transit -oriented urban neighborhood. ■ Approving Planned Action Ordinance to help incentivize growth while mitigating impacts. 1-15 Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ■ Summary March 2024 ■ Final EIS 1.6 Summary of Impacts and Mitigation Measures Natural Environment Source: Makers, Rainier/Grady Junction TOD Subarea Plan How did we analyze Natural Environment? The project team toured the Study Area and reviewed published maps, studies, literature, and regulations regarding natural environment conditions including surface water critical areas, species habitat, and cultural significance. Thresholds of significance are established to differentiate significant impacts that may require mitigation from insignificant impacts. Thresholds of significance in this impact analysis include: ■ Tree canopy impacts are considered significant when the action alternative would cause a net loss in the City's overall current tree canopy coverage. ■ Natural environment impacts are considered significant when the action alternative would cause degradation of habitats, changes to wetland hydroperiods, or decreased water quality of wetlands and streams. ■ Archaeological impacts are considered significant when development would have the potential to alter or damage archaeological resources. What impacts did we identify? Under all alternatives, the project area includes growth in or near critical areas such as seismic hazard areas, wellhead protection areas, wetlands, streams, and special flood hazard areas for a 100-year flood event. Critical 1-16 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary areas typically require enhanced protection, such as limited fill material in wellhead protection areas and buffers/setbacks near streams and wetlands. Any development or redevelopment requiring excavation poses threats of erosion hazards until construction is completed and soils on the site have been permanently stabilized. With compliance to The Model Toxics Control Act (MTCA) and Critical Areas Regulations, the residual impacts would be less than significant for the natural environment. The proposed growth in Renton Village is directly on top of an existing creek — Rolling Hills Creek — that has been piped underground. Stream relocation and/or daylighting (open channel where stream is currently in a culvert) is an option allowable under the current City code when developers propose building directly above streams piped underground. The Study Area has a very high risk of archaeological resources and is located in proximity to known archaeological sites and indigenous villages and camp sites. What is different between the alternatives? Alternative 1: This alternative would continue existing development standards throughout the Planned Action Area (i.e., no increased requirements or incentives for green space, reduced parking requirements), resulting in a higher percentage of impervious surface compared to the Action Alternatives. The No Action Alternative would also lack the support of an areawide EIS and Planned Action Ordinance to expeditiously facilitate development, which would likely result in a slower pace of redevelopment and therefore perpetuate existing conditions. Alternative 2: Alternative 2 would result in increased investments in green spaces and increased landscaping requirements. Alternative 3: Green space and enhanced landscaping would be similar to Alternative 2. Alternative 3 also proposes a Commercial —Tower typology adjacent to the Puget Wetland which would eliminate surface -level parking on this parcel. The proposed towers could create the potential for shade around the wetland which could be beneficial in reducing water temperatures. Setbacks are required and measured from the buffers around the wetlands for any development or redevelopment. What are some solutions or mitigation for impacts? Application of federal, state, and local laws would apply to development in proximity to critical areas. City review applies to projects in critical areas and requires compliance with Renton Municipal Code 4-3-050. Critical areas protected under these regulations include flood hazard areas, steep slopes, habitat conservation areas, streams and lakes, wellhead protection areas, and wetlands or sites within 200 feet of a wetland. In all flood hazard areas, new construction and substantial improvements must be constructed to minimize flood damage. Federal and state laws apply to the protection of archaeological resources. This includes but is not limited to: Archaeological Excavation and Removal Permit (WAC 25-48) Archaeological Sites and Resources (RCW 27.53) 1-17 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary Other potential mitigation measures include: Planting appropriate trees and native vegetation to improve the overall environmental quality of the area. This could include adopting different street tree standards for the Renton Village internal street network, adding greenery to the south side of 7t" street to enhance the proposed non -motorized improvements, and/or implementing specific landscaping standards for the Study Area. Prioritize planting native species in the Study Area; this could be accomplished in proposed street tree and landscape code amendments or in the Planned Action Ordinance. In the broader Study Area, consider whether wetland and tree regulations encourage use of native plants. Any additional green spaces that are added to the existing conditions would improve water quality of natural water features in the area. Green infrastructure, such as Silva Cells and other best management practices, to support tree growth, protect sidewalks from root spread, and provide on -site stormwater management. The City could require an archaeological review in the planned action area, and notification to tribes. The City could consult with recognized tribal, State, Federal, and other local governments as well as the Duwamish Tribe, which is seeking federal recognition. The City currently restricts buildings over piped streams and easements to maintain the piping. Mitigation opportunities for daylighting Rolling Hills Creek include allowing transfer of residential density/floor area ratio so the daylighted stream and any natural buffer does not reduce the development potential when the stream is daylighted. The City could also require daylighting if development would relocate the creek, as well as incentivize daylighting where increased heights are allowed. With mitigation, what is the ultimate outcome? No significant unavoidable adverse impacts are expected for any alternatives if the potential mitigation measures and City regulations are followed. 1-18 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 • Summary Land Use _` Source: Makers, Rainier/Grady Junction TOD Subarea Plan, 2021 How did we analyze Land Use? The EIS team reviewed the policy and regulatory framework through adopted plans, existing uses, and future designations and zoning applied by the City of Renton. The team considered the King County Urban Growth Capacity Report and results for Renton under Alternative 1— No Action. The EIS team developed typologies for different types of uses and buildings, and estimated growth in the Study Areas under the Action Alternatives. Thresholds of significance, used here to define land use impacts that would have adverse effects without mitigation, include: ■ Interferes with state, regional, or local plans. ■ Increases potential for incompatible land use transitions. ■ Potential to increase households' exposure to air pollution, noise pollution. ■ Transitions in scale. Height of development, location of roads, and landscaping abutting surrounding neighborhoods creating an appropriate transition to areas of greater or lower density. ■ Shadows on public space. The potential for future development to cast shadows on public open spaces that could hinder public use and enjoyment of the space. What impacts did we identify? Alternative 1 No Action is consistent with VISION 2050 goals and Countywide Planning Policies relevant to the Subarea, but Action Alternatives would more optimally meet goals for increasing densities and providing housing, improving environmental conditions (e.g., tree canopy), and supporting transit. 1-19 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary The Action Alternatives propose alternative land use designations and zones compared to the No Action Alternative. The Subarea Plan would be integrated into the 2024 Comprehensive Plan Periodic Update. Alternative 1 No Action generally meets Renton Comprehensive Plan Policies, though Alternatives 2 and 3 more optimally meet existing policies. What is different between the alternatives? Growth: All alternatives will make progress towards meeting the City of Renton's housing and jobs growth targets, which at the time of the King County Urban Growth Capacity Report showed a deficit in housing and jobs through the year 2044. The Action Alternatives will more aggressively meet the growth targets, with Alternative 3 proposing the greatest addition to both housing and jobs. Within the Study Area, the No Action Alternative shows a total net housing capacity of 6,676 units. The mid -rise approach proposed in Alternative 2 shows a net housing capacity of 9,269 units, and the high-rise approach proposed in Alternative 3 shows a net housing capacity of 12,005 units. Additionally, within the Study Area, the No Action Alternative shows a total net jobs capacity of 1,912 jobs. Alternative 2 shows a net jobs capacity of 5,015 jobs, and Alternative 3 shows a jobs housing capacity of 8,006 jobs. See Exhibit 1-11 and Exhibit 1-12. Exhibit 1-11. Total Housing by Alternative 14,000 12,005 12,000 10,000 9,269 8,668 81000 6,676 5,932 6,000 4,000 3,339 3,337 3,337 3,337 2000, No Action Alternative 2 Alternative 3 ■ Planned Action Area ■ EIS Study Area ■ Total Source: BERK, 2023. 1-20 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary Exhibit 1-12. Total Jobs by Alternative 9,000 8,006 8,000 7,000 6,653 6,000 5,015 5,000 4,000 3,662 3,000 1,912 2,000 1,353 1,353 1,353 1,000 560 ■ ■ ■ No Action Alternative 2 Alternative 3 ■ Planned Action Area ■ EIS Study Area ■ Total Source: BERK, 2023. The Washington State Department of Commerce has developed guidance for Comprehensive Plan Housing Elements updated per HB 1220 that aligns different housing types with the level of affordability they typically provide.' Housing that is particularly suited to meeting low-income housing needs include low and mid -rise housing. Housing at moderate income levels includes middle housing and mid and high-rise housing. All alternatives increase housing options particularly Alternatives 2 and 3. Exposure to Air Quality Emissions and Noise: Growth of a mixed -use, multi -modal center in the Study Area will increase traffic volume, potentially impacting pedestrian safety, noise, and air and light pollution. Additionally, the placement of taller mixed -use, standalone residential, or commercial buildings could create noise and light pollution impacts to adjacent low -intensity residential areas north of the Study Area, with Alternative 1 the least intense and Alternative 3 the most. These impacts can be mitigated by design standards that prescribe features such as transitional height limits, setbacks, or landscaping. Air quality within the PAA and surrounding area are impacted by aircraft and roadway traffic due to proximity to Renton Municipal Airport and major roadways. While the Subarea Plan recommends 350 feet as an acceptable buffer from highway traffic emissions, the Planned Action explores 500 feet as a uniform standard for indoor sound and air quality mitigation. Alternative 3 would result in a greater concentration of high-rise mixed -use typologies adjacent to 1-405. As part of the municipal code amendments associated with the Action Alternatives, the City can address orientation and location of residential uses in mixed use developments to reduce the potential for localized air quality effects and improve compatibility. Expected noise levels are on the threshold of acceptable (not exceeding 65 dB) and normally unacceptable (above 65 dB but not exceeding 75 dB) by HUD's standards. Across all alternatives, resulting residential ' See: Guidance for Updating your Housing Element, Book 2, 2023. Available: https://deptofcommerce.app.box.com/s/ld9d5l7g5O9r389fOmapowh8ismpirlh. 1-21 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary development would be exposed to noise impacts, varying by location, orientation, design, density, and height allowance. Development Scale: The Action Alternatives would implement the Subarea Plan while testing different assumptions about the intensity of land uses near the new transit center and parking garage, including variations in building heights, residential densities, street requirements, common open space, and tree standards. The No Action Alternative assumes the implementation of current plans and codes. Under this alternative, the adopted Subarea Plan provides a policy direction for future development within the Study Area without having the regulatory support to fully implement the Subarea Plan's vision. Both Action Alternatives would organize development south of S Grady Way around an east -west Main Street designed to promote pedestrian scale retail and promote a robust and engaging public realm. Development fronting Shattuck Avenue S and S 7th Street would have transition standards and accommodate a mix of walk-up residential buildings and ground floor commercial uses within mixed -use typologies. Renton Village, south of S Grady Way and east of Rainier Avenue S, would focus on Mixed -Use Base and Maximum, centered around an interior main commercial street. Shadows: Alternative 2 would set minimum standards and incentives to achieve optimal Subarea Plan implementation resulting in a mix of commercial towers and mixed -use towers typically 70- 120 feet in height in most of the Study Area with a node of 150 feet in Renton Village. The taller buildings would surround a pedestrian -oriented internal main street concept. Alternative 2 proposes the fullest realization of the Subarea Plan. The scale and mix of future development fit the ideal heights and uses proposed within the Subarea Plan. The future proposed open space network south of S Grady Way would be impacted by the proposed building heights during the afternoon. The proposed Main Street would be impacted by the surrounding building heights throughout the morning. See Exhibit 1-13. 1-22 Rainier/Grady Junction TOD Subarea Planned Action March 2024 - Final EIS Ch.1 ■ Summary Exhibit 1-13. Alternative 2 Shadow Analysis, 3113M 1i I 0 EIS Study Area Building Height - Alternative 2 Shading Conditions: Sept. 21, 3:00 PM Planned Action Area Q 20 feet Building Footprints (Outside PAO Area) ® 70 feet Pipeline Development Buildings - 120 feet Parks/Open Space . 150 feet :111 BERK Map Date: January 2024 Source: BERK, 2023. 1-23 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 • Summary Alternative 3 would allow high-rise development with required standards and public benefits with a height range of 70 —150 feet in height in Renton Village surrounding a pedestrian -oriented internal main street concept. More areas would develop to the upper range of the heights in Renton Village potentially shading green spaces. Mid -range heights north of S Grady Way could increase shading of areas to the north along S 7th Place; design standards such as building setbacks and upper story step backs could reduce the impacts. Northwestern portions of the Planned Action Area would develop to 70 feet, while areas to the northeast could develop 130-140 feet high. While the existing conditions may be out of scale, the maximum allowable height adjacent to the Study Area is 70 feet in the Commercial Arterial zone. If the parcels west of Rainier Avenue S are built to achieve their full development potential, they would visually support the proposed height ranges under Alternative 3. Under Alternative 3, the majority of the internal roadways in Renton Village would be shaded during both the morning and afternoon. The proposed open space south of S Grady Way would be shaded during the afternoon but would have access to light during the morning hours. See Exhibit 1-14. 1-24 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary Exhibit 1-14. Alternative 3 Shadow Analysis, 3PM op l 0 EIS Study Area Building Height - Alternative 3 Shading Conditions: Sept. 21, 3:00 PM Planned Action Area Q 20 feet Building Footprints (Outside PAO Area) ® 70 feet . Pipeline Development Buildings . 130 feet Parks/Open Space 140 feet :1II BERK 150 feet Map Date: January 2024 Source: BERK, 2023. 1-25 Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ■ Summary March 2024 • Final EIS What are some solutions or mitigation for impacts? Subarea Plan Policies: Subarea Plan policies support appropriate landscaping and green infrastructure treatments that can address air quality and noise compatibility. The adopted Subarea Plan includes an expanded buffer recommendation for a natural area on the northern side of 1-405 to reduce noise and air impacts and support environmental functions of Rolling Hills Creek and aid with flood storage. The adopted Subarea Plan recommends a 350-foot air quality buffer. Adopted Regulations: Title IV regulations address landscaping, noise compatibility between land uses, airport height and safety, and others. Air Quality and Noise Mitigation: The City can reduce exposure to air quality emissions and reduce heat islands in paved areas through site design and tree canopy plantings. Federal regulations and mitigation options (e.g., under US HUD) include site design techniques, such as positioning parking garages or berms closest to a highway to shield a residential area from noise. To mitigate airplane noise, new construction or renovations can apply acoustical construction policies, such as material selection for improved insulation and window sizing, location, and thickness. The City could also require a noise evaluation, similar to the HUD noise assessment through the Planned Action Ordinance. Daylighting Creek: The unintended effects of burying or covering rivers and streams include an increase in nutrient contamination, the degradation of ecosystems, and an increase in downstream floods. When feasible, daylighting restores rivers and streams to their natural courses by removing these human -caused obstructions; in cases where development is preventing this, daylighting can provide a new path for the waterway by avoiding immovable obstructions. The City currently restricts buildings over piped streams and easements to maintain the piping. Mitigation opportunities for daylighting Rolling Hills Creek include allowing transfer of residential density/floor area ratio so that the daylighted stream and any natural buffer does not reduce the development potential when the stream is daylighted. The City could also require daylighting if development would relocate the creek, as well as incentivize daylighting where increased heights are allowed. Height Transition Area: Alternatives 2 and 3 identify a height transition area along Shattuck Avenue S and S 7th Street (see Exhibit 1-9) where human -scale design standards would address compatibility of building scales with abutting lower intensity areas. Site and building design standards could include greater setbacks and upper -level step backs (e.g., 20 feet setback at ground floor, and similar step backs at one or more upper floors for adequate light). With mitigation, what is the ultimate outcome? The area will experience more growth and activity under studied alternatives and help the City achieve its vision and growth targets; see the evaluation of Transportation, Public Services, and Utilities for the ways in which additional growth and activity would be addressed in service standards. More areas will experience bigger transitions between zoned height limits, particularly over the 20-year period as development infills. The increased height limits, modernized zoning, and improved development and design standards would improve the human experience of these subareas. There are no significant unavoidable adverse impacts to scale transitions. 1-26 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary Transportation C I 0 r Source: City of Renton How did we analyze Transportation? Current and future access and circulation are evaluated for vehicles, pedestrians, and bicycles with a focus on connectivity for pedestrians and bicyclists. The EIS team evaluated traffic operations for Alternative 1 and Alternative 3 as bookends of growth, leveraging a Travel Demand Model that encompasses this Subarea. The following scenarios will result in a significant impact for Alternative 1 No Action and Alternative 3. Pedestrians and bicycles have qualitative thresholds of significance throughout this study, focused on multimodal access and connectivity. Conversely, vehicles have quantitative thresholds of significance based on intersection operational delay and queue lengths. This study does not have a threshold of significance for transit. Impacts to overall transportation in the Rainier Grady subarea are qualitatively considered as improvements to the transit system. Vehicles ■ Traffic operations at study intersections on arterials and collectors (excluding Rainier Avenue and Grady Way) fall below a LOS D (policy T-48 of the City of Renton Comprehensive Plan). ■ Traffic operations at study intersections on Rainier Avenue and Grady Way fall below a LOS E (policy T-48 of the City of Renton Comprehensive Plan). ■ 95t" percentile queues of a downstream study intersection extend into an upstream intersection. 1-27 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary Pedestrians/Bicycles Crosswalks are spaced at least 750 feet apart. Pedestrian and bicycle facilities lack at least one continuous feasible route from the transit center to the north, south, east, and west directions on arterial or collector streets to the extent of the EIS Study Area boundary. What impacts did we identify? What is different between the alternatives? Vehicles All alternatives would add trips to the road system. Alternative 3 would add more trips than Alternative 1. Exhibit 1-15 summarizes the anticipated trips to be generated for modeled alternatives. Exhibit 1-15. PM Peak Hour Vehicle Trips Generated 2022 Existing ........ ......... ......... 357 666 ......... ......... ......... ........_ 1,023 2044 Alternative 1 ........ ......... ......... 1,225 1,536 ......... ......... ......... ........_ 2,761 2044 Alternative 3 2,863 3,255 6,118 Source: Perteet, Transpo Group, 2023 Similar to existing conditions, the majority of trips are distributed to turning movements heading toward 1-405 and SR 167. Within the Planned Action Area, the most commonly used streets are S Grady Way, S 7t" Street, Shattuck Avenue S, and the new primary streets (identified in the Subarea Plan) spanning north -south from S Grady Way. Outside of the Planned Action Area throughout the EIS Study Area, the most commonly used streets are SW Grady Way, Rainier Avenue S, and Talbot Road S. In general, traffic volumes are lower during the AM peak hour than during the PM peak hour. All alternatives experience northbound SR 167 95t" percentile queues that develop from the Rainier Avenue S / Grady Way intersection that may extend past the 1-405 S off ramp. It is important to note that as vehicles merge with SR 167 northbound traffic from the 1-405 southbound off ramp, vehicles have a separate lane that is used (which eventually turns into the northbound -right turn lane at Rainier Avenue S / S Grady Way) rather than being forced to merge immediately with traffic on SR 167; however, the off ramp from 1-405 N forces vehicles to immediately merge with SR 167 traffic and vehicles entering the 1-405 S on ramp. Vehicles attempting to turn left onto SW Grady Way have limited distance to cross travel lanes, which is further complicated by the queues from the Rainier Avenue S / Grady Way intersection. Additional traffic modeling can be performed, specifically with micro -simulation software, to analyze the impacts further. Throughout the S Grady Way corridor, the adopted Subarea Plan proposes roadway sections that generally retain existing roadway configuration but calls for exploring options to add or expand bicycle and pedestrian facilities and improve multimodal safety at key intersections. 1-28 Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ■ Summary March 2024 • Final EIS Alternative 1: Throughout Alternative 1 No Action Synchro modeling, one intersection surpasses the level of service threshold of significance during the AM peak hour: Talbot Road S / S 7th Street. The overall delay for this intersection is118.8 seconds during the AM peak hour. The rest of the study intersections meet the level of service standard and do not surpass the level of service threshold of significance, including the two intersections that are anticipated to function as the main entrances/egresses for the roadway network within the Renton Village area. There are two study intersections that surpass the 951h percentile queue length threshold of significance during the PM peak hour: S Grady Way / Talbot Road S and Rainier Avenue S / S 7th Street. The southbound approach at S Grady Way / Talbot Road S develops a 951h percentile queue length that extends into the intersection of Talbot Road S / S 7th Street, 388-feet long. The northbound approach at Rainier Avenue S / S 7th Street develops a 95th percentile queue length that extends into the new intersection of Rainier Avenue S / Hardie Avenue SW, 428-feet long. Rainier Avenue S / S Grady Way shows an increase in delay times during both peak hours from existing conditions not only due to the change in volume, but also with the removal of all slip lanes (per the adopted Subarea Plan). S Grady Way / Talbot Road S has a slight decrease in overall delay compared to existing conditions due to signal optimization. Alternative 3: Trip distribution under Alternative 3 is similar to Alternative 1 No Action; however, Alterative 3 has more trips entering/exiting the Planned Action Area through the northern region since the alternative has "Mixed -Use — Maximum" typologies in that area. Specifically, entering trips increase by 5% on southbound Rainier Avenue S and westbound S 7th Street and decrease by 5% on northbound Talbot Road S and northbound Rainier Avenue S. Exiting trips increase by 5% on eastbound S 4th St and decrease by 5% on southbound SR 167. The Alternative 3 Synchro modeling shows results very similar to the Alternative 1 No Action scenario. The differences across the Study Area intersections for Alternative 3 are: the overall delay for Talbot Road S / S 7th Street intersection is longer at 160.9 seconds during the AM peak hour and 57.3 seconds during the PM peak hour with both peak hours now surpassing the threshold of significance, the S Grady Way / Talbot Road S southbound approach develops a 95' percentile queue length that is longer at 400-feet during the PM peak hour, and the Rainier Avenue S / S Grady Way intersection level of service is downgraded to an "E" during the PM peak hour. LOS E at the Rainier Avenue S / S Grady Way intersection is not considered a significant impact. Rainier Avenue S / S Grady Way also develops a 95th percentile queue during both peak hours that extends into upstream intersections, surpassing the threshold of significance. With most of the study intersections displaying queue length changes between the alternatives, the 95th percentile queue lengths at Rainier Avenue S / S 7th Street to Shattuck Avenue S / S 7th Street during the AM peak hour and to Rainier Avenue S / Hardie Avenue SW during the PM peak hour are not expected to increase from Alternative 1 No Action to Alternative 3 High Rise — Required Benefit. The 95th percentile queues will spill into and past Lake Avenue S / S Grady Way. When this occurs, westbound vehicles may choose to reroute and turn north on Lake Avenue S instead of waiting in the long queue to access Rainer Avenue S / S Grady Way. All study intersections experience a slight increase in delay from Alternative 1 No Action. Although Rainier Avenue S / S Grady Way downgrades the intersection level of service rating, it only has an increase in 1-29 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary intersection delay of 4.6 seconds from Alternative 1 No Action to Alternative 3. The intersection that sees the highest increase in delay is Talbot Road S / S 7t" Street. During the AM peak hour, the intersection has a delay increase of 258.3 seconds and 178.8 seconds during the PM peak hour. Pedestrians/Bicycles The implementation of primary, secondary, main, and internal through -block connections in the adopted Subarea Plan greatly increases access and connectivity in the Planned Action Area. With these improvements, pedestrians and bicyclists will be able to connect seamlessly throughout Renton Village and with the transit center. The conceptual section for S Grady Way requires 23-feet of acquired or dedicated right-of-way on the south side, and 11- to 23-feet of acquired or dedicated right-of-way on the north side to implement this conceptual section. However, this section does not reflect the proposed RapidRide I line project. The RapidRide I Line plans require an additional 11-ft lane to the total width for vehicle travel, which means the section below will require an additional 11-ft acquisition width or a reduction of landscape and sidewalk area by 11-ft total. Exhibit 1-16 shows how much right-of-way will be acquired for the RapidRide I Line roadway section on the north side of S Grady Way per 90% submittal documents provided to the City of Renton, totaling 10,227 SF. These areas do not include permanent or temporary construction easements. Exhibit 1-16. Anticipated Right -of -Way to be Acquired for RapidRide I Line on S Grady Way 700 S Grady Way 710 S Grady Way 6,294 11.0 3,658 14.5 800 S Grady Way 275 0.0 Source: Perteet, 2023. Within the Planned Action Area, the majority of distances between crosswalks at each intersection do not surpass the threshold of significance of greater than 750 feet apart. The short blocks allow pedestrians/bicyclists to access both sides of the road and connect to various routes. There are two blocks within the Planned Action Area that surpass the 750 ft distance between crosswalks: S Grady Way between Rainier Avenue S and Lake Avenue S, and between Shattuck Avenue S and Talbot Road S. The Grady Way Overpass project is still in the planning phase, so it is unknown at this time how the overpass may impact pedestrians/bicyclists in order to cross S Grady Way. Outside of the Planned Action Area throughout the rest of the EIS Study Area, several blocks surpass the 750- foot distance between crosswalks, discouraging circulation and access for pedestrians/bicyclists. 1-30 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 • Summary Alternative 1: Most pedestrian/bicyclist activity during peak commuting hours will occur within the relatively highest density zoning designation of the Planned Action Area, Commercial Office. Pedestrians/bicyclists will most likely use the primary street paths identified in the adopted Subarea Plan along the outer edge of Renton Village prior to connecting with the new transit center (or in route to adjacent, connecting paths as stated in Impacts Common to All Alternatives). The intersections of S Grady Way with Shattuck Avenue S and Lake Avenue S will observe the most pedestrian/bike usage in this alternative. Given that there are not high density and high employment rates for the planned zoning designations for this alternative, it is not anticipated that there will be a shift toward more pedestrian activity outside of the Planned Action Area. Alternative 3: With high-rise typologies, high usage of the sidewalk and bike facilities is anticipated with an increase of 5,539 housing units and 6,093 jobs compared to Alternative 1 No Action in the Planned Action Area. Pedestrians/bicyclists will have more opportunities for access and circulation within the Planned Action Area in Alternative 3 due to the implementation of mid -block crossings adjacent to proposed bus stops. Access and circulation are further improved through all -way crossings at intersections within Renton Village, specifically at crossings with primary, secondary, and main streets. Transit All alternatives incorporate the operations of the new transit center and new 700-stall garage. 1-405, SR-167, Rainier Avenue S, SW Sunset Blvd, and SW 16th Street all become transit corridors. Several projects will revise signal detection to prioritize transit upon approaching an intersection. Bus Access Transit (BAT) lanes will help transit more efficiently move through traffic and provide better access to businesses and will be installed on Rainier Avenue S north of S 3rd St (Rainier Avenue S Phase 4 project) and on S Grady Way from Rainier Avenue S to Talbot Road S (S Grady Way Overpass project). All alternatives will also experience the same anticipated transit route connections anticipated for the 1-405 Bus Rapid Transit. By 2044, connections will be provided to Sound Transit route 566, King County RapidRide F Line, RapidRide I Line and Metro routes 101, 102, 106, 143, 169, 240, 907, 2022, 2614, 3162, 3218, and 3221. Alternative 1: Under Alternative 1 No Action, the intersections of S Grady Way with Shattuck Avenue S and Lake Avenue S are anticipated to experience the largest volume of pedestrians/bicyclists in the Planned Action Area. Adding on transit and vehicles traveling to and from the transit center to these two heavily used intersections, queue lengths and delay times will continue to increase. The LOS D operations at Rainier Avenue S / S 7th Street will impact King County RapidRide F Line, Metro routes 102, 153, 160, 167, and Sound Transit routes 560 and 566. The LOS D operations at Rainier Avenue S / S Grady Way will impact King County Metro route 153 and Sound Transit 560 and 566. The LOS D operations at S Grady Way / Talbot Road S may impact King County RapidRide I Line and King County Metro routes 101, 102, 148, 153, and 160. Alternative 3: Similar to Alternative 1 No Action, Alternative 3 will also likely experience impacts from the new transit center and new 700-stall garage. However, the intersections of S Grady Way with Shattuck Avenue S and Lake Avenue S will continue to have heightened queue lengths and delay times. The LOS E operations at Rainier Avenue S / S Grady Way will likely impact transit routes the most of all studied intersections. Routes impacted include King County Metro route 153 and Sound Transit routes 560 and 566. 1-31 Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ■ Summary March 2024 ■ Final EIS What are some solutions or mitigation for impacts? Programs and Planned Capital Investments ■ Transportation Demand Management (TDM) measures would reduce trips, disperse peak period travel demand throughout the day, and increase transit usage and ride sharing in place of constructing new or widening existing facilities. ■ Intelligent Transportation Systems (ITS) can apply technological solutions to problems such as congestion, safety, and mobility. ■ Capital projects designed to address the needs of multiple modes are identified in the existing Comprehensive Plan, 2022-2027 Transportation Improvement Plan, and the Trails and Bicycle Master Plan. ■ Recommendations from the Subarea Plan for transportation address roadways, needs of pedestrians and bicyclists including connectivity to transit, and considerations for future light rail in the area. Renton Municipal Code encompasses the transportation ordinances for the City of Renton: Chapter 4-6-060 provides street standards to ensure reasonable and safe access to public and private properties. Chapter 4-6-070 ensures Renton transportation level of service standards are achieved concurrently with development. Chapter 13 establishes plans and goals for Commute Trip Reduction. Renton's Public Works department also has standard details for construction. Other Potential Mitigation Measures Other potential mitigation measures include the following by mode. Vehicles Implement change from the stop -control at the intersection of Talbot Road S and S 7th Street to a roundabout. See further discussion in Draft EIS Section 3.3 Transportation. Implement change from the linked signal timing at the intersection of S Grady Way and Talbot Road S with adjacent signals to unlinked signal timing with adjacent signals. Study and implement intersection improvements to address long queues for the northbound -through movement at the intersection of Rainier Avenue S and S 7th Street. One potential solution to consider is an additional northbound -through lane to provide additional queueing space between this intersection and the new Rainier Avenue S / Hardie Avenue SW intersection. Another potential solution to consider is converting the bus -only lane to bus and carpool to help alleviate congestion and queues leading up to the intersection of Rainier Avenue S and S 7th Street. 1-32 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 • Summary Study and implement intersection improvements to address long queues for the westbound -right movement at the intersection of Rainier Avenue S and S Grady Way. During the implementation of the Grady Way Overpass, one potential consideration during design is to separate the at -grade westbound - through and westbound -right movements to provide additional queuing space between this intersection and S Grady Way / Lake Avenue S. Prioritize "Access to Transit" project if funding is provided. This project is not listed in Affected Environment section due to the funding pending. Features of "Access to Transit" may analyze the impacts of the 95th percentile queues at the Rainier Avenue S / S Grady Way intersection that may extend past the 1-405 off ramp. The intersections surpassing significance thresholds no longer do so with mitigations applied. See Exhibit 1-17. 1-33 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Exhibit 1-17. 2044 PM Peak Hour LOS and Delay, With and Without Mitigations 2044 AM Peak Hour Ch.1 ■ Summary Rainier Avenue S / S Grady Signal 60.2 / E 55.2 / E 960 > 770** 670 < 770** Way S Grady Way / Talbot Road S Signal 35.0 / C 25.7 / C 105 < 310 70 < 310 Talbot Road S / S 71h Street Stop Control* 160.9 /#a 0.0 / A n/a n/a Shattuck Avenue S / S 7t" n/a n/a n/a Signal 17.1 / B Street Shattuck Avenue S / S Grady Signal 30.0 / C n/a n/a n/a Way ,Rainier Avenue S / S 71" 41.7 / D 415 <_ 415 165 < 415 Signal 45.8 / D Street 2044 PM Peak Hour Rainier Avenue S / S Grady Signal 58.0 / E 54.0 / D 775 > 770* 503 < 770** Way S Grady Way/Talbot Road S Signal 44.4 / D 28.1 / C 400 > 3 258 < 310** Talbot Road S / S 71" Street Stop Control* S7 : / F 3.6 / A n/a n/a Shattuck Avenue S / S 71" n/a n/a n/a Street Signal 15.4 / B Shattuck Avenue S / S Grady n/a n/a n/a Way Signal 31.3 / C ,Rainier Avenue S / S 71" Signal 50.3 / D 44.4 / D 428 > 415** 173 < 415** Street Source: Perteet, 2023. Notes: *Traffic control is three-way stop controlled. Synchro modeling software does not support this type of stop -control. Modeled in Synchro as two-way stop controlled at the eastbound and westbound approaches, and yield controlled at the southbound approach.**95th percentile queue length analyzed only at the intersection approach that surpasses the threshold of significance. n/a = No intersection improvements. ,Modeled with additional northbound -through lane. ZModeled with bus -only lane changed to bus and carpool lane. 1-34 Rainier/Grady Junction TOD Subarea Planned Action March 2024 ■ Final EIS Ch.1 ■ Summary Policy MT-2 Evaluation Analysis called for in MT-2 from the Subarea Plan emphasizes that the new grid of complete streets should prioritize the high -growth Renton Village area, serving to connect with Talbot Road S and S Grady Way, with an east -west street that can be used to access into the core of Renton Village area. The EIS evaluates the area, with the following limitations on that analysis: ■ Without traffic counts for the intersections of S Grady Way / Lake Avenue S and Talbot Road S / S Renton Village PI, volumes were assumed from balancing between adjacent intersections that have been studied for Alternative 1 and Alternative 3. Similar turn -movement ratios from the City's travel demand model for Alternative 1 and Alternative 3 were also applied to each intersection turn -movement. Collecting traffic counts at S Grady Way / Lake Avenue S and Talbot Road S / S Renton Village PI may result in slightly different delay and queueing results than what is presented in the EIS. In particular, S Renton Village Place and Talbot Road S should have traffic counts obtained and be re -analyzed when development begins to occur. Transit The transit network will continue to be impacted by intersection delays, especially routes that pass -through Rainier Avenue S / S Grady Way, S Grady Way / Talbot Road S, and Rainier Avenue S / S 71" Street. The installation and usage of Transit Signal Priority (TSP) and Business Access and Transit (BAT) lanes should promote transit efficiency and circulation surrounding the transit center. "Access to Transit" may perform additional studies for more TSP and BAT lane implementation as connections are established between the Bus Rapid Transit (BRT) and existing Sound Transit and Metro routes. The City could consider adding a Planned Action mitigation measure that all construction and other work activity affecting King County Metro Transit Operations or Facilities must be coordinated through the KCM System Impacts workgroup. Pedestrians/Bicyclists Consider modifying the main street sections proposed for use by the Subarea Plan for Renton Village from shared bicycle lanes connecting to shared -use paths for pedestrians and bicyclists. The top priority from Subarea Plan Recommendation MT-7 should be studying options for safe pedestrian crossings across S Grady Way at intersections with Shattuck Avenue S and Lake Avenue S, as well as between Rainier Avenue S and Lake Avenue S. These studies will include cost estimating so the City can identify funding needs and mechanisms to establish this key connection between Renton Village and the transit center. An option to be considered is a pedestrian/bicycle bridge over S Grady Way. Avoid major right-of-way dedication that could hinder development by implementing a roadway section on S Grady Way that varies from the proposed conceptual section in the Subarea Plan. The south side of S Grady Way should provide an 8-ft minimum landscape strip to buffer pedestrians from vehicle traffic with an 8-ft minimum sidewalk behind. This would only require an additional 8-ft of right-of-way acquisition, instead of 34-ft to match the conceptual section from subarea plan. The north side of S Grady Way should match what is provided for in the RapidRide I line plans with a typical shared -use path width of 12-ft and a minimum shared -use path width of 8-ft only on the block between Lake Avenue S and Shattuck Avenue S. 1-35 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary Intersection Improvements at S Grady Way The adopted Subarea Plan discusses several high priority intersection improvements at S Grady Way for pedestrian/bicycle circulation and safety; however, many recommendations of the specific improvements require additional studies and were not detailed out within the plan. In order to fulfill the pedestrian/bicycle circulation and safety needs on S Grady Way, a pedestrian/bicycle bridge over S Grady Way between Rainier Avenue S and Lake Avenue S could be installed. The location of this bridge will allow for pedestrians/bicyclists to seamlessly access the new transit center without intermixing with vehicle traffic, as well as reduce the distance to the nearest crosswalk below the 750-foot threshold of significance. This would need to be coordinated with the Grady Way overpass project which will also be elevating two lanes along S Grady Way in this same area. Because the Grady Way Overpass project will reduce the surface -level lanes to one lane in each direction, there is the possibility that other crossing treatments, such as a signalized crossing underneath the planned overpass, could be a viable option. Ultimately, the City should investigate at least these two options and how they would interface with the Grady Way Overpass project to determine what type of pedestrian crossing is feasible at this location. With mitigation, what is the ultimate outcome? Vehicle and pedestrian/bicycle significant impacts are anticipated to be mitigated through a combination of incorporated plan features, City of Renton regulations, and other potential mitigation measures as discussed in the previous section. Therefore, there are no anticipated significant unavoidable adverse impacts to transportation. Public Services City of Renton, Burnett Linear Park Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary How did we analyze Public Services? The EIS team reviewed studies and plans regarding police services, fire and emergency medical services, schools, and parks and recreation. The primary providers of these services in the Study Area are the Renton Police Department, the Renton Regional Fire Authority (RRFA), and the Renton School District. Following a description of current services in the Study Area and level of service (LOS) standards, an impact analysis is presented for each alternative. Impacts of the alternatives on public service are considered significant if they: ■ Negatively affect the response times for police and/or fire and emergency medical services. ■ Result in increases in students and lack of facilities unanticipated in district plans or that would reduce adopted levels of service. ■ Increase in demand for acres of parkland and miles of trail that cause a decline in the levels of service beyond planned capacity. What impacts did we identify? Police Services All studied alternatives are anticipated to increase housing and employment within the subarea. Given that the LOS criteria are based on or affected by population growth, all studied alternatives would create an increased demand for police, fire and emergency services, schools, and parks. What is different between the alternatives? Police Services With the increased number of commissioned officers needed to support the population demand, it will also result in increased police equipment and facility needs. See Exhibit 1-18. Additional growth may also increase traffic volumes, which might increase the response time to priority calls. Regular planning by the Department is anticipated to address incrementally increased demand for police services. Exhibit 1-18. Potential Demand for Police Services, Full Study Area — All Alternatives New Population Capacity 17,491 Additional Officers Needed 21.0 Note:12022: Commissioned Officers per 1,000: 1.2 Source: BERK, 2023. 24,285 31,453 29.1 37.7 1-37 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary Fire and Emergency Medical Services The subarea is served by Station 11, which is the second most active station and sees 20% of the responses in the Fire District. The increased population growth in all three alternatives is expected to lead to an increased number of calls for emergency services. As the population grows incrementally, the RRFA would need to maintain response times consistent with or better than current performance levels. Additional staffing, fire equipment, and facilities may be required to maintain performance levels with the population growth. See Exhibit 1-19. The incremental growth will allow time for RRFA and Station 11 to address future staffing, equipment, and facility needs in the Study Area through planned improvements. Regarding equipment, the existing ladder truck at Station 11 is equipped to provide services to buildings of heights proposed under all alternatives. Additionally, new buildings would be required to have sprinklers to meet the Fire Code. Limited impacts to fire services are anticipated under all alternatives. Exhibit 1-19. Potential Demand for Fire and EMS Services, Full Study Area — All Alternatives New Population Capacity 17,491 24,285 31,453 Additional Personnel Needed 24.5 34.0 44.0 Note:12020: Personnel per 1,000: 1.4 Source: BERK, 2023 grhnnlc Renton School District's enrollment currently outpaces permanent capacity at the elementary and high school grade levels despite added capacity from the new Sartori Elementary School. Each alternative would generate new students in housing units, with all new residential growth assumed to be multifamily. Estimated additional demand based on Renton School District's multifamily student generation rate at each school level and estimated dwelling units for each alternative is shown in Exhibit 1-20. There would be a corresponding need for teaching units (classrooms). Exhibit 1-20. Estimated Additional Student Generation by Grade Level — All Alternatives Elementary School 0.14 915 1,270 1,645 Middle School 0.04 280 389 504 High School 0.06 401 556 720 Total 0.24 1,596 2,215 2,869 Source: Renton School District Capital Facilities Plan, 2022; BERK, 2023 1-38 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary As the District has exhausted permanent capacity, additional facilities would be needed to accommodate student growth and the associated teaching stations at all grade levels under all alternatives. However, the associated growth in student population is expected to occur incrementally as individual development projects are constructed. This would allow time for the Renton School District to address future facility and staffing needs through its Capital Facilities Plan. Parks and Recreation With each alternative resulting in increased residential and total population, additional park land will be needed to maintain the current level of service of 5.07 acres of developed parks per 1,000 residents, and 6.14 acres of natural areas per 1,000 residents. Alternative 3 needs the most additional park acreage. Given the anticipated incremental population growth of the three alternatives, the City would need to add approximately 125 — 283 additional acres of park land, which is 25 to 55 percent of the total acreage of the Study Area. The Study Area's total acreage is 510 acres, but that includes the high voltage power line corridors, interchanges, and other rights -of -way. However, LOS standards are determined based on resident population citywide; additional acres of park land could be added outside the Study Area to meet the population demand. The Study Area also currently lacks a strong existing trail network and meaningful connection to nearby trails. In addition, the trail level of service quantity standard is increasing from 0.29 miles of trail per 1,000 residents in 2018 to 0.95 miles per 1,000 residents by 2035. With each alternative, additional trail miles and connections will need to be considered to maintain the current and future level of service. Given the anticipated incremental population growth, the City would need to add approximately 16 — 30 additional miles of trails. However, LOS standards are determined based on resident population citywide, so the additional miles of trail demanded can be added beyond the Study Area. What are some solutions or mitigation for impacts? The City of Renton addresses public service levels in its Capital Facilities Plan Element of the Comprehensive Plan. The element is updated periodically to ensure that proposed growth and change can be served. Renton Municipal Code allows for the collection of impact fees to address increased demand generated by new development. Charging impact fees will provide funding needed to provide emergency services, expand the park system, build new recreational facilities, and construct new school facilities as needed. Police The City could consider the hiring of additional police officers and police department staff to maintain levels of service consistent with growth. This would be considered with the Comprehensive Plan, Capital Facility Plan, and regular budget adjustments. To reduce the increased need for police response to that area, the City could require new developments in the Study Area to provide on -site security services to reduce calls for service. This reduction is largely dependent on the nature of the incident. 1-39 Rainier/Grady Junction TOD Subarea Planned Action March 2024 ■ Final EIS Ch.1 ■ Summary The City could adopt specific Crime Prevention Through Environmental Design (CPTED) principles to provide tips to residents, businesses, and developers on how to create designs in landscaping, access, and buildings to promote natural surveillance. Fire EMS As development occurs, the Fire Authority could reassess future operations plans to ensure that staff and equipment are located close enough to areas of concentrated development to maintain adequate response times according to the Fire Authority's Annual Report. This may entail redistribution of staff or equipment between fire stations or construction of new facilities. The City could require a mitigation agreement at the time a development application is submitted to address additional staffing needs and needed capital investments at stations serving the Study Area (e.g., stations, ladder trucks, or other). The City could condition Planned Action proposals during development review to develop protocols for fire aid and emergency medical services in conjunction with the RRFA. Schools Renton School District tracks information on growth in enrollment and demand for educational program offerings across all grade spans in the region, including the Study Area, to determine if and when additional personnel or facilities are needed. The City will periodically review trends and information from the Renton School District to ensure school impact fees are sufficient to address the District's needs, including grade configuration, optimum facility size, educational program offerings, classroom utilization, scheduling requirements, and the use of temporary classroom facilities. Parks and Recreational Facilities LOS standards are determined based on resident population citywide. Given the acreage of the Study Area and the anticipated number of future residents, the current parks LOS standard of 5.07 acres per 1,000 people cannot practically be achieved within the Study Area. Additionally, the Study Area will also have non-residential users generating demand for parks and recreation. The City could consider the anticipated impacts of new visitors, residents, and employees working in the Study Area to determine what additional or future amenities and improvements are needed. ■ The City could adopt an urban park LOS category in an upcoming PROS Plan update to encourage dedicated park and open space while addressing specific needs and uses. This could address the idea of adding capacity through a combination of new power line parks/trails and improvements at existing parks (e.g., Burnett Linear Park) to address increased demand. ■ The City could encourage and promote dedicated public space through public/private partnerships where possible. ■ The City could ensure the Trails and Bicycle Master Plan is implemented along key rights -of -way. ■ The City could adapt its onsite open space standards for mixed use and residential development to address development -specific recreation needs. 1-40 Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ■ Summary March 2024 • Final EIS With mitigation, what is the ultimate outcome? Future population and employment growth will increase the demand for public services including police, fire, schools, and parks. This growth would occur incrementally over the 20-year planning period and would be addressed in regular capital planning. Each service provider in conjunction with the City could evaluate levels of service and funding sources to balance with expected growth; if funding falls short, there may need to be an adjustment to levels of service or growth as part of regular planning under the Growth Management Act. With implementation of mitigation measures and regular periodic review of plans, significant unavoidable adverse impacts to public services are not anticipated. Utilities Source: Makers, Rainier/Grady Junction TOD Subarea Plan How did we analyze Utilities? The EIS team reviewed current utility plans, levels of service, and subarea conditions, and evaluated utility implications of each alternative regarding stormwater, water, and wastewater. Wastewater modeling was conducted for the bookend Alternative 1 No Action and Action Alternative 3. Thresholds of significance utilized in this impact analysis include: ■ Projected growth demand exceeds planned capacity of utility. ■ Decreases in adopted levels of service. 1-41 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary What impacts did we identify? The subarea would experience growth under all alternatives, increasing demand on water and wastewater utilities. Impacts to the existing stormwater system are expected to be insignificant. Critical areas within the Study Area will remain undeveloped under all alternatives. What is different between the alternatives? Stormwater: Both residential and commercial populations in the Study Area will increase in each of the alternatives. Increase in traffic due to development in the area will result in increases in traffic related pollutants entering the stormwater system, but this increase is projected to be minor compared to background levels. Excluding the critical areas that will remain undeveloped, the Study Area is nearly 100% comprised of impervious surfaces, so the potential for additional impervious surfaces in this highly developed area is significantly lower than in less developed areas. Under all alternatives, the impervious surface area is expected to either remain the same or decrease. Water Distribution: Under all alternatives, demand for domestic water and for fire protection service will increase. See Exhibit 1-21. Each alternative requires fire flow requirements to be met. The portion of the subarea east of Rainier Avenue S, including Renton Village, has mostly 8-inch and smaller water mains that will need to be upsized, replaced, and/or relocated to meet the required fire flow demand for future development and redevelopment projects. Additional water main improvements, including looping of water mains around proposed development/redevelopment (e.g., if fire flow demand exceeds 2,500 gallons per minute), extensions of water mains in existing and new roadways fronting properties to be developed or redeveloped, and the installation of additional hydrants and fire sprinkler systems, would be required to meet fire code and city development regulations. Exhibit 1-21. Water System: Average Daily Demand (ADD) and Maximum Daily Demand (MDD) — Alternative 1 ADD 7.39 0.9 8.29 9.43 MDD 13.59 1.1 14.69 21.82 Source: City of Renton, Perteet, 2023. Wastewater System: Under all alternatives, wastewater demand or average dry weather flow (ADWF) from both residential and commercial development would increase. See Exhibit 1-22. 1-42 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary Exhibit 1-22. Wastewater Demand Comparison Alternative 1 0.6 0.7 1.4 Alternative 3 2.4 2.5 4.9 Calculations assume an average household size of 2.62 people, based on the American Community Survey 5-year estimate (2017-2021). Assumptions of water use include 100 gallons of flow per day (gpd) per person, and 20 gpd per employee per day (Renton Long -Range Wastewater Management Plan assumptions). Source: Perteet 2023. According to the 2015 City of Renton Comprehensive Plan (Amended in 2018), demand on the sewer system is projected to exceed its capacity as the city nears "ultimate build -out" in 2030 (City of Renton, 2018). In July of 2023, the City modeled the wastewater system to provide a baseline for the existing conditions and determine the system's capacity. The City's modeling efforts have identified the same deficient areas within the Renton Village area as those provided in the Long -Range Management Plan including infiltration/inflow (1/1) issues contributing to existing deficiencies requiring upsizing to 30-inch pipe in the Renton Village area if 1/1 is not addressed upstream of Renton Village even without growth. Addressing 1/1 would reduce the necessary pipe size, but sewer system upsizing will be needed even with the reduction of 1/1. These deficient areas will need to be addressed under all alternatives. Note that Alternative 2 was not run in the City's hydraulic model, Alternative 3 was used for system capacity analysis as a bookend. What are some solutions or mitigation for impacts? State and local laws address water quality and compliance with City stormwater, water system, and wastewater system standards. Stormwater System The City's Surface Water Utility System Plan mentions Rainier Pump Station upgrades on Rainier Avenue S to address flooding at the low elevation on Rainier Avenue S at the BNSF railroad underpass and Talbot Road Culvert Improvements on Talbot Road between Grady Way and 1-405 to replace a 48-inch culvert that is deficient due to its age and condition. The Talbot Road project is identified by the City as a priority two project meaning it could be funded after all priority one projects are addressed. All development and redevelopment are required to comply with Department of Ecology's Green River Watershed Temperature Total Maximum Daily Load (TMDL) standards. According to 2011 Green River Watershed Temperature TMDL, the plan to reduce temperature in this watershed includes encouraging Low Impact Development (LID) and restoring riparian vegetation. 1-43 Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 • Summary March 2024 • Final EIS Alternative 2 and Alternative 3 both propose increased green space, required dedication of public open/green space (public or private with easements), creation of public plaza, green factor standards', and a modification of street tree standards. These features would bring both qualitative and quantitative benefits to stormwater. In the highly developed Study Area, the stormwater in this area is already being collected and conveyed within the system. Due to the reduction of overall impervious area under Alternatives 2 and 3, the projected growth is unlikely to produce higher stormwater runoff volumes but will likely increase the pollutants entering the system as the population and employment levels rise. One option for reducing pollutants would be to use LID techniques that are intended to treat and infiltrate portions of runoff to reduce pollution in the system. The City could require enhancement of native growth protection areas within the Rolling Hills Creek stream buffer to encourage use of native and riparian vegetation (RMC 4-3-050). Encouraging native and riparian vegetation provides thermal cover and shields Rolling Hills Creek from extreme temperatures, reduces the amount of algae in the creek allowing for the waters to hold more dissolved oxygen, and also supports the request of the Duwamish tribe for more native vegetation within the subarea. A portion of Rolling Hills Creek is currently piped underneath development. It should be noted that daylighting the creek or portions of the creek would allow for an increased impervious surface lot coverage per RMC 4-3-050 section 7f-ii. This is a viable option to improve existing conditions as well as benefit the developer. The City code allows for, but does not specify, incentives for developers to daylight streams. The City should consider implementing specific incentives to encourage developers to daylight portions of Rolling Hills Creek to restore more natural habitat to the area. When new street networks are formalized, regulatory stormwater standards will be required, and the development applications will receive a formalized review to verify required stormwater systems. The City could also consider encouraging detention facilities or bio-swales that allow for open space. Under all alternatives, a downstream analysis and hydraulic model analysis for the stormwater system should be conducted to verify the system's capacity is efficient for the level of growth expected. Water Distribution Svstem The City is planning to construct additional storage facilities for the water distribution system, including a 6.3 MG reservoir in the Highlands in 2026-2028 to accommodate the city's growth and associated water demand (2021 Water System Plan, 2022-2028 Capital Improvement Program). When development or redevelopment is proposed, developers are required to submit information about the proposed development for the city and for Renton Regional Fire Authority to determine water demand for domestic use and fire protection. Developers must submit basic information such as the location and size of the buildings, number of dwelling units, proposed type of building construction materials, and occupancy. RRFA will determine the fire flow demand for the development based on the submitted information. The City Water Utility will verify through the use hydraulic model of the water system to determine if the existing water distribution system in the vicinity of the development is adequately sized to provide the fire flow demand, or if z See Seattle's Green Factor Standards 1-44 Rainier/Grady Junction TOD Subarea Planned Action March 2024 ■ Final EIS Ch.1 ■ Summary additional water main extensions, and upsizing of existing water mains are required to provide the fire flow demand. To accommodate additional water demand for domestic use and for fire protection resulting from the implementation of the selected land use Alternative, the following water system improvements are recommended: Developers will be required to install new water mains, including replacement and upsizing of existing mains, to meet the required fire flow demand for future development and redevelopment projects within the portion of the subarea east of Rainier Avenue S, including Renton Village. Additional water main improvements, including looping of water mains around proposed development/redevelopment and the installation of additional hydrants and fire sprinkler systems would be required to meet fire codes. Water line extensions for domestic water uses and to meet fire flow demands for development and redevelopment projects in the City shall be constructed by developers' projects. To reduce summertime peak water demand, the City could adopt Landscape Water Budgeting requirements that would be applicable to the irrigation of landscape areas created by new or redevelopment projects. Landscapes will be required to comply with the Landscape Water Budgeting Requirements when they are adopted by the City. Wastewater System To accommodate additional wastewater flows resulting from the implementation of the Alternative 2 or Alternative 3, the following wastewater system improvements are recommended: ■ Deficiencies 7A, located southeast of the 1-405 and SR 167 intersection with a small portion overlapping the south side of the Planned Action Area boundary, and 45A, located on the south side of the Planned Action Area overlapping the Renton Village area, both have high Infiltration and Inflow (1/1) at upstream mini - basins and are recommended for micro -monitoring (City of Renton, 2022). These specific locations are depicted in Draft EIS Appendix 5.4. ■ Deficiency 14A is located on West Sunset Blvd and SW 4th Place (Manhole MH6332), as depicted in Draft EIS Appendix 5.4. It is recommended that this location be monitored for a duration of 3-7 years as part of the Long -Term Flow Monitoring. ■ The City should upsize Renton's wastewater pipes when replaced due to development to eliminate surcharging in the system. ■ The City should continue to coordinate with King County regarding the King County interceptor which surcharges 400-500 yards into Renton's system during King County's peak flows. The City should consider applying for grants, or funding projects upfront using a Local Improvement District (LID) or Special Assessment District (SAD), to make sewer readily available to encourage development. ■ The City should continue upgrading sewer services to match adopted land use densities where transportation projects are already planned. ■ The City should maintain the hydraulic model analysis for the wastewater system. ■ Specific potential projects to upgrade the system to address future growth proposed in Alternative 3 (based on the City's hydraulic model analysis of the Planned Action Area) are upgrading 1,175 LF to 12-inch pipe, 153 LF to 18-inch pipe, and 2,221 LF to 36-inch pipe. See Appendix 5.4 of the Draft EIS. 1-45 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch.1 ■ Summary King County Wastewater Treatment Division (WTD) requires that City of Renton submit construction drawings for proposed project identified as a result of the EIS that lie within 500-feet of the WTD facilities and sewers, so that WTD can assess its potential impacts. King County has permanent easements for facilities and sewers in the EIS study area, and must be assured the right to maintain and repair the facilities and sewers. With mitigation, what is the ultimate outcome? No significant unavoidable adverse impacts are expected for any alternatives if the potential mitigation measures and City regulations are followed. Through an overall reduction of runoff volumes, regulatory stormwater standards, and implementation of GSI techniques, all impacts should be mitigated. Therefore, no unavoidable adverse impacts are expected within the stormwater system. All impacts to the water distribution system should be mitigated by upsizing and looping water mains to meet fire flow demands and following City water regulations, resulting in no unavoidable adverse impacts expected within the water system. Development and redevelopment would be required to implement wastewater standards. Therefore, no unavoidable adverse impacts to wastewater are expected. 1-46 2.1 Commenters This section of the Final EIS summarizes the comments received on the Draft EIS from January 24 to February 28, 2024. Approximately nine written comments were received on the Draft EIS. In addition, comments were shared via a public hearing on February 21, 2024. Exhibit 2-1. Draft EIS Commenters Government Agencies 1 Duwamish Tribe Sackman Nancy February 22, 2024 2 King County Satterwhite Zanna February 21, 2024 Wastewater Treatment Division (WTD) 3 King County Metro Markwell Thi February 8, 2024 Business/ Non-profit 4 McCullough Hill PLLC, McCullough John February 23, 2024 on behalf of Innovatus February 28, 2024 Capital* (supersedes February 23, 2024 comments) Individuals 110mr- 5 Artze Andres February 21, 2024 6 Kelly Jeff January 26, 2024 7 Tamasan Ion January 30, 2024 8 LaFranchi Philip January 27, 2024 *Hearing participant Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch. 2 • Public Comments & Responses Correction Note: The Draft EIS cover letter and Notice of Availability indicated the end of the comment period as February 24, 2024 (providing a 31s' day of the comment period), while the Fact Sheet identified the end of the comment period as February 23, 2024. Regardless, the City accepted comments for one week after the public hearing, effectively extending the comment period to February 28, 2024. 2.2 Comments and Responses Below is a summary of comments and responses. Full copies of the comments are included in the Appendix. Responses provide clarifications about the Draft EIS analysis or alternatives. Where preferences are noted, the responses acknowledge them and note the comments are forwarded to City decision makers. Exhibit 2-2. Comments and Responses The project location is culturally significant for the Duwamish Tribe consisting of three ancient village sites. The DAHP WISAARD map also shows several known archaeological sites within the vicinity. Recommends: An archaeological survey and monitoring with an IDP (inadvertent discovery plan) for the development within and around the Rainier/Grady Junction subarea, especially if any ground disturbance cuts below fill/asphalt/topsoil or other modern and/or impervious surfaces into native soil. Notification for any archaeological work or monitoring. Only native vegetation be used for any proposed landscaping and that wetland and stream buffers are maintained to enhance fish habitat, native avian life and native pollinators as well as to mitigate seasonal urban flooding. Supports Alternative 2 Permitting standards to be maintained for development in the Rainier/Grady subarea Duwamish Tribe to be a part of the story and vision of the subarea. An area be laid out for the Duwamish where the village sites once were and have a space to practice the traditional lifeways. The Draft EIS identifies archaeological review and monitoring as a potential mitigation measure. See page 3-11 of the Draft EIS; also summarized in Chapter 1. The City can address that as a mitigation measure in the Planned Action Ordinance. The use of native plantings is another potential mitigation measure on page 3-10 of the Draft EIS; also summarized in Chapter 1. Street trees are chosen for appropriateness. In green space, City standards could emphasize native plants. The City can consider its current landscaping standards and potential adjustments in its proposed zoning and development standards for the Planned Action Area. The support of Alternative 2 is noted and forwarded to City decision makers. The City will continue to have notices of application for development in the Planned Action Area and such notices can identify if a planned action is proposed. Proposed requirements for long-term and short- term bike parking are intended to encourage non -motorized travel to enhance health of people and the environment in this higher density alternative. No adverse impacts are anticipated. 2-2 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch. 2 ■ Public Comments & Responses 2 3 4 "We would like to see water and fish flowing through the Black River again." Concerns: Concern about long- and short-term bike parking requirements, width of the pedestrian clear zones. Many times Tribes are left out of the details and nuances of planning and design once a planned action is put in place. This urban planning strategy disregards changes that can occur from the time of adoption to actual groundbreaking construction. King County has multiple facilities and sewers in the EIS Study Area. In order to protect these wastewater facilities and sewers during construction, WTD requires that City of Renton submit construction drawings for proposed project identified as a result of the EIS that lie within 500-feet of the WTD facilities and sewers, so that WTD can assess its potential impacts. King County has permanent easements for facilities and sewers in the EIS study area, and must be assured the right to maintain and repair the facilities and sewers. All construction and other work activity affecting King County Metro Transit Operations or Facilities must be coordinated through the KCM System Impacts workgroup. Please contact them to provide specific information related to the activity and allow the required lead time necessary for responding to any impacts caused by it. Development plans for the Triton Tower site is well -aligned with the overall vision of the adopted Subarea Plan to encourage dense, mixed -use development with improved pedestrian and bike connections near the Transit Center. Policy objective of catalyzing desired changes through zoning incentives will be vitally important (see comments added below). Thank you for your review of the Draft EIS. The Black River is located west of the study area. The Black River forest is largely in public ownership and contains protected wetlands. The cultural importance of the Black River is noted and forwarded to City decision makers. The comments regarding urban design are noted. The City is interested in positive placemaking. When public green spaces are designed, the City would have opportunities for engagement. The comment is noted. The notification of King County WTD can be included in the proposed Planned Action Ordinance. The notice is added as a mitigation measure and reflected in the Chapter 1 Summary under Utilities. The comment is noted. The notification of King County Metro can be included in the proposed Planned Action Ordinance. The notice is added as a mitigation measure and reflected in the Chapter 1 Summary under Transportation. The comment is noted and forwarded to City decision makers. 2-3 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch. 2 ■ Public Comments & Responses 4.1 4.2 4.3 Flexibility and Incentives: Supports Alternative 2 to the extent that it studies the same amount of height and density but would provide for voluntary incentives for extra development capacity. EIS should remain as flexible as possible to allow for site -specific modifications during the entitlement process. Does not support mandatory inclusionary requirements such as for affordable housing or other public benefits because it will not result in more development, but rather the opposite. Voluntary incentives should be used in this location to achieve the City's goal of catalyzing development. Typologies: The Preferred Alternative should study mixed -use and a flexible range of height throughout the Subarea. On the Triton site, the Preferred Alternative should study height limits up to at least 85 feet, or seven stories to accommodate the most likely residential typology in this location: midrise, modular or five -over -two construction. Typologies indicated are too specific as to the number of floors and should not exclude seven - story buildings. Height: Support the 70-150 foot height ranges reflected in Alternatives 2 and 3 in Exhibit 2-20. The studied building typologies should be revised to include these height ranges. The Draft EIS and resulting development standards provided by the Planned Action Ordinance will be as flexible as possible; however, mitigation measures are necessary to lessen or avoid adverse impacts. While open space dedication beyond current Renton Municipal Code (RMC) requirements was identified as a public benefit to be derived as either an incentive for greater building height or density under Alternative 2 or as a requirement under Alternative 3, pedestrian connections such as "thru-block connections" identified in the Subarea Plan are necessary to create transit - oriented development (TOD) and will be required under either of the Action Alternatives. The "typologies" identified in the Draft EIS were used to model a range of possible development for analysis of impacts, but these modeled typologies will not be used to limit use or building height on any of the parcels in the Planned Action Area to be the typology shown. A range of building heights were studied between single - story commercial uses to mixed -use buildings up to 150 feet tall. The proposed development standards would not require or limit land uses or building height to reflect what was modeled in the Draft EIS; the code would set the maximum height and density but allow those maximums to be exceeded in exchange for providing public benefits. Please refer to Draft EIS Exhibit 1-9, Alternative Features Compared, also shown in Final EIS Exhibit 1-10, for a summary of the proposed development standards for each alternative. See response to comment 4.2. 2-4 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch. 2 ■ Public Comments & Responses 4.4 4.5 Uses: Residential uses should be allowed throughout. Limiting significant parts of the Subarea to commercial uses as shown in Alternatives 2 and 3 seems contrary to the City's mixed -use vision. The entire Triton Towers site should be studied in the HIS as mixed -use to allow for flexibility and without any minimum story height requirements. Ground -floor commercial: At present, the cost of development of any required ground -floor commercial space in this location would be assigned to residential units for the purposes of underwriting due to current lack of demand for retail space. The FEIS and future zoning should reflect this reality by containing flexible ground -floor requirements. The HIS should study some amount of commercial uses at the ground -level focused on street frontages on large sites but zoning should allow less than 40% ground floor commercial. The 20-foot ground -floor story height articulated in the Draft EIS (pg. 1-5) is not realistic or feasible. The Final EIS should assume 15-foot ground -floor story heights. See response to comment 4.2. While a substantial amount of housing is anticipated in the area, the area is zoned for commercial land uses and it is important for the City regulations to require commercial space be created for the sake of economic development, livability, and creating the vibrant mixed -use district envisioned by the Subarea Plan. Commercial uses are necessary for successful TOD to improve access to shopping, entertainment, and other daily needs while discouraging auto -dependence for residents. While the vision of the area as a vibrant mixed - use district will not be realized in the near -term, the cumulative effects of requiring development to provide ground floor commercial, public open spaces, mixed -income housing, and quality urban design, are needed to help make the vision a reality. The City's current mixed -use development standards (e.g., 40% floor plate requirement, 20- foot tall podium height, etc.), applied to all commercial zones, were carefully considered before they were adopted in 2018 and were in response to commercial zones being developed with only a modicum of commercial space. The decision to base the amount of commercial space required on a percentage of the building footprint was chosen, in part, because it can be applied uniformly and it incentivizes smaller building footprints, which can result in buildings that allow more sunlight to penetrate public realms and more opportunities for pedestrian connections. Per RMC 4-4-150.F, modifications to the City's mixed -use development standards are allowed on a case -by -case basis. 2-5 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch. 2 ■ Public Comments & Responses 4.6 Air and Sound Quality: 500-foot "buffer" from 1-405 to mitigate air and sound impacts to residential use - would create added costs to housing or even make housing development infeasible, undermining the purpose of the TOD. Air quality and sound issues should be addressed by the new state Building Code, and do not require any additional mitigation in the zoning code. No explanation on why buffer should be 500 ft. Supportive of landscaping within the Subarea to mitigate air and sound quality issues The Subarea Plan recommends several opportunities to mitigate for impacts to air and noise, including a buffer from 1-405 for residential development, site and building design features, centralized air filtration systems, air intake vents located away from polluted areas, continuous sound walls with vegetation along 1-405, and consideration of the California Environmental Protection Agency's —Air Resources Board: Strategies to Reduce Air Pollution Exposure Near High Volume Roadways (April 2017, pages 20-39). The following excerpt from the DEIS is found on page 3-28. "Air Quality and Noise Compatibility: Pollution Sources The air and noise pollution sources most relevant to this study include aircraft at the Renton Municipal Airport and roadway traffic such as along 1-405. Aircraft landing and take -off paths see concentrated air pollutants and noise impacts. Roadways see air pollution from vehicle exhaust and brake/tire/road wear. Pollutant particle size, topography, and wind patterns affect the geographic extent of concern, with the greatest impacts adjacent to and downwind of major freeways. Some patterns include: ■ Pollutants are most concentrated within 500 ft of a roadway. Within that 500 feet, ultrafine particles "rapidly decay" to a 50% concentration (UW Mov-Up Report, 2019, p 38). Areas within 1,000 — 1,600 ft of a busy highway are most affected by a range of pollutants and particle sizes (American Lung Association). Close, long-term exposure (within 165 feet) to a heavily trafficked roadway has the strongest association with dementia (American Lung Association)." 2-6 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch. 2 ■ Public Comments & Responses 4.7 Rolling Hills Creek: Daylighting Rolling Hills Creek as a mitigation measure — this is not justifiable since it is a pre- existing condition. Current zoning would impose a 75-ft buffer and additional 15 structure setback on the Triton Tower One site. This would reduce the size of proposed residential development on this site, which is also constrained by existing utilities easements. DEIS statement is incorrect that daylighting the creek would not result in reduced development potential if residential density transfer is allowed The allowable density in this location is not a limiting factor and towers are not feasible in this location. The trade-off for daylighting a portion of a creek in this location near the highway would be to preclude a significant amount of housing development within the subarea for minimal benefit to the public. We ask the City to remove this recommendation from the Final EIS. Include off -site or nearby critical areas mitigation instead of requiring creek daylighting that would impose significant buffer constraints on the Property. The Draft EIS suggests different options for daylighting of Rolling Hills Creek, with setbacks already required, and daylighting incentives a focus, or only a possible requirement if development is actually moving the creek. The following is from the DEIS and provides a summary of the intent for the Planned Action Ordinance. Page 1-15 and 1-23: "The City currently restricts buildings over piped streams and easements to maintain the piping. Mitigation opportunities for daylighting Rolling Hills Creek include allowing transfer of residential density/floor area ratio so the daylighted stream and any natural buffer does not reduce the development potential when the stream is daylighted. The City could also require daylighting if development would relocate the creek, as well as incentivize daylighting where increased heights are allowed" Page 1-41, 3-66, or 3-185: "A portion of Rolling Hills Creek is currently piped underneath development. It should be noted that daylighting the creek or portions of the creek would allow for an increased impervious surface lot coverage per RMC 4-3-050 section 7f-ii. This is a viable option to improve existing conditions as well as benefit the developer. The City code allows for, but does not specify, incentives for developers to daylight streams. The City should consider implementing specific incentives to encourage developers to daylight portions of Rolling Hills Creek to restore more natural habitat to the area." 2-7 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch. 2 ■ Public Comments & Responses 4.8 New Street Network: Generally supportive of increased connectivity within the Subarea but it should not have the end result of precluding housing production. Exact street locations should be determined as the Subarea develops based on site -specific conditions and proposals during project -level review. The Final EIS should assume that streets on private property may remain private, and street sections should also remain flexible and be reviewed by the City at project -level entitlements. Concerned about the safety and speed of traffic moving along Grady Way. Future improvements to the road to include traffic -calming devices such as chicanes and speed cushions to discourage speeding. Paths leading to Benson Rd S is missing. That should be a priority to keep many of the existing local businesses in the area (such as Uwajimaya) supported throughout the construction process. The Subarea Plan established the concept of a new street network within Renton Village. The Subarea Plan identifies the general location of future streets as well as the features and dimensions of the streets, which were designed specifically for the area. While the exact locations of the proposed streets will be determined during the entitlement process, the need for a street network and streets designed for TOD is clearly demonstrated by the Subarea Plan and the Draft EIS. Similar to all newly created streets in the city, the exact specifications of new streets are provided by Renton Municipal Code (See RMC 4-4-060, Street Standards) which also provides the means for variations from the adopted standards on a case -by -case basis. Speeds were not specifically included in this study but are not anticipated to increase on Grady Way due to development with intersection delays remaining close to the No Action alternative. Slowing vehicle speeds would induce additional delays for vehicular traffic on this arterial roadway that is also a truck route. Although chicanes and speed cushions are not appropriate traffic calming treatments for high - volume roadways, several other safety measures are proposed. These include updating the roadway section along Grady Way to provide wider roadway -separated non -motorized facilities, as well as performing a study to determine implementation options to enhance safety for crossing Grady Way. The Subarea Plan provides direction for future improvements of pedestrian and bicycle connections leading to Benson Rd S, which will help inform future Capital Improvement Projects. Additionally, the newly developed streets in Renton Village will provide complete streets with buffered bicycle lanes. 2-8 Rainier/Grady Junction TOD Subarea Planned Action March 2024 • Final EIS Ch. 2 ■ Public Comments & Responses 6 Questions and comments related to height, road network, parking, mixed -use, zoning, mitigation and utilities such as: 5 to 10 stories for Alternative 2, and 10 — 14 stories for alternative 3 Road network, loop road, car -unfriendly Main Street No separation of commercial and mixed use Location of light rail along Shattuck Ave Include pedestrian crossings and roundabouts Question about Home Depot and the City Hall being excluded. 500 ft buffer for all uses. Specific suggestions about zoning on pages 26 and 27. Mitigation — green space buffer no benefit to building tenants nor pedestrians; temperature impact is missing; charge high for parking and provide bus -only lanes Utilities - Is this how we want to use 50% of our remaining tap -water capacity as a city? 7 Fully supports and prefer Alternative 3 over the other options. Need for more housing, more jobs, more foot traffic activity. Build a walkable neighborhood with restaurants/bars/entertainment. Alternative 3 will produce more revenue for the city that can be allocated into more similar projects and accumulate revenue like a snowball effect and make Renton an economic powerhouse/popular place. 8 Supports added density in this underutilized area of Renton. if Renton wants to follow the lead of upzoning (see Vancouver suburbs and Bellevue) then there is a real opportunity to create tall slender residential buildings to allow more light at ground level. No boxy -bulky buildings. 14 stories is a good start, but can go up to 20-25 floors. As much residential near transit as possible. The Home Depot site had a major construction already in the permit pipeline. City Hall, as a public site, is not under consideration for changes in use or growth. Therefore, those properties were excluded from the Planned Action. However, the broader study area accounts for cumulative conditions and growth such as pipeline development or growth under current zoning. Other suggestions for zoning, mitigation, and infrastructure are noted and forwarded to City decision makers. The comment is noted and forwarded to City decision makers. Both action alternatives are expected to create a walkable community. The comment is noted and forwarded to City decision makers. Development regulations will ensure good massing and building design. Proposed building heights are consistent with the market. 2-9 THIS PAGE INTENTIONALLY BLANK. a) Marked Comment letters 3-1 THIS PAGE INTENTIONALLY BLANK. DUWAMISH • I, tsla ? - 02/22/2024 City of Renton LUA22-000289 Environmental Impact Statement Rainier/Grady Junction Planned Action Dear Paul Hintz, Thank you for the opportunity to comment on the project LUA22-000289, the Rainier/Grady Junction TOD (transit -oriented development) Planned Action EIS (environmental impact statement) for the City of Renton. The project location is culturally significant for the Duwamish Tribe. We note at least 6 Duwamish placenames within or adjacent to the planned action area including three ancient village sites, the family home of Mrs. Jimmy Moses (one of our Duwamish ancestors) and the former river courses of the Cedar and Black Rivers, home and namesake of the Duwamish Tribe, dx-daw?abs — The People of the Inside. This area is where the Duwamish lived, canoed, fished, traded and managed resources for daily living. The DAHP WISAARD predictive model indicates that a survey ranges from highly advised with a high to a very high risk for encountering cultural resources. The DAHP WISAARD map also shows several known archaeological sites within the vicinity. Previous nearby borehole logs from the Washington State Geology portal indicate that in general, that near surface soil profiles are fill/asphalt over alluvium, sand and silt with lenses of organic layers and peat. The Duwamish Tribe echoes our previous comments on the project submitted August 25, 2022. Based on the information provided and our understanding of the EIS and subarea location, the Duwamish Tribe recommends an archaeological survey and monitoring with an IDP (inadvertent discovery plan) for the development within and around the Rainier/Grady Junction subarea, especially if any ground disturbance cuts below fill/asphalt/topsoil or other modern and/or impervious surfaces into native soil. This is in an area the Duwamish Tribe considers culturally significant and has a high probability of having unknown archaeological deposits. We request that if any archaeological work or monitoring is performed during construction in the planned action subarea, we would like notification. Cultural and archaeological resources are non-renewable and are best discovered prior to ground disturbance. The Tribe would also like the opportunity to be present if or when an archaeologist is on site if an artifact or cultural resource is encountered. In addition, the Tribe strongly recommends that only native vegetation be used for any proposed landscaping and that wetland and stream buffers are maintained to enhance fish habitat, native avian life and native pollinators as well as to mitigate seasonal urban flooding. Many wetlands and creeks covered this area including Pa'pxwEtsut (place where the water is swift), a tributary to the Black River (see Figure 1). Regarding the three alternatives proposed in the EIS, the Duwamish Tribe recognizes the challenges that face the City of Renton. The City has seen a growth in population and the need for improved transportation, access to affordable housing, food, services and education. For the Duwamish, the area Duwamish Tribe 1 4705 W. Marginal Way SW, Seattle, WA 98106 1 206-431-1582 www.duwamishtribe.org DUWAMISH • I, tsla ? - supported many people and several villages known by the names of Sab'badi'd (crag or little mountain), Tuxudidu' (little inside river, i.e. the Cedar River), TuwE'bq-o (confluence) and SkEte'lubc (home of the Moses' and named after a monster that lived in the Black River). The confluence of the two main rivers and access to Lake Washington provided a network of trade via water and food abundance. The Duwamish Tribe hopes that by supporting Alternative 2, Mid -Rise — Incentive Zoning, this will continue the opportunity for growth for the City of Renton. This alternative received the most positive reviews out of the 3 alternatives and reflects a modern and steady growth for the city (see the table below). We are concerned about long- and short-term bike parking requirements as we see that this is an increasing mode of transportation among people in the general Puget Sound region. In addition, we are also concerned about the width of pedestrian clear zones. Renton in the recent past has been a city where people move through to other destinations rather than being a final destination. We would, again, like to view the City as a home, as it once was for the Duwamish. Of most concern is ensuring that permitting standards are maintained for development in the Rainier/Grady subarea. While we understand that we are allowed to comment now on future projects, many times the Duwamish and other tribes are left out of the details and nuances of planning and design once a planned action is put in place. This urban planning strategy disregards changes that can occur from the time of adoption to actual groundbreaking construction. This is still our home and needs to be respected. Finally, the Duwamish Tribe asks that we be a part of the story and vision of the subarea. The City of Renton has a unique opportunity with the development plan to honor the abundance of food, aquatic life, the original courses of the Black and Cedar Rivers, the Pa'pxwEtsut Creek and the marshes that once occupied the area. This land supported those elements as well as the Duwamish Tribe. One of our ancestors, the Moses Family, lived in the area along the former course of the Black River in Renton near what is now Renton High School. We ask that an area be laid out for the Duwamish where our village sites once were and have a space to practice our traditional lifeways. We would like to see water and fish flowing through the Black River again. The Duwamish Tribe would also like to make the following requests and recommendations regarding the Rainier/Grady Junction: ■ Be invited to contribute during the decision -making process on planning and/or the design of development in the subarea. ■ Be informed of environmental studies and their results around the planned action. ■ The Duwamish Tribe would like to see included in the planned action area greenspaces with native plants and a dedicated native plant park with a Duwamish voice. ■ The Duwamish Tribe would like to see the overall design of the area in Coast Salish or southern Lushootseed architecture and artwork. ■ We respectfully recommend that streets and buildings have a southern Lushootseed name. Duwamish Tribe 1 4705 W. Marginal Way SW, Seattle, WA 98106 1 206-431-1582 www.duwamishtribe.org DUWAMISH TRIBE dxwd;)w?abS- Lastly the Duwamish Tribe wishes the City of Renton success in adopting the planned action for the Rainier/Grady Junction subarea. We hope it can be a vibrant place for citizens, visitors and its ancestral people. Thank you, Nancy A Sackman Duwamish Tribe Cultural Preservation Officer Mobile — 206-856-2564 Email — preservationdept@duwamishtribe.org Duwamish Tribe 1 4705 W. Marginal Way SW, Seattle, WA 98106 1 206-431-1582 www.duwamishtribe.org DUWAMISH TRIBE dxwd;)w?abS- Figure 1. ArcGIS map overlay of the original courses of the Black and Cedar Rivers and Pa'pxwEtsut Creek (entering from the east into the Black River) onto a current map. Duwamish Tribe Cultural Preservation 2/21/2024 1:43.084 Duwamish Tribe 1 4705 W. Marginal Way SW, Seattle, WA 98106 1 206-431-1582 www.duwamishtribe.org DUWAMISH TRIBE dxwd;)w?abS- Figure 2. Location of the EIS study area in black, the Planned Action Subarea in yellow, and location of the Duwamish Tribe's highest concern for archaeological potential outlined in red. Duwamish Tribe 1 4705 W. Marginal Way SW, Seattle, WA 98106 1 206-431-1582 www.duwamishtribe.org DUWAMISH TRIBE dxwd;)w?abS- Table 1. Duwamish Tribe Rank of Alternatives, ✓ indicates favorable, X indicates unfavorable. Features Alternative 1 — No Action Alternative 2 — Mid Rise Incentive Zoning Alternative 3 High Rise — Required Public Benefit Subarea Goals & Objectives X X ✓ Mixed Use Development Patterns X ✓ X Height X ✓ X Density X ✓ X Affordable Housing Density Bonus X ✓ X Health —Air Quality X ✓ ✓ Open Space, Landscaping & Stormwater X ✓ ✓ Potential Investments in Transportation ✓ X ✓ Core Area — New Streets X X ✓ Process ✓ X X Duwamish Tribe 1 4705 W. Marginal Way SW, Seattle, WA 98106 1 206-431-1582 www.duwamishtribe.org L-9 King County Department of Natural Resources and Parks Wastewater Treatment Division King Street Center, KSC-NR-5505 201 South Jackson Street Seattle, WA 98104-3855 February 21, 2024 Paul Hintz City of Renton 1055 South Grady Way Renton, WA 98057 Dear Paul Hintz: sent via email: phintz@rentonwa.gov KC OAP Ref No.: 2104 The King County Wastewater Treatment Division (WTD) has received the Notice of Availability of Draft Environmental Impact Statement (DEIS) for the Rainier/Grady Junction Transit Oriented Development (TOD) Subarea Planned Action project (LUA22-000289) that proposes Municipal Code Amendments/Planned Action Ordinance to facilitate growth and implement the land use vision of the Subarea Plan (creation of a vibrant commercial and residential district oriented around near - term bus rapid transit, with potential for light rail service in the long term) to increase mixed- use opportunities and alter density and development standards including height, density, parking, and others. The Planned Action will complete the environmental review upfront and establish environmental performance standards that each development would be required to meet. Development consistent with the ordinance requirements would not require a new threshold determination and could rely on the Planned Action EIS to streamline their permit review. King County has multiple facilities and sewers in the EIS Study Area (See enclosed map "King County WTD Facilities in TOD EIS Study Area" showing the location of the facilities in the EIS Study Area). In order to protect these wastewater facilities and sewers during construction, WTD requires that City of Renton submit construction drawings for proposed project identified as a result of the EIS that lie within 500-feet of the WTD facilities and sewers, so that WTD can assess its potential impacts. Please send drawings to: Local Public Agency Program King County WTD, Engineering and Technical Resources 201 South Jackson Street, KSC-NR-0503 Seattle, WA 98104-3855 (206) 477-5414 / 1pa.teamkkin co".gov King County has permanent easements for facilities and sewers in the EIS study area, and must be assured the right to maintain and repair the facilities and sewers. Please contact King County regarding these easements, at: February 21, 2024 Page 2 of 2 Bill Wilbert Permitting Compliance and Property Acquisition King County Wastewater Treatment Division 201 South Jackson Street, KSC-NR-0512 Seattle, WA 98104-3855 (206) 477-5523 / bill.wilbert&kin.c� ount og_v Thank you for the opportunity to review and comment on this proposal. Sincerely, �rcryvri.a �ltivfvvl e� Zanna Satterwhite Environmental Planner cc: Mark Lampard, Local Public Agency Coordinator Claire Christian, Real Property Agent IV Enclosure King County WTD Facilities in TOD EIS Study Area a Legend ' z Major Facilities r.ttxuion st a n Treatment Plant o Airport Z z u A > a Q Wet Weather c Treatment S 126th St R Facility S 130th St _ Pump Station S Langston Rd n Q S �32nd St z Airport Wa, .0 > _N Regulator Station �T Sewer Lines S 135th St L it* rty Park Gravity — cr is S (dq -,id St s 9sto" Rd !'"" j Pressure s0* S 3rd St at �ejV a' a Siphon stack d `= < o c> rn Force Main R1 ve r %;� _ Forest " g N % 3 $ > < — Outfall M �A i ti Rent on `o sw 7tn st Overflow a N L — Chiller S C% A V. > < o A s Vent r z Water Reuse WaY adl Gravity t -4 �.... S A Cr � SW 27th St V 9.1 a: n O 3 Ir to %P 5 Q W L C J SW 34th St � Sources: Esri, H 3 INCREMENT P, Kong), Esri KorE CipenStreetMa King County The information included on this map has been compiled by King County staff from a variety of sources and is subject to change without notice. King County makes no representations or warranties, express or implied, as to accuracy, completeness, timeliness, or rights to the use of such information. This document is not intended br use as a survey product. king County shall not be liable for any general, special, indirect incidental, or consequential damages including, but not limited to, bst revenues or Icet profits resulting from the use or misuse of the information contained on this map. Any sale of this rap or information on this map is prohibited except by writen permission of King County. Date:2/15/2024 King County Wastewater Treatment Division S Puget pr Garmin, USGS, Intermap, in, Esri Japan, METI, Esri China (Hong -i (Thailand), NGCC, (c) u s, nd the GIs User Community, a N A King County From: Jennifer Cisneros Sent: Thursday, February 8, 2024 1:53 PM To: Paul Hintz Subject: RE: City of Renton Notice of Availability: Draft Environmental Impact Statement (Draft EIS) for the Rainier/Grady Junction Transit Oriented Development (TOD) Subarea Planned Action, LUA22-000289 Paul I have added them to the Party of Record list in Laserfiche and save a copy to the file. https://laserfiche.rentonwa.gov/lnternalPortal/Docview.aspx?id=10652714&dbid=0&repo=CityofRenton JENNY CISNEROS, Planning Technician City of Renton I CED I Planning Division 1055 S Grady Way 16th Floor I Renton, WA 98057 Virtual Permit Center I Online Applications and Inspections (425) 430-6583 1 icisneros@rentonwa.Rov From: Jennifer Cisneros Sent: Thursday, February 8, 2024 1:48 PM To: Markwell, Thi <tmarkwell@kingcounty.gov> Cc: Paul Hintz <PHintz@Rentonwa.gov> Subject: RE: City of Renton Notice of Availability: Draft Environmental Impact Statement (Draft EIS) for the Rainier/Grady Junction Transit Oriented Development (TOD) Subarea Planned Action, LUA22-000289 Hi Thi, Thank you for your comments. Your comments have been added to the official file for consideration and you have been added as a party of record for this project. Paul Hintz is the project manager and is cc'd in this email. If you have any further comments you can direct them to him personally. Best, JENNY CISNEROS, Planning Technician City of Renton I CED I Planning Division 1055 S Grady Way 16th Floor I Renton, WA 98057 Virtual Permit Center I Online Applications and Inspections (425) 430-6583 1 Cisneros@rentonwa.gov From: Markwell, Thi <tmarkwell@kingcounty.gov> Sent: Wednesday, February 7, 2024 2:00 PM To: Jennifer Cisneros <JCisneros@Rentonwa.Rov> Subject: City of Renton Notice of Availability: Draft Environmental Impact Statement (Draft EIS) for the Rainier/Grady Junction Transit Oriented Development (TOD) Subarea Planned Action, LUA22-000289 CAUTION: This email originated from outside the City of Renton. Do not click links, reply or open attachments unless you know the content is safe. Good Afternoon, King County Metro received the notice, "City of Renton Notice of Availability: Draft Environmental Impact Statement (Draft EIS) for the Rainier/Grady Junction Transit Oriented Development (TOD) Subarea Planned Action, LUA22-000289" and have routed it for internal review. Please see the below comment/request: All construction and other work activity affecting King County Metro Transit Operations or Facilities must be coordinated through the KCM System Impacts workgroup. Please contact them to provide specific information related to the activity and allow the required lead time necessary for responding to any impacts caused by it. For notification information and guidelines please visit: http://www.kingcounty.gov/transportation/kcdot/MetroTransit/Construction.aspx or phone 206.477.1140 or 206.477.1150 for Trolley -related activities. For all contractors: After we receive your project information, we require a minimum five business days' notice before the start of work. Ten days are required for street closures or transit detours. Please note that different requirements apply if your work impacts trolley or streetcar lines. This allows us to plan mitigation, coordinate with other projects, and notify our customers. Please see our website for notification guidelines and other resources. We require the following information for each project: 1. The approved Street Use Permit and Traffic Control Plan (TCP that includes the reviewer's name and approved date) for the project (please attach a pdf) — Please provide 2. Location of the project — Please Provide 3. Is this work part of multiple phases? If so, please send a separate email for each phase. 4. Locations of any bus stops that will need to be relocated, whether they need to be closed during the entire duration of your project or if they can safely be used when you are not working — Please Provide 5. Name and cell phone numbers of the primary and alternate onsite contacts — Please Provide 6. Start and end dates of the project. — Please Provide a. Weekdays only? — Please Provide 7. Daily start and end time of work — Please Provide 8. Is your work weather dependent? - Please provide 9. Nature of the work — Please Provide Zo. Company name — Please Provide Your project is not approved. You will be notified in writing after your project is approved. We will contact you if we require additional information or T-39 No Parks. If your project is located in a SDOT Construction Hub, you must receive Hub approval. If you have any questions or concerns, please reach out. Thankyou. kgKing County Thi Markwell (She/Her) METROTransit Environmental Planner II Moving forward together Transit Real Estate and Environmental (TREE) "All- ►.ticWI-SVJ tmarkwell@kingcountygov From: Jennifer Cisneros <JCisneros@Rentonwa.gov> Sent: Wednesday, January 24, 2024 4:09 PM Cc: Paul Hintz <PHintz@Rentonwa.gov> Subject: City of Renton Notice of Availability: Draft Environmental Impact Statement (Draft EIS) for the Rainier/Grady Junction Transit Oriented Development (TOD) Subarea Planned Action, LUA22-000289 [EXTERNAL Email Notice! ] External communication is important to us. Be cautious of phishing attempts. Do not click or open suspicious links or attachments. Hello, Please see linked below Notice of Availability for - Draft Environmental Impact Statement (Draft EIS) for the Rainier/Grady Junction Transit Oriented Development (TOD) Subarea Planned Action, LUA22-000289. https://edocs.rentonwa.gov/Documents/Browse.aspx?id=9799866&dbid=0&repo=CityofRenton Regards, JENNY CISNEROS, Planning Technician City of Renton ICED I Planning Division 1055 S Grady Way 16th Floor I Renton, WA 98057 Virtual Permit Center I Online Applications and Inspections (425) 430-6583 1 icisneros@rentonwa.gov MCCULLOUGH HILL PLLc February 28, 2024 Paul Hintz City of Renton 1055 S. Grady Way Renton, WA 98057 Email: PHintz e,Rentonwa.gov VIA EMAIL Re: Rainier/Grady Junction Transit Oriented Development Subarea Planned Action Draft Environmental Impact Statement Mr. Hintz, We appreciate the opportunity to comment Draft Environmental Impact Statement ("DEIS") for the Rainier/Grady Junction Transit Oriented Development ("TOD") Subarea Planned Action on behalf of Innovatus Capital ("Innovatus" or "Owner"). Innovatus owns the Triton Towers property bounded by South Grady Way, Talbot Road South, and I-405, consisting of three office towers and surface parking (APN's 1923059023; 1923059001; 7231600542; 7231600595, also referred to herein as the "Property"). The Triton Towers site is approximately 861,125 s.f. (19.76 acres) in size, making up a significant portion of the land area in the proposed Grady Junction Subarea. The existing three office towers are seven -level structures totaling 437,850 s.f. with approximately 1,284 surface vehicle parking spaces. The Property's general location is shown in the image below. In general, we applaud the City's initiative to implement a plan for transit -oriented development that connects the Subarea to the City's downtown core and we share the City's overall vision for the Subarea. We agree with the four Core Goals stated in section 1.4 of the DEIS, especially number four: "Catalyze Desired Changes: Leverage the recent and planned public investment in the area for the private investment to follow." We appreciate the City's efforts to incorporate our input to date on this topic. 701 Fifth Avenue • Suite 6600 • Seattle, Washington 98104 - 206.812.3388 • Fax 206.812.3389 • www.mhseattle.com February 28, 2024 Page 2 The Property is likely the largest site in the proposed subarea core under single ownership, located within walking distance to the future transit center. The Property has viable redevelopment potential in the near term by adding multifamily residential units to the existing office buildings. Innovatus has participated in a pre -application meeting with the City of Renton ("City") Department for Community and Economic Development ("CED") to add four new multifamily residential buildings to the site and a parking structure (the "Project"). The Project would provide approximately 400 new units directly across from the new Transit Center. The Project also contemplates providing a pedestrian -friendly environment including landscaping and lighting, that increases safety and pedestrian connectivity throughout the site. The existing office towers would remain; they are well -functioning buildings in good condition. The Triton Towers offer the City the opportunity to attract well -paying jobs near transit; adding residential alongside office is wholly consistent with the Subarea Plan's vision to encourage mixed -use development. We believe our development plans for the Triton Tower site is well -aligned with the overall vision of the adopted Subarea Plan to encourage dense, mixed -use development with improved pedestrian and bike connections near the Transit Center. Since the Subarea Plan states the City seeks transformation of the Subarea within the next 20 years, the policy objective of catalyzing desired changes through zoning incentives will be vitally important. To that end, please find our specific comments on the Draft EIS below. Flexibility and Incentives: The Subarea is developed with an auto -centric land use pattern, meaning that redevelopment will need to contend with unique nonconforming issues on each site. The Triton Towers site has a number of utilities easement and other site constraints that limit development options and raise costs. For that reason, the FEIS should remain as flexible as possible to allow for site -specific modifications during the entitlement process. Also, public benefits such as open spaces and pedestrian connections should be based upon incentives (not inclusionary 4.1 requirements), and should be flexible in their implementation. Therefore, we support Alternative 2 to the extent that it studies the same amount of height and density but would provide for voluntary incentives for extra development capacity. If Alternative 3 is intended include mandatory inclusionary requirements such as for affordable housing or other public benefits, we do not support that approach because we do not believe it will result in more development, but rather the opposite. Over the short to medium term, voluntary incentives should be used in this location to achieve the City's goal of catalyzing development. We are happy to provide more specific information about this. Typologies: The Preferred Alternative should study mixed -use and a flexible range of height throughout the Subarea. On the Triton site, the Preferred Alternative should study height limits up to at least 85 feet, or seven stories to accommodate the most likely residential typology in this location: midrise, modular or five -over -two construction. The Mixed -Use Base and Mixed -Use Maximum Typologies shown in Exhibit 1-3 (pg. 1-5); Exhibit 2-8 (pg. 2-10) are too specific as to the number of floors and should not exclude seven -story buildings. By defining the "Mixed -Use Base" category as four to five floors, and the "Mixed -Use Maximum" category as "towers eight to thirteen floors," the DEIS appears to omit the most likely residential typology to be developed in the new Subarea. To be clear, residential tower development on the Triton Towers Property is unlikely to be financially feasible in the foreseeable future. The February 28, 2024 Page 3 Preferred Alternative should remain flexible and study a variety of typologies, but the most likely typology of approximately 85 feet should be clearly studied. Height: We support the 70-150 foot height ranges reflected in Alternatives 2 and 3 in Exhibit 2-20. 4.3 The studied building typologies should be revised to include these height ranges. Uses: A mix of uses should be studied throughout the Subarea, including on the Triton Towers Property. Since this is a TOD Subarea, residential uses should be allowed throughout. Limiting 4.4 significant parts of the Subarea to commercial uses as shown in Alternatives 2 and 3 seems contrary to the City's mixed -use vision. Specifically, Alternative 2 designates the Triton Tower One parcel as all commercial; the entire Triton Towers site should be studied in the FEIS as mixed -use to allow for flexibility and without any minimum story height requirements. Ground -floor commercial: We are supportive of the City's vision for mixed -use buildings that contain ground -floor commercial uses to support an active 18-hour environment. The FEIS should study a range or flexible amount of ground -floor retail in new buildings. At present, the cost of development of any required ground -floor commercial space in this location would be assigned to 4.5 residential units for the purposes of underwriting due to current lack of demand for retail space. However, demand will grow over time as the subarea develops, and new residents move in. The FEIS and future zoning should reflect this reality by containing flexible ground -floor requirements. Note that the mixed -use development standards in the current Code contain a 40% ground -floor commercial requirement. This threshold is not financially feasible in buildings with larger floor plates. The FEIS should study some amount of commercial uses at the ground -level focused on street frontages on large sites, but implementing zoning should allow the City to approve less than 40% ground floor commercial on a case -by -case basis. Also, the 20-foot ground -floor story height articulated in the Draft EIS (pg. 1-5) is not realistic or feasible. The Final EIS should assume 15-foot ground -floor story heights. Air and Sound Quality: The DEIS describes a 500-foot "buffer" from I-405 to mitigate air and sound impacts to residential uses. Pg. 1-12; 1-18. We are concerned that future requirements with in this buffer would create added costs to housing or even make housing development infeasible, undermining the purpose of the TOD. 4.6 Air quality and sound issues are adequately addressed by the new state Building Code, and do not require any additional mitigation in the zoning code. There is no explanation in the DEIS for why the buffer should be 500-feet from I-405, but we note this would encompass the majority of the Triton Tower One site where we contemplate possible residential development. The DEIS does not identify existing conditions that require any such buffer, nor does it identify the impacts to housing development. The TOD Subarea is, by its nature, near major transit corridors. Since the primary purpose of the TOD Subarea is to leverage transit investments by locating dense multifamily housing within the subarea, the City should avoid imposing additional costs or restrictions on residential development. We are supportive of landscaping within the Subarea to mitigate air and sound quality issues. February 28, 2024 Page 4 Rolling Hills Creek: The DEIS identifies daylighting Rolling Hills Creek as a mitigation measure for "the unintended effects of burying or covering rivers and streams including an increase in nutrient contamination, the degradation of ecosystems and an increase in downstream floods." Pg. 1-23. Since Rolling Hills Creek has a been a piped stream for decades, it is a pre-existing condition that does not justify SEPA mitigation such as daylighting as a condition of new development. Under the current zoning code, daylighting would impose a 75-foot buffer, and additional 15 structure setback on the Triton Tower One site. This would reduce the size of proposed residential development on this site, which is also constrained by existing utilities easements. 4.7 The DEIS states daylighting the creek would not result in reduced development potential if residential density transfer is allowed. That assumption is incorrect since the allowable density in this location is not a limiting factor and towers are not feasible in this location. We encourage the City to incentivize environmental improvements including landscaping, and which may include off -site or nearby critical areas mitigation instead of requiring creek daylighting that would impose significant buffer constraints on the Property. The trade-off for dayli�hting a portion of a creek in this location near the highway would be to preclude a significant amount of housing development within the Subarea for minimal benefit to the public. We ask the City to remove this recommendation from the Final EIS. New Street Network: We are generally supportive of increased connectivity within the Subarea but it should not have the end result of precluding housing production. We appreciate and continue 4.8 to support the note on the Conceptual Illustration of New Street Network Map (Exhibit 3-71) that new street locations are conceptual only. Exact street locations should be determined as the Subarea develops based on site -specific conditions and proposals during project -level review. The Final EIS should assume that streets on private property may remain private, and street sections should also remain flexible and be reviewed by the City at project -level entitlements. Thank you for considering our comments. Please do not hesitate to contact me with any questions. Sincerely, s/ John McCullough s/ Jessica Roe On behalf of the Owner Cc: Brad Seiden, Innovatus Capital MCCULLOUGH HILL PLLc February 23, 2024 Paul Hintz City of Renton 1055 S. Grady Way Renton, WA 98057 Email: PHintz e,Rentonwa.gov VIA EMAIL Re: Rainier/Grady Junction Transit Oriented Development Subarea Planned Action Draft Environmental Impact Statement Mr. Hintz, We appreciate the opportunity to comment Draft Environmental Impact Statement ("DEIS") for the Rainier/Grady Junction Transit Oriented Development ("TOD") Subarea Planned Action on behalf of Innovatus Capital ("Innovatus" or "Owner"). Innovatus owns the Triton Towers property bounded by South Grady Way, Talbot Road South, and I-405, consisting of three office towers and surface parking (APN's 1923059023; 1923059001; 7231600542; 7231600595, also referred to herein as the "Property"). The Triton Towers site is approximately 861,125 s.f. (19.76 acres) in size, making up a significant portion of the land area in the proposed Grady Junction Subarea. The existing three office towers are seven -level structures totaling 437,850 s.f. with approximately 1,284 surface vehicle parking spaces. The Property's general location is shown in the image below. In general, we applaud the City's initiative to implement a plan for transit -oriented development that connects the Subarea to the City's downtown core and we share the City's overall vision for the Subarea. We agree with the four Core Goals stated in section 1.4 of the DEIS, especially number four: "Catalyze Desired Changes: Leverage the recent and planned public investment in the area for the private investment to follow." We appreciate the City's efforts to incorporate our input to date on this topic. 701 Fifth Avenue • Suite 6600 • Seattle, Washington 98104 - 206.812.3388 • Fax 206.812.3389 • www.mhseattle.com February 23, 2024 Page 2 The Property is likely the largest site in the proposed subarea core under single ownership, located within walking distance to the future transit center. The Property has viable redevelopment potential in the near term by adding multifamily residential units to the existing office buildings. Innovatus has participated in a pre -application meeting with the City of Renton ("City") Department for Community and Economic Development ("CED") to add four new multifamily residential buildings to the site and a parking structure (the "Project"). The Project would provide approximately 400 new units directly across from the new Transit Center. The Project also contemplates providing a pedestrian -friendly environment including landscaping and lighting, that increases safety and pedestrian connectivity throughout the site. The existing office towers would remain; they are well -functioning buildings in good condition. The Triton Towers offer the City the opportunity to attract well -paying jobs near transit; adding residential alongside office is wholly consistent with the Subarea Plan's vision to encourage mixed -use development. We believe our development plans for the Triton Tower site is well -aligned with the overall vision of the adopted Subarea Plan to encourage dense, mixed -use development with improved pedestrian and bike connections near the Transit Center. Since the Subarea Plan states the City seeks transformation of the Subarea within the next 20 years, the policy objective of catalyzing desired changes through zoning incentives will be vitally important. To that end, please find our specific comments on the Draft EIS below. Flexibility and Incentives: The Subarea is developed with an auto -centric land use pattern, meaning that redevelopment will need to contend with unique nonconforming issues on each site. The Triton Towers site has a number of utilities easement and other site constraints that limit development options and raise costs. For that reason, the FEIS should remain as flexible as possible to allow for site -specific modifications during the entitlement process. Also, public benefits such as open spaces and pedestrian connections should be based upon incentives (not inclusionary requirements), and should be flexible in their implementation. Typologies: The Preferred Alternative should study mixed -use and a flexible range of height throughout the Subarea. On the Triton site, the Preferred Alternative should study height limits up to at least 85 feet, or seven stories to accommodate the most likely residential typology in this location: midrise, modular or five -over -two construction. The Mixed -Use Base and Mixed -Use Maximum Typologies shown in Exhibit 1-3 (pg. 1-5); Exhibit 2-8 (pg. 2-10) are too specific as to the number of floors and should not exclude seven -story buildings. By defining the "Mixed -Use Base" category as four to five floors, and the "Mixed -Use Maximum" category as "towers eight to thirteen floors," the DEIS appears to omit the most likely residential typology to be developed in the new Subarea. To be clear, residential tower development on the Triton Towers Property is unlikely to be financially feasible in the foreseeable future. The Preferred Alternative should remain flexible and study a variety of typologies, but the most likely typology of approximately 85 feet should be clearly studied. Height: We support the 70-150 foot height ranges reflected in Alternatives 2 and 3 in Exhibit 2-20. The studied building typologies should be revised to include these height ranges. Uses: A mix of uses should be studied throughout the Subarea, including on the Triton Towers Property. Since this is a TOD Subarea, residential uses should be allowed throughout. Limiting February 23, 2024 Page 3 significant parts of the Subarea to commercial uses as shown in Alternatives 2 and 3 seems contrary to the City's mixed -use vision. Specifically, Alternative 2 designates the Triton Tower One parcel as all commercial; the entire Triton Towers site should be studied in the FEIS as mixed -use to allow for flexibility and without any minimum story height requirements. Ground -floor commercial: We are supportive of the City's vision for mixed -use buildings that contain ground -floor commercial uses to support an active 18-hour environment. The FEIS should study a range or flexible amount of ground -floor retail in new buildings. At present, the cost of development of any required ground -floor commercial space in this location would be assigned to residential units for the purposes of underwriting due to current lack of demand for retail space. However, demand will grow over time as the subarea develops, and new residents move in. The FEIS and future zoning should reflect this reality by containing flexible ground -floor requirements. Note that the mixed -use development standards in the current Code contain a 40% ground -floor commercial requirement. This threshold is not financially feasible in buildings with larger floor plates. The FEIS should study some amount of commercial uses at the ground -level focused on street frontages on large sites, but implementing zoning should allow the City to approve less than 40% ground floor commercial on a case -by -case basis. Also, the 20-foot ground -floor story height articulated in the Draft EIS (pg. 1-5) is not realistic or feasible. The Final EIS should assume 15-foot ground -floor story heights. Air and Sound Quality: The DEIS describes a 500-foot "buffer" from I-405 to mitigate air and sound impacts to residential uses. Pg. 1-12; 1-18. We are concerned that future requirements with in this buffer would create added costs to housing or even make housing development infeasible, undermining the purpose of the TOD. Air quality and sound issues are adequately addressed by the new state Building Code, and do not require any additional mitigation in the zoning code. There is no explanation in the DEIS for why the buffer should be 500-feet from I-405, but we note this would encompass the majority of the Triton Tower One site where we contemplate possible residential development. The DEIS does not identify existing conditions that require any such buffer, nor does it identify the impacts to housing development. The TOD Subarea is, by its nature, near major transit corridors. Since the primary purpose of the TOD Subarea is to leverage transit investments by locating dense multifamily housing within the subarea, the City should avoid imposing additional costs or restrictions on residential development. We are supportive of landscaping within the Subarea to mitigate air and sound quality issues. Rolling Hills Creek: The DEIS identifies daylighting Rolling Hills Creek as a mitigation measure for "the unintended effects of burying or covering rivers and streams including an increase in nutrient contamination, the degradation of ecosystems and an increase in downstream floods." Pg. 1-23. Since Rolling Hills Creek has a been a piped stream for decades, it is a pre-existing condition that does not justify SEPA mitigation such as daylighting as a condition of new development. Under the current zoning code, daylighting would impose a 75-foot buffer, and additional 15 structure setback on the Triton Tower One site. This would reduce the size of proposed residential development on this site, which is also constrained by existing utilities easements. February 23, 2024 Page 4 The DEIS states daylighting the creek would not result in reduced development potential if residential density transfer is allowed. That assumption is incorrect since the allowable density in this location is not a limiting factor and towers are not feasible in this location. We encourage the City to incentivize environmental improvements including landscaping, and which may include off -site or nearby critical areas mitigation instead of requiring creek daylighting that would impose significant buffer constraints on the Property. The trade-off for daylighting a portion of a creek in this location near the highway would be to preclude a significant amount of housing development within the Subarea for minimal benefit to the public. We ask the City to remove this recommendation from the Final EIS. New Street Network: We are generally supportive of increased connectivity within the Subarea but it should not have the end result of precluding housing production. We appreciate and continue to support the note on the Conceptual Illustration of New Street Network Map (Exhibit 3-71) that new street locations are conceptual only. Exact street locations should be determined as the Subarea develops based on site -specific conditions and proposals during project -level review. The Final EIS should assume that streets on private property may remain private, and street sections should also remain flexible and be reviewed by the City at project -level entitlements. Thank you for considering our comments. Please do not hesitate to contact me with any questions. Sincerely, s/ John C. McCullough On behalf of the Owner Cc: Brad Seiden, Innovatus Capital From: Andy Artze <andyartze@gmail.com> Sent: Wednesday, February 21, 2024 7:29 PM To: Paul Hintz Subject: Public Feedback for South Renton Transit Center TOD CAUTION: This email originated from outside the City of Renton. Do not click links, reply or open attachments unless you know the content is safe. Good Evening, My name is Andres Artze and I'm a resident of Renton, WA (98055). 1 called into the Planning Committee meeting this evening, but was unable to leave a comment on the call. I just wanted to voice my support for the Renton Village TOD concept and hope you move forward with Alternative 3 to support the sustainable addition of new housing and businesses to the downtown Renton area. As mentioned by one of the council members during the meeting, I'm also concerned about the safety and speed of traffic moving along Grady Way. However, I think that moving the Transit Center is more focused on accommodating the effects without addressing the cause. Instead, I would hope to see future improvements to the road that would include traffic -calming devices such as chicanes and speed cushions to discourage speeding altogether. Beyond that, as part of the improvements it would be great to see bike connections to the Burnett Linear Park and the Benson Rd S bike lanes. While Burnett connections were addressed, I didn't see any paths leading to Benson Rd S. I'd also hope that it's a priority to keep many of the existing local businesses in the area (such as Uwajimaya) supported throughout the construction process, as many have been a staple of our community for some time. Thank you for you and your team's work on developing this EIS. It's clear the document was crafted with a lot of concern and consideration for the community. It's great to see such meaningful development come to our city and it makes me proud to live in such a thoughtful and forward -thinking community. Very Respectfully, Andres Artze Jeff's Context Notes • Alternative 2: 5-10 stories • Alternative 3: 10-14 stories Big picture: • Does this height increase move north into the South Renton neighborhood in the future? It's going to be really really odd to go from 3 story multi -residential to 150 buildings in 1 block Crazy Ideas: • These are a little outside the EIS scope but could guide consideration of mitigation measures and traffic considerations. • "The Loop". It would be exciting to create a looping road highly friendly to non -car use (or Cruz The Loop use) consisting of Talbot, Renton Village PI, Shattuck, and 7th. • "Outside Parking". Push the parking lots to the main streets and put the buildings in the middle so that the pedestrian/bike/scooter experience is enhanced for those that live and work there. Consider the Downtown Disney in Florida model with cars to the outside. • "Main Street" should be no -cars or a skinny 2-way curving car -unfriendly street that people don't want to drive on unless they are delivering / picking up / dropping off Both Alternatives: • Why are we forcing separation of commercial and mixed use? o I think wherever we have commercial Tower we should allow Mixed Use Max • Potential light rail station o If this really is a potential station we need to bring the park/pedestrian corridor to the station instead of to the sidewalk on Rainier. I think this would make the most sense along Shattuck Ave since Rainier and the properties along it are probably immovable objects • Pedestrian Oriented Development o Grady and S 7t: Since this is a pedestrian -focused area I want to see large elevated crossings, particularly over Grady and 7th. Consider the wildlife "underpasses" created on 190. No pedestrian, cyclist, scooter rider, family with strollers wants to cross these roads on the street. o Let's push parking to the major streets and force internal streets to be no -cars. Delivery trucks and vans, pedestrians, bikes, scooters would all be fine • Where are the roundabouts? o This should be a roundabout -only zone except for the obvious immovable objects of Grady and Rainier. Plan for the additional space at the intersections now if the transportation team will "require" that to consider them. • Left -out parcels o Home Depot and City Hall should be in the same plan. It's really, really weird to leave them out • Page 32: Health -Air Quality: The 500' mitigation buffer should apply to all use/development, not just residential. • Page 32: Open Space: The green zone should become city park and be a coordinated/dedicated corridor of really enjoyable park. We could call it "Central Park" or "The Line" Page 26: Alternative 2 showing map of zoning • Page 30 Comparison: o South of Grady should all be 120' in Alternative 2. It's really odd to have a 20 and 70 foot section in the middle of that if I'm a pedestrian moving east -west Page 27: Alternative 3 showing map of zoning • Height consideration o Creating 10-14 story development necessitates more vehicle traffic for commerce and residents. If we're going this direction with a pedestrian focused development we need to push the parking to the outsides and make the streets non -car only. • Page 30 Comparison: o Area from 7th to Grady should all be 120' and higher rather than pushing it down to 70' moving west for consistency in the neighborhood. Currently it's an odd experience going from southeast to northwest and having heights drop 50% across Grady • BAD TRADE FOR AFFORDABLE HOUSING o I really, really do not like the trade being offered for "no commercial" if it's affordable housing. We NEED the jobs space to warrant people moving into this area and WORKING in the neighborhood too. Page 43-49: Migitations • We should not buffer from the freeway to help reduce noise and air pollution for building users. 350-feet of air space between a freeway and a building is no different than being right next to it from a pollution standpoint. Pedestrians don't want to be next to the freeway at all so we don't want a green space there that's bad for pedestrians for no real benefit to building tenants. • TEMPERATURE IMPACT IS MISSING. I presume Alternatives 2 and 3 will bring increased daily temperatures to the area. We should be specifically planning to mitigate the heat! • Vehicles: We should charge high parking rates! We should use roundabouts everywhere. We should not add any more square feet of road or "lanes" anywhere. Bus only lanes should be bus -only. When the bus service is fast and on time people ride it. When buses must share with cars they are unpredictable and people don't ride them. Consider an internal Renton Shuttle that travels "The Loop" or something like it so people can more easily move around without vehicles. Page 59: Utilities • Water: Is this how we want to use 50% of our remaining tap -water capacity as a city? From: Ion Tamasan <paultamasan@outlook.com> Sent: Tuesday, January 30, 2024 8:00 AM To: Paul Hintz Subject: Rainier/Grady Junction TOD Subarea Planned Action Draft EIS Comments. Follow Up Flag: Follow up Flag Status: Completed CAUTION: This email originated from outside the City of Renton. Do not click links, reply or open attachments unless you know the content is safe. Paul, Asa resident of Renton, I fully support and prefer Alternative 3 over the other options. We need more housing, more jobs, more foot traffic activity, and we have an excellent opportunity to build a walkable neighborhood with restaurants/bars/entertainment. Alternative 3 will produce more revenue for the city that can be allocated into more similar projects and accumulate revenue like a snowball effect and make Renton an economic powerhouse/popular place. Please move forward with Alternative 3. Thankyou, Get Outlook for iOS From: Philip R. LaFranchi <plafranch i@ymail.com> Sent: Saturday, January 27, 2024 8:33 AM To: Paul Hintz Subject: Rainier/Grady Junction TOD Subarea Planned Action Draft EIS Comments Follow Up Flag: Follow up Flag Status: Completed CAUTION: This email originated from outside the City of Renton. Do not click links, reply or open attachments unless you know the content is safe. Hello, I'm looking forward to added density in this underutilized area of Renton. I think it would serve the city well to have closed pedestrian streets where retail is located, especially with outdoor activities, parks, fountains, dining. Also, if Renton wants to follow the lead of upzoning (see Vancouver suburbs and Bellevue) then there is a real opportunity to create tall slender residential buildings to allow more light at ground level. One thing I don't want to see is boxy -bulky buildings. Ones that have good character and design will do well for the image of Renton. 14 stories is a good start, I wouldn't mind seeing buildings up to 20-25 floors. Get as much residential in near transit as possible. It will create a real destination in Renton and keep the area active. Thanks for your time. Philip L. CITY OF RENTON Community and Economic Development Department Draft Rainier/Grady Junction TOD Subarea Planned Action EIS Staff: Paul Hintz, Principal Planner Date: March 4, 2024 Applicant or Requestor: Staff GENERAL DESCRIPTION The City's Environmental Review Committee released the draft Rainier/Grady Junction TOD Subarea Planned Action Environmental Impact Statement (EIS) for a 30-day public comment, which ended on February 24, 2024. The EIS evaluates three development alternatives for implementing the Rainier/Grady Junction TOD Subarea Plan ("Subarea Plan") and the potential impacts on the natural environment, land use and future growth, transportation systems and facilities, utilities systems and facilities, and public services. Likely adverse impacts are identified along with proposed mitigation measures. Staff are seeking input on the community's preferred alternative and whether all likely adverse impacts are identified, and appropriate mitigation provided. BACKGROUND City staff received the following written public comments in response to the Draft EIS. Staff have provided written responses in this staff report for some comments that necessitate a detailed and thorough response; other comments will addressed during staff's presentation on March 6, 2024. Testimony #1 From: McCullough Hill PLLC, on behalf of Innovatus Capital Date: February 28, 2024 VIA EMAIL Re: Rainier/Grady Junction Transit Oriented Development Subarea Planned Action Draft Environmental Impact Statement We appreciate the opportunity to comment Draft Environmental Impact Statement ("DEIS") for the Rainier/Grady Junction Transit Oriented Development ("TOD") Subarea Planned Action on behalf of Innovatus Capital ("Innovatus" or "Owner"). Innovatus owns the Triton Towers property bounded by South Grady Way, Talbot Road South, and I- 405, consisting of three office towers and surface parking (APN's 1923059023; 1923059001; 7231600542; 7231600595, also referred to herein as the "Property"). The Triton Towers site is approximately 861,125 s.f. (19.76 acres) in size, making up a significant portion of the land area in the proposed Grady Junction Subarea. The existing three office towers are seven -level structures totaling 437,850 s.f. with approximately 1,284 surface vehicle parking spaces. The Property's general location is shown in the image below. Page 1 of 10 In general, we applaud the City's initiative to implement a plan for transit -oriented development that connects the Subarea to the City's downtown core and we share the City's overall vision for the Subarea. We agree with the four Core Goals stated in section 1.4 of the DEIS, especially number four: "Catalyze Desired Changes: Leverage the recent and planned public investment in the area for the private investment to follow." We appreciate the City's efforts to incorporate our input to date on this topic. The Property is likely the largest site in the proposed subarea core under single ownership, located within walking distance to the future transit center. The Property has viable redevelopment potential in the near term by adding multifamily residential units to the existing office buildings. Innovatus has participated in a pre -application meeting with the City of Renton ("City") Department for Community and Economic Development ("CED") to add four new multifamily residential buildings to the site and a parking structure (the "Project"). The Project would provide approximately 400 new units directly across from the new Transit Center. The Project also contemplates providing a pedestrian -friendly environment including landscaping and lighting, that increases safety and pedestrian connectivity throughout the site. The existing office towers would remain; they are well -functioning buildings in good condition. The Triton Towers offer the City the opportunity to attract well -paying jobs near transit; adding residential alongside office is wholly consistent with the Subarea Plan's vision to encourage mixed -use development. We believe our development plans for the Triton Tower site is well -aligned with the overall vision of the adopted Subarea Plan to encourage dense, mixed -use development with improved pedestrian and bike connections near the Transit Center. Since the Subarea Plan states the City seeks transformation of the Subarea within the next 20 years, the policy objective of catalyzing desired changes through zoning incentives will be vitally important. To that end, please find our specific comments on the Draft EIS below. Flexibility and Incentives: The Subarea is developed with an auto -centric land use pattern, meaning that redevelopment will need to contend with unique nonconforming issues on each site. The Triton Towers site has a number of utilities easement and other site constraints that limit development options and raise costs. For that reason, the HIS should remain as flexible as possible to allow for site -specific modifications during the entitlement process. Also, public benefits such as open spaces and pedestrian connections should be based upon incentives (not inclusionary requirements), and should be flexible in their implementation. Therefore, we support Alternative 2 to the extent that it studies the same amount of height and density but would provide for voluntary incentives for extra development capacity. If Alternative 3 is intended include mandatory inclusionary requirements such as for affordable housing or other public benefits, we do not support that approach because we do not believe it will result in more development, but rather the opposite. Over the short to medium term, voluntary incentives should be used in this location to achieve the City's goal of catalyzing development. We are happy to provide more specific information about this. Page 2 of 10 March 4, 2024 Staff Response: The DEIS and resulting development standards provided by the Planned Action Ordinance will be as flexible as possible; however, mitigation measures are necessary to lessen or avoid adverse impacts. While open space dedication beyond current Renton Municipal Code (RMC) requirements was identified as a public benefit to be derived as either an incentive for greater building height or density under Alternative 2 or as a requirement under Alternative 3, pedestrian connections such as "thru-block connections" identified in the Subarea Plan are necessary to create transit -oriented development (TOD) and will be required under either of the Action Alternatives. (McCullough Hill PLLC public comment, continued) Typologies: The Preferred Alternative should study mixed -use and a flexible range of height throughout the Subarea. On the Triton site, the Preferred Alternative should study height limits up to at least 85 feet, or seven stories to accommodate the most likely residential typology in this location: midrise, modular or five -over -two construction. The Mixed -Use Base and Mixed -Use Maximum Typologies shown in Exhibit 1-3 (pg. 1-5); Exhibit 2-8 (pg. 2-10) are too specific as to the number of floors and should not exclude seven -story buildings. By defining the "Mixed -Use Base" category as four to five floors, and the "Mixed -Use Maximum" category as "towers eight to thirteen floors," the DEIS appears to omit the most likely residential typology to be developed in the new Subarea. To be clear, residential tower development on the Triton Towers Property is unlikely to be financially feasible in the foreseeable future. The Preferred Alternative should remain flexible and study a variety of typologies, but the most likely typology of approximately 85 feet should be clearly studied. Staff Response: The "typologies" identified in the DEIS were used to model a range of possible development for analysis of impacts, but these modeled typologies will not be used to limit use or building height on any of the parcels in the Planned Action Area to be the typology shown. In other words, the adopted development standards will not require or limit land uses or building height to reflect what was modeled. Please refer to Exhibit 1-9, Alternative Features Compared, for a summary of the proposed development standards for each alternative. (McCullough Hill PLLC public comment, continued) Height: We support the 70-150 foot height ranges reflected in Alternatives 2 and 3 in Exhibit 2-20. The studied building typologies should be revised to include these height ranges. Staff Response: The "typologies" identified in the DEIS were used to model a range of possible development for analysis of impacts, but these modeled typologies will not be used to limit use or building height on any of the parcels in the Planned Action Area to be the typology shown. In other words, the adopted development standards will not require or limit land uses or building height to reflect what was modeled. Please refer to Exhibit 1-9, Alternative Features Compared, for a summary of the proposed development standards for each alternative. Page 3 of 10 March 4, 2024 (McCullough Hill PLLC public comment, continued) Uses: A mix of uses should be studied throughout the Subarea, including on the Triton Towers Property. Since this is a TOD Subarea, residential uses should be allowed throughout. Limiting significant parts of the Subarea to commercial uses as shown in Alternatives 2 and 3 seems contrary to the City's mixed -use vision. Specifically, Alternative 2 designates the Triton Tower One parcel as all commercial; the entire Triton Towers site should be studied in the FEIS as mixed -use to allow for flexibility and without any minimum story height requirements. Staff Response: The "typologies" identified in the DEIS were used to model a range of possible development for analysis of impacts, but these modeled typologies will not be used to limit use or building height on any of the parcels in the Planned Action Area to be the typology shown. In other words, the adopted development standards will not require or limit land uses or building height to reflect what was modeled. Please refer to Exhibit 1-9, Alternative Features Compared, for a summary of the proposed development standards for each alternative. (McCullough Hill PLLC public comment, continued) Ground -floor commercial: We are supportive of the City's vision for mixed -use buildings that contain ground -floor commercial uses to support an active 18-hour environment. The FEIS should study a range or flexible amount of ground -floor retail in new buildings. At present, the cost of development of any required ground -floor commercial space in this location would be assigned to residential units for the purposes of underwriting due to current lack of demand for retail space. However, demand will grow over time as the subarea develops, and new residents move in. The FEIS and future zoning should reflect this reality by containing flexible ground -floor requirements. Note that the mixed -use development standards in the current Code contain a 40% ground -floor commercial requirement. This threshold is not financially feasible in buildings with larger floor plates. The FEIS should study some amount of commercial uses at the ground -level focused on street frontages on large sites, but implementing zoning should allow the City to approve less than 40% ground floor commercial on a case -by -case basis. Also, the 20-foot ground -floor story height articulated in the Draft EIS (pg. 1-5) is not realistic or feasible. The Final EIS should assume 15-foot ground -floor story heights. Staff Response: While a substantial amount of housing is anticipated in the area, the area is zoned for commercial land uses and it is important for the city to require commercial space be created for the sake of economic development, livability, and creating a vibrant mixed -use district envisioned by the Subarea Plan. Commercial uses are necessary for successful TOD so residents can use a variety of transportation modes to access services, shopping, and other commercial uses (i.e., commercial uses in TOD is critical to promote less auto -dependence for residents). While the vision of the area as a vibrant mixed -use district will not be realized in the near -term, the cumulative effects of requiring development to provide ground floor commercial, public open spaces, mixed -income housing, and Page 4 of 10 March 4, 2024 quality urban design, are critical to help make the vision a reality; however, if such aspects of development are not required (in addition to identified mitigation measures) the potential of realizing the vision of the Subarea Plan is severely diminished. The city's current mixed -use development standards (e.g., 40% floor plate requirement, 20 foot tall podium height, etc.), applied to all commercial zones, were carefully considered before they were adopted in 2018 and were in response to commercial zones being developed with only a modicum of commercial space. The decision to base the amount of commercial space required on a percentage of the building footprint was chosen, in part, because it can be applied uniformly and it incentivizes smaller building footprints, which can result in buildings that allow more sunlight to penetrate public realms and more opportunities for pedestrian connections. Per RMC 4-4-150.F, modifications to the city's mixed -use development standards are allowed on a case -by -case basis. (McCullough Hill PLLC public comment, continued) Air and Sound Quality: The DEIS describes a 500-foot "buffer" from 1-405 to mitigate air and sound impacts to residential uses. Pg. 1-12; 1-18. We are concerned that future requirements with in this buffer would create added costs to housing or even make housing development infeasible, undermining the purpose of the TOD. Air quality and sound issues are adequately addressed by the new state Building Code, and do not require any additional mitigation in the zoning code. There is no explanation in the DEIS for why the buffer should be 500-feet from 1-405, but we note this would encompass the majority of the Triton Tower One site where we contemplate possible residential development. The DEIS does not identify existing conditions that require any such buffer, nor does it identify the impacts to housing development. The TOD Subarea is, by its nature, near major transit corridors. Since the primary purpose of the TOD Subarea is to leverage transit investments by locating dense multifamily housing within the subarea, the City should avoid imposing additional costs or restrictions on residential development. We are supportive of landscaping within the Subarea to mitigate air and sound quality issues. Staff Response: The following excerpt from the DEIS is found on page 3-28. The Subarea Plan recommends a buffer from 1-405 for residential development, site and building design features to mitigate impacts, centralized air filtration systems, air intake vents located away from polluted areas, continuous sound walls with vegetation along 1-405, and consideration of the California Environmental Protection Agency's — Air Resources Board: Strategies to Reduce Air Pollution Exposure Near High - Volume Roadways (April2017, pages 20-39). Air Quality and Noise Compatibility Pollution Sources The air and noise pollution sources most relevant to this study include aircraft at the Renton Municipal Airport and roadway traffic such as along 1-405. Aircraft landing and take -off paths see concentrated air pollutants and noise impacts. Roadways see air pollution from vehicle exhaust and brake/tire/road wear. Pollutant particle size, topography, and wind patterns affect the geographic Page 5 of 10 March 4, 2024 extent of concern, with the greatest impacts adjacent to and downwind of major freeways. Some patterns include: ■ Pollutants are most concentrated within 500 ft of a roadway. Within that 500 feet, ultrafine particles "rapidly decay" to a 50% concentration (UW Mov-Up Report, 2019, p 38). ■ Areas within 1,000 —1,600 ft of a busy highway are most affected by a range of pollutants and particle sizes (American Lung Association). ■ Close, long-term exposure (within 165 feet) to a heavily trafficked roadway has the strongest association with dementia (American Lung Association). (McCullough Hill PLLC public comment, continued) Rolling Hills Creek: The DEIS identifies daylighting Rolling Hills Creek as a mitigation measure for "the unintended effects of burying or covering rivers and streams including an increase in nutrient contamination, the degradation of ecosystems and an increase in downstream floods." Pg. 1-23. Since Rolling Hills Creek has a been a piped stream for decades, it is a pre-existing condition that does not justify SEPA mitigation such as daylighting as a condition of new development. Under the current zoning code, daylighting would impose a 75-foot buffer, and additional 15 structure setback on the Triton Tower One site. This would reduce the size of proposed residential development on this site, which is also constrained by existing utilities easements. The DEIS states daylighting the creek would not result in reduced development potential if residential density transfer is allowed. That assumption is incorrect since the allowable density in this location is not a limiting factor and towers are not feasible in this location. We encourage the City to incentivize environmental improvements including landscaping, and which may include off -site or nearby critical areas mitigation instead of requiring creek daylighting that would impose significant buffer constraints on the Property. The trade-off for daylighting a portion of a creek in this location near the highway would be to preclude a significant amount of housing development within the Subarea for minimal benefit to the public. We ask the City to remove this recommendation from the Final EIS. Staff Response: The DEIS does not propose requiring daylighting of Rolling Hills Creek. The following is from the DEIS and provides a summary of the intent for the Planned Action Ordinance. "A portion of Rolling Hills Creek is currently piped underneath development. It should be noted that daylighting the creek or portions of the creek would allow for an increased impervious surface lot coverage per RMC 4-3-050 section 7f-ii. This is a viable option to improve existing conditions as well as benefit the developer. The City code allows for, but does not specify, incentives for developers to daylight streams. The City should consider implementing specific incentives to encourage developers to daylight portions of Rolling Hills Creek to restore more natural habitat to the area." (McCullough Hill PLLC public comment, continued) New Street Network: We are generally supportive of increased connectivity within the Subarea but it should not have the end result of precluding housing production. We appreciate and continue to Page 6 of 10 March 4, 2024 support the note on the Conceptual Illustration of New Street Network Map (Exhibit 3-71) that new street locations are conceptual only. Exact street locations should be determined as the Subarea develops based on site -specific conditions and proposals during project -level review. The Final EIS should assume that streets on private property may remain private, and street sections should also remain flexible and be reviewed by the City at project -level entitlements. Staff Response: The Subarea Plan established the concept of a new street network within Renton Village. The Subarea Plan identifies the general location of future streets as well as the features and dimensions of the streets, which were designed specifically for the area. While the exact locations of the proposed streets will be determined during the entitlement process, the need for a street network and streets designed for TOD is clearly demonstrated by the Subarea Plan and the DEIS. Similar to all newly created streets in the city, the exact specifications of new streets are provided by Renton Municipal Code (See RMC 4-4-060, Street Standards) which also provides the means for variations from the adopted standards on a case -by -case basis. Testimony #2 From: Nancy Sackman, Cultural Preservation Officer, on behalf of the Duwamish Tribe Date: February 22, 2024 VIA EMAIL See Attachment 1 Testimony #3 From: Andres Artze Date: February 21, 2024 VIA EMAIL My name is Andres Artze and I'm a resident of Renton, WA (98055). 1 called into the Planning Committee meeting this evening, but was unable to leave a comment on the call. I just wanted to voice my support for the Renton Village TOD concept and hope you move forward with Alternative 3 to support the sustainable addition of new housing and businesses to the downtown Renton area. As mentioned by one of the council members during the meeting, I'm also concerned about the safety and speed of traffic moving along Grady Way. However, I think that moving the Transit Center is more focused on accommodating the effects without addressing the cause. Instead, I would hope to see future improvements to the road that would include traffic -calming devices such as chicanes and speed cushions to discourage speeding altogether. Beyond that, as part of the improvements it would be great to see bike connections to the Burnett Linear Park and the Benson Rd S bike lanes. While Burnett connections were addressed, I didn't see any paths leading to Benson Rd S. I'd also hope that it's a priority to keep many of the existing local businesses in the area (such as Uwajimaya) supported throughout the construction process, as many have been a staple of our community for some time. Page 7 of 10 March 4, 2024 Thank you for you and your team's work on developing this EIS. It's clear the document was crafted with a lot of concern and consideration for the community. It's great to see such meaningful development come to our city and it makes me proud to live in such a thoughtful and forward -thinking community. Testimony #4 From: Zanna Satterwhite (she/her), Environmental Planner, on behalf of King County Wastewater Treatment Division Date: February 21, 2024 VIA EMAIL See Attachment 2 Testimony #5 From: Thi Markwell (She/Her), Transit Environmental Planner II, on behalf of King County Metro Date: February 8, 2024 VIA EMAIL King County Metro received the notice, "City of Renton Notice of Availability: Draft Environmental Impact Statement (Draft EIS) for the Rainier/Grady Junction Transit Oriented Development (TOD) Subarea Planned Action, LUA22-000289" and have routed it for internal review. Please see the below comment/request: All construction and other work activity affecting King County Metro Transit Operations or Facilities must be coordinated through the KCM System Impacts workgroup. Please contact them to provide specific information related to the activity and allow the required lead time necessary for responding to any impacts caused by it. For notification information and guidelines please visit: http://www.kingcounty.gov/transportation/kcdot/MetroTransit/Construction.aspx or phone 206.477.1140 or 206.477.1150 for Trolley -related activities. For all contractors: After we receive your project information, we require a minimum five business days' notice before the start of work. Ten days are required for street closures or transit detours. Please note that different requirements apply if your work impacts trolley or streetcar lines. This allows us to plan mitigation, coordinate with other projects, and notify our customers. Please see our website for notification guidelines and other resources. We require the following information for each project: Page 8 of 10 March 4, 2024 1. The approved Street Use Permit and Traffic Control Plan (TCP that includes the reviewer's name and approved date) for the project (please attach a pdf) — Please provide 2. Location of the project — Please Provide 3. Is this work part of multiple phases? If so, please send a separate email for each phase. 4. Locations of any bus stops that will need to be relocated, whether they need to be closed during the entire duration of your project or if they can safely be used when you are not working — Please Provide 5. Name and cell phone numbers of the primary and alternate onsite contacts — Please Provide 6. Start and end dates of the project. — Please Provide a. Weekdays only? — Please Provide 7. Daily start and end time of work — Please Provide 8. Is your work weather dependent? - Please provide 9. Nature of the work — Please Provide 10. Company name — Please Provide Your project is not approved. You will be notified in writing after your project is approved. We will contact you if we require additional information or T-39 No Parks. If your project is located in a SDOT Construction Hub, you must receive Hub approval. Testimony #6 From: Jeff Kelly Date: January 26, 2024 VIA EMAIL See Attachment 3 Testimony #7 From: Ion Tamasan Date: January 30, 2024 VIA EMAIL As a resident of Renton, I fully support and prefer Alternative 3 over the other options. We need more housing, more jobs, more foot traffic activity, and we have an excellent opportunity to build a walkable neighborhood with restaurants/bars/entertainment. Alternative 3 will produce more revenue for the city that can be allocated into more similar projects and accumulate revenue like a snowball effect and make Renton an economic powerhouse/popular place. Please move forward with Alternative 3. Testimony #8 From: Philip R. LaFranchi Date: January 27, 2024 Page 9 of 10 March 4, 2024 VIA EMAIL I'm looking forward to added density in this underutilized area of Renton. I think it would serve the city well to have closed pedestrian streets where retail is located, especially with outdoor activities, parks, fountains, dining. Also, if Renton wants to follow the lead of upzoning (see Vancouver suburbs and Bellevue) then there is a real opportunity to create tall slender residential buildings to allow more light at ground level. One thing I don't want to see is boxy -bulky buildings. Ones that have good character and design will do well for the image of Renton. 14 stories is a good start, I wouldn't mind seeing buildings up to 20-25 floors. Get as much residential in near transit as possible. It will create a real destination in Renton and keep the area active. STAFF RECOMMENDATION Staff recommends Alternative 2, Incentive -Based Growth, be considered as the preferred alternative. Page 10 of 10 March 4, 2024 Rainier/Grady Junction TOD Subarea Planned Action Draft Environmental Impact Statement a 0 Cy + N I O, January 2024 THIS PAGE INTENTIONALLY BLANK. Armondo Pavone Mayor January 24, 2024 Subject: Rainier/Grady Junction Transit Oriented Development Planned Action Draft Environmental Impact Statement Dear Reader: The attached Draft Environmental Impact Statement (EIS) is an environmental analysis of the Rainier/Grady Junction Transit Oriented Development (TOD) Subarea Plan ("Subarea Plan"). The City of Renton (City) adopted the Subarea Plan in 2021 to establish a community -driven vision for a pedestrian -oriented district surrounding the future South Renton Transit Center located at the northeast corner of the Rainier Ave S and SW/S Grady Way junction. The proposed concepts include mixed -use development at scales exceeding current allowances, strong pedestrian and bicycle connections, new streets that create better access for all modes in the super -block referred to as "Renton Village," a pedestrian -oriented internal main street, the creation of public open space upon utility easement corridors, and housing that accommodates a wide range of incomes. The City secured a grant from the Washington State Department of Commerce to complete an Environmental Impact Statement (EIS) pursuant to the State Environmental Policy Act (SEPA) to assess three alternatives that include different levels of housing and employment growth in the study area: • Alternative 1— Existing Plan (No Action): Continuation of existing regulations and trends. • Alternative 2 — Incentive -Based Growth: Set minimum standards and incentives to achieve the vision of the Subarea Plan including public benefits (e.g., affordable housing, open space, etc.) resulting in a predominately mid -rise development pattern with some high-rise development possible through incentivized standards; and • Alternative 3 — Required Public Benefit: Allow high-rise development with required standards and public benefits scaled to proposed development (i.e., larger developments provide greater levels of public benefits). The SEPA requires a statement of objectives describing the purpose and need for the proposals. The Subarea Plan includes the following four goals, which serve as objectives for this EIS: Align with Overall Vision for Renton: Align with overall vision for Renton's City Center area and support the unique role of the subarea in ways that are complementary to Downtown, the larger City Center area, and Renton as a whole. 2. Transition to Multimodal Center: Transition the area into a pedestrian -oriented district with a multi - modal center and strong pedestrian connections. 3. Create a Livable Neighborhood: Create a livable, distinct neighborhood that is active 18 hours a day, complements Downtown, and gracefully integrates with neighboring areas. 1055 South Grady Way, Renton, WA 98057 • rentonwa.gov Page 2 of 2 4. Catalyze Desired Changes: Leverage the recent and planned public investment in the area for the private investment to follow. The Draft EIS identifies environmental impacts of the alternatives and ways to mitigate impacts of development. Environmental matters evaluated in the EIS include: the natural environment; land use; transportation; public services; and utilities. The City has established a 30-day public comment period for this Draft EIS, and is requesting all comments from agencies, tribes, city residents, and all other interested parties by 5:00 p.m. of February 24, 2024. All written comments should be directed to: Paul Hintz, Principal Planner Department of Community and Economic Development City of Renton 1055 South Grady Way, Renton, WA 98055 Or by email: phintz@RentonWA.gov In addition, the City will hold a public hearing to obtain comments on the Draft EIS as follows: Planning Commission Public Hearing Wednesday, February 21, 2024 at 6:00 p.m. City Council Chambers Renton City Hall, 1055 South Grady Way Renton, WA 98055 Via Zoom link https://us06web.zoom.us/i/84038053295?pwd=dWNf9RFGHA- PgpEJ 02KdhxN6iJnlglhOio.dYgRIsWyFtXn5Q2X Webinar ID: 840 3805 3295 Passcode: Weplan2024 The Draft EIS is electronically available at Rainier/Grady Planned Action and EIS - City of Renton (rentonwa.eov). Your interest in the City of Renton and the content of the Draft EIS is greatly appreciated. If you would like more information about this proposal, please contact Paul Hintz, Principal Planner at (425) 430-7436. Sincerely, Martin Pastucha Environmental Review Committee Chair City of Renton C,Y 0- 1055 South Grady Way, Renton, WA 98057 • rentonwa.gov Project Title Rainier / Grady Junction Transit Oriented Development (TOD) Subarea Planned Action Proposed Action and Alternatives In 2020 the City of Renton ("City') developed the Rainier/Grady Junction TOD Subarea Plan ("Subarea Plan") to create a vibrant commercial and residential district oriented around near -term bus rapid transit, with potential for light rail service in the long term. The City is now considering Municipal Code Amendments to implement the land use vision of the Subarea Plan to increase mixed -use opportunities and alter density and development standards including height, density, parking, and others. A Planned Action Ordinance "Planned Action" will facilitate growth that is consistent with the Subarea Plan by implementing municipal code amendments and completing an Environmental Impact Statement (EIS) for the area. The Planned Action will complete the environmental review upfront and establish environmental performance standards that each development would be required to meet. Development consistent with the ordinance requirements would not require a new threshold determination and could rely on the Planned Action EIS to streamline their permit review. This Draft EIS studies three alternatives including current plans and regulations, called the No Action Alternative, and two Action Alternatives that vary the amount and type of growth and investments in the area. No Action Alternative: The No Action Alternative is SEPA-required, and development would adhere to the existing Comprehensive Plan policies, land use designations and zoning districts, while aligning with the goals of transit -oriented development, community benefits, and quality of life. Alternative 2: In support of transitioning the subarea (also referred to as "Study Area") into a mixed -use pedestrian -oriented district with an active multi -modal center and strong pedestrian connections, Alternative 2 would allow for moderate growth throughout the Planned Action Area. This growth alternative would include a mix of commercial towers and mixed -use towers, 5-10 stories in height predominantly. The greater heights in the range would be focused in Renton Village surrounding a pedestrian -oriented internal main street concept. Alternative 3: Similar to Alternative 2, Alternative 3 would require a mixed -use pedestrian -oriented district with an active multi -modal center and strong pedestrian connections, while allowing for the most growth throughout the Planned Action Area. Alternative 3 would include a mix of commercial towers and mixed - use towers 10-14 stories in height predominantly. Greater heights would be anticipated in Renton Village Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Fact Sheet surrounding a pedestrian -oriented internal main street concept as well as other locations near investments in walkability, transit access, or greenspace. Proponent and Lead Agency City of Renton, Department of Community & Economic Development Location The subarea is centered on the intersection of Rainier Avenue S and S Grady Way. A core area ("Planned Action Area") lies east of Rainier Avenue between South 3rd Place and 1-405 around a planned transit center and Renton Village, which is the brand name of a large retail area but for the purposes of this document includes all properties within the "super -block" situated east of Rainier Avenue S, south of S Grady Way, west of Talbot Road, and north of 1-405. A broader EIS Study Area is considered for context and general conditions, while the Planned Action Area has more specific proposals for growth, evaluation, and mitigation measures. c 4 rs s � �ivftb� QEIS Study Area OPlanned Action Area Renton Village rF.+ Railroads Parcels Source: City of Renton, BERK, 2024. �3�ffi �30Q'�F3� a S 0 500 1,000 :ill BERK Map 0— lu y 2024 iv Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Fact Sheet Tentative Date of Implementation Draft Code and Planned Action: Winter 2024 Final Code and Planned Action: Spring 2024 Responsible SEPA Official City of Renton Environmental Review Committee 1055 South Grady Way, 6th Floor Renton, WA 98057 425-430-7200 Contact Person Paul Hintz, Principal Planner City of Renton, Community and Economic Development, Planning Division 1055 Grady Way Renton, WA 98057 phintz@rentonwa.gov 1 425-430-7436 Required Approvals The proposed code amendments and planned action ordinance are legislative proposals. After a 60-day review coordinated by the Washington State Department of Commerce, and Renton Planning Commission recommendations, the proposals would be considered for adoption by the Renton City Council. Principal EIS Authors and Contributors Under the direction of the City of Renton, the consultant team prepared the EIS as follows: ■ BERK Consulting: Prime Consultant, Planned Action, Alternatives, Land Use and Typology Modeling, Public Services ■ Perteet: Natural Environment, Transportation, Utilities ■ The Transco GrOUD: Travel Demand Model Draft EIS Date of Issuance January 24, 2024 Draft EIS Comment Period Comment Period The City of Renton is requesting comments from citizens, agencies, tribes, and all interested parties on the Draft EIS from January 24 to February 23, 2024. Comments are due by 5:00 PM, February 23, 2024. V Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Fact Sheet All written comments should be directed to: Paul Hintz, Principal Planner City of Renton, Community and Economic Development, Planning Division 1055 Grady Way Renton, WA 98057 phintz@rentonwa.gov 1 425-430-7436 Submittal of comments by email is preferred. Please include in the subject line "Rainier / Grady Junction TOD Subarea Planned Action Draft EIS Comments." Date of Final Action Draft Code and Planned Action: Winter 2024 Final Code and Planned Action: Spring 2024 Prior Environmental Review Determination of Non -Significance and SEPA Checklist for the Rainier/Grady Junction TOD Subarea Plan. SEPA Register: 202106716 — Renton City of (wa.gov) Location of Background Data You may review the City of Renton website for more information at: Rainier/Grady Planned Action and EIS, Available: https://www.rentonwa.gov/city hall/community and economic development/long range planning/raini er grady *unction subarea plan/rainier Brady planned action and e i s If you desire clarification or have questions, please see the contact person above. Purchase/Availability of Draft EIS This Draft EIS is available for review at City of Renton City Hall: 1055 South Grady Way, 6th Floor, Renton, WA 98057. Thumb drives are available for purchase at cost at City of Renton City Hall. The Draft EIS is also available for review at the Renton public library located at 100 Mill Avenue S, Renton, WA 98057. The Draft EIS is posted on the project website at https://www.rentonwa.gov/city hall/community and economic development/long range planning/raini er grady *unction subarea plan/rainier Brady planned action and e i s Vi The following agencies received a notice of availability of this Draft EIS. Federal and Tribal Agencies Duwamish Tribe Muckleshoot Tribe U.S. Army Corps of Engineers State and Regional Agencies Department of Commerce Department of Ecology Department of Natural Resources Department of Transportation Puget Sound Regional Council Adjacent Jurisdictions City of Issaquah City of Kent City of Newcastle City of Tukwila King County Services, Utilities, and Transit Puget Sound Energy King County Wastewater Treatment Division Sound Transit King County Metro Renton School District Community Organizations, Stakeholders, and Individuals Brotherton Cadillac Renton Technical College McCullough Hill, PLLC (Triton Towers) LPC West (Triton Towers) vii Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Distribution List Renton Village Associates Uwajimaya (Renton location) South Renton Neighborhood Association Kia Car Pros Renton Downtown Partnership Betsy Prather, Renton Historical Society Kurt Creager, Bridge Housing Mary Duncan, Elizabeth Gregory Home Media The Seattle Times viii I Summary 1-1 1.1 Introduction and Proposals 1-1 1.2 Study Area 1-1 1.3 Public Comment Opportunities 1-3 1.4 Objectives, Proposal, and Alternatives 1-3 Objectives 1-3 Alternatives 1-3 Key Elements by Alternative 1-10 1.5 Key Issues and Options 1-12 1.6 Summary of Impacts and Mitigation Measures 1-13 Natural Environment 1-13 Land Use 1-16 Transportation 1-24 Public Services 1-33 Utilities 1-38 2 Proposal and Alternatives 2-1 2.1 Introduction and Proposals 2-1 2.2 Study Area 2-1 2.3 Objectives 2-3 2.4 Alternatives 2-3 Alternative 1 (No Action) 2-3 Action Alternatives 2-7 Alternative 2 2-10 Alternative 3 2-14 Growth and Height Comparisons 2-17 Key Elements by Alternative 2-18 Benefits and Disadvantages of Deferring Implementation of the Proposal 2-20 3 Environment, Impacts, and Mitigation Measures 3-1 3.1 Natural Environment 3-2 Affected Environment 3-2 Impacts 3-7 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Contents Mitigation Measures 3-9 Significant Unavoidable Adverse Impacts 3-11 3.2 Land Use 3-12 Affected Environment 3-12 Impacts 3-42 Mitigation Measures 3-64 Significant Unavoidable Adverse Impacts 3-67 3.3 Transportation 3-68 Affected Environment 3-68 Impacts 3-87 Mitigation Measures 3-107 Significant Unavoidable Adverse Impacts 3-120 3.4 Public Services 3-121 Affected Environment 3-121 Impacts 3-154 Mitigation Measures 3-163 Significant Unavoidable Adverse Impacts 3-165 3.5 Utilities 3-166 Affected Environment 3-166 Impacts 3-176 Mitigation Measures 3-184 Significant Unavoidable Adverse Impacts 3-187 4 Acronyms and References 4-1 4.1 Acronyms 4-1 4.2 References 4-2 Natural Environment 4-2 Land Use 4-2 Transportation 4-3 Public Services 4-3 Utilities 4-4 x Rainier/Grady Junction TOD Subarea Planned Action Contents January 2024 • Draft EIS 5 Appendices 5-1 5.1 Scoping Notice and Meeting Summary 5-2 5.2 Natural Environment 5-3 5.3 Transportation 5-5 a) Sound Transit 1-405 BRT Phase 2 Conceptual Engineering Plans, WSP, Apri 1 2020 5-6 b) Rainier/Grady Subarea Planned Action Traffic Operations Analysis, Perteet 2023 5-7 c) Travel Demand Model Documentation, Transpo, February 2023 5-8 5.4 Utilities 5-9 a) Rainier/Grady Way Hydraulic Analysis, Carollo, July 2023 5-9 b) Selected Maps, Renton Long -Range Wastewater Management Plan, Carollo, 2017 5-10 c) Water Pipe Diameter Excerpt 5-11 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Contents Exhibits Exhibit 1-1. Vicinity Map 1-2 Exhibit 1-2. Study Area Zoning Map - No Action Alternative 1-4 Exhibit 1-3. Development Typology Descriptions 1-5 Exhibit 1-4. Alternative 2 Modeled Typologies 1-6 Exhibit 1-5. Alternative 3 Modeled Typologies 1-8 Exhibit 1-6. Total Housing by Alternative: Detail 1-9 Exhibit 1-7. Total Employment by Alternative: Detail 1-9 Exhibit 1-8. Modeled Height Comparison 1-10 Exhibit 1-9. Alternative Features Compared 1-11 Exhibit 1-10. Total Housing by Alternative 1-17 Exhibit 1-11. Total Jobs by Alternative 1-18 Exhibit 1-12. Alternative 2 Shadow Analysis, 3PM 1-20 Exhibit 1-13. Alternative 3 Shadow Analysis, 3PM 1-22 Exhibit 1-14. PM Peak Hour Vehicle Trips Generated 1-25 Exhibit 1-15. Anticipated Right -of -Way to be Acquired for RapidRide I Line on S Grady Way 1-27 Exhibit 1-16. 2044 PM Peak Hour LOS and Delay, With and Without Mitigations 1-31 Exhibit 1-17. Potential Demand for Police Services, Full Study Area - All Alternatives 1-34 Exhibit 1-18. Potential Demand for Fire and EMS Services, Full Study Area - All Alternatives 1-35 Exhibit 1-19. Estimated Additional Student Generation by Grade Level - All Alternatives 1-35 Exhibit 1-20. Water System: Average Daily Demand (ADD) and Maximum Daily Demand (MDD)-Alternative 1 1-39 Exhibit 1-21. Wastewater Demand Comparison 1-39 Exhibit 2-1. EIS Study Area 2-2 Exhibit 2-2. Study Area Zoning Chart - No Action Alternative 2-4 Exhibit 2-3. Study Area Zoning Map - No Action Alternative 2-5 Exhibit 2-4. No Action Capacity Summary- Planned Action Area 2-6 Exhibit 2-5. No Action Capacity Summary - EIS Study Area 2-6 Exhibit 2-6. Rainier/Grady Junction TOD Subarea Plan: Growth Concept 2-8 Exhibit 2-7. Development Typologies -Action Alternatives 2-9 Exhibit 2-8. Development Typology Descriptions 2-10 Exhibit 2-9. Alternative 2 Typology Assumptions 2-11 Exhibit 2-10. Alternative 2 Modeled Typologies 2-12 Exhibit 2-11. Alternative 2 Capacity Summary - Planned Action Area 2-13 xii Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Contents Exhibit 2-12. Alternative 2 Capacity Summary - EIS Study Area 2-13 Exhibit 2-13. Alternative 3 Typology Assumptions 2-14 Exhibit 2-14. Alternative 3 Modeled Typologies 2-15 Exhibit 2-15. Alternative 3 Capacity Summary - Planned Action Area 2-16 Exhibit 2-16. Alternative 3 Capacity Summary - EIS Study Area 2-16 Exhibit 2-17. Total Housing by Alternative: Detail 2-17 Exhibit 2-18. Total Employment by Alternative: Detail 2-17 Exhibit 2-19. Modeled Height Comparison 2-18 Exhibit 2-20. Alternative Features Compared 2-19 Exhibit 3-1. 100-Year Floodplain Acreage 3-2 Exhibit 3-2. Streams, Flood Hazard Areas, Wetlands, Shorelines in Study Area 3-3 Exhibit 3-3. Washington's Endangered, Threatened, Sensitive, and Other Protected Species 3-4 Exhibit 3-4. Environmental Hazard Index Map (Top Right) and Environmental Opportunity Index Map (Bottom Left) 3-6 Exhibit 3-5. Renton Land Use Designations 3-19 Exhibit 3-6. Land Use Designations in the Study Area 3-20 Exhibit 3-7. Renton Zoning in the Study Area 3-21 Exhibit 3-8. Renton Zoning in Study Area 3-22 Exhibit 3-9. Mapped Airport Height Restrictions (Incomplete) 3-23 Exhibit 3-10. Urban Growth Capacity 3-24 Exhibit 3-11. Redevelopment Potential in the Study Area 3-25 Exhibit 3-12. Housing Stock by Type of Structure 3-26 Exhibit 3-13. All Households - Household Type by Income (2017) 3-27 Exhibit 3-14. All Households - Cost Burden by Income Level 3-27 Exhibit 3-15. Density of Flights at 750m Altitude or Less 3-29 Exhibit 3-16. Environmental Exposures Map 3-30 Exhibit 3-17. Noise Levels Map 3-31 Exhibit 3-18. The Intersection of S 7th Street and Talbot Road S Looking North 3-33 Exhibit 3-19. The Intersection of S 7th Street and Shattuck Avenue S Looking North 3-33 Exhibit 3-20. Renton Village Looking South from S Grady Way 3-34 Exhibit 3-21. Major Transmission Lines 3-35 Exhibit 3-22. Aerial Image of the Renton Auto Mall District north of 1-405 and west of Rainier Avenue S 3-36 Exhibit 3-23. DK Market Looking East from Lind Avenue SW 3-37 Exhibit 3-24. Looking East on SW 191h Street 3-38 Exhibit 3-25. Landmark West Building Looking East from Lind Avenue SW 3-38 Exhibit 3-26. Tree Equity Score Map 3-40 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Contents Exhibit 3-27. Renton Street Tree Map 3-41 Exhibit 3-28. City of Renton Housing and Jobs Growth Targets 3-42 Exhibit 3-29. Total Housing by Alternative 3-43 Exhibit 3-30. Total Jobs by Alternative 3-43 Exhibit 3-31. Alternatives Consistency with VISION 2050 Goals and Policies 3-44 Exhibit 3-32. Alternatives Consistency with the King County Countywide Planning Policies 3-48 Exhibit 3-33. Alternatives Consistency with Renton Comprehensive Plan Policies 3-50 Exhibit 3-34. Zoning and Typology Heights by Alternative 3-53 Exhibit 3-35. HUD Noise Level Acceptability Standards 3-54 Exhibit 3-36. Alternatives Consistency with the Rainier/Grady Junction TOD Subarea Plan Goals and Objectives 3-55 Exhibit 3-37. Alternative 2 Shadow Analysis, 10AM 3-57 Exhibit 3-38. Alternative 2 Shadow Analysis, 3PM 3-58 Exhibit 3-39. Alterative 2 Features 3-59 Exhibit 3-40. Alternative 3 Shadow Analysis, 10AM 3-61 Exhibit 3-41. Alternative 3 Shadow Analysis, 3PM 3-62 Exhibit 3-42. Alternative 3 Features 3-63 Exhibit 3-43. Functional Classification within the Subarea 3-69 Exhibit 3-44. 2022 PM Peak Hour Travel Demand Model 3-71 Exhibit 3-45. 1-405 Highway Traffic Volume Trends from 2016 to 2019 3-72 Exhibit 3-46. Intersection Level of Service Criteria 3-73 Exhibit 3-47. Existing Peak Hour Intersection LOS and Delay - 2022 PM Peak Hour 3-73 Exhibit 3-48. Existing PM Peak Hour Intersection LOS Results (2022) 3-74 Exhibit 3-49. City of Renton Truck Routes within the Subarea 3-75 Exhibit 3-50. WSDOT Truck Routes within the Subarea 3-76 Exhibit 3-51. Minimum Design Standards for Complete Streets in the Subarea. 3-77 Exhibit 3-52. Pavement Conditions within the Subarea 3-78 Exhibit 3-53. Existing Transit Network within the Subarea 3-79 Exhibit 3-54. Existing Sidewalks within the Subarea 3-80 Exhibit 3-55. Existing Conditions at s 7th Street and Talbot Road S 3-81 Exhibit 3-56. Table of Future, Planned Transportation Projects within the Subarea 3-82 Exhibit 3-57. Map of Future, Planned Transportation Projects within the Subarea 3-86 Exhibit 3-58. PM Peak Hour Vehicle Trips Generated 3-87 Exhibit 3-59. Subarea Plan Exhibiting Pedestrian/Bicycle Improvements 3-89 xiv Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Contents Exhibit 3-60. Anticipated Right -of -Way to be Acquired for RapidRide I Line on S Grady Way 3-90 Exhibit 3-61. Alternative 1 No Action Trip Distribution, PM Peak Hour 3-93 Exhibit 3-62. Alternative 1 No Action Intersection LOS and Queues: 2044 AM Peak Hour 3-94 Exhibit 3-63. LOS and Delay for Renton Village Entrance Intersections, Alternative 1: 2044 AM and PM Peak Hour 3-94 Exhibit 3-64. Alternative 1 No Action PM Peak Hour Intersection LOS Results 3-96 Exhibit 3-65. Alternative 1 No Action Pedestrian/Bicyclist Impacts 3-97 Exhibit 3-66. Alternative 3, PM Peak Hour 3-100 Exhibit 3-67. Alternative 3: Intersection LOS and Queues: 2044 AM and PM Peak Hour 3-101 Exhibit 3-68. LOS and Delay for Renton Village Entrance Intersections, Alternative 3: 2044 AM and PM Peak Hour 3-102 Exhibit 3-69. Alternative 3 PM Peak Hour Intersection LOS Results 3-104 Exhibit 3-70. Alternative 3 Pedestrian/Bike Impacts 3-105 Exhibit 3-71. Conceptual Illustration of New Street Network- 3-109 Exhibit 3-72. Prioritization of Crossing Improvements at Lake Avenue S, Shattuck Avenue S, and Talbot Road S. 3-111 Exhibit 3-73. Proposed Intersection Improvements 3-114 Exhibit 3-74. 2044 PM Peak Hour LOS and Delay, With and Without Mitigations 3-118 Exhibit 3-75. Police Performance Measures 3-121 Exhibit 3-76. Patrol Operations Performance Metrics and Data 3-123 Exhibit 3-77. Department Resources Budgeted for Patrol Operations 3-123 Exhibit 3-78. Patrol Services Performance Metrics and Data 3-125 Exhibit 3-79. Department Resources Budgeted for Patrol Services 3-125 Exhibit 3-80. Investigations Performance Metrics and Data 3-127 Exhibit 3-81. Department Resources Budgeted for Investigations 3-127 Exhibit 3-82. Police Service Demand Level of Service 3-129 Exhibit 3-83. RRFA Jurisdiction 3-131 Exhibit 3-84. RRFA's Coverage Area, Population, Area, and Assessed Property Value 3-131 Exhibit 3-85. Countywide Protection Class Ratings 3-132 Exhibit 3-86. RRFA Total Responses, 2020 3-132 Exhibit 3-87. RRFA Responses by Incident Type 3-133 Exhibit 3-88. RRFA Responses by Fire Station and by Incident Type 3-133 Exhibit 3-89. RRFA Turnout Time 3-133 Exhibit 3-90. RRFA Travel Time 3-134 Exhibit 3-91. Existing Facility Capacity 3-137 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Contents Exhibit 3-92. Capacity by Service Area 3-137 Exhibit 3-93. The Renton Connector Greenway 3-140 Exhibit 3-94. Park Land by Classification, City of Renton 3-141 Exhibit 3-95. Park Land Needs Based on Level of Service Standard 3-142 Exhibit 3-96. Existing Renton Parks, Recreation, and Natural Areas 3-143 Exhibit 3-97. Developed Park Access and Residential Density 3-144 Exhibit 3-98. Existing and Proposed Trail Miles 3-146 Exhibit 3-99. Existing Trails Network 3-147 Exhibit 3-100. Existing and Proposed Network and Project Map 3-148 Exhibit 3-101. Level of Traffic Stress and Existing Network 3-150 Exhibit 3-102. Level of Traffic Stress and Proposed Network 3-151 Exhibit 3-103. Existing Trails Network Miles 3-152 Exhibit 3-104. City Center Planning Area 3-153 Exhibit 3-105. Total Housing, Population, and Employment by Alternative: Detail3-155 Exhibit 3-106. Potential Demand for Police Services, Full Study Area - All Alternatives 3-155 Exhibit 3-107. Potential Demand for Fire and EMS Services, Full Study Area - AII Alternatives 3-156 Exhibit 3-108. Estimated Additional Student Generation by Grade Level - All Alternatives 3-156 Exhibit 3-109. Estimated Level of Service by Grade Level - All Alternatives 3-157 Exhibit 3-110. Estimated Permanent and Total Capacity of School District Serving the Study Area - All Alternatives 3-157 Exhibit 3-111. Estimated Additional Demand for Park Space, Full Study Area - AII Alternatives 3-158 Exhibit 3-112. Estimated Additional Park Demand and Surplus / Deficit - All Alternatives 3-159 Exhibit 3-113. Potential Demand for Trail Miles, Full Study Area - All Alternatives 3-159 Exhibit 3-114. Existing Public Storm Water System 3-168 Exhibit 3-115. Existing Private Storm Water System 3-169 Exhibit 3-116. Water Quality Assessment Listings for Black River Basin 3-170 Exhibit 3-117. Benthic Index of Biotic Integrity Scores for Black River Basin 3-171 Exhibit 3-118. Existing Water System in Rainier/Grady Subarea 3-173 Exhibit 3-119. Existing Wastewater System 3-175 Exhibit 3-120. Wastewater Demand Comparison 3-178 Exhibit 3-121. Water System: Average Daily Demand (ADD) and Maximum Daily Demand (MDD)—Alternative 1 3-179 xvi Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Contents Exhibit 3-122. Alternative 2 Average Daily Demand (ADD) and Maximum Daily Demand (MDD) 3-181 Exhibit 3-123. Alternative 2 Average and Daily Demand Comparison to No Action Alternative 3-181 Exhibit 3-124. Alternative 3 Average Daily Demand (ADD) and Maximum Daily Demand (MDD) 3-183 Exhibit 3-125. Alternative 3 Comparison to No Action Alternative 3-183 Exhibit 3-126. Alternative 3 Wastewater Comparison to Alternative 1 3-183 xvii THIS PAGE INTENTIONALLY BLANK. 1.1 Introduction and Proposals The City of Renton desires to create a vibrant commercial and residential district, based on the adopted Rainier/Grady Junction TOD Subarea Plan (2021), oriented around near -term bus rapid transit (BRT), with potential for light rail service in the long term. Now the City intends to develop Municipal Code Amendments to implement the land use vision of the Subarea Plan to increase mixed -use opportunities and alter development standards including height, density, parking, and others. Additionally, to facilitate the development of the vision, the City intends to adopt a Planned Action Ordinance to establish environmental performance standards that each development would meet. Development consistent with the ordinance requirements would not require a new threshold determination and could rely on the Planned Action EIS to streamline their permit review. The City is considering three alternatives including the No Action Alternative, Alternative 2 (mid -rise focus), and Alternative 3 (high rise focus), that vary the amount and type of housing and employment growth and investments in the area that could occur under the new municipal code amendments. For each alternative, this Draft Environmental Impact Statement (Draft EIS), compares the environmental impacts of the alternatives and identifies mitigation measures. Environmental topics include: natural environment, land use, transportation, public services, and utilities. The Draft EIS is organized as follows: ■ Chapter 1 Summary ■ Chapter 2 Proposal and Alternatives ■ Chapter 3 Environment, Impacts, and Mitigation Measures ■ Chapter 4 Acronyms and References ■ Chapter 5 Appendices This Chapter 1 Summary highlights features of the alternatives described fully in Chapter 2, and associated environmental impacts detailed in Chapter 3. 1.2 Study Area The Rainier/Grady Junction TOD Subarea serves as the Study Area ("subarea" and "Study Area" are used interchangeably in this document) and is centered on the intersection of Rainier Avenue S and S Grady Way. A core "Planned Action Area" (PAA) lies east of Rainier Avenue between South 3rd Place and 1-405 around a planned transit center and "Renton Village" —the name of a commercial center used in this document to broadly refer to all properties within the "super -block" situated east of Rainier Avenue S, south of S Grady Way, west of Talbot Road, and north of 1-405. See Exhibit 1-1. 1-1 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Exhibit 1-1. Vicinity Map Q EIS Study Area aPlanned Action Area Renton Village �** Railroads Parcels Source: City of Renton, BERK, 2024. Ch.1 ■ Summary 311R� F31 Ez ,. 0 500 1,000 0 Feet :111 BERK Map Date: January 2024 1-2 Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ■ Summary January 2024 • Draft EIS 1.3 Public Comment Opportunities The City of Renton received a grant from the Washington State Department of Commerce to promote transit - oriented development (TOD) with a streamlined SEPA review under a planned action. To initiate the planning process the City sought comments from the public, agencies, and tribes through a formal SEPA scoping process including a written comment period and a community meeting per RCW 43.21c.440. The meeting was held online in August 2022 with six participants. In addition, a comment letter from the Duwamish Tribe was received. See Appendix 5.1. With the publication of the Draft EIS, the City has initiated a 30-day comment period; see details in the Fact Sheet. See the project website for more information about the proposals and comment opportunities: https://www.rentonwa.gov/city hall/community and economic development/long range planning/rainier Brady *unction subarea plan/rainier Brady planned action and e i s. 1.4 Objectives, Proposal, and Alternatives Objectives The State Environmental Policy Act (SEPA) requires a statement of objectives describing the purpose and need for the proposals. The Subarea Plan includes the following four goals, which serve as objectives for this EIS: 1. ALIGN WITH OVERALL VISION FOR RENTON: Align with overall vision for Renton's City Center area and support the unique role of the subarea in ways that are complementary to Downtown, the larger City Center area, and Renton as a whole. 2. TRANSITION TO A MULTIMODAL CENTER: Transition the area into a pedestrian -oriented district with a multi -modal center and strong pedestrian connections. 3. CREATE A LIVABLE NEIGHBORHOOD: Create a livable, distinct neighborhood that is active 18 hours a day, complements Downtown, and gracefully integrates with neighboring areas. 4. CATALYZE DESIRED CHANGES: Leverage the recent and planned public investment in the area for the private investment to follow. The objectives also serve as criteria by which the alternatives are evaluated. Alternatives Alternative 1 No Action Alternative 1, the No Action Alternative, is SEPA-required. Under Alternative 1, development would adhere to the existing Comprehensive Plan policies, land use designations and zoning districts, while aligning with the adopted Subarea Plan goals of transit -oriented development, community benefits, and quality of life. The current zoning is shared in Exhibit 1-2. 1-3 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 ■ Summary Exhibit 1-2. Study Area Zoning Map — No Action Alternative R-8 s ( R-10f S w 1,d c P on9ston Rh ' 900 .1 r `m IL sw P/ S W Sunset 6N6 ►a `9 CA ` s� s RM-F CO OEM 4th St 5 1111 ■ E E S 5th St ° w 0 ■,fie a V .. R-14 .� $ 6th St r ■,N N J ` ■=, I q II C� SW 7th St L 7.th:St _ I� T 1 �is7, 100 CA o ■i i .it . 1 CO $Renton Village PI 17t 00 S� �h 51 � :. • J� I 3 _ s) 4th st R-14 r■ v i r R-8 1 S 1 5th St_J- SW 16th St ■ O i CO R-6 a. t ' .r tr1 rt 7 SWAA9th'Sr`�_ u, - • � � � � . in R-1 O EIS Study Area Planned Action Area + Railroads Parcels Building Footprints Zoning Designation RI -Residential 1 du/ac R6-Residential - 6 DU/AC R8-Residential 8 du/ac R10-Residential 10 du/ac R14-Residential 14 du/ac RMF-Residential Multi -Family Source: City of Renton, 2022. CO 1r` R-8 CN-Commercial Neighborhood 0 500 1,000 0 . CA -Commercial Arterial Feet CD -Center Downtown CO -Commercial Office IL -Industrial - Light IM-Industrial - Medium :111 BERK Map Date: January 2024 1-4 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 ■ Summary Action Alternatives Two Action Alternatives were developed for evaluation in this Draft EIS, and both align with the goals of the Subarea Plan, described in Section 2.3 Objectives. While both Action Alternatives would meet objectives for an active pedestrian -oriented district that supports multiple modes of transportation around an active transit hub, each alternative would vary densities, heights, and growth in the Planned Action Area. ■ Alternative 2 would set minimum standards and incentives to achieve optimal Subarea Plan implementation resulting in a predominately mid -rise development pattern with some high-rise development possible through incentivized standards; and ■ Alternative 3 would allow high-rise development with required standards and public benefits scaled to the intensity of the development. Both Action Alternatives would be implemented under one zoning code but explore two separate growth concepts to test against the No Action Alternative. The Action Alternatives consider a range of building typologies that fit the Subarea Plan Growth Concept, and the proposed Municipal Code amendments, but vary the height, density, and other facets of the potential mixed -use buildings in the Study Area. See Exhibit 1-3, as well as Chapter 2, Exhibit 2-7 for images that are representatives of the typologies. Exhibit 1-3. Development Typology Descriptions Commercial — Retail Single story commercial uses in a low rise building with at grade parking. Commercial —Tower Primarily office/commercial uses consisting of towers and mid -rise building up to ten stories in height. The building envelope could accommodate an office tower or hotel. Mixed -Use — Base Mid -rise structures with four to five floors of residential uses over one floor of commercial use. Mixed -Use — Maximum Towers with eight to thirteen floors of residential uses over one or two floors of commercial use. Source: BERK, 2023. Notes: Each ground floor commercial retail story is modeled to be 20 ft. tall and 15 ft. tall for second story commercial retail. Each residential story is modeled to be 10 ft. tall. Each office story is modeled to be 15 ft. tall. Alternative 2 In support of the Subarea Plan's objectives and goals to transition the Study Area into a mixed -use pedestrian - oriented district with an active multi -modal center and strong pedestrian connections, Alternative 2 would result in moderate growth throughout the Planned Action Area. This growth alternative is modeled to include a mix of development typologies with most buildings no taller than 5-10 stories predominantly. The potential to achieve greater heights in the range would be in exchange for public benefits (e.g., affordable housing, open space, etc.). Greater heights would be anticipated in Renton Village surrounding a pedestrian -oriented internal main street concept. See Exhibit 1-4. 1-5 Rainier/Grady Junction TOD Subarea Planned Action January 2024 - Draft EIS Ch.1 ■ Summary Exhibit 1-4. Alternative 2 Modeled Typologies aEIS Study Area Typologies - Alternative 2 0 250 500 0 Planned Action Area Commercial - Low -Rise Retail Feet Railroad Commercial - Tower Parcels Building Footprints QPotential Light Rail Station OFuture BRT Station Source: BERK, 2023. Mixed Use - Base Mixed Use - Max Parks/Open Space Public Major Utility Easement Area :ill BERK Map Date: September 2023 1-6 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 ■ Summary AltPrnativP Consistent with the adopted Subarea Plan, under Alternative 3 high-rise growth and investment in housing, employment, transit, and parks and open space would support the transformation of the Study Area into a mixed -use pedestrian -oriented district with an active multi -modal center and strong pedestrian connections. Alternative 3 is modeled to achieve the most growth throughout the Planned Action Area. Alternative 3 would include a mix of Commercial Towers and Mixed -Use towers 10-14 stories in height in Renton Village surrounding a pedestrian -oriented internal main street concept as well as other locations near investments in walkability, transit access, or greenspace. See Exhibit 1-5. 1-7 Rainier/Grady Junction TOD Subarea Planned Action January 2024 - Draft EIS Ch.1 - Summary Exhibit 1-5. Alternative 3 Modeled Typologies e^ � Center`s L. /; SW 7th St 167 I / 0 ■ a EIS Study Area Typologies - Alternative 3 Planned Action Area Commercial - Low -Rise Retail r+i Railroad Commercial - Tower Parcels Mixed Use - Base Building Footprints Mixed Use - Max QPotential Light Rail Station Parks/Open Space OFuture BRT Station Public Major Utility Easement Area Source: BERK, 2023. S 4th St w N Q y v N — m � 3 Q S 5th St ° 3 sis OF 0 250 so0 F� :111 BERK Map Date: January 2024 1-8 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 ■ Summary Growth and Height Comparison In the exhibit below, the three alternatives' capacity is compared for housing and job growth. Within the Planned Action Area, the No Action Alternative shows a total net housing capacity of 3,339 units. The predominant mid -rise approach proposed in Alternative 2 shows a net housing capacity of 5,932 units, and the predominant high-rise approach proposed in Alternative 3 shows a net housing capacity of 8,688 units. See Exhibit 1-6. Exhibit 1-6. Total Housing by Alternative: Detail Planned Action Area EIS Study Area 3,339 3,337 5,932 3,337 8,668 3,337 Total* 6,676 9,269 12,005 *Totals may vary due to rounding Source: BERK, 2023. Within the Planned Action Area, the No Action Alternative shows a total net jobs capacity of 560 jobs. The primarily mid -rise approach proposed in Alternative 2 shows a net jobs capacity of 3,663 jobs, and the primarily high-rise approach proposed in Alternative 3 shows a jobs housing capacity of 6,653 jobs. See Exhibit 1-7. Exhibit 1-7. Total Employment by Alternative: Detail Planned Action Area EIS Study Area 560 1,353 3,663 1,353 6,653 1,353 Total* 1,912 5,015 8,006 *Totals may vary due to rounding Source: BERK, 2023. Currently, heights are 70-150 feet under Alternative 1 with reduced heights in the north and central area and greater heights to the south. Proposed Municipal Code Amendments will allow heights of 70-150 feet across a greater portion of the Planned Action Area; however, building heights are also subject to Federal Regulation Title 14 Part 77, which establishes standards and notification requirements for objects affecting navigable airspace. Modeled heights vary to test the proposed mid -rise and high-rise intensities and densities for purposes of the EIS. See Exhibit 1-8. Further discussion is found in Section 3.2 Land Use. 1-9 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch.1 ■ Summary Exhibit 1-8. Modeled Height Comparison S: 2nd St NO ACUON _ - S-2nd St Lx�RNQTIV 2-' - — - S=2nd St J1LT�RN�ITIV 3-� _ — 4 lk-!`• A t■ 7 E###i . ■ ' r r� a 3r: C '"y' 3- u 3;:: LI : S4th St < °- ■ S 4fi�5i� a v ^ ■ ':-S 41h St < v 4 - oISM.- -,r_ S 5,1h 5, N S 50, Sty IL - �I :a- o� S 6th St a S bth Sr S 61h St .. _ -r- - > -67 LS-7.th:St 167SZth.y l D II $'Renton�15� ti Igi,L'! 5='�:.•.:.n 'v �'�rir;:=f' o . e f IjJII $'Renron.00 '�' o S j4 5t ' r - S t art, 51` S 1411, 5' _ S 15th St S 151h Sr - S 1 5,h St 11 O EIS Study Area Typology Building Height ® Height Transition Area 0 500 1,000 0 FO-II'lanned Action Area 20 feet F-1 Major utility Easement Area I - Building Footprints : 70 feet F—I pPotential Light Rail Station 120 feet 130 feet O Future BRT Station ■ 140 feet :111 BERK 150 feet Map Date: January 2024 Note: Building heights are subject to Federal Regulation Title 14 Part 77, which establishes standards and notification requirements for objects affecting navigable airspace. Key Elements by Alternative The EIS Alternatives would leverage the Subarea Plan but test different assumptions about the intensity of land use, building heights, residential densities, street requirements, common open space and tree standards, and other elements of development. Alternative 1 assumes current plans and codes; Alternative 2 would consider new standards that set base goals but provide incentives to achieve optimal Subarea Plan implementation; and Alternative 3 would allow maximum heights and densities but require public benefits like the creation of affordable housing or substantial open spaces to achieve the Subarea Plan vision. Growth would vary depending on densities and heights. Key elements described by the alternatives above are compared in Exhibit 1-9 and Exhibit 2-20. 1-10 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 ■ Summary Exhibit 1-9. Alternative Features Compared Subarea Goals ■ Adopted Subarea Plan and Objectives Zoning and Mixed -Use Development Patterns Height Density (dwelling units per acre [DU/AC]) ■ Mix of CA and CO zoning in PAA. ■ Current standards for mixed - use development in Commercial Arterial and Commercial Office Zones: Equivalent to at least 40% of building footprint required to be commercial. • CO Zone restricts residential uses to no more than 25% of gross floor area on site. • Structured parking required for all residential. ■ CA:50'-70' ■ CO: 250' (greatest height achievable is —150' in Planned Action Area) Min. and Max.: • CA: 20 — 60 DU/AC ■ CO: 75 — 150 DU/AC ■ Adopted Subarea Plan ■ Consider business displacement mitigation incentives. ■ Coordination of development across site boundaries. ■ CA zoning throughout PAA, with an overlay zone. ■ Residential buildings required to have ground floor commercial with potential for reduced ground floor commercial adjacent to South Renton neighborhood. Increased residential density for affordable housing or substantial open space dedication. ■ Promote a range of commercial space sizes to encourage diverse business opportunities and retention of existing businesses. ■ Structured parking required for all residential but prohibited on ground floor along streets or active public realms. Consider incentives for parking reductions. ■ Subarea vision: predominantly 70' with incentives up to 150'. ■ Base height with incentives for affordable housing, and open space. ■ Building step -backs adjacent to residential zones. Min. and Max.: ■ 60 —150 DU/AC, up to 250 DU/AC with incentives. ■ Adopted Subarea Plan. ■ Consider business displacement policy considering Subarea Plan and developed through EIS. ■ Coordination of development across site boundaries. ■ CA zoning throughout PAA with an overlay zone. ■ Residential buildings required to have ground floor commercial with greater amount of commercial space along the "Main Street." ■ Allow standalone residential if dedicated as affordable housing and not abutting "Main Street." ■ Require range of commercial space sizes for diverse business opportunities and retention of existing businesses. • Structured parking required for all residential but prohibited on ground floor along streets or active public realms. Consider requirements for parking reductions. ■ Graduated heights up to airport height limits: 70' -150' with amenities required. ■ Building step -backs adjacent to residential zones. Min. and Max.: ■ 60 — 250 DU/AC with public benefits required. Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 • Summary Affordable CO Zone: 30% above max Increase max density bonus to No bonus. Rely on multifamily Housing density or density allowed via 65% for affordable housing. tax exemption, fee reductions, Density Bonus conditional use permit for and inclusionary zoning to affordable bonus at 1:1 ratio. create affordable housing. Health — Air None Implement a 500' mitigation buffer from 1-405 for residential Quality development. Require centralized air filtration systems, air intake vents located away from highways, noise attenuating construction and materials, and other appropriate mitigation measures. .............................................................. Open Space, Current common open space ■ Increase and require dedication of public open space via public or Landscaping & and stormwater requirements private easement. Stormwater • Creation of public plaza. ■ Green factor standards.1 Potential Investments in Transportation Core Area — New Streets Process • New Transit Station ■ Sound Transit Renton HOV Access Project ■ Bike/Trail Plan Improvements ■ Subarea Plan provides cross - sections (pp 55-59). • Current permit procedures. Source: BERK, 2023. 'See Seattle's Green Factor Standards ■ Augment street tree standards. • Increase green infrastructure; integrate into street standards. ■ Similar to Alternative 1 plus supportive modal infrastructure (e.g., multi -use paths, bicycle parking, etc.) as incentive with open space development. ■ Implement Subarea Plan Street Standards, including the creation of Main Street/festival shared street with pedestrian - oriented retail and services. • Require greater amount of commercial space abutting "Main Street" or other active pedestrian realms. Address mid - block connections. • Master Site Plan ■ Planned Action 1.5 Key Issues and Options The key issues facing decision makers are summarized below. ■ Similar to Alternative 1 plus increase long-term and short- term bike parking requirement for new development. ■ Implement Subarea Plan Street Standards including the creation of Main Street/festival shared street with pedestrian -oriented retail and services. • Wider pedestrian clear zones to accommodate additional pedestrian volume. • Address mid -block connections. • Master Site Plan ■ Planned Action ■ Approval of municipal code amendments to provide for transit -oriented development including additional housing and employment opportunities. 1-12 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch.1 ■ Summary ■ Creating a mix of incentives and requirements to encourage affordable housing, green infrastructure, and other public benefits. ■ Identifying the desired land use pattern and growth levels to respond to and integrate the BRT Station and future light rail investments and provide for housing and employment opportunities. ■ Identifying the mix of infrastructure and transportation investments to ensure added greenspace and connected multimodal streets. ■ Considering alternative open space and park investments suited to a transit -oriented urban neighborhood. ■ Approving Planned Action Ordinance to help incentivize growth while mitigating impacts. 1.6 Summary of Impacts and Mitigation Measures Natural Environment Source: Makers, Rainier/Grady Junction TOD Subarea Plan How did we analyze Natural Environment? The project team toured the Study Area and reviewed published maps, studies, literature, and regulations regarding natural environment conditions including surface water critical areas, species habitat, and cultural significance. Thresholds of significance are established to differentiate significant impacts that may require mitigation from insignificant impacts. Thresholds of significance in this impact analysis include: ■ Tree canopy impacts are considered significant when the action alternative would cause a net loss in the City's overall current tree canopy coverage. 1-13 Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ■ Summary January 2024 • Draft EIS ■ Natural environment impacts are considered significant when the action alternative would cause degradation of habitats, changes to wetland hydroperiods, or decreased water quality of wetlands and streams. ■ Archaeological impacts are considered significant when development would have the potential to alter or damage archaeological resources. What impacts did we identify? Under all alternatives, the project area includes growth in or near critical areas such as seismic hazard areas, wellhead protection areas, wetlands, streams, and special flood hazard areas for a 100-year flood event. Critical areas typically require enhanced protection, such as limited fill material in wellhead protection areas and buffers/setbacks near streams and wetlands. Any development or redevelopment requiring excavation poses threats of erosion hazards until construction is completed and soils on the site have been permanently stabilized. With compliance to The Model Toxics Control Act (MTCA) and Critical Areas Regulations, the residual impacts would be less than significant for the natural environment. The proposed growth in Renton Village is directly on top of an existing creek — Rolling Hills Creek — that has been piped underground. Stream relocation and/or daylighting (open channel where stream is currently in a culvert) is an option allowable under the current City code when developers propose building directly above streams piped underground. The Study Area has a very high risk of archaeological resources and is located in proximity to known archaeological sites and indigenous villages and camp sites. What is different between the alternatives? Alternative 1: This alternative would continue existing development standards throughout the Planned Action Area (i.e., no increased requirements or incentives for green space, reduced parking requirements), resulting in a higher percentage of impervious surface compared to the Action Alternatives. The No Action Alternative would also lack the support of an areawide EIS and Planned Action Ordinance to expeditiously facilitate development, which would likely result in a slower pace of redevelopment and therefore perpetuate existing conditions. Alternative 2: Alternative 2 would result in increased investments in green spaces and increased landscaping requirements. Alternative 3: Green space and enhanced landscaping would be similar to Alternative 2. Alternative 3 also proposes a Commercial —Tower typology adjacent to the Puget Wetland which would eliminate surface -level parking on this parcel. The proposed towers could create the potential for shade around the wetland which could be beneficial in reducing water temperatures. Setbacks are required and measured from the buffers around the wetlands for any development or redevelopment. 1-14 Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ■ Summary January 2024 • Draft EIS What are some solutions or mitigation for impacts? Application of federal, state, and local laws would apply to development in proximity to critical areas. City review applies to projects in critical areas and requires compliance with Renton Municipal Code 4-3-050. Critical areas protected under these regulations include flood hazard areas, steep slopes, habitat conservation areas, streams and lakes, wellhead protection areas, and wetlands or sites within 200 feet of a wetland. In all flood hazard areas, new construction and substantial improvements must be constructed to minimize flood damage. Federal and state laws apply to the protection of archaeological resources. This includes but is not limited to: Archaeological Excavation and Removal Permit (WAC 25-48) Archaeological Sites and Resources (RCW 27.53) Other potential mitigation measures include: Planting appropriate trees and native vegetation to improve the overall environmental quality of the area. This could include adopting different street tree standards for the Renton Village internal street network, adding greenery to the south side of 71" street to enhance the proposed non -motorized improvements, and/or implementing specific landscaping standards for the Study Area. Prioritize planting native species in the Study Area; this could be accomplished in proposed street tree and landscape code amendments or in the Planned Action Ordinance. In the broader Study Area, consider whether wetland and tree regulations encourage use of native plants. Any additional green spaces that are added to the existing conditions would improve water quality of natural water features in the area. Green infrastructure, such as Silva Cells and other best management practices, to support tree growth, protect sidewalks from root spread, and provide on -site stormwater management. The City could require an archaeological review in the planned action area, and notification to tribes. The City could consult with recognized tribal, State, Federal, and other local governments as well as the Duwamish Tribe, which is seeking federal recognition. The City currently restricts buildings over piped streams and easements to maintain the piping. Mitigation opportunities for daylighting Rolling Hills Creek include allowing transfer of residential density/floor area ratio so the daylighted stream and any natural buffer does not reduce the development potential when the stream is daylighted. The City could also require daylighting if development would relocate the creek, as well as incentivize daylighting where increased heights are allowed. With mitigation, what is the ultimate outcome? No significant unavoidable adverse impacts are expected for any alternatives if the potential mitigation measures and City regulations are followed. 1-15 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 • Summary Land Use _` Source: Makers, Rainier/Grady Junction TOD Subarea Plan, 2021 How did we analyze Land Use? The EIS team reviewed the policy and regulatory framework through adopted plans, existing uses, and future designations and zoning applied by the City of Renton. The team considered the King County Urban Growth Capacity Report and results for Renton under Alternative 1— No Action. The EIS team developed typologies for different types of uses and buildings, and estimated growth in the Study Areas under the Action Alternatives. Thresholds of significance, used here to define land use impacts that would have adverse effects without mitigation, include: ■ Interferes with state, regional, or local plans. ■ Increases potential for incompatible land use transitions. ■ Potential to increase households' exposure to air pollution, noise pollution. ■ Transitions in scale. Height of development, location of roads, and landscaping abutting surrounding neighborhoods creating an appropriate transition to areas of greater or lower density. ■ Shadows on public space. The potential for future development to cast shadows on public open spaces that could hinder public use and enjoyment of the space. What impacts did we identify? Alternative 1 No Action is consistent with VISION 2050 goals and Countywide Planning Policies relevant to the Subarea, but Action Alternatives would more optimally meet goals for increasing densities and providing housing, improving environmental conditions (e.g., tree canopy), and supporting transit. 1-16 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 ■ Summary The Action Alternatives propose alternative land use designations and zones compared to the No Action Alternative. The Subarea Plan would be integrated into the 2024 Comprehensive Plan Periodic Update. Alternative 1 No Action generally meets Renton Comprehensive Plan Policies, though Alternatives 2 and 3 more optimally meet existing policies. What is different between the alternatives? Growth: All alternatives will make progress towards meeting the City of Renton's housing and jobs growth targets, which at the time of the King County Urban Growth Capacity Report showed a deficit in housing and jobs through the year 2044. The Action Alternatives will more aggressively meet the growth targets, with Alternative 3 proposing the greatest addition to both housing and jobs. Within the Study Area, the No Action Alternative shows a total net housing capacity of 6,676 units. The mid -rise approach proposed in Alternative 2 shows a net housing capacity of 9,269 units, and the high-rise approach proposed in Alternative 3 shows a net housing capacity of 12,005 units. Additionally, within the Study Area, the No Action Alternative shows a total net jobs capacity of 1,912 jobs. Alternative 2 shows a net jobs capacity of 5,015 jobs, and Alternative 3 shows a jobs housing capacity of 8,006 jobs. See Exhibit 1-10 and Exhibit 1-11. Exhibit 1-10. Total Housing by Alternative 14,000 12,005 12,000 10,000 9,269 8,668 81000 6,676 5,932 6,000 4,000 3,339 3,337 3,337 3,337 2000, No Action Alternative 2 Alternative 3 ■ Planned Action Area ■ EIS Study Area ■ Total Source: BERK, 2023. 1-17 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 ■ Summary Exhibit 1-11. Total Jobs by Alternative 9,000 8,006 8,000 7,000 6,653 6,000 5,015 5,000 4,000 3,662 3,000 1,912 2,000 1,353 1,353 1,353 1,000 560 ■ ■ ■ No Action Alternative 2 Alternative 3 ■ Planned Action Area ■ EIS Study Area ■ Total Source: BERK, 2023. The Washington State Department of Commerce has developed guidance for Comprehensive Plan Housing Elements updated per HB 1220 that aligns different housing types with the level of affordability they typically provide.' Housing that is particularly suited to meeting low-income housing needs include low and mid -rise housing. Housing at moderate income levels includes middle housing and mid and high-rise housing. All alternatives increase housing options particularly Alternatives 2 and 3. Exposure to Air Quality Emissions and Noise: Growth of a mixed -use, multi -modal center in the Study Area will increase traffic volume, potentially impacting pedestrian safety, noise, and air and light pollution. Additionally, the placement of taller mixed -use, standalone residential, or commercial buildings could create noise and light pollution impacts to adjacent low -intensity residential areas north of the Study Area, with Alternative 1 the least intense and Alternative 3 the most. These impacts can be mitigated by design standards that prescribe features such as transitional height limits, setbacks, or landscaping. Air quality within the PAA and surrounding area are impacted by aircraft and roadway traffic due to proximity to Renton Municipal Airport and major roadways. While the Subarea Plan recommends 350 feet as an acceptable buffer from highway traffic emissions, the Planned Action explores 500 feet as a uniform standard for indoor sound and air quality mitigation. Alternative 3 would result in a greater concentration of high-rise mixed -use typologies adjacent to 1-405. As part of the municipal code amendments associated with the Action Alternatives, the City can address orientation and location of residential uses in mixed use developments to reduce the potential for localized air quality effects and improve compatibility. Expected noise levels are on the threshold of acceptable (not exceeding 65 dB) and normally unacceptable (above 65 dB but not exceeding 75 dB) by HUD's standards. Across all alternatives, resulting residential ' See: Guidance for Updating your Housing Element, Book 2, 2023. Available: https://deptofcommerce.app.box.com/s/ld9d5l7g5O9r389fOmapowh8ismpirlh. 1-18 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 ■ Summary development would be exposed to noise impacts, varying by location, orientation, design, density, and height allowance. Development Scale: The Action Alternatives would implement the Subarea Plan while testing different assumptions about the intensity of land uses near the new transit center and parking garage, including variations in building heights, residential densities, street requirements, common open space, and tree standards. The No Action Alternative assumes the implementation of current plans and codes. Under this alternative, the adopted Subarea Plan provides a policy direction for future development within the Study Area without having the regulatory support to fully implement the Subarea Plan's vision. Both Action Alternatives would organize development south of S Grady Way around an east -west Main Street designed to promote pedestrian scale retail and promote a robust and engaging public realm. Development fronting Shattuck Avenue S and S 7th Street would have transition standards and accommodate a mix of walk-up residential buildings and ground floor commercial uses within mixed -use typologies. Renton Village, south of S Grady Way and east of Rainier Avenue S, would focus on Mixed -Use Base and Maximum, centered around an interior main commercial street. Shadows: Alternative 2 would set minimum standards and incentives to achieve optimal Subarea Plan implementation resulting in a mix of commercial towers and mixed -use towers typically 70- 120 feet in height in most of the Study Area with a node of 150 feet in Renton Village. The taller buildings would surround a pedestrian -oriented internal main street concept. Alternative 2 proposes the fullest realization of the Subarea Plan. The scale and mix of future development fit the ideal heights and uses proposed within the Subarea Plan. The future proposed open space network south of S Grady Way would be impacted by the proposed building heights during the afternoon. The proposed Main Street would be impacted by the surrounding building heights throughout the morning. See Exhibit 1-12. 1-19 Rainier/Grady Junction TOD Subarea Planned Action January 2024 - Draft EIS Exhibit 1-12. Alternative 2 Shadow Analysis, 3113M 1i I 0 EIS Study Area Building Height - Alternative 2 Shading Conditions: Sept. 21, 3:00 PM Planned Action Area Q 20 feet Building Footprints (Outside PAO Area) ® 70 feet Pipeline Development Buildings - 120 feet Parks/Open Space . 150 feet :111 BERK Map Date: January 2024 Source: BERK, 2023. Ch.1 ■ Summary 1-20 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 • Summary Alternative 3 would allow high-rise development with required standards and public benefits with a height range of 70 —150 feet in height in Renton Village surrounding a pedestrian -oriented internal main street concept. More areas would develop to the upper range of the heights in Renton Village potentially shading green spaces. Mid -range heights north of S Grady Way could increase shading of areas to the north along S 7th Place; design standards such as building setbacks and upper story step backs could reduce the impacts. Northwestern portions of the Planned Action Area would develop to 70 feet, while areas to the northeast could develop 130-140 feet high. While the existing conditions may be out of scale, the maximum allowable height adjacent to the Study Area is 70 feet in the Commercial Arterial zone. If the parcels west of Rainier Avenue S are built to achieve their full development potential, they would visually support the proposed height ranges under Alternative 3. Under Alternative 3, the majority of the internal roadways in Renton Village would be shaded during both the morning and afternoon. The proposed open space south of S Grady Way would be shaded during the afternoon but would have access to light during the morning hours. See Exhibit 1-13. 1-21 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 ■ Summary Exhibit 1-13. Alternative 3 Shadow Analysis, 3PM NEW l 0 EIS Study Area Building Height - Alternative 3 Shading Conditions: Sept. 21, 3:00 PM Planned Action Area Q 20 feet Building Footprints (Outside PAO Area) ® 70 feet . Pipeline Development Buildings . 130 feet Parks/Open Space 140 feet :1II BERK 150 feet Map Date: January 2024 Source: BERK, 2023. 1-22 Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ■ Summary January 2024 • Draft EIS What are some solutions or mitigation for impacts? Subarea Plan Policies: Subarea Plan policies support appropriate landscaping and green infrastructure treatments that can address air quality and noise compatibility. The adopted Subarea Plan includes an expanded buffer recommendation for a natural area on the northern side of 1-405 to reduce noise and air impacts and support environmental functions of Rolling Hills Creek and aid with flood storage. The adopted Subarea Plan recommends a 350-foot air quality buffer. Adopted Regulations: Title IV regulations address landscaping, noise compatibility between land uses, airport height and safety, and others. Air Quality and Noise Mitigation: The City can reduce exposure to air quality emissions and reduce heat islands in paved areas through site design and tree canopy plantings. Federal regulations and mitigation options (e.g., under US HUD) include site design techniques, such as positioning parking garages or berms closest to a highway to shield a residential area from noise. To mitigate airplane noise, new construction or renovations can apply acoustical construction policies, such as material selection for improved insulation and window sizing, location, and thickness. The City could also require a noise evaluation, similar to the HUD noise assessment through the Planned Action Ordinance. Daylighting Creek: The unintended effects of burying or covering rivers and streams include an increase in nutrient contamination, the degradation of ecosystems, and an increase in downstream floods. When feasible, daylighting restores rivers and streams to their natural courses by removing these human -caused obstructions; in cases where development is preventing this, daylighting can provide a new path for the waterway by avoiding immovable obstructions. The City currently restricts buildings over piped streams and easements to maintain the piping. Mitigation opportunities for daylighting Rolling Hills Creek include allowing transfer of residential density/floor area ratio so that the daylighted stream and any natural buffer does not reduce the development potential when the stream is daylighted. The City could also require daylighting if development would relocate the creek, as well as incentivize daylighting where increased heights are allowed. Height Transition Area: Alternatives 2 and 3 identify a height transition area along Shattuck Avenue S and S 7th Street (see Exhibit 1-8) where human -scale design standards would address compatibility of building scales with abutting lower intensity areas. Site and building design standards could include greater setbacks and upper -level step backs (e.g., 20 feet setback at ground floor, and similar step backs at one or more upper floors for adequate light). With mitigation, what is the ultimate outcome? The area will experience more growth and activity under studied alternatives and help the City achieve its vision and growth targets; see the evaluation of Transportation, Public Services, and Utilities for the ways in which additional growth and activity would be addressed in service standards. More areas will experience bigger transitions between zoned height limits, particularly over the 20-year period as development infills. The increased height limits, modernized zoning, and improved development and design standards would improve the human experience of these subareas. There are no significant unavoidable adverse impacts to scale transitions. 1-23 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 ■ Summary Transportation C I 0 r Source: City of Renton How did we analyze Transportation? Current and future access and circulation are evaluated for vehicles, pedestrians, and bicycles with a focus on connectivity for pedestrians and bicyclists. The EIS team evaluated traffic operations for Alternative 1 and Alternative 3 as bookends of growth, leveraging a Travel Demand Model that encompasses this Subarea. The following scenarios will result in a significant impact for Alternative 1 No Action and Alternative 3. Pedestrians and bicycles have qualitative thresholds of significance throughout this study, focused on multimodal access and connectivity. Conversely, vehicles have quantitative thresholds of significance based on intersection operational delay and queue lengths. This study does not have a threshold of significance for transit. Impacts to overall transportation in the Rainier Grady subarea are qualitatively considered as improvements to the transit system. Vehicles ■ Traffic operations at study intersections on arterials and collectors (excluding Rainier Avenue and Grady Way) fall below a LOS D (policy T-48 of the City of Renton Comprehensive Plan). ■ Traffic operations at study intersections on Rainier Avenue and Grady Way fall below a LOS E (policy T-48 of the City of Renton Comprehensive Plan). ■ 95t" percentile queues of a downstream study intersection extend into an upstream intersection. 1-24 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 ■ Summary Pedestrians/Bicycles Crosswalks are spaced at least 750 feet apart. Pedestrian and bicycle facilities lack at least one continuous feasible route from the transit center to the north, south, east, and west directions on arterial or collector streets to the extent of the EIS Study Area boundary. What impacts did we identify? What is different between the alternatives? Vehicles All alternatives would add trips to the road system. Alternative 3 would add more trips than Alternative 1. Exhibit 1-14 summarizes the anticipated trips to be generated for modeled alternatives. Exhibit 1-14. PM Peak Hour Vehicle Trips Generated 2022 Existing ........ ......... ......... 357 666 ......... ......... ......... ........_ 1,023 2044 Alternative 1 ........ ......... ......... 1,225 1,536 ......... ......... ......... ........_ 2,761 2044 Alternative 3 2,863 3,255 6,118 Source: Perteet, Transpo Group, 2023 Similar to existing conditions, the majority of trips are distributed to turning movements heading toward 1-405 and SR 167. Within the Planned Action Area, the most commonly used streets are S Grady Way, S 7t" Street, Shattuck Avenue S, and the new primary streets (identified in the Subarea Plan) spanning north -south from S Grady Way. Outside of the Planned Action Area throughout the EIS Study Area, the most commonly used streets are SW Grady Way, Rainier Avenue S, and Talbot Road S. In general, traffic volumes are lower during the AM peak hour than during the PM peak hour. All alternatives experience northbound SR 167 95t" percentile queues that develop from the Rainier Avenue S / Grady Way intersection that may extend past the 1-405 S off ramp. It is important to note that as vehicles merge with SR 167 northbound traffic from the 1-405 southbound off ramp, vehicles have a separate lane that is used (which eventually turns into the northbound -right turn lane at Rainier Avenue S / S Grady Way) rather than being forced to merge immediately with traffic on SR 167; however, the off ramp from 1-405 N forces vehicles to immediately merge with SR 167 traffic and vehicles entering the 1-405 S on ramp. Vehicles attempting to turn left onto SW Grady Way have limited distance to cross travel lanes, which is further complicated by the queues from the Rainier Avenue S / Grady Way intersection. Additional traffic modeling can be performed, specifically with micro -simulation software, to analyze the impacts further. Throughout the S Grady Way corridor, the adopted Subarea Plan proposes roadway sections that generally retain existing roadway configuration but calls for exploring options to add or expand bicycle and pedestrian facilities and improve multimodal safety at key intersections. 1-25 Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ■ Summary January 2024 • Draft EIS Alternative 1: Throughout Alternative 1 No Action Synchro modeling, one intersection surpasses the level of service threshold of significance during the AM peak hour: Talbot Road S / S 7t" Street. The overall delay for this intersection is118.8 seconds during the AM peak hour. The rest of the study intersections meet the level of service standard and do not surpass the level of service threshold of significance, including the two intersections that are anticipated to function as the main entrances/egresses for the roadway network within the Renton Village area. There are two study intersections that surpass the 951" percentile queue length threshold of significance during the PM peak hour: S Grady Way / Talbot Road S and Rainier Avenue S / S 7t" Street. The southbound approach at S Grady Way / Talbot Road S develops a 951" percentile queue length that extends into the intersection of Talbot Road S / S 7t" Street, 388-feet long. The northbound approach at Rainier Avenue S / S 7t" Street develops a 95t" percentile queue length that extends into the new intersection of Rainier Avenue S / Hardie Avenue SW, 428-feet long. Rainier Avenue S / S Grady Way shows an increase in delay times during both peak hours from existing conditions not only due to the change in volume, but also with the removal of all slip lanes (per the adopted Subarea Plan). S Grady Way / Talbot Road S has a slight decrease in overall delay compared to existing conditions due to signal optimization. Alternative 3: Trip distribution under Alternative 3 is similar to Alternative 1 No Action; however, Alterative 3 has more trips entering/exiting the Planned Action Area through the northern region since the alternative has "Mixed -Use — Maximum" typologies in that area. Specifically, entering trips increase by 5% on southbound Rainier Avenue S and westbound S 7t" Street and decrease by 5% on northbound Talbot Road S and northbound Rainier Avenue S. Exiting trips increase by 5% on eastbound S 4" St and decrease by 5% on southbound SR 167. The Alternative 3 Synchro modeling shows results very similar to the Alternative 1 No Action scenario. The differences across the Study Area intersections for Alternative 3 are: the overall delay for Talbot Road S / S 7th Street intersection is longer at 160.9 seconds during the AM peak hour and 57.3 seconds during the PM peak hour with both peak hours now surpassing the threshold of significance, the S Grady Way / Talbot Road S southbound approach develops a 95' percentile queue length that is longer at 400-feet during the PM peak hour, and the Rainier Avenue S / S Grady Way intersection level of service is downgraded to an "E" during the PM peak hour. LOS E at the Rainier Avenue S / S Grady Way intersection is not considered a significant impact. Rainier Avenue S / S Grady Way also develops a 95t" percentile queue during both peak hours that extends into upstream intersections, surpassing the threshold of significance. With most of the study intersections displaying queue length changes between the alternatives, the 95t" percentile queue lengths at Rainier Avenue S / S 7th Street to Shattuck Avenue S / S 7t" Street during the AM peak hour and to Rainier Avenue S / Hardie Avenue SW during the PM peak hour are not expected to increase from Alternative 1 No Action to Alternative 3 High Rise — Required Benefit. The 95th percentile queues will spill into and past Lake Avenue S / S Grady Way. When this occurs, westbound vehicles may choose to reroute and turn north on Lake Avenue S instead of waiting in the long queue to access Rainer Avenue S / S Grady Way. All study intersections experience a slight increase in delay from Alternative 1 No Action. Although Rainier Avenue S / S Grady Way downgrades the intersection level of service rating, it only has an increase in 1-26 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 ■ Summary intersection delay of 4.6 seconds from Alternative 1 No Action to Alternative 3. The intersection that sees the highest increase in delay is Talbot Road S / S 7t" Street. During the AM peak hour, the intersection has a delay increase of 258.3 seconds and 178.8 seconds during the PM peak hour. Pedestrians/Bicycles The implementation of primary, secondary, main, and internal through -block connections in the adopted Subarea Plan greatly increases access and connectivity in the Planned Action Area. With these improvements, pedestrians and bicyclists will be able to connect seamlessly throughout Renton Village and with the transit center. The conceptual section for S Grady Way requires 23-feet of acquired or dedicated right-of-way on the south side, and 11- to 23-feet of acquired or dedicated right-of-way on the north side to implement this conceptual section. However, this section does not reflect the proposed RapidRide I line project. The RapidRide I Line plans require an additional 11-ft lane to the total width for vehicle travel, which means the section below will require an additional 11-ft acquisition width or a reduction of landscape and sidewalk area by 11-ft total. Exhibit 1-15 shows how much right-of-way will be acquired for the RapidRide I Line roadway section on the north side of S Grady Way per 90% submittal documents provided to the City of Renton, totaling 10,227 SF. These areas do not include permanent or temporary construction easements. Exhibit 1-15. Anticipated Right -of -Way to be Acquired for RapidRide I Line on S Grady Way 700 S Grady Way 710 S Grady Way 6,294 11.0 3,658 14.5 800 S Grady Way 275 0.0 Source: Perteet, 2023. Within the Planned Action Area, the majority of distances between crosswalks at each intersection do not surpass the threshold of significance of greater than 750 feet apart. The short blocks allow pedestrians/bicyclists to access both sides of the road and connect to various routes. There are two blocks within the Planned Action Area that surpass the 750 ft distance between crosswalks: S Grady Way between Rainier Avenue S and Lake Avenue S, and between Shattuck Avenue S and Talbot Road S. The Grady Way Overpass project is still in the planning phase, so it is unknown at this time how the overpass may impact pedestrians/bicyclists in order to cross S Grady Way. Outside of the Planned Action Area throughout the rest of the EIS Study Area, several blocks surpass the 750- foot distance between crosswalks, discouraging circulation and access for pedestrians/bicyclists. 1-27 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 • Summary Alternative 1: Most pedestrian/bicyclist activity during peak commuting hours will occur within the relatively highest density zoning designation of the Planned Action Area, Commercial Office. Pedestrians/bicyclists will most likely use the primary street paths identified in the adopted Subarea Plan along the outer edge of Renton Village prior to connecting with the new transit center (or in route to adjacent, connecting paths as stated in Impacts Common to All Alternatives). The intersections of S Grady Way with Shattuck Avenue S and Lake Avenue S will observe the most pedestrian/bike usage in this alternative. Given that there are not high density and high employment rates for the planned zoning designations for this alternative, it is not anticipated that there will be a shift toward more pedestrian activity outside of the Planned Action Area. Alternative 3: With high-rise typologies, high usage of the sidewalk and bike facilities is anticipated with an increase of 5,539 housing units and 6,093 jobs compared to Alternative 1 No Action in the Planned Action Area. Pedestrians/bicyclists will have more opportunities for access and circulation within the Planned Action Area in Alternative 3 due to the implementation of mid -block crossings adjacent to proposed bus stops. Access and circulation are further improved through all -way crossings at intersections within Renton Village, specifically at crossings with primary, secondary, and main streets. Transit All alternatives incorporate the operations of the new transit center and new 700-stall garage. 1-405, SR-167, Rainier Avenue S, SW Sunset Blvd, and SW 16th Street all become transit corridors. Several projects will revise signal detection to prioritize transit upon approaching an intersection. Bus Access Transit (BAT) lanes will help transit more efficiently move through traffic and provide better access to businesses and will be installed on Rainier Avenue S north of S 3rd St (Rainier Avenue S Phase 4 project) and on S Grady Way from Rainier Avenue S to Talbot Road S (S Grady Way Overpass project). All alternatives will also experience the same anticipated transit route connections anticipated for the 1-405 Bus Rapid Transit. By 2044, connections will be provided to Sound Transit route 566, King County RapidRide F Line, RapidRide I Line and Metro routes 101, 102, 106, 143, 169, 240, 907, 2022, 2614, 3162, 3218, and 3221. Alternative 1: Under Alternative 1 No Action, the intersections of S Grady Way with Shattuck Avenue S and Lake Avenue S are anticipated to experience the largest volume of pedestrians/bicyclists in the Planned Action Area. Adding on transit and vehicles traveling to and from the transit center to these two heavily used intersections, queue lengths and delay times will continue to increase. The LOS D operations at Rainier Avenue S / S 7th Street will impact King County RapidRide F Line, Metro routes 102, 153, 160, 167, and Sound Transit routes 560 and 566. The LOS D operations at Rainier Avenue S / S Grady Way will impact King County Metro route 153 and Sound Transit 560 and 566. The LOS D operations at S Grady Way / Talbot Road S may impact King County RapidRide I Line and King County Metro routes 101, 102, 148, 153, and 160. Alternative 3: Similar to Alternative 1 No Action, Alternative 3 will also likely experience impacts from the new transit center and new 700-stall garage. However, the intersections of S Grady Way with Shattuck Avenue S and Lake Avenue S will continue to have heightened queue lengths and delay times. The LOS E operations at Rainier Avenue S / S Grady Way will likely impact transit routes the most of all studied intersections. Routes impacted include King County Metro route 153 and Sound Transit routes 560 and 566. 1-28 Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ■ Summary January 2024 ■ Draft EIS What are some solutions or mitigation for impacts? Programs and Planned Capital Investments ■ Transportation Demand Management (TDM) measures would reduce trips, disperse peak period travel demand throughout the day, and increase transit usage and ride sharing in place of constructing new or widening existing facilities. ■ Intelligent Transportation Systems (ITS) can apply technological solutions to problems such as congestion, safety, and mobility. ■ Capital projects designed to address the needs of multiple modes are identified in the existing Comprehensive Plan, 2022-2027 Transportation Improvement Plan, and the Trails and Bicycle Master Plan. ■ Recommendations from the Subarea Plan for transportation address roadways, needs of pedestrians and bicyclists including connectivity to transit, and considerations for future light rail in the area. Renton Municipal Code encompasses the transportation ordinances for the City of Renton: Chapter 4-6-060 provides street standards to ensure reasonable and safe access to public and private properties. Chapter 4-6-070 ensures Renton transportation level of service standards are achieved concurrently with development. Chapter 13 establishes plans and goals for Commute Trip Reduction. Renton's Public Works department also has standard details for construction. Other Potential Mitigation Measures Other potential mitigation measures include the following by mode. Vehicles Implement change from the stop -control at the intersection of Talbot Road S and S 7th Street to a roundabout. See further discussion in Section 3.3 Transportation. Implement change from the linked signal timing at the intersection of S Grady Way and Talbot Road S with adjacent signals to unlinked signal timing with adjacent signals. Study and implement intersection improvements to address long queues for the northbound -through movement at the intersection of Rainier Avenue S and S 7th Street. One potential solution to consider is an additional northbound -through lane to provide additional queueing space between this intersection and the new Rainier Avenue S / Hardie Avenue SW intersection. Another potential solution to consider is converting the bus -only lane to bus and carpool to help alleviate congestion and queues leading up to the intersection of Rainier Avenue S and S 7th Street. 1-29 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 • Summary Study and implement intersection improvements to address long queues for the westbound -right movement at the intersection of Rainier Avenue S and S Grady Way. During the implementation of the Grady Way Overpass, one potential consideration during design is to separate the at -grade westbound - through and westbound -right movements to provide additional queuing space between this intersection and S Grady Way / Lake Avenue S. Prioritize "Access to Transit" project if funding is provided. This project is not listed in Affected Environment section due to the funding pending. Features of "Access to Transit" may analyze the impacts of the 95th percentile queues at the Rainier Avenue S / S Grady Way intersection that may extend past the 1-405 off ramp. The intersections surpassing significance thresholds no longer do so with mitigations applied. See Exhibit 1-16. 1-30 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 ■ Summary Exhibit 1-16. 2044 PM Peak Hour LOS and Delay, With and Without Mitigations 2044 AM Peak Hour Rainier Avenue S / S Grady Signal 60.2 / E 55.2 / E 960 > 770** 670 < 770** Way S Grady Way / Talbot Road S Signal 35.0 / C 25.7 / C 105 < 310 70 < 310 Talbot Road S / S 7t" Street Stop Control* 0.0 / A n/a n/a Shattuck Avenue S / S 7t" Signal 17.1 / B n/a n/a n/a Street Shattuck Avenue S / S Grady Signal 30.0 / C n/a n/a n/a Way ,Rainier Avenue S / S 7t" 41.7 / D 415 <_ 415 165 < 415 Signal 45.8 D / Street 2044 PM Peak Hour Rainier Avenue S / S Grady Signal 58.0 / E 54.0 / D 775 > 770** 503 < 770** Way S Grady Way / Talbot Road S Signal 44.4 / D 28.1 / C 310** 258 < 310** Talbot Road S / S 7t" Street Stop Control* 57.3 / F M3.6 / A n/a n/a Shattuck Avenue S / S 7t" n/a n/a n/a Signal 15.4 / B Street Shattuck Avenue S / S Grady Signal 31.3 / C n/a n/a n/a Way ,Rainier Avenue S / S 7t" 44.4 / D 428 > 415* 173 < 415** Signal 50.3 D / Street Source: Perteet, 2023. Notes: *Traffic control is three-way stop controlled. Synchro modeling software does not support this type of stop -control. Modeled in Synchro as two-way stop controlled at the eastbound and westbound approaches, and yield controlled at the southbound approach.**951" percentile queue length analyzed only at the intersection approach that surpasses the threshold of significance. n/a = No intersection improvements. ,Modeled with additional northbound -through lane. 2Modeled with bus -only lane changed to bus and carpool lane. 1-31 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch.1 ■ Summary Policy MT-2 Evaluation Analysis called for in MT-2 from the Subarea Plan emphasizes that the new grid of complete streets should prioritize the high -growth Renton Village area, serving to connect with Talbot Road S and S Grady Way, with an east -west street that can be used to access into the core of Renton Village area. The EIS evaluates the area, with the following limitations on that analysis: ■ Without traffic counts for the intersections of S Grady Way / Lake Avenue S and Talbot Road S / S Renton Village PI, volumes were assumed from balancing between adjacent intersections that have been studied for Alternative 1 and Alternative 3. Similar turn -movement ratios from the City's travel demand model for Alternative 1 and Alternative 3 were also applied to each intersection turn -movement. Collecting traffic counts at S Grady Way / Lake Avenue S and Talbot Road S / S Renton Village PI may result in slightly different delay and queueing results than what is presented in the EIS. In particular, S Renton Village Place and Talbot Road S should have traffic counts obtained and be re -analyzed when development begins to occur. Transit The transit network will continue to be impacted by intersection delays, especially routes that pass -through Rainier Avenue S / S Grady Way, S Grady Way / Talbot Road S, and Rainier Avenue S / S 71" Street. The installation and usage of Transit Signal Priority (TSP) and Business Access and Transit (BAT) lanes should promote transit efficiency and circulation surrounding the transit center. "Access to Transit" may perform additional studies for more TSP and BAT lane implementation as connections are established between the Bus Rapid Transit (BRT) and existing Sound Transit and Metro routes. Pedestrians/Bicyclists Consider modifying the main street sections proposed for use by the Subarea Plan for Renton Village from shared bicycle lanes connecting to shared -use paths for pedestrians and bicyclists. The top priority from Subarea Plan Recommendation MT-7 should be studying options for safe pedestrian crossings across S Grady Way at intersections with Shattuck Avenue S and Lake Avenue S, as well as between Rainier Avenue S and Lake Avenue S. These studies will include cost estimating so the City can identify funding needs and mechanisms to establish this key connection between Renton Village and the transit center. An option to be considered is a pedestrian/bicycle bridge over S Grady Way. Avoid major right-of-way dedication that could hinder development by implementing a roadway section on S Grady Way that varies from the proposed conceptual section in the Subarea Plan. The south side of S Grady Way should provide an 8-ft minimum landscape strip to buffer pedestrians from vehicle traffic with an 8-ft minimum sidewalk behind. This would only require an additional 8-ft of right-of-way acquisition, instead of 34-ft to match the conceptual section from subarea plan. The north side of S Grady Way should match what is provided for in the RapidRide I line plans with a typical shared -use path width of 12-ft and a minimum shared -use path width of 8-ft only on the block between Lake Avenue S and Shattuck Avenue S. Intersection Improvements at S Grady Way The adopted Subarea Plan discusses several high priority intersection improvements at S Grady Way for pedestrian/bicycle circulation and safety; however, many recommendations of the specific improvements 1-32 Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ■ Summary January 2024 • Draft EIS require additional studies and were not detailed out within the plan. In order to fulfill the pedestrian/bicycle circulation and safety needs on S Grady Way, a pedestrian/bicycle bridge over S Grady Way between Rainier Avenue S and Lake Avenue S could be installed. The location of this bridge will allow for pedestrians/bicyclists to seamlessly access the new transit center without intermixing with vehicle traffic, as well as reduce the distance to the nearest crosswalk below the 750-foot threshold of significance. This would need to be coordinated with the Grady Way overpass project which will also be elevating two lanes along S Grady Way in this same area. Because the Grady Way Overpass project will reduce the surface -level lanes to one lane in each direction, there is the possibility that other crossing treatments, such as a signalized crossing underneath the planned overpass, could be a viable option. Ultimately, the City should investigate at least these two options and how they would interface with the Grady Way Overpass project to determine what type of pedestrian crossing is feasible at this location. With mitigation, what is the ultimate outcome? Vehicle and pedestrian/bicycle significant impacts are anticipated to be mitigated through a combination of incorporated plan features, City of Renton regulations, and other potential mitigation measures as discussed in the previous section. Therefore, there are no anticipated significant unavoidable adverse impacts to transportation. Public Services uty or Nenton, -ornett unear ran< How did we analyze Public Services? The EIS team reviewed studies and plans regarding police services, fire and emergency medical services, schools, and parks and recreation. The primary providers of these services in the Study Area are the Renton Police Department, the Renton Regional Fire Authority (RRFA), and the Renton School District. Following a 1-33 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 ■ Summary description of current services in the Study Area and level of service (LOS) standards, an impact analysis is presented for each alternative. Impacts of the alternatives on public service are considered significant if they: ■ Negatively affect the response times for police and/or fire and emergency medical services. ■ Result in increases in students and lack of facilities unanticipated in district plans or that would reduce adopted levels of service. ■ Increase in demand for acres of parkland and miles of trail that cause a decline in the levels of service beyond planned capacity. What impacts did we identify? Police Services All studied alternatives are anticipated to increase housing and employment within the subarea. Given that the LOS criteria are based on or affected by population growth, all studied alternatives would create an increased demand for police, fire and emergency services, schools, and parks. What is different between the alternatives? Police Services With the increased number of commissioned officers needed to support the population demand, it will also result in increased police equipment and facility needs. See Exhibit 1-17. Additional growth may also increase traffic volumes, which might increase the response time to priority calls. Regular planning by the Department is anticipated to address incrementally increased demand for police services. Exhibit 1-17. Potential Demand for Police Services, Full Study Area — All Alternatives New Population Capacity 17,491 24,285 31,453 Additional Officers Needed 21.0 29.1 37.7 Note:12022: Commissioned Officers per 1,000: 1.2 Source: BERK, 2023. Fire and Emereencv Medical Services The subarea is served by Station 11, which is the second most active station and sees 20% of the responses in the Fire District. The increased population growth in all three alternatives is expected to lead to an increased number of calls for emergency services. As the population grows incrementally, the RRFA would need to maintain response times consistent with or better than current performance levels. Additional staffing, fire equipment, and facilities may be required to maintain performance levels with the population growth. See 1-34 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 ■ Summary Exhibit 1-18. The incremental growth will allow time for RRFA and Station 11 to address future staffing, equipment, and facility needs in the Study Area through planned improvements. Regarding equipment, the existing ladder truck at Station 11 is equipped to provide services to buildings of heights proposed under all alternatives. Additionally, new buildings would be required to have sprinklers to meet the Fire Code. Limited impacts to fire services are anticipated under all alternatives. Exhibit 1-18. Potential Demand for Fire and EMS Services, Full Study Area — All Alternatives New Population Capacity 17,491 Additional Personnel 24.5 Needed Note:12020: Personnel per 1,000: 1.4 Source: BERK, 2023 Schools 24,285 31,453 34.0 44.0 Renton School District's enrollment currently outpaces permanent capacity at the elementary and high school grade levels despite added capacity from the new Sartori Elementary School. Each alternative would generate new students in housing units, with all new residential growth assumed to be multifamily. Estimated additional demand based on Renton School District's multifamily student generation rate at each school level and estimated dwelling units for each alternative is shown in Exhibit 1-19. There would be a corresponding need for teaching units (classrooms). Exhibit 1-19. Estimated Additional Student Generation by Grade Level — All Alternatives Elementary School 0.14 915 1,270 1,645 Middle School 0.04 280 389 504 High School 0.06 401 556 720 Total 0.24 1,596 Source: Renton School District Capital Facilities Plan, 2022; BERK, 2023 2,215 2,869 As the District has exhausted permanent capacity, additional facilities would be needed to accommodate student growth and the associated teaching stations at all grade levels under all alternatives. However, the 1-35 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 ■ Summary associated growth in student population is expected to occur incrementally as individual development projects are constructed. This would allow time for the Renton School District to address future facility and staffing needs through its Capital Facilities Plan. Parks and Recreation With each alternative resulting in increased residential and total population, additional park land will be needed to maintain the current level of service of 5.07 acres of developed parks per 1,000 residents, and 6.14 acres of natural areas per 1,000 residents. Alternative 3 needs the most additional park acreage. Given the anticipated incremental population growth of the three alternatives, the City would need to add approximately 125 — 283 additional acres of park land, which is 25 to 55 percent of the total acreage of the Study Area. The Study Area's total acreage is 510 acres, but that includes the high voltage power line corridors, interchanges, and other rights -of -way. However, LOS standards are determined based on resident population citywide; additional acres of park land could be added outside the Study Area to meet the population demand. The Study Area also currently lacks a strong existing trail network and meaningful connection to nearby trails. In addition, the trail level of service quantity standard is increasing from 0.29 miles of trail per 1,000 residents in 2018 to 0.95 miles per 1,000 residents by 2035. With each alternative, additional trail miles and connections will need to be considered to maintain the current and future level of service. Given the anticipated incremental population growth, the City would need to add approximately 16 — 30 additional miles of trails. However, LOS standards are determined based on resident population citywide, so the additional miles of trail demanded can be added beyond the Study Area. What are some solutions or mitigation for impacts? The City of Renton addresses public service levels in its Capital Facilities Plan Element of the Comprehensive Plan. The element is updated periodically to ensure that proposed growth and change can be served. Renton Municipal Code allows for the collection of impact fees to address increased demand generated by new development. Charging impact fees will provide funding needed to provide emergency services, expand the park system, build new recreational facilities, and construct new school facilities as needed. Police The City could consider the hiring of additional police officers and police department staff to maintain levels of service consistent with growth. This would be considered with the Comprehensive Plan, Capital Facility Plan, and regular budget adjustments. To reduce the increased need for police response to that area, the City could require new developments in the Study Area to provide on -site security services to reduce calls for service. This reduction is largely dependent on the nature of the incident. The City could adopt specific Crime Prevention Through Environmental Design (CPTED) principles to provide tips to residents, businesses, and developers on how to create designs in landscaping, access, and buildings to promote natural surveillance. 1-36 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch.1 ■ Summary Fire EMS As development occurs, the Fire Authority could reassess future operations plans to ensure that staff and equipment are located close enough to areas of concentrated development to maintain adequate response times according to the Fire Authority's Annual Report. This may entail redistribution of staff or equipment between fire stations or construction of new facilities. The City could require a mitigation agreement at the time a development application is submitted to address additional staffing needs and needed capital investments at stations serving the Study Area (e.g., stations, ladder trucks, or other). The City could condition Planned Action proposals during development review to develop protocols for fire aid and emergency medical services in conjunction with the RRFA. Schools Renton School District tracks information on growth in enrollment and demand for educational program offerings across all grade spans in the region, including the Study Area, to determine if and when additional personnel or facilities are needed. The City will periodically review trends and information from the Renton School District to ensure school impact fees are sufficient to address the District's needs, including grade configuration, optimum facility size, educational program offerings, classroom utilization, scheduling requirements, and the use of temporary classroom facilities. Parks and Recreational Facilities LOS standards are determined based on resident population citywide. Given the acreage of the Study Area and the anticipated number of future residents, the current parks LOS standard of 5.07 acres per 1,000 people cannot practically be achieved within the Study Area. Additionally, the Study Area will also have non-residential users generating demand for parks and recreation. The City could consider the anticipated impacts of new visitors, residents, and employees working in the Study Area to determine what additional or future amenities and improvements are needed. ■ The City could adopt an urban park LOS category in an upcoming PROS Plan update to encourage dedicated park and open space while addressing specific needs and uses. This could address the idea of adding capacity through a combination of new power line parks/trails and improvements at existing parks (e.g., Burnett Linear Park) to address increased demand. ■ The City could encourage and promote dedicated public space through public/private partnerships where possible. ■ The City could ensure the Trails and Bicycle Master Plan is implemented along key rights -of -way. ■ The City could adapt its onsite open space standards for mixed use and residential development to address development -specific recreation needs. With mitigation, what is the ultimate outcome? Future population and employment growth will increase the demand for public services including police, fire, schools, and parks. This growth would occur incrementally over the 20-year planning period and would be addressed in regular capital planning. Each service provider in conjunction with the City could evaluate levels of service and funding sources to balance with expected growth; if funding falls short, there may need to be an 1-37 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 ■ Summary adjustment to levels of service or growth as part of regular planning under the Growth Management Act. With implementation of mitigation measures and regular periodic review of plans, significant unavoidable adverse impacts to public services are not anticipated. Utilities Source: Makers, Rainier/Grady Junction TOD Subarea Plan How did we analyze Utilities? The EIS team reviewed current utility plans, levels of service, and subarea conditions, and evaluated utility implications of each alternative regarding stormwater, water, and wastewater. Wastewater modeling was conducted for the bookend Alternative 1 No Action and Action Alternative 3. Thresholds of significance utilized in this impact analysis include: Projected growth demand exceeds planned capacity of utility. Decreases in adopted levels of service. What impacts did we identify? The subarea would experience growth under all alternatives, increasing demand on water and wastewater utilities. Impacts to the existing stormwater system are expected to be insignificant. Critical areas within the Study Area will remain undeveloped under all alternatives. 1-38 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 • Summary What is different between the alternatives? Stormwater: Both residential and commercial populations in the Study Area will increase in each of the alternatives. Increase in traffic due to development in the area will result in increases in traffic related pollutants entering the stormwater system, but this increase is projected to be minor compared to background levels. Excluding the critical areas that will remain undeveloped, the Study Area is nearly 100% comprised of impervious surfaces, so the potential for additional impervious surfaces in this highly developed area is significantly lower than in less developed areas. Under all alternatives, the impervious surface area is expected to either remain the same or decrease. Water Distribution: Under all alternatives, demand for domestic water and for fire protection service will increase. See Exhibit 1-20. Each alternative requires fire flow requirements to be met. The portion of the subarea east of Rainier Avenue S, including Renton Village, has mostly 8-inch and smaller water mains that will need to be upsized, replaced, and/or relocated to meet the required fire flow demand for future development and redevelopment projects. Additional water main improvements, including looping of water mains around proposed development/redevelopment (e.g., if fire flow demand exceeds 2,500 gallons per minute), extensions of water mains in existing and new roadways fronting properties to be developed or redeveloped, and the installation of additional hydrants and fire sprinkler systems, would be required to meet fire code and city development regulations. Exhibit 1-20. Water System: Average Daily Demand (ADD) and Maximum Daily Demand (MDD) — Alternative 1 ADD 7.39 0.9 8.29 9.43 MDD 13.59 1.1 14.69 21.82 Source: City of Renton, Perteet, 2023. Wastewater System: Under all alternatives, wastewater demand or average dry weather flow (ADWF) from both residential and commercial development would increase. See Exhibit 1-21. Exhibit 1-21. Wastewater Demand Comparison Alternative 1 0.6 0.7 1.4 Alternative 3 2.4 2.5 4.9 Calculations assume an average household size of 2.62 people, based on the American Community Survey 5-year estimate (2017-2021). Assumptions of water use include 100 gallons of flow per day (gpd) per person, and 20 gpd per employee per day (Renton Long -Range Wastewater Management Plan assumptions). Source: Perteet 2023. 1-39 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 ■ Summary According to the 2015 City of Renton Comprehensive Plan (Amended in 2018), demand on the sewer system is projected to exceed its capacity as the city nears "ultimate build -out" in 2030 (City of Renton, 2018). In July of 2023, the City modeled the wastewater system to provide a baseline for the existing conditions and determine the system's capacity. The City's modeling efforts have identified the same deficient areas within the Renton Village area as those provided in the Long -Range Management Plan including infiltration/inflow (I/I) issues contributing to existing deficiencies requiring upsizing to 30-inch pipe in the Renton Village area if 1/1 is not addressed upstream of Renton Village even without growth. Addressing 1/1 would reduce the necessary pipe size, but sewer system upsizing will be needed even with the reduction of 1/1. These deficient areas will need to be addressed under all alternatives. Note that Alternative 2 was not run in the City's hydraulic model, Alternative 3 was used for system capacity analysis as a bookend. What are some solutions or mitigation for impacts? State and local laws address water quality and compliance with City stormwater, water system, and wastewater system standards. Stormwater System The City's Surface Water Utility System Plan mentions Rainier Pump Station upgrades on Rainier Avenue S to address flooding at the low elevation on Rainier Avenue S at the BNSF railroad underpass and Talbot Road Culvert Improvements on Talbot Road between Grady Way and 1-405 to replace a 48-inch culvert that is deficient due to its age and condition. The Talbot Road project is identified by the City as a priority two project meaning it could be funded after all priority one projects are addressed. All development and redevelopment are required to comply with Department of Ecology's Green River Watershed Temperature Total Maximum Daily Load (TMDL) standards. According to 2011 Green River Watershed Temperature TMDL, the plan to reduce temperature in this watershed includes encouraging Low Impact Development (LID) and restoring riparian vegetation. Alternative 2 and Alternative 3 both propose increased green space, required dedication of public open/green space (public or private with easements), creation of public plaza, green factor standard S2, and a modification of street tree standards. These features would bring both qualitative and quantitative benefits to stormwater. In the highly developed Study Area, the stormwater in this area is already being collected and conveyed within the system. Due to the reduction of overall impervious area under Alternatives 2 and 3, the projected growth is unlikely to produce higher stormwater runoff volumes but will likely increase the pollutants entering the system as the population and employment levels rise. One option for reducing pollutants would be to use LID techniques that are intended to treat and infiltrate portions of runoff to reduce pollution in the system. The City could require enhancement of native growth protection areas within the Rolling Hills Creek stream buffer to encourage use of native and riparian vegetation (RMC 4-3-050). Encouraging native and riparian vegetation provides thermal cover and shields Rolling Hills Creek from extreme temperatures, reduces the z See Seattle's Green Factor Standards 1-40 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.1 • Summary amount of algae in the creek allowing for the waters to hold more dissolved oxygen, and also supports the request of the Duwamish tribe for more native vegetation within the subarea. A portion of Rolling Hills Creek is currently piped underneath development. It should be noted that daylighting the creek or portions of the creek would allow for an increased impervious surface lot coverage per RMC 4-3-050 section 7f-ii. This is a viable option to improve existing conditions as well as benefit the developer. The City code allows for, but does not specify, incentives for developers to daylight streams. The City should consider implementing specific incentives to encourage developers to daylight portions of Rolling Hills Creek to restore more natural habitat to the area. When new street networks are formalized, regulatory stormwater standards will be required, and the development applications will receive a formalized review to verify required stormwater systems. The City could also consider encouraging detention facilities or bio-swales that allow for open space. Under all alternatives, a downstream analysis and hydraulic model analysis for the stormwater system should be conducted to verify the system's capacity is efficient for the level of growth expected. Water Distribution System The City is planning to construct additional storage facilities for the water distribution system, including a 6.3 MG reservoir in the Highlands in 2026-2028 to accommodate the city's growth and associated water demand (2021 Water System Plan, 2022-2028 Capital Improvement Program). When development or redevelopment is proposed, developers are required to submit information about the proposed development for the city and for Renton Regional Fire Authority to determine water demand for domestic use and fire protection. Developers must submit basic information such as the location and size of the buildings, number of dwelling units, proposed type of building construction materials, and occupancy. RRFA will determine the fire flow demand for the development based on the submitted information. The City Water Utility will verify through the use hydraulic model of the water system to determine if the existing water distribution system in the vicinity of the development is adequately sized to provide the fire flow demand, or if additional water main extensions, and upsizing of existing water mains are required to provide the fire flow demand. To accommodate additional water demand for domestic use and for fire protection resulting from the implementation of the selected land use Alternative, the following water system improvements are recommended: Developers will be required to install new water mains, including replacement and upsizing of existing mains, to meet the required fire flow demand for future development and redevelopment projects within the portion of the subarea east of Rainier Avenue S, including Renton Village. Additional water main improvements, including looping of water mains around proposed development/redevelopment and the installation of additional hydrants and fire sprinkler systems would be required to meet fire codes. Water line extensions for domestic water uses and to meet fire flow demands for development and redevelopment projects in the City shall be constructed by developers' projects. To reduce summertime peak water demand, the City could adopt Landscape Water Budgeting requirements that would be applicable to the irrigation of landscape areas created by new or 1-41 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch.1 ■ Summary redevelopment projects. Landscapes will be required to comply with the Landscape Water Budgeting Requirements when they are adopted by the City. Wastewater System To accommodate additional wastewater flows resulting from the implementation of the Alternative 2 or Alternative 3, the following wastewater system improvements are recommended: ■ Deficiencies 7A, located southeast of the 1-405 and SR 167 intersection with a small portion overlapping the south side of the Planned Action Area boundary, and 45A, located on the south side of the Planned Action Area overlapping the Renton Village area, both have high Infiltration and Inflow (1/1) at upstream mini - basins and are recommended for micro -monitoring (City of Renton, 2022). These specific locations are depicted in Appendix 5.4. ■ Deficiency 14A is located on West Sunset Blvd and SW 4t" Place (Manhole MH6332), as depicted in Appendix 5.4. It is recommended that this location be monitored for a duration of 3-7 years as part of the Long -Term Flow Monitoring. ■ The City should upsize Renton's wastewater pipes when replaced due to development to eliminate surcharging in the system. ■ The City should continue to coordinate with King County regarding the King County interceptor which surcharges 400-500 yards into Renton's system during King County's peak flows. The City should consider applying for grants, or funding projects upfront using a Local Improvement District (LID) or Special Assessment District (SAD), to make sewer readily available to encourage development. ■ The City should continue upgrading sewer services to match adopted land use densities where transportation projects are already planned. ■ The City should maintain the hydraulic model analysis for the wastewater system. ■ Specific potential projects to upgrade the system to address future growth proposed in Alternative 3 (based on the City's hydraulic model analysis of the Planned Action Area) are upgrading 1,175 LF to 12-inch pipe, 153 LF to 18-inch pipe, and 2,221 LF to 36-inch pipe. See Appendix 5.4. With mitigation, what is the ultimate outcome? No significant unavoidable adverse impacts are expected for any alternatives if the potential mitigation measures and City regulations are followed. Through an overall reduction of runoff volumes, regulatory stormwater standards, and implementation of GSI techniques, all impacts should be mitigated. Therefore, no unavoidable adverse impacts are expected within the stormwater system. All impacts to the water distribution system should be mitigated by upsizing and looping water mains to meet fire flow demands and following City water regulations, resulting in no unavoidable adverse impacts expected within the water system. Development and redevelopment would be required to implement wastewater standards. Therefore, no unavoidable adverse impacts to wastewater are expected. 1-42 2.1 Introduction and Proposals This Chapter describes the proposals and alternatives examined in this Draft Environmental Impact Statement (Draft EIS). In 2020, the City of Renton "City' developed the Rainier/Grady Junction TOD Subarea Plan ("Subarea Plan") to create a vibrant commercial and residential district oriented around near -term bus rapid transit, with potential for light rail service in the long term. The City is now considering Municipal Code Amendments to implement the land use vision of the Subarea Plan to increase mixed -use opportunities and alter development standards including height, density, parking, and others. A Planned Action Ordinance ("Planned Action") will facilitate growth that is consistent with the Subarea Plan by implementing municipal code amendments and completing an Environmental Impact Statement (EIS) for the area. The Planned Action will complete the environmental review upfront and establish environmental performance standards that each development would meet. Development consistent with the ordinance requirements would not require a new threshold determination and could rely on the Planned Action EIS to streamline their permit review. This Draft EIS studies three alternatives including current plans and regulations, called the No Action Alternative, and two Action Alternatives that vary the amount and type of growth and investments in the area that could occur under the new municipal code amendments. 2.2 Study Area The Study Area is centered on the intersection of Rainier Avenue S and S Grady Way. A broader EIS Study Area is studied in this EIS for context and general conditions, while the core area ("Planned Action Area") has more specific proposals for growth and more specific evaluations and mitigation measures. See Exhibit 2-1. 2-1 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Exhibit 2-1. EIS Study Area Q EIS Study Area aPlanned Action Area Renton Village * Railroads Parcels Source: City of Renton, BERK, 2024. Ch. 2 ■ Proposal and Alternatives 311R� F31 Ez ,. 0 500 1,000 0 Feet :111 BERK Map Date: January 2024 2-2 Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ■ Proposal and Alternatives January 2024 • Draft EIS 2.3 Objectives The State Environmental Policy Act (SEPA) requires a statement of objectives describing the purpose and need for the proposals. The Subarea Plan includes the following four goals, which serve as objectives for this EIS: 1. ALIGN WITH OVERALL VISION FOR RENTON: Align with overall vision for Renton's City Center area and support the unique role of the subarea in ways that are complementary to Downtown, the larger City Center area, and Renton as a whole. 2. TRANSITION TO A MULTIMODAL CENTER: Transition the area into a pedestrian -oriented district with a multi -modal center and strong pedestrian connections. 3. CREATE A LIVABLE NEIGHBORHOOD: Create a livable, distinct neighborhood that is active 18 hours a day, complements Downtown, and gracefully integrates with neighboring areas. 4. CATALYZE DESIRED CHANGES: Leverage the recent and planned public investment in the area for the private investment to follow. The objectives also serve as criteria by which the alternatives are evaluated. 2.4 Alternatives Alternative 1 (No Action) Summary Alternative 1, the No Action Alternative, is SEPA-required. Under Alternative 1, development would adhere to the existing Comprehensive Plan policies, land use designations and zoning districts, while aligning with the adopted Subarea Plan goals of transit -oriented development, community benefits, and quality of life. Land Use There are two land use designations in the EIS Study Area: (1) Commercial Mixed Use and (2) Employment Area. Policy U-17 in Renton's Comprehensive Plan defines Commercial and Mixed Use (CMU) as a land use category for places with established commercial and office districts close to major arterials. Its intent is to establish a vibrant district and boost employment possibilities, permit residential uses as a component of mixed -use complexes, and encourage new construction of intense office and commercial uses. Policy L-18 defines the Employment Area (EA) land use classification as being reserved for commercial and industrial uses including office, industrial, warehouse, and manufacturing, with access to transportation networks and transit. Employment Areas give the city a foundation for economic growth and employment. 2-3 Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ■ Proposal and Alternatives January 2024 • Draft EIS While the EIS Study Area is split between CMU and EA, the entire Planned Action Area is designated for CMU. The Study Area has an auto -oriented urban form with a diverse mix of commercial and employment land uses. Along Rainier Avenue S in the subarea's core, there are primarily retail uses, including a mix of big -box retailers, auto dealerships, and smaller retail and other business buildings. Office buildings can be found all along the corridor, but are most prevalent along S 71" Street, close to 1-405 in the subarea's southeast (the Planned Action Area), and south of 1-405 at Lind Avenue. Large warehouse -style buildings housing light industrial uses are found in the western part of the subarea. With a few exceptions, residential uses are quite uncommon in the subarea. Outside of the subarea to the northeast, northwest, and southeast are medium -density residential neighborhoods. Zoning The No Action Alternative is consistent with existing policy and plans and would allow the Planned Action Area to be developed under the current Commercial Arterial (CA) and Commercial Office (CO) zoning designations. See Exhibit 2-2 and Exhibit 2-3. The CA Zone aims to transform linear "strip commercial" business districts into commercial areas with improved site planning and pedestrian orientation, including coordinated access, efficient parking lot design, amenities, and boulevard treatment with higher densities and a 70-foot height limit. The CO Zone permits professional, administrative, and business offices, and related uses in a high -quality and amenity -rich environment. Uses such as retail, onsite services, and attached dwellings are permitted with a gross floor area limit not to exceed 25% of the gross floor area of all uses on site. Medical institutions and associated uses, as well as limited light industrial activities that can seamlessly fit into an office setting, are also permitted. While the maximum building height is 250 feet, the greatest actual height achievable within the Planned Action Area is estimated to be 150 feet, as regulated by Federal Regulation Title 14 Part 77, which establishes standards and notification requirements for objects affecting navigable airspace. Other zoning designations that apply beyond the Planned Action Area include small clusters of Center Downtown (CD), and Medium Industrial (IM). Exhibit 2-2. Study Area Zoning Chart — No Action Alternative Commercial Arterial CA 60 dwelling units 50', except 70' for 192 per net acre in the vertically mixed -use City Center buildings Commercial Office CO 150 dwelling units 250'* 87 per net acre** ........ ......... ......... ......... ......... ......... ......... ......... ............... Center Downtown CD 150 dwelling units 150' 3.7 per net acre ........................................................................................................................................................................................................................................................................_.................................................................................................................................................... Medium Industrial IM N/A None 74 Total N/A N/A N/A 356.7 *Based on Federal Regulation Title 14 Part 77, which establishes standards and notification requirements for objects affecting navigable airspace, the maximum height achievable is estimated to be 150 feet. **Except that the gross floor area of all residential uses on site is limited to 25% of the total gross floor area of all uses on site. 2-4 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 2 ■ Proposal and Alternatives Exhibit 2-3. Study Area Zoning Map — No Action Alternative t R-8 3 3 s !R-1 Sw 3ry P/ Q w CQngshta c c i 0 a, h IL sw 4h'I'/ - -SW SunsetBt°d ►y � A q RM-F . 1• .1; wr�e c0 P — F7 co !ul IL IM "S 4th St Q115 20 y v E S 5th St •° �� 0 3 n°s■ a v y V a R-14 5 6th St CO v CA o _�•,. ` • os Fit CX ti SOW 16 1► - � ram nes c�rr i©■ C � 1 Q • °«�_aec�ee�►Qll..l cG�r°1' an R-8 Q EIS Study Area Zoning Designation CN-Commercial Neighborhood 0 500 1,000 ❑0 Planned Action Area RI -Residential 1 du/ac CA -Commercial Arterial 0 L--J City of Renton R6-Residential - 6 DU/AC Feet ■ CD -Center Downtown Other Cities R8-Residential 8 du/ac CO -Commercial Office UGAs R10-Residential 10 du/ac IL -Industrial - Light + Railroads R14-Residential 14 du/ac IM-Industrial - Medium Parcels RMF-Residential Multi -Family '��I Building Footprints BERK Map Date: January 2024 Source: City of Renton, 2022. 2-5 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 2 • Proposal and Alternatives Growth The City considers its growth potential through an urban growth capacity analysis. The analysis considers redevelopable and vacant land applying the method documented in a regional King County Urban Growth Capacity Report (King County, 2021). The No Action Alternative allows for a net housing capacity of 3,339 units in the Planned Action Area and 3,337 housing units in the EIS Study Area (excluding the Planned Action Area). Additionally, the No Action Alternative allows for a net employment capacity of 560 jobs within the Planned Action Area and 1,353 jobs within the EIS Study Area. See Exhibit 2-4 and Exhibit 2-5. Exhibit 2-4. No Action Capacity Summary — Planned Action Area Net Housing Unit Net Square Feet Net Jobs Capacity C1. apacity C11 apacity CA 2,020 126,216 421 CD - - - CO 432 34,755 139 IM - - - Pipeline Development 887 - - Total* 3,339 160,972 560 *Totals may vary due to rounding. Source: BERK, 2023. Exhibit 2-5. No Action Capacity Summary — EIS Study Area Net Housing Unit Net Square Feet Net Jobs Capacity V=_ Capacity Capacity CA 1,420 90,232 301 CD 74 113,401 378 CO 1,697 117,133 469 IM ........ ......... ......... ......_.. - ......... ......... ......... 39,515 ......... ......... ......... ......... 56 Pipeline Development 145 44,133 149 Total* 3,337 404,415 1,353 *Totals may vary due to rounding. Source: BERK, 2023. 2-6 Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ■ Proposal and Alternatives January 2024 • Draft EIS Action Alternatives Two Action Alternatives were developed for evaluation in this EIS, and both align with the goals of the Subarea Plan, described in Section 2.3 Objectives, and illustrated in Exhibit 2-6. While both Action Alternatives would meet objectives for an active pedestrian -oriented district that supports multiple modes of transportation around an active transit hub, each alternative would vary densities, heights, and growth in the Planned Action Area. Alternative 2 would set minimum standards and incentives to achieve optimal Subarea Plan implementation resulting in a predominately mid -rise development pattern with some high-rise development possible through incentivized standards; and Alternative 3 would allow high-rise development with required standards and public benefits. Both Action Alternatives would be implemented under one zoning code but explore two separate growth concepts to test against the no Action Alternatives. The Action Alternatives presume CA zoning applied throughout and application of a Rainier/Grady TOD Overlay zone and would organize development in "Renton Village" around an east -west Main Street designed to promote pedestrian -scaled storefronts and promote a robust and engaging public realm. "Renton Village" is an existing brand name of a large retail area but for the purposes of this document includes all properties within the "super -block" situated east of Rainier Avenue S, south of S Grady Way, west of Talbot Road, and north of I- 405. Each action alternative would implement a Subarea Plan Growth Concept, providing mixed uses surrounding the planned Sound Transit Bus Rapid Transit (BRT) line and transit center at the intersection of Rainier Avenue S and S Grady Way. Development fronting Shattuck Avenue S and S 7th Street would have transition standards and accommodate a mix of residential housing and ground floor commercial uses within mixed -use typologies. 2-7 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 2 • Proposal and Alternatives Exhibit 2-6. Rainier/Grady Junction TOD Subarea Plan: Growth Concept North Encourage infill residential as opportunities arise. Transition development and build connections to S Renton Neiahborhood. SW Sunset Blvd Ensure multimodal street improvements on SW 7th St provide safe access for people walking and biking. Retain industrial zones, but encourage higher intensity employment uses (R&D, etc.) Lind Ave Nodes Promote small nodes of redevelopment at key intersections along Lind Ave S. In the long-term, explore multimodal improvements to provide safer bike access. r y405 SW Improve transit facilities to support transit riders'safety and comfort. Explore opportunity to encourage environmentally sensitive infill development that expands amenities for workers while addressing critical area and flood hazard issues. A' -1 iooIo z000e I I I I Source: MAKERS, 2022. I \o I I I I � I � - r � x r r i Mixed -use residential opportunitie around the transit center to be coordinated with planning for potential future light rail station. Transition development to complement scale of S Renton neighborhood. Use utility corridor to expand space for people walking and biking along S/SW Grady Way. I I Core Leverage new transit center to create a development hub that includes a mix of commercial and residential uses and r amenities. Public Spaces: Organize redevelopment south of S Grady Way around an east -west Main St that offers service -oriented retail _ options and promotes vibrant public life. Multimodal Connections: Provide safe crossings over S Grady Way and Rainier Ave S, and create a new network of multimodal complete streets with redevelopment. Parks & Natural Areas: Utilize portions of the overhead utility corridor to provide a central park gathering space. Expand the buffer for Rolling Hills Creek to improve ecological functions and expand the buffer between redevelopment and 1-405. The Action Alternatives consider a range of building typologies that fit the Subarea Plan Growth Concept, and the proposed Municipal Code amendments, but vary the height, density, and other facets of the potential mixed -use buildings in the Planned Action Area. The typologies shown in Exhibit 2-7 and discussed in Exhibit 2-8 represent examples of existing buildings that fit within the tested typology assumptions. 2-8 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 2 ■ Proposal and Alternatives Exhibit 2-7. Development Typologies — Action Alternatives Commercial — Retail Commercial Tower Mixed Use — Mid - Rise (Base) Mixed Use — High Rise (Maximum) Renton, WA Renton, WA Bellevue, WA Seattle, WA Seattle, WA Seattle, WA Bellevue, WA Bellevue, WA 2-9 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 2 ■ Proposal and Alternatives Exhibit 2-8. Development Typology Descriptions Commercial — Retail Single story commercial uses in a low rise building with at grade parking. Commercial —Tower Primarily office/commercial uses consisting of towers and mid -rise building up to ten stories in height. The building envelope could accommodate an office tower or hotel. Mixed -Use — Base Mid -rise structures with four to five floors of residential uses over one floor of commercial use. Mixed -Use — Maximum Towers with eight to thirteen floors of residential uses over one or two floors of commercial use. Source: BERK, 2023. Alternative 2 Summary In support of the Subarea Plan's objectives and goals to transition the Study Area into a mixed -use pedestrian - oriented district with an active multi -modal center and strong pedestrian connections, Alternative 2 would result in moderate growth throughout the Planned Action Area. This growth alternative is modeled to include a mix of development typologies with most buildings no taller than 5-10 stories, with the potential to achieve greater heights, in exchange for public benefits (e.g., affordable housing, open space, etc.), in Renton Village surrounding a pedestrian -oriented internal main street concept. The required buffers around the existing high voltage transmission lines would create opportunities for at grade recreational and open space to complement the scale of the mixed -use development and create a continuous greenbelt connecting to the modal improvements planned for S 7th Street. A mix of six -story mixed -use and single -story retail structures are modeled east of Shattuck Avenue S between S 7th Street and S Grady Way to provide a transition into the South Renton neighborhood (located on the opposing side of S 7th Street and Shattuck Avenue S). North of S 7th Street, between Rainier Avenue S and Shattuck Avenue S, the context is proposed to remain consistent with the area, but building step -backs would be required along the western frontage of Shattuck Avenue S. The northern most parcel of the Planned Action Area, fronting S 3rd Place, is shown as Mixed -Use Base around a potential future light rail alignment. Land Use Plan The Alternative 2 land use plan described by building type in Exhibit 2-9 and illustrated in Exhibit 2-10 includes: ■ An integrated mix of both retail and tower commercial structures as well as Mixed -Use buildings, Base and Maximum, in the Renton Village area. Mixed -Use -Base development surrounding the planned transit center. 2-10 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 2 ■ Proposal and Alternatives ■ Mixed -Use -Base development with walk up residential units fronting Shattuck Avenue S and S 7th Street providing a residential buffer that gradually transitions from the single-family context of the South Renton neighborhood. ■ Commercial — retail uses on the northern frontage of S Grady Way with Mixed -Use -Base to the north. ■ Mixed -Use -Base at the northern edge of the Planned Action Area, between Rainier Avenue S and Shattuck Avenue S. Exhibit 2-9. Alternative 2 Typology Assumptions Commercial — Retail 50% 20' All 0 0.5 Mixed -Use— Base 75% 70' 1 150 3.0 Mixed -Use — Maximum 75% 120-150' 2 250 6.5 Commercial —Tower 75% 120' All 0 4.8 Notes: Each ground floor commercial retail story is modeled to be 20 ft. tall and 15 ft. tall for second story commercial retail. Each residential story is modeled to be 10 ft tall. Each office story is modeled to be 15 ft. tall. * FAR = Floor Area Ratio Source: BERK, 2023. 2-11 Rainier/Grady Junction TOD Subarea Planned Action January 2024 - Draft EIS Ch. 2 ■ Proposal and Alternatives Exhibit 2-10. Alternative 2 Modeled Typologies 13 EIS Study Area Planned Action Area r�++ Railroad Parcels Building Footprints QPotential Light Rail Station OFuture BRT Station Typologies - Alternative 2 Commercial - Low -Rise Retail Commercial - Tower Mixed Use- Base Mixed Use - Max Parks/Open Space Public QMajor Utility Easement Area 0 250 500 Feet 0 :111 BERK Map Date: September 2023 Source: BERK, 2023. 2-12 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 2 • Proposal and Alternatives Growth Growth is estimated based on the typologies. Since Alternative 2 offers incentives to achieve greater heights and densities, about 25% of sites are assumed to use maximum growth for the purposes of this EIS. With the mid -rise "base" assumptions predominating, the growth assumptions for Alternative 2 are in the range of Alternatives 1 and 3. Growth assumptions are shown in Exhibit 2-11 and Exhibit 2-12. Growth is higher in the Planned Action Area under Alternative 2, but the growth in the EIS Study Area outside of the Planned Action Area is the same as shown in the No Action Alternative. Exhibit 2-11. Alternative 2 Capacity Summary — Planned Action Area Net Housing Unit Capacity Net Square Feet Capacit�Net Jobs CapacIm Commercial — Retail - 116,414 100 Commercial — Tower - ......... ......... ......... ......... ......... ......... ......... 247,799 939 Mixed -Use — Base 4,378 .... ......... ......... ......... ........ ......... ......... ......... ......... 650,503 .......................................................... ........._................................................. 2,304 Mixed -Use — Maximum 667 81,661 320 Pipeline Development 887 - - Total* 5,932 1,096,377 3,663 *Totals may vary due to rounding. Source: BERK, 2023. Exhibit 2-12. Alternative 2 Capacity Summary — EIS Study Area Net Housing Unit Capacity CA 1,420 CD 74 CO 1,697 ....................................................................................................................................._................................................................................ IM - Pipeline Development 145 Net Square Feet Capacity Net Jobs Capacity 90,232 301 113,401 378 117,133 ................................................................................ _....................................................................................................................................... 469 39,515 56 44,133 149 Total* 3,337 404,415 1,353 *Totals may vary due to rounding. Source: BERK, 2023. Planned Action Ordinance Adopting a Planned Action Ordinance streamlines environmental review for development proposals by facilitating the review of development that meets or exceeds proposed land use and environmental performance standards in the ordinance. 2-13 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 2 ■ Proposal and Alternatives Alternative 3 Summary Consistent with the adopted Subarea Plan, under Alternative 3 high-rise growth and investment in housing, employment, transit, and parks and open space would support the transformation of the Study Area into a mixed -use pedestrian -oriented district with an active multi -modal center and strong pedestrian connections. Alternative 3 is modeled to achieve the most growth throughout the Planned Action Area. Alternative 3 would include a mix of Commercial Towers and Mixed -Use towers —10-14 stories in height predominantly. The greater heights in the range would be focused in Renton Village surrounding a pedestrian -oriented internal main street concept as well as other locations near investments in walkability, transit access, or greenspace. The wide easements under the existing high -voltage transmission lines would create opportunities for at grade recreational and open space to complement the scale of the mixed -use development and create a continuous greenbelt connecting to the modal improvements planned for S 7th Street. Up to twelve stories of mixed -use development is modeled east of Shattuck Avenue S between S 7th Street and S Grady Way. Mixed Use -Base typologies are proposed extending north between Rainier Avenue S and Shattuck Avenue S to the northern terminus of the Planned Action Area. Land Use Plan The proposed land use plan listed in Exhibit 2-13 and illustrated in Exhibit 2-14 includes: ■ An integrated mix of Commercial towers and Mixed -Use — Maximum buildings in the Renton Village area centered on a pedestrian oriented main street concept. ■ Mixed -Use — Maximum development surrounding the planned transit center. ■ Mixed -Use — Base development with walk up residential units fronting Shattuck Avenue S and S 7th Street, extending south to the S Grady Way frontage. ■ Mixed -Use — Maximum development at the northern edge of the Planned Action Area, between Rainier Avenue S and Shattuck Avenue S. Exhibit 2-13. Alternative 3 Typology Assumptions Commercial — Retail 75% 20' All 0 0.5 Mixed -Use — Base 75% 70' 2 150 3.0 ........ ......... ......... ......... Mixed -Use — Maximum ......... ......... ......... 75% 120-150' 2 ......... ......... ......... 250 ......... ......... ......... 6.5 ........ ......... ......... ......... Commercial —Tower ......... ......... ......... 75% 150' All ......... ......... ......... 0 ......... ......... ......... 6.0 Source: BERK, 2023. Notes: Each ground floor commercial retail story is modeled to be 20 ft. tall and 15 ft. tall for second story commercial retail. Each residential story is modeled to be 10 ft. tall. Each office story is modeled to be 15 ft. tall. 2-14 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 2 ■ Proposal and Alternatives Exhibit 2-14. Alternative 3 Modeled Typologies o�Center`t'IO iS SW 7th St le'e oJset N N N 41 j a a O i E N S 6th St S C ac\y S Renton,VillageTl _- lY a EIS Study Area Typologies - Alternative 3 Planned Action Area Commercial - Low -Rise Retail H-++ Railroad Commercial - Tower Parcels Mixed Use - Base Building Footprints Mixed Use - Max QPotential Light Rail Station Parks/Open Space O Future BRT Station Public Maior Utility Easement Area Source: BERK, 2023. S 4th St m N Q � Ol Q C i N � Q> E S 5th St ° 3 0 250 500 0 F� :ill BERK Map Date: January 2024 2-15 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 2 ■ Proposal and Alternatives Growth Growth is estimated based on the typologies. Alternative 3 assumes a majority of sites use maximum heights and densities for the purposes of this EIS (65% or more of mixed -use sites and 90% of commercial sites). Based on greater use of high-rise development standards, Alternative 3 would result in the most growth in the Planned Action Area per Exhibit 2-15. Similar to other studies alternatives, growth outside the Planned Action Area is held constant similar to Alternative 1 No Action per Exhibit 2-16. Exhibit 2-15. Alternative 3 Capacity Summary — Planned Action Area Net Housing Unit Capacity Net Square Feet Capacity Net Jobs Capacity Commercial — Retail Total* 8,668 1,958,441 *Totals may vary due to rounding. Source: BERK, 2023. Exhibit 2-16. Alternative 3 Capacity Summary — EIS Study Area Net Housing Unit Capacity Net Square Feet Capacity CA ........ ......... ......... ......... ......... 1,420 90,232 CD ........ ......... ......... ......... ......... 74 113,401 CO ........ ......... ......... ........................................................................................................................................................ 1,697 117,133 IM ........ ......... ......... ......... ......... - 39,515 Pipeline Development 145 44,133 6,654 Total* 3,337 404,415 1,353 *Totals may vary due to rounding. Source: BERK, 2023. 2-16 Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ■ Proposal and Alternatives January 2024 • Draft EIS Planned Action Ordinance Similar to Alternative 2, a planned action ordinance would be implemented under Alternative 3. Development would be allowed if they meet or exceed proposed land use and environmental performance standards in the planned action ordinance. Growth and Height Comparisons Below the three alternatives' capacity is compared for housing and job growth. Within the Planned Action Area, the No Action Alternative shows a total net housing capacity of 3,339 units. The predominant mid -rise approach proposed in Alternative 2 shows a net housing capacity of 5,932 units, and the predominant high-rise approach proposed in Alternative 3 shows a net housing capacity of 8,688 units. See Exhibit 2-17. Exhibit 2-17. Total Housing by Alternative: Detail Planned Action Area EIS Study Area 3,339 3,337 5,932 3,337 8,668 3,337 Total* 6,676 9,269 12,005 *Totals may vary due to rounding. Source: BERK, 2023. Within the Planned Action Area, the No Action Alternative shows a total net jobs capacity of 560 jobs. The primarily mid -rise approach proposed in Alternative 2 shows a net jobs capacity of 3,663 jobs, and the primarily high-rise approach proposed in Alternative 3 shows a jobs housing capacity of 6,653 jobs. See Exhibit 2-18. Exhibit 2-18. Total Employment by Alternative: Detail Planned Action Area EIS Study Area 560 1,353 3,663 1,353 6,653 1,353 Total* 1,912 5,015 8,006 *Totals may vary due to rounding. Source: BERK, 2023. Currently heights are 70-150 feet under Alternative 1 with lesser heights in the north and central area and more to the south. Proposed Municipal Code Amendments allow heights of 70-150 feet across the Planned Action Area, subject to airport related height restrictions. Modeled heights vary to test the proposed mid -rise and high- 2-17 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 2 • Proposal and Alternatives rise intensities and densities for purposes of the EIS. See Exhibit 2-19. Further discussion is found in Section 3.2 Land Use. Exhibit 2-19. Modeled Height Comparison NO ACTION `'�N2nd St V _� T ALTERNATIVE 2 G 2"dst Lr _ _ = �� ALTERNATIVE 3„+" s' _ -� �ats, a ���•r•. -7��I = —= 900 3 S 3rdSr ._ .7 Fat■ - -900 - 3 S 3rd St - - T 11"'� � � - .7 a t r —018- tt 0: �, ®` Sa-S•ath a _ L" SF 7 `o, t_.�a S 46 Sib •°.�, a-. ■a+a 5 atn 5t`� o'. >:- tea ` ..:- ` a : - • A S 5th S N�,Set S S}h St - S A N�Jye S Srft St • N •, _ _t�- — rA — 6th St Nib Y < S 6rh St o �i s a z $ 611, Sr -r- y•S > '167, 5-7rh:St - M1 • mil`,._ 167 S'7th.5r l It n � � `,�� > n - 167, S'7.ih.St _ � • ay '. - F� r r II $'Renton�1:: ti S:Renton-Village-PI II S'Renron�15. ti40 m m v S j 4 Si : •. � 5 t 4th St S 1 4r1� 51 S 15th St S 15rh Sr S 15th St O EIS Study Area Typology Building Height ® Height Transition Area 0 500 1,000 Planned Action Area 20 feet F-1 Major Utility Easement Area 0 Building Footprints 70 feet Feet Potential Light Rail Station 120 feet 130 feet O Future BRT Station ■ 140 feet :111 BERK 150 feet Map Date: January 2024 Note: Heights are subject to Federal Regulation Title 14 Part 77, which establishes standards and notification requirements for objects affecting navigable airspace. Key Elements by Alternative The EIS Alternatives would leverage the Subarea Plan but test different assumptions about the intensity of land use, building heights, residential densities, street requirements, common open space and tree standards, and other elements of development. Alternative 1 assumes current plans and codes; Alternative 2 would consider new standards that set base goals but provide incentivizes to achieve optimal Subarea Plan implementation; and Alternative 3 would allow maximum heights and densities but require public benefits like the creation of affordable housing or substantial open spaces to achieve the Subarea Plan vision. Growth would vary depending on densities and heights. Key elements described by the alternatives above are compared in Exhibit 2-20. 2-18 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 2 ■ Proposal and Alternatives Exhibit 2-20. Alternative Features Compared Subarea Goals ■ Adopted Subarea Plan and Objectives Zoning and Mixed -Use Development Patterns Height ■ Mix of CA and CO zoning in PAA. ■ Current standards for mixed - use development in Commercial Arterial and Commercial Office Zones: Equivalent to at least 40% of building footprint required to be commercial. • CO Zone restricts residential uses to no more than 25% of gross floor area on site. • Structured parking required for all residential. • CA:50'-70' • CO: 250' (greatest height achievable is —150' in Planned Action Area) ■ Adopted Subarea Plan ■ Consider business displacement mitigation incentives. ■ Coordination of development across site boundaries. ■ CA zoning throughout PAA, with an overlay zone. ■ Residential buildings required to have ground floor commercial with potential for reduced ground floor commercial adjacent to South Renton neighborhood. Increased residential density for affordable housing or substantial open space dedication. ■ Promote a range of commercial space sizes to encourage diverse business opportunities and retention of existing businesses. ■ Structured parking required for all residential but prohibited on ground floor along streets or active public realms. Consider incentives for parking reductions. ■ Subarea vision: predominantly 70' with incentives up to 150'. ■ Base height with incentives for affordable housing, and open space. • Building step -backs adjacent to residential zones. ■ Adopted Subarea Plan. ■ Consider business displacement policy considering Subarea Plan and developed through EIS. ■ Coordination of development across site boundaries. ■ CA zoning throughout PAA with an overlay zone. ■ Residential buildings required to have ground floor commercial with greater amount of commercial space along the "Main Street." ■ Allow standalone residential if dedicated as affordable housing and not abutting "Main Street." ■ Require range of commercial space sizes for diverse business opportunities and retention of existing businesses. • Structured parking required for all residential but prohibited on ground floor along streets or active public realms. Consider incentives for parking reductions. ■ Graduated heights up to airport height limits: 70' — 150' with amenities required. ■ Building step -backs adjacent to residential zones. Density Min. and Max.: Min. and Max.: Min. and Max.: (dwelling units ■ CA: 20 — 60 DU/AC 60 —150 DU/AC, up to 250 60 — 250 DU/AC with public per acre • CO: 75 —150 DU/AC DU/AC with incentives. benefits required. [DU/AC]) 2-19 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 2 • Proposal and Alternatives Affordable CO Zone: 30% above max Increase max density bonus to No bonus. Rely on multifamily Housing density or density allowed via 65% for affordable housing. tax exemption, fee reductions, Density Bonus conditional use permit for and inclusionary zoning to affordable bonus at 1:1 ratio. create affordable housing. Health — Air None Implement a 500' mitigation buffer from 1-405 for residential Quality development. Require centralized air filtration systems, air intake vents located away from highways, noise attenuating construction and materials, and other appropriate mitigation measures. .............................................................. Open Space, Current common open space ■ Increase and require dedication of public open space via public or Landscaping & and stormwater requirements private easement. Stormwater • Creation of public plaza. ■ Green factor standards.1 Potential Investments in Transportation Core Area — New Streets Process Source: BERK, 2023. • New Transit Station ■ Sound Transit Renton HOV Access Project ■ Bike/Trail Plan Improvements ■ Subarea Plan provides cross - sections (pp 55-59). ■ Current permit procedures 'See Seattle's Green Factor Standards ■ Augment street tree standards. • Increase green infrastructure; integrate into street standards. ■ Similar to Alternative 1 plus supportive modal infrastructure (e.g., multi -use paths, bicycle parking, etc.) as incentive with open space development. ■ Implement Subarea Plan Street Standards, including the creation of Main Street/festival shared street with pedestrian - oriented retail and services. • Require greater amount of commercial space abutting "Main Street" or other active pedestrian realms. ■ Address mid -block connections. ■ Master Site Plan ■ Planned Action ■ Similar to Alternative 1 plus increase long-term and short- term bike parking requirement for new development. ■ Implement Subarea Plan Street Standards including the creation of Main Street/festival shared street with pedestrian -oriented retail and services. • Wider pedestrian clear zones to accommodate additional pedestrian volume. • Address mid -block connections. • Master Site Plan ■ Planned Action Benefits and Disadvantages of Deferring Implementation of the Proposal The benefits of deferring implementation of the Planned Action could include: ■ Avoid the need for some added infrastructure costs to address mitigation. ■ Less future planned growth and travel on transportation routes requiring capital investment. ■ Less future demand for public services and utilities. 2-20 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 2 ■ Proposal and Alternatives The disadvantages of delaying the Proposed Action include: ■ Lack of a Subarea Plan implementation intended to guide development and investments for mixed -use development in a pedestrian oriented multi -modal district. ■ Less opportunities to increase the residential density adjacent to planned transit infrastructure. ■ Reduced opportunities for business retention and attraction. ■ Less leveraging of investments in stormwater, water and sewer, and lighting infrastructure. ■ Less leveraging of investments in transit center use and bus rapid transit system on 1-405. ■ Fewer opportunities for walkable areas with a mixture of uses that allow live -work opportunities and active transportation options. ■ Reduced opportunities for increasing the urban tree canopy. 2-21 THIS PAGE INTENTIONALLY BLANK. This chapter describes the affected environment, potential impacts, and mitigation measures for the following topics: ■ Section 3.1 Natural Environment ■ Section 3.2 Land Use ■ Section 3.3 Transportation ■ Section 3.4 Public Services ■ Section 3.5 Utilities Following a description of current conditions (affected environment), the analysis compares and contrasts the alternatives and provides mitigation measures for identified impacts. It also summarizes whether there are significant unavoidable adverse impacts. 3-1 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Natural Environment 3.1 Natural Environment This section addresses the implications of each alternative relative to the existing natural environment conditions within the Study Area. This section briefly touches on surface water critical areas as they relate to species habitat and cultural significance and a more in-depth analysis can be found in the stormwater components of the Utilities section. Affected Environment As shown in Appendix 5.2, the Study Area contains the southern portion of Burnett Linear Park and a trail along South 71h Street connecting Lake to Sound Trail and Cedar River Trail. The portion of Burnett Linear Park within the Study Area consists of a ten -foot -wide sidewalk surrounded by grassy areas and large trees. However, the classified trail going east/west along South 71h Street consists of a sidewalk on the side of the road with very little greenery other than a few planting strips with trees at some locations along the trail. Overall, the Study Area lacks greenspaces as most of the area consists of retail properties with large parking lots. The trees in the park along with all other street trees can all be seen in the Renton Street Tree Map as shown in Exhibit 3-27 in Section 3.2 Land Use. The only stream located within the Study Area is Rolling Hills Creek, which is classified as NP — Non -Fish and is located in the southernmost portion of the Planned Action Area. While Rolling Hills Creek is not classified as fish -bearing, the stream discharges into Springbrook Creek, which is fish bearing and classified as Type F — Fish, located just west of the Study Area and WSDOT installed a downstream fish -passible culvert as part of the 1405, SR 167 Interchange Direct Connector project. SalmonScape, an online tool provided by Washington Department of Fish and Wildlife, indicates the potential for salmon species along Rolling Hills Creek in the subarea (SalmonScapes, 2024). Rolling Hills Creek also connects to Puget Wetland (located in the southeast corner of the Planned Action Area), Panther Creek Wetland (located southeast of the 1 405 and HWY 167 intersection), and an unnamed wetland (located on the northwest corner of the S 14th and Smithers Avenue S intersection just south of the Study Area). There are some critical areas within the Study Area with seismic hazards, streams, wellhead protection zones, and FEMA flood zones being the most significant, and limited areas impacted by regulated slopes, landslide potential, and wetlands. See Exhibit 3-2. Portions of the Subarea are within the FEMA 100-year flood zone (Type A, AE, and AH), but no floodways are within the Subarea boundaries. Acres of land in the 100-year floodplain are listed in Exhibit 3-1. Exhibit 3-1. 100-Year Floodplain Acreage Planned Action Area (PAA) 19.25 16.45 EIS Study Area excluding PAA 51.43 45.49 Study Area Total 70.68 61.93 Sources: City of Renton, FEMA, BERK 2022. 3-2 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Natural Environment Almost the entire Study Area lies within a seismic hazard zone, meaning it is prone to liquefaction and earthquake induced landslides. There are landslide prone areas mapped along 1-405. Exhibit 3-2. Streams, Flood Hazard Areas, Wetlands, Shorelines in Study Area 'N_ Airport Way S Tillicum St STobin St a S 135,h Sr �� S t St o� swn, Sr (0 _Sw S 2ndst = o m v E N '1, ath sr a yc. `�Q • Y Id u 4 a Q S 5th St - ¢ m s S 6th St o Ia _ a° \ E r � to W IO 16th St 5 Gto64 S 1511 St J� a 5 190, S, N A¢ �a Th F SF 16th Ss OEIS Study Area Shoreline Designation OPlanned Action Area ❑ Natural Railroads ■ Shoreline High Intensity Parcels ❑ Shoreline Isolated High Intensity o Streams ❑ Shoreline Residential Wetlands ❑Urban Conservancy S 23rd St m ro� FEMA Floodway O S a FEMA 100-Yr Flood Zones w b 0 500 1,000 0 Feet Source: City of Renton, FEMA, BERK 2022. :ill BERK Map Date: August 2022 The Duwamish Tribe provided context on the significance of this area via comments on the Renton EIS Rainier/Grady Junction Planned Action, noting: "The Black River was a focal point for the Duwamish in terms of its access to fishing for salmon, its access to Lake Washington, and the location of its village. Attempts should be made to preserve and improve these environments for the benefit of animal habitat as well as for the Renton population... Keeping these waterways free of pollutants and non-native plant species encourages native wildlife to inhabit the Renton area." (Duwamish Cultural Preservation Committee, 2022). The freshwater emergent wetland in the southeastern section of the Study Area is classified as a priority habitat by the Washington Department of Fish and Wildlife (WDFW), meaning it has significant value to a multitude of 3-3 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 • Environment, Impacts, and Mitigation Measures Natural Environment species. Maintaining these habitats is important to lessen the number of species categorized as endangered, threatened, or sensitive in the state of Washington and prevent additional species being added to the list. No priority species are identified by the Department's map within the Study Area, but usually a site -specific survey is required to verify the lack of presence of such species. Exhibit 3-3 lists all endangered, threatened, sensitive, and other protected species in Washington. Exhibit 3-3. Washington's Endangered, Threatened, Sensitive, and Other Protected Species Endangered Birds • Sandhill Crane ■ Snowy Plover ■ Upland Sandpiper • Marbled Murrelet ■ Tufted Puffin ■ Columbian Sharp -tailed Grouse • Greater Sage -Grouse ■ Ferruginous Hawk ■ Northern Spotted Owl ■ Yellow -billed Cuckoox ■ Streaked Horned Lark • Oregon Vesper Sparrow Endangered Reptiles • Western Pond Turtle ■ Leatherback sea turtle ■ Loggerhead sea turtle Endangered Amphibians ■ Oregon Silverspot Butterfly • Taylor's Checkerspot ■ Mardon Skipper ■ Pinto Abalone Threatened Mammals ■ Western Gray Squirrel ■ Sea Otter ..................................................... ........ ......... ■ Mazama Pocket Gopher ......... I I ......... _ ............................................... Threatened ■ Birds ■ American White Pelican Threatened ......... ■ Reptiles _ __ Green Sea Turtle ........................................................... Sensitive • Birds Common Loon ........ ......... ......... Sensitive ......... Fish ......................................................... Pygmy Whitefish ■ Margined Sculpin ■ Olympic Mudminnow Sensitive ■ Amphibians ■ Larch Mountain Salamander Other Protected Mammals ■ Cony or Pika • Least Chipmunk 3-4 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Natural Environment ■ veiiow-tanea unipmunK ■ Townsend's Chipmunk • Red-tailed Chipmunk ■ Hoary Marmot ■ Olympic Marmot ■ Cascade Golder -Mantled Ground Squirrel ■ Red Squirrel ■ Douglas Squirrel • Northern Flying Squirrel ■ Humboldt's Flying Squirrel ■ Wolverine Other Protected Reptiles ■ Painted Turtle • California Mountain Kingsnake Source: Washington State Legislature, 2021; BERK, 2023. The Study Area also contains a high number of environmental hazards as suggested by the Black River's environmental hazard index score of 72 (City of Renton, 2021). The environmental hazards included in the scoring include but are not limited to air quality, proximity to traffic, lead paint indicator, proximity to hazardous waste, and wastewater discharge. The Study Area also contains a low number of environmental opportunities as suggested by the Black River's environmental opportunity index score of 80.9 (City of Renton, 2021). Environmental opportunity scores consider existing tree canopy cover and access to parks and open space to determine the overall score of a basin. A map portraying the environmental hazard and environmental opportunity scores can be found in Exhibit 3-4. 3-5 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Natural Environment Exhibit 3-4. Environmental Hazard Index Map (Top Right) and Environmental Opportunity Index Map (Bottom Left) om—EPA1:z Q Receiving Water Basin Figure C-1 - Environmental and D-1 WAEcobgy.WtWN pteflUSGE d Social Justice Equity Indices oir�w.�ettheeawa�mnm.cmnernpwnn.q- Renton City Limits W,el.cco,.q..H ,..mpre.n1— •— Renton SMAP coid¢iom' 11 I.- m. The City.s -m UWb .thiw p.rlia. fm the d. o, Eck thm d, Receiving Water Assessment any d.c von. m.d..t — not k.k... rei—vpo gdthe d.l.. 0 0.5 1 2 0 Mily Renton, WA Source: City of Renton, 2021. 3-6 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 • Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Natural Environment An additional consideration about the natural environment includes the following comment received on the EIS Study Area Planned Action notice: "This area is an area the Duwamish considers culturally significant and has a high probability to have unknown archaeological deposits, especially if excavation cuts below current fill. The downtown region of the City of Renton holds several known Duwamish precontact archaeological sites." The Washington State Department of Archaeology & Historic Preservation (DAHP) WISAARD website map indicates most of the EIS Study Area including the Planned Action Area as "Survey Highly Advised." The WISAARD map shows one known archaeological site within the Planned Action Area; six other sites within the EIS area but outside the Planned Action Area; and five Duwamish village or camp sites, and a historic homestead where a prominent Native family lived within a half -mile of the EIS area (DAHP WISAARD Map, n.d.). The map is viewable in Appendix 5.1. Planned Improvements Burnett Linear Park is anticipated to be expanded north to the area currently used for parking, which will strengthen the link between this park, Tonkin Park, the Piazza, and the Cedar River Trail. The Study Area Planned Action scoping notice identifies opportunities for parks and trails in the Study Area in locations such as under power lines. Impacts Thresholds of significance are established to differentiate significant impacts that may require mitigation from insignificant impacts. Thresholds of significance in this impact analysis include: Tree canopy impacts are considered significant when the action alternative would cause a net loss in the City's overall current tree canopy coverage. Natural environment impacts are considered significant when the action alternative would cause degradation of habitats, changes to wetland hydroperiods, or decreased water quality of wetlands and streams. Archaeological impacts are considered significant when development would have the potential to alter or damage archaeological resources. Impacts Common to All Alternatives Under all alternatives, the project area includes growth in or near critical areas such as seismic hazard areas, wellhead protection areas, wetlands, streams, and special flood hazard areas for a 100-year flood event. The seismic hazard and wellhead protection areas both apply to most of the Planned Action Area, and the special flood hazard area for a 100-year flood event covers most of the Renton Village area. Critical areas typically require enhanced protection, such as limited fill material in wellhead protection areas and buffer/setbacks near streams and wetlands. The proposed growth in Renton Village is directly on top of an existing creek — Rolling Hills Creek — that has been piped underground. Stream relocation and/or daylighting (open channel where stream is currently in a culvert) is an option allowable under the current City code when developers propose building directly above streams piped underground. 3-7 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Natural Environment Additional growth in the Study Area would increase the need for parks and open spaces under all alternatives. With most of the Study Area consisting of retail properties with large parking lots, greenspaces are already lacking and the need for parks or open spaces would be even greater with anticipated housing and employment in the area. Any development or redevelopment requiring excavation poses threats of erosion hazards until construction is completed and soils on the site have been permanently stabilized. Any sediment deposition on adjacent roadways would need to be mitigated during construction. If hazardous materials are contained on construction sites, remedial actions, potentially including excavation and soil treatment in accordance with The Model Toxics Control Act (MTCA), would be required. With compliance to MTCA and Critical Areas Regulations, the residual impacts would be less than significant for the natural environment. Under all alternatives, there is one known archaeological site within the Planned Action Area; six other sites within the EIS area but outside the Planned Action Area; and five Duwamish village or camp sites, and a historic homestead where a prominent Native family lived, within a half -mile of the EIS area (DAHP WISAARD Map, n.d.). Due to the formation of Cedar and Duwamish deltas, the Study Area has ideal conditions for preservation of materials like bones that tend to not be well-preserved in Washington environments. This makes this area particularly significant for cultural resources. With major village sites preserved near the Study Area to both the east and west, it is very likely that there are undiscovered sites buried in the Planned Action Area. Refer to Section 3.5 Utilities for water quality impacts. Alternative 1 No Action Under the No Action Alternative, all impacts listed under the Impacts Common to All Alternatives section apply. This alternative would continue existing development standards throughout the Planned Action Area (i.e., no increased requirements or incentives for green space, reduced parking requirements), resulting in a higher percentage of impervious surface compared to the Action Alternatives. The No Action Alternative would also lack the support of an areawide EIS and Planned Action Ordinance to expeditiously facilitate development, which would likely result in a slower pace of redevelopment and therefore perpetuate existing conditions. Alternative 2 Under Alternative 2, all impacts listed under the Impacts Common to All Alternatives section apply. Increased green space, required public open/green space (public access easements), creation of a public plaza, landscaping or low -impact development standards, and a modification of street tree standard are proposed for Alternative 2. Additionally, landscape requirements for development on parcels will require more greenspace overall than what exists today. This alternative proposes more designated greenspaces and enhanced standards than the No Action Alternative. Specific locations of proposed green spaces include expansion and improvements of an existing greenspace at the southern corner of the intersection of Talbot Road S and S Grady Way and a proposed park/open space within the utility easement for the overhead power lines traveling south -to -north through Renton Village then continuing along the space west of Lake Avenue S. There is a vacant parcel adjacent to the wetland lying along 1-405, named Puget Wetland. 3-8 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Natural Environment Alternative 3 Under Alternative 3, all impacts listed under the Impacts Common to All Alternatives and Alternative 2 sections apply. Alternative 3 also proposes a Commercial — Tower typology adjacent to the Puget Wetland which would eliminate surface -level parking on this parcel. The proposed towers could create the potential for shade around the wetland which could be beneficial in reducing water temperatures. Setbacks are required and measured from the buffers around the wetlands for any development or redevelopment. Mitigation Measures Incorporated Plan Features The Action Alternatives propose increased green space, required public open/green space (public access easements), creation of a public plaza, green factor standards, and a modification of street tree standards. It is suggested that the City investigate/study preferred parameters for required public open/green space, green factor standards, and modified street tree standards. Regulations and Commitments Endangered Species Act. Federal review applies to any projects performed in critical habitats for listed endangered species. These projects require a permit from the U.S. Army Corps of Engineers (Corps) with requirements for such projects including, but not limited to, a detailed review of potential effects on plants and animals protected under the federal Endangered Species Act. Impacts must be avoided and minimized to the maximum extent practicable and in some cases, mitigation is required. Per WDFW, site -specific surveys are typically needed to verify there are no endangered species or priority habitats. State of Washington Laws Pertaining to Waters of the State. State review applies to any project affecting waters of the State and thus requiring review by Ecology and/or WDFW. Such projects must commonly show that impacts have been minimized and permit requirements often include mitigation for irreducible impacts. Critical Areas Regulations. City review applies to projects in critical areas and requires compliance with Renton Municipal Code 4-3-050. Critical areas protected under these regulations include flood hazard areas, steep slopes, habitat conservation areas, streams and lakes, wellhead protection areas, and wetlands or sites within 200 feet of a wetland. In all flood hazard areas, new construction and substantial improvements shall be constructed to minimize flood damage. Requirements for elevating the lowest floor at least 1' above the base flood elevation apply for non-residential construction. Areas below the lowest floor must meet additional design criteria. Aquifer Protection Areas. The City requires projects to comply with Renton Municipal Code 4-9-015 which protects aquifers used for potable water from contamination by hazardous materials. Environmental Health Regulations. The Model Toxics Control Act (MTCA) is Washington's environmental cleanup law. MTCA governs the cleanup and prevention of contaminated sites that can threaten people's health and the environment. 3-9 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Natural Environment Archaeological Excavation and Removal Permit (WAC 25-48). Washington state requires compliance for all development or redevelopment occurring on archaeological sites Archaeological Sites and Resources (RCW 27.53). Washington state requires compliance for all development or redevelopment occurring on archaeological sites. Flood Plain Management (RCW 86.16 and WAC 173-158). Washington state requires base (one hundred year) floods and designated special flood hazard areas to be subject to floodplain management regulation, which is at a minimum equal to the minimum federal requirements for the National Flood Insurance Program. Other Potential Mitigation Measures Where parks and open space are proposed, the City should consider planting appropriate trees and native vegetation to improve the overall environmental quality of the area. To further combat the current lack of greenspaces in the Study Area, the City could consider adopting different street tree standards for the Renton Village internal street network, adding greenery to the south side of 7t" street to enhance the proposed non - motorized improvements, and/or implementing specific landscaping standards for the Study Area. The City could prioritize planting native species in the Study Area; this could be accomplished in proposed street tree and landscape code amendments or in the Planned Action Ordinance. This would be consistent with scoping comments, including that the Duwamish Tribe supports the need for landscape buffers (preferably with native plants only) and open spaces, and sustainable design approaches. The Duwamish Tribe "strongly encourages that native plants be maintained and used for landscaping including tree canopy — not just potted vegetation" (Duwamish Cultural Preservation Committee, 2022). The EIS Study Area outside of the Planned Action Area is not proposed for zoning changes. Nevertheless, the City allows for development under No Action zoning. The City could consider whether its present wetland and riparian buffer standards and requirements for protection or incentives for enhancement encourage use of native plants. This would respond to scoping comments including that the Duwamish Tribe strongly requests an impact study be conducted in the Black River Riparian Forest and Wetland, Lake Washington, and the Cedar River on water quality, fish, birds, pollinators, and wildlife prior to, during, and after development. The Duwamish Tribe requests that only native plants be used in and around waterways (Duwamish Cultural Preservation Committee, 2022). Any additional greenspaces that are added to the existing conditions would improve water quality of natural water features in the area. Green infrastructure, such as Silva Cells and other best management practices, to support tree growth, protect sidewalks from root spread, and provide on -site stormwater management. For more information on water quality mitigation measures, refer to Section 3.5 Utilities. There is no standard mitigation package for archaeological sites. However, some mitigation efforts that have been used in the past include, but are not limited to, the following list (DAHP, 2022): ■ Museum exhibits ■ Thematic or multiple -property studies ■ Additional inventory work ■ History essays 3-10 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Natural Environment ■ Lecture series ■ Documentaries or public service announcements ■ National Register nominations ■ Additional consultation to ensure compatible replacement buildings/structures ■ Support for preservation nonprofit organizations ■ Training/workshops ■ Heritage tourism projects ■ In situ preservation of cultural resources ■ Preservation covenants ■ Formal Documentation (requirements per DAHP Mitigation Options and Documentation Standards, 2020) ■ Ethnographic studies Regardless of the mitigation measure chosen, DAHP, the lead agency, tribes and all other consulting parties should agree on mitigation measure(s) before any work on a known or suspected archaeological site begins (DAHP, 2022). The City could include inadvertent discovery requirements in the Planned Action Ordinance as recommended by DAHP. (DAHP, 2019) Through scoping comments, requests have been made to require an archaeological review. This includes a comment from the Duwamish Tribe that suggesting that if any archaeological work is performed, "the Duwamish Tribe requests notification and recommends an archaeological review performed where any development occurs within the scope of the planned action. An Inadvertent Discovery Plan (IDP) should not be used in lieu of archaeological investigation" (Duwamish Cultural Preservation Committee, 2022). The City has such a policy and requirement in the Shoreline Master Program (RMC 4-3-090.D.6). The City could apply similar requirements to the Study Area in the Planned Action Ordinance and consult with recognized tribal, State, Federal, and other local governments as well as the Duwamish Tribe, which is seeking federal recognition. See Other Potential Mitigation Measures within section 3.5 for more details on daylighting potential of Rolling Hills Creek. Significant Unavoidable Adverse Impacts No significant unavoidable adverse impacts are expected for any alternatives if the potential mitigation measures and City regulations are followed. Tree canopy cover should improve with proposed code changes and integration of open space and landscape standards. Therefore, there would not be a net loss in the City's overall current tree canopy coverage. Development/redevelopment would be required to implement water quality standards and meet critical area impacts. Enhancing standards to encourage native plantings together with critical area and stormwater regulations should avoid degradation of habitats, changes to wetland hydroperiods, or decreased water quality. State laws, federal laws, and enhanced local regulations through the planned action requiring cultural resources review and engagement with tribes should avoid impacts to archaeological resources. 3-11 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use 3.2 Land Use Affected Environment This section of the report provides information on the current land use planning framework in Renton, including adopted plans, existing uses, and future designations and zoning applied by the City of Renton. It also describes the potential for growth in the Study Areas under current plans/zoning. Regional and City Planning Policies and Codes This section describes the planning framework that guides land use and development. Plans, policies, and codes addressed include: ■ Washington State Growth Management Act (GMA). Adopted in 1990, the GMA is a body of regulations that requires counties and localities to plan for growth. ■ VISION 2050. A 2020 plan containing multicounty policies for King, Pierce, and Snohomish Counties, as well as a Regional Growth Strategy for the three counties as well as Kitsap County. ■ King County Countywide Planning Policies. Adopted in 2021 and ratified in 2022, these policies guide local government comprehensive plans, including related Study Area Plans. ■ Renton Comprehensive Plan, last modified in 2019, identifies land use concepts and policies guiding decisions about zoning and investments including equitable services and planning efforts. ■ Renton Zoning. The City's zoning districts regulate building scale and location, residential density, land use, and urban design. ■ Current land use policy and regulatory framework. Washington State Growth Management Act and State and Regional Planning Framework Adopted in 1990, the Washington State Growth Management Act (GMA) is a body of goals and laws that requires counties and localities to plan for growth. GMA requires local governments to manage growth by preparing comprehensive plans and implementing them through capital investments and development regulations (zoning), among other strategies. The Washington Department of Commerce and a Governor - appointed Hearings Board guide or assess whether local governments comply with GMA. The Puget Sound Regional Council (PSRC) develops multicounty planning policies and reviews comprehensive plans for consistency and certifies transportation elements. Local comprehensive plans must provide land use capacity that accommodates 20 years of projected growth. Cities in King County must demonstrate sufficient zoned capacity for housing and employment growth based on targets adopted in Countywide Planning Policies. 111i.06101il11601 PSRC is composed of four counties, numerous cities and towns, ports, state and local transportation agencies, and Tribal governments within the region. PSRC develops policies and facilitates decisions about regional growth, transportation, and economic development planning within King, Pierce, Snohomish, and Kitsap counties. 3-12 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Land Use The GMA requires multi -county planning policies (MPPs) with which cities and counties' comprehensive plans must be consistent. MPPs for King, Pierce, Snohomish, and Kitsap are adopted by PSRC in a long-range plan called VISION 2050. VISION 2050 is a regional growth plan to accommodate 5.8 million people by 2050. PSRC's Regional Growth Strategy calls for the 16 Core Cities (including the City of Renton) to accommodate 28% of the region's population growth and 35% of its employment growth by 2050. Within the Core Cities, jurisdictions should encourage growth near high -capacity transit stations and within regional growth centers to achieve regional growth goals. King County Within the GMA framework, each county collaborates with its cities to adopt Countywide Planning Policies (CPPs) and develop local growth targets that set expectations for local comprehensive plans. Manufacturing and industrial centers (MICs) are also designated at this countywide level. In 2021 the Growth Management Planning Council (GMPC) approved new CPPs, and they have been approved by the King County Council and ratified by the cities. The updated policies are consistent with PSRC's newly adopted VISION 2050. The CPPs set forth growth targets for housing and jobs, identify a hierarchy of centers reflecting VISION 2050 as well as countywide centers. The CPPs also address equity and environmental justice, environmental protection, detailed affordable housing requirements, among other policies. Existing City of Renton Framework Renton Comprehensive Plan The content, analyses, goals, and policies of Renton's Comprehensive Plan were developed in compliance with the GMA, King County's Countywide Planning Policies, and PSRC's Regional Growth Strategy (at the time VISION 2040). The City will prepare a periodic update of its Comprehensive Plan by 2024 to address more recent updates to GMA and VISION 2050 as well as its new 2044 growth targets. The policies listed below illustrate Renton's current regulatory framework that supports the effective implementation of the Rainer/Grady Junction TOD Subarea Plan. Meeting Demands of Growth Policy L-1: Support uses that sustain minimum employment levels of 50 employees per gross acre and residential levels of 15 households per gross acre within Renton's Growth Center. Accommodate approximately 2,000 households and 3,500 jobs from the City's Growth 2035 Targets within the Growth Center. Policy L-2: Support compact urban development to improve health outcomes, support transit use, maximize land use efficiency, and maximize public investment in infrastructure and services. 3-13 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Efficient Use of Land Policy L-11: Encourage non -conforming uses to transition into conforming uses or relocate to areas with compatible designations. Policy U-17: Commercial Mixed Use — Place areas with established commercial and office areas near principal arterials within the Commercial and Mixed Use (CMU) land use designation. Allow residential uses as part of mixed -use developments and support new office and commercial development that is more intensive than what exists to create a vibrant district and increase employment opportunities. The intention of this designation is to transform strip commercial development into business districts through the intensification of uses and with cohesive site planning, landscaping, signage, circulation, parking, and the provision of public amenity features. Protecting The Natural Environment and Ensuring Natural Resources for The Future ■ Policy L-23: Promote urban forests through tree planting programs, tree maintenance programs that favor the use of large healthy trees along streets and in parks, residential, commercial, and industrial areas, programs that increase education and awareness, and through the protection and restoration of forest ecosystems. ■ Policy L-31: Protect buffers along wetlands and surface waters to facilitate infiltration and maintain stable water temperatures, provide for biological diversity, reduce amount and velocity of run-off, and provide for wildlife habitat. ■ Policy L-34: Ensure buildings, roads, and other built features are located on less sensitive portions of a site when sensitive areas are present. ■ Policy L-42: Encourage environmentally friendly construction practices, such as Leadership in Energy and Environmental Design, Built Green, Salmon Safe, and Living Building Challenge. Promoting a Safe, Healthy, and Attractive Community ■ Policy L-51: Include human -scale features such as pedestrian pathways, quality landscaping, and public spaces that have discernible edges, entries, and borders to create a distinctive sense of place in neighborhoods, commercial areas, and centers. ■ Policy L-52: Orient buildings in developments toward the street or a common area, rather than toward parking lots. ■ Policy L-56: Complement the built environment with landscaping using native, naturalized, and ornamental plantings that are appropriate for the situation and circumstance and provide for respite, recreation, and sun/shade. ■ Policy L-57: Provide complete streets arranged as an interconnecting network or grid. Locate planter strips between the curb and the sidewalk to provide separation between cars and pedestrians. Discourage clead- end streets and cul-de-sacs. ■ Policy L-60: Improve the appearance of parking lots through landscaping and screening. ■ Policy L-61: Promote environmentally friendly, energy -efficient development, including building and infrastructure. 3-14 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Transit Element — General Goals and Policies 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. Transportation Demand Management 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-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-15: Regularly review and refine parking ratios to account for existing parking supply, land use intensity, and access to transit. Street Network 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. Pedestrian and Bicycle Transportation Policy T-26: Ensure provision of safe and convenient storage and parking facilities for bicyclists. 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. Transit and HOV Policy T-32: Coordinate transit, bike, and pedestrian planning efforts and evaluate opportunities to leverage investments for the benefit of more users. Growth Strategy, Land Use, and Transportation 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-43: Prioritize multimodal transportation investments in Renton's Growth Urban Center. Level of Service Standards. Design. and Concurren 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-49: Encourage development that can be supported by transit and other non -single occupant vehicle modes. Housing and Human Services Policy HHS-9: Foster and locate new housing in proximity to Employment Centers and streets that have public transportation systems in place and complements existing housing. 3-15 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 ■ Draft EIS Land Use ■ Policy HHS-23: Support the link between land development and physical activity by increasing options for transit use, walking, and bicycling, such as providing physical connections between residential areas and schools and/or commercial development. Economic Development ■ Policy ED-1: Develop incentives for businesses to locate, stay, and expand within the City; provide incentives for economic development within the City's Growth Center, neighborhood business districts, and commercial corridors. ■ Policy ED-4: Develop a retail recruitment strategy with an emphasis on business district development. ■ Policy ED-11: Encourage growth that balances employment and housing opportunities within designated urban centers by promoting investment in mixed -use centers with compact urban development, specifically advocating for redevelopment and quality infill design that maximizes allowable density. ■ Policy ED-14: Encourage investments that address future needs; focus investment in infrastructure and services in designated centers that align with the City's projected population, housing, and job growth targets. Parks, Recreation, Natural Areas, and Trails Policy P-1: Expand parks and recreational opportunities in new and existing locations with an identified need, to fill gaps in service and keep pace with future growth. Policy P-2: Create a connected system of parks corridors, trails, and natural areas that provide nearby and accessible opportunities for recreation and non -motorized transportation. City Utilities Policy U-5: Approval of development should be conditioned on the availability of adequate utility service and should not result in decreases in local levels of service for existing development. All new development should be required to pay their fair share of construction costs for necessary utility system improvements. Water Capacity and Availability Policy U-9: Provide and maintain a sustainable water supply, infrastructure, and service consistent with projected population growth within the City's water service area, as established in the Land Use Element and the Water System Plan. Policy U-10: Extend water service within the City's water service area in an orderly manner to serve anticipated growth and development in accordance with the Land Use Element. Sewer Service Capacity and Availability Policy U-20: Sewer facilities and services should be consistent with the growth and development concepts expressed in the Land Use Element. Extension of sewer service should be coordinated with expected growth and development. Policy U-21: All new development should be required to connect to the sanitary sewer system, except properties that have adequate soils to support on -site septic systems, are zoned for low density single 3-16 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Land Use family residential development, located away from environmentally sensitive areas, and outside Aquifer Protection Areas. Policy U-22: Projected sewage flows from development should be calculated based on adopted land use plans and policies. These projections should be used as a guide in developing the wastewater Capital Improvement Program (CIP). The CIP should be updated as land use plans and policies are revised. Stormwater Management System Policy U-29: Control runoff from new development, redevelopment, and construction sites through the implementation of development design standards and construction techniques that promote the use of best management practices to maintain and improve storm water quality and manage stormwater flow. Policy U-30: Provide incentives and regulations appropriate to an urban environment that reduce impervious surfaces, promote natural and distributed stormwater techniques, and incorporate native and naturalized vegetation. Solid Waste Policies Policy U-55: Actively promote recycling, as well as overall reduction of both the residential and commercial solid waste streams through public education programs and incentive programs. Additional information on the city's Water, Wastewater, and Surface Water utilities service policies and development standards are included in the 2019 Water Utility System Plan, Final May 2021, Long Range Wastewater Management Plan, Final September 2022, and the Surface Water Utility System Plan, December 2020. Capital Facilities Element Policy CF-7: Protect public health, enhance environmental quality and promote conservation of man-made and natural resources through appropriate design and installation of public facilities. 3-17 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Current Adopted Land Use Plan There are two land use designations in the EIS Study Area: Commercial Mixed Use (CMU) and Employment Area (EA). See Exhibit 3-5. Policy U-17 in Renton's Comprehensive Plan defines Commercial and Mixed Use (CMU) as a land use category for places with established commercial and office districts close to major arterials. Its intent is to establish a vibrant district and boost employment possibilities, permit residential uses as a component of mixed -use complexes, and encourage new construction of intense office and commercial uses. Through the intensification of uses and coordinated site planning, landscaping, signage, circulation, parking —as well as the provision of public amenity elements —this classification aims to transform strip commercial development into business districts. Policy L-18 defines the Employment Area (EA) land use classification as being reserved for commercial and industrial uses including office, industrial, warehouse, and manufacturing, with access to transportation networks and transit. Employment Areas give the City a foundation for economic growth and employment. Through zoning that encourages the progressive conversion of uses on sites with strong access and visibility to more intense commercial and office uses, it is possible to maintain a variety and balance of uses. While the EIS Study Area is split between CMU and EA, the entire Planned Action Area is designated for CMU. Implementing zones are shown in Exhibit 3-6. The Study Area has an auto -oriented urban form with a diverse mix of commercial and employment land uses. Along Rainier Avenue S in the subarea's core, there are primarily retail uses, including a mix of big -box retailers, auto dealerships, and smaller retail and other business buildings. Office buildings can be found throughout the Study Area, but are most prevalent along S Renton Village PI, close to 1-405 in the subarea's southeast quadrant (the Planned Action Area), and south of 1-405 along Lind Avenue SW. Large warehouse -style buildings housing light industrial purposes are mostly found in the western part of the subarea. With a few exceptions, residential uses are quite uncommon in the subarea. To the northeast, northwest, and southeast of the subarea are medium -density residential neighborhoods. 3-18 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Exhibit 3-5. Renton Land Use Designations L P�: EIS Study Area Comprehensive Land Use 0 500 1,000 0 Planned Action Area CMU-Commercial Mixed Use Feet Railroads COR-Commercial-Office- Residential Parcels Building Footprints Source: City of Renton, 2022. EA -Employment Area RLD-Residential Low Density RMD-Residential Medium Density RHD-Residential High Density :111 BERK Map Date: January 2024 3-19 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Exhibit 3-6. Land Use Designations in the Study Area Employment Area Commercial Mixed Use Source: City of Renton, 2022. Municipal Code Commercial Arterial (CA) Commercial Office (CO) Light Industrial (IL) Medium Industrial (IM) Heavy Industrial (IH) Resource Conservation (RC) Center Downtown (CD) Center Village (CV) Commercial Arterial (CA) Commercial Office (CO) Urban Center (UC-1, UC-2) 155 278 Renton Municipal Code, Title IV, regulates land use and development. Title IV provides zoning districts and overlays, site and building standards, environmental regulations, citywide property development standards, building and fire prevention standards, street and utility standards, subdivision standards, and permitting requirements. Consistent with WAC 173-60-030 and WAC 173-060-040, the City's code addresses noise levels. Class A (Residential), Class B (Commercial), and Class C (Industrial) Environmental Designation for Noise Abatement (EDNA) designated properties are regulated with a noise level limit. In areas not covered by a local zoning ordinance but within the coverage of an adopted comprehensive plan the legislative authority of the local government may, by ordinance or resolution designate EDNAs to conform with the comprehensive plan. These limits are relevant to properties and zones. The noise limits are not applicable to highway noise. 3-20 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 • Environment, Impacts, and Mitigation Measures Land Use City of Renton Zoning Most of the land in the Study Area is zoned Commercial Arterial (CA), followed by Commercial Office (CO), Medium Industrial (IM), and Center Downtown (CD). See Exhibit 3-7 and Exhibit 3-8. The Planned Action Area is primarily zoned CA with parcels zoned CO south of S Grady Way, fronting Talbot Road S and 1-405. The Commercial Arterial Zone (CA) aims to transform linear "strip commercial" business districts into commercial areas with improved site planning and pedestrian orientation, including coordinated access, efficient parking lot design, amenities, and boulevard treatment with higher densities. Along high -traffic corridors, the CA zone offers a wide range of retail sales, services, and other commercial operations. Mixed -use buildings may be used to incorporate residential purposes within the zone. The Auto Mall District Overlay is applied to several scattered CA -zoned parcels in the Planned Action Area, but mostly applied uniformly to parcels in the southwest of the Study Area along SW Grady Way. The Commercial Office (CO) Zone offers locations suitable for professional, administrative, and business offices, and related uses in a high -quality and amenity -rich environment. Under certain restrictions, a combination of restricted retail and service uses may be permitted to support other uses inside the zone. Medical institutions and associated uses, as well as limited light industrial activities that can seamlessly fit into an office setting, are also permitted. Exhibit 3-7. Renton Zoning in the Study Area Commercial Arterial CA 60 DU/AC in the City 50', except 70' for 192 Center vertically mixed - use buildings Center Downtown CD 150 DU/AC 150, 3.7 Commercial Office CO 150 DU/AC 250' 87 ........ ......... ......... Medium Industrial ......... ......... ......... ......... IM ............... ..................... N/A .. ......................... _.................................................. None 74 Total Source: City of Renton, 2022. N/A N/A 356.7 3-21 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Exhibit 3-8. Renton Zoning in Study Area R-8 3 3 R-10 s sw s,a a, R T � o IL sw > 416 P, _SW sunset 6lvd� RM-F 3 a u u it 0 m a c Co IL �� ■ it �1 omla, il� �S 4th Si i wm� �H. a a' a S 5th St R-14 S 61h St _v i� CD CO L SW 71h St S-_7t1'=St IMi ■ 1 S �aY 0000 W G odY • oY t A Sr a l � S 0102 S�,i a t CO S Renton Villoye PI a —emu= 3 S 1 4th St I -14 s i sth St ,W 16!h S. _. Co REP F � • 1 N N , �SW1190St.�:, � � �5-79th S7 � R1 O EIS Study Area ❑1 Planned Action Area H++ Railroads Parcels Building Footprints Zoning Designation RI-Residential1 du/ac R6-Residential - 6 DU/AC R8-Residential 8 du/oc R10-Residential 10 du/ac RI 4-Residential 14 du/ac RMF-Residential Multi -Family Source: City of Renton, 2022. RM-F R-8 R-8 RM-F CN-Commercial Neighborhood 0 500 1,000 CA -Commercial Arterial � Feel 0 CD -Center Downtown CO -Commercial Office IL -Industrial - Light IM-Industrial - Medium :111 BERK Map Date: January 2024 3-22 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use While height is limited based on the zoning district, a key factor that overrides it is the airport related building height restrictions based on Federal Regulation Title 14 Part 77, which establishes standards and notification requirements for objects affecting navigable airspace. Maximum allowed heights vary from 70 feet above grade at the north end of the Study Area to 150 above grade at the south end of the Study Area. The maximum building height on any given site is determined by subtracting the ground elevation of the Renton Municipal Airport (32 feet above MSQ from the nearest height restricted boundary. See Exhibit 3-9. Exhibit 3-9. Mapped Airport Height Restrictions (Incomplete) —y- 11 Notes: Airport elevation is 32 feet above Mean Sea Level. Allowable Building Height is calculated by subtracting ground elevation of the airport from the nearest height restricted boundary. Source: City of Renton 3-23 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Redevelopment Potential Roughly 43% of the buildable land in the Study Area is considered redevelopable or vacant, including over 140 acres of redevelopable land and almost 10 acres of land classified as vacant. See Exhibit 3-10. Redevelopable land is determined by comparing the assessed value of existing improvements to the assessed value of the land, potential improvements that could be made and the estimated feasibility of those improvements. Vacant land is land that may be improved or developed, is not currently in use, and has no structures. Exhibit 3-10. Urban Growth Capacity Capacity Summary — Planned Action Area Parcel Acres CA 2.18 52.12 CID - - CO 0.52 28.30 IM - - PAA Subarea Total 2.71 80.43 Capacity Summary — Oubide P CA 0.77 38.66 CD ..............................................................................................................................................................................................................................................._......................................................................................................................................................._...................................................................................... - 0.87 CO ..............................................................................................................................................................................................................................................._......................................................................................................................................................._...................................................................................... 4.52 15.53 I M 0.26 4.94 ..............................................................................................................................................................................................................................................._......................................................................................................................................................._...................................................................................... Subarea Total 5.54 60.00 Combined Total Source: BERK, 2023 8.25 140.43 Most of the redevelopable land is located within the Planned Action Area. See Exhibit 3-11. The largest vacant parcel is adjacent to the southern border of the Study Area fronting Lind Avenue SW and SW 19t" Street. 3-24 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use •ITT159TIP '• • s 2nd St � D w s _ al�d 5 4fh $t m e S VJ _Sunset r, Z Q » t } Y } • .OY. = 5 btll 51 E R _ LS�th- MEMO', D EIS Study Area ❑I Planned Action Area Railroads Parcels Source: City of Renton, 2022. } Buildable Lands - June 2022 Redevelopable Vacant S Renton Village PI A � s 15 s a 0 500 1,000 0 Feet :ill BERK Map Date: January 202A 3-25 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Current Land Uses and Housing Need The Study Area has predominantly employment space with retail, office, and industrial uses. Zoning does allow for mixed uses including higher density residential. Residential neighborhoods are not located within the Study Area but are present outside the Study Area boundary to the north and southeast. The Renton Housing Action Plan recommends increasing the availability of affordable and market rate housing in Renton. An objective of the Rainier/Grady Junction TOD Subarea Plan is to "Continue to foster a mix of commercial uses within the area while also adding new residential areas." Adding housing would help the City meet housing target goals while addressing the need for housing variety and affordability. Housing in the City of Renton has remained relatively consistent over the last decade with single family homes representing more than half of the total housing units. See Exhibit 3-12. The second most prevalent housing type is multifamily housing structures with five or more units, followed by multifamily structures with three or four units. Duplexes and mobile homes represent roughly 4% of available housing. ■ As of 2010, the housing inventory consisted of 54% single family homes, 36% multifamily housing (5+ units), 6% multifamily housing (3 or 4 units), 2% duplex housing, and 2% mobile homes. ■ As of 2015, the housing inventory consisted of 54% single family homes, 36% multifamily housing (5+ units), 6% multifamily housing (3 or 4 units), 2% duplex housing, and 2% mobile homes. ■ As of 2020, the housing inventory consisted of 53% single family homes, 37% multifamily housing (5+ units), 6% multifamily housing (3 or 4 units), 2% duplex housing, and 2% mobile homes. Exhibit 3-12. Housing Stock by Type of Structure 2010 21,084 728 2,190 14,192 957 39,151 2015 22,229 803 2,280 14,992 981 41,285 .............................................. ......... 2020 22,870 835 2,327 16,119 992 43,143 Source: Office of Financial Management, 2020. Looking into household type by income, Elderly Family and Elderly Living Alone are most represented in the Extremely Low -Income category. See Exhibit 3-13. More than 26% of Elderly Living Alone and 13% of Elderly Living with Family are considered extremely low-income. This household type is overrepresented in <30% area median income (AMI), 30-50% AMI, and 50-80% AMI bracket. More broadly, 12% of all households are currently below 30% AMI, 12% of all households are currently between 30% to 50% AMI, and 14% of all households are currently between 50% to 80% AMI. This aligns with the goals established in the Renton Comprehensive Plan. Policy HHS-10 in Renton's Comprehensive Plan directs county, city, and community stakeholders to develop strategies to achieve a diverse housing stock that is affordable for the following minimum percentages of the City's households: ■ 12% - Below 30% AMI (very low-income) ■ 12% - 30 to 50% AMI (low-income) ■ 16% - 51 to 80% AMI (moderate -income) 3-26 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Land Use Exhibit 3-13. All Households — Household Type by Income (2017) Elderly Family 455 500 470 595 1,520 3,540 Elderly Living Alone 1,050 755 785 425 960 3,975 Large Family 225 375 580 330 1,655 3,165 Small Family 1,550 1,945 2,045 2,065 10,130 17,735 Other 1,530 1,120 1,420 1,400 5,140 10,610 Total 4,810 4,695 5,300 4,815 19,405 39,025 Source: HUD CHAS (based on ACS 2013-2017 5-year estimates); AMI = HUD Area Median Family Income. Definitions Household Type Household Type Description Elderly Family 2 persons, either or both age 62 and over Elderly Living Alone Age 62+, living alone Large Family Families with 5 or more members Small Family Families with 2-4 members (excluding elderly families) Other Non -family, non -elderly households Housing affordability is a challenge facing the City of Renton and the region. Across the community, roughly 35% of households are facing some type of cost burden, which occurs when housing costs are over 30% of household income. Roughly 20% of households are officially considered "cost -burdened," meaning families and individual residents spend more than 30% of their income on housing. See Exhibit 3-14. An additional 15% of households are "severely cost -burdened," meaning families and individual residents spend more than 50% of their income on housing. Exhibit 3-14. All Households — Cost Burden by Income Level All Households 23% Above Median Income (>100%) 8% 92% Moderate Income (80-100%) 24% 75% Low -Income (50-80%) M 39% Very Low -Income (30-50%) 52% Extremely Low -Income (:530% AMI) 58% 50% 12% 6% ■ Severely Cost -Burdened (>50%) Cost -Burdened (30-50%) Not Cost Burdened Not Calculated Source: HUD CHAS (based on ACS 2013-2017 5-year estimates); AMI = HUD Area Median Family Income. 12% 3-27 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Air Quality and Noise Compatibility Pollution Sources The air and noise pollution sources most relevant to this study include aircraft at the Renton Municipal Airport and roadway traffic such as along 1-405. Aircraft landing and take -off paths see concentrated air pollutants and noise impacts. Roadways see air pollution from vehicle exhaust and brake/tire/road wear. Pollutant particle size, topography, and wind patterns affect the geographic extent of concern, with the greatest impacts adjacent to and downwind of major freeways. Some patterns include: ■ Pollutants are most concentrated within 500 ft of a roadway. Within that 500 feet, ultrafine particles "rapidly decay" to a 50% concentration (UW Mov-Up Report, 2019, p 38). Areas within 1,000 —1,600 ft of a busy highway are most affected by a range of pollutants and particle sizes (American Lung Association). Close, long-term exposure (within 165 feet) to a heavily trafficked roadway has the strongest association with dementia (American Lung Association). Roadway traffic, especially larger vehicles (i.e., trucks and buses), also produce noise. The shift to electric vehicles may alleviate air pollution and some noise impacts. Air Quality There are several different kinds of air pollution associated with airports, railyards, and roadways, each of which has a different detrimental effect on health. Particulate matter of all sizes, including larger particulate matter (PM2.5) and ultrafine particles (UFP), ozone, carbon monoxide (CO), nitrogen dioxide (NO2), sulfur oxides (Sox), and other hazardous air pollutants are among the air pollutants associated with airports. These have an adverse effect on organ systems, particularly the respiratory and cardiovascular systems (PHSKC, Community Health and Airport Operations Related Noise and Air Pollution: Report to the Legislature, 2020). The effects of the Renton Municipal Airport and major roadways (including SR 167 and 1-405) on air quality and noise are geographically depicted in the following maps. The flight path over Renton Village is a factor in air quality and noise impacts, with darker blues indicating more aircraft per day below 750 meters, where their effects on air quality and noise are concentrated. See Exhibit 3-15. The maps display results from the Mobile Observations of Ultrafine Particles Study at the University of Washington (MOV-UP Study Report). It focuses on ultrafine particles, which are concentrated near roads and airports and are smaller than particles with a diameter of 100 nanometers (University of Washington Department of Environmental & Occupational Health, 2019). Exhibit 3-15 shows the gridded spatial distribution of the number of arriving and departing flights that are below 750 meters in altitude in the year 2018 for the Seattle metropolitan area. The data includes flights from all local airports including Renton Municipal Airport. The graphic illustrates low flying air traffic that may contribute to both air and noise pollution. 3-28 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Exhibit 3-15. Density of Flights at 750m Altitude or Less Seattle Flights below 750m - 1 - 7 55 403 2,981 22,026 162,755 Source: UW's Mov-Up Report, 2019. Kent Renton Bellevue Considering the presence of a wide range of air pollutants (including Nox emissions, ozone concentration, PM2.5 concentration, high volume roadways, and industrial contamination) Renton Village is highly impacted by air pollutants. See Exhibit 3-16. When looking at PM2.5 emissions, all census tracts in in the Study Area east of Rainier Avenue S are ranked "9," indicating high concentrations of fine particulate matter. The west side of Rainier Avenue S is ranked "10" (Washington Environmental Health Disparities Map, 2022). Roadways with high traffic volumes and associated air pollutant emissions can impact health conditions including the elderly, children, and those with preexisting health conditions (e.g., asthma or heart disease). (Washington State Department of Health, 2023) 3-29 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Exhibit 3-16. Environmental Exposures Map Notes: This map shows a composite score based on Nox emissions (diesel exhaust), ozone concentration, PM2.5 concentration (exhaust, smoke), heavy traffic roadways (>25,000 daily trips), toxic releases from facilities. Source: Washington Environmental Health Disparities Map, 2021. Noise Noise levels in the in the Study Area reach average daily sound levels of 55-55.9 dBA (24-hr Laeq) and increase to 60 — 69.9 moving north toward the Renton Municipal Airport. Individual flight noise reaches higher levels more frequently in the northern part of the Study Area compared to areas east of Rainier Avenue S and south of 1-405. Exhibit 3-17 shows an accumulated measure of aviation, road, and rail noise. Noise is most intense directly at 1-405, and at the northern and southern boundaries of the Renton Municipal Airport. Roadway noise levels are not regulated in the state, but if federal funds are sought (e.g., US HUD) noise limits and mitigation may apply. 3-30 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Exhibit 3-17. Noise Levels Map View Aviation (+), Road (_), Rail (J'q) Noise in the U.S. for 2016 and 2018 Notes: dBA: A -weighted decibel, a unit of sound measurement corrected for how humans hear sounds; 24-hr Laeq: Average sound energy over a 24-hour period. Source: USDOT National Transportation Noise Map, 2022; BERK, 2022. Aesthetics and Urban Des Recent History and Development At the location of present-day Renton, close to the meeting point of the Black and Cedar rivers, the Duwamish Indian tribe established a settlement long before European immigrants arrived in the region. The Black River carried runoff into the White River as the Cedar River emptied into Lake Washington from the southeast. The Duwamish River, which was formed by the confluence of the Black and White rivers, moved northward into Seattle. The rivers were then significant resources and routes for trade, but human engineering would later disrupt these waterways. Henry Tobin made a claim in 1853 after paddling up the Duwamish River and spotting where the rivers converged. Early industry focused on wood mills and coal mines. Captain William Renton, who had founded the Renton Coal Company a few years earlier, is credited with giving the town its name. Captain Renton, a successful lumberman best known for building the renowned Port Blakely Mill on the Puget Sound, had acquired the mine and had the resources to further expand it. Renton's proximity to the lake and the rivers allowed it to become the center of the regional coal industry. Renton was one of the first remote villages to be connected to Seattle by road due to the emerging industry and 3-31 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Land Use demand for better transit lines. Renton was a railroad hub by the end of the nineteenth century. Renton soon became a commercial hub thanks to the rich agricultural land in the river valleys. Other industries included timber mills, a cigar factory, brick and tile facilities, and a facility for producing glass. Renton was a thriving town in many ways by the early 1900s. The Boeing Company's relocation and establishment in Renton in 1941 had arguably the most impact on the city's development. The Boeing Renton plant produced six B-29 aircraft per day at its peak during World War II. PACCAR was producing 30 Sherman tanks per month at the same period. Most of the hard labor was performed by women because most men had left to serve in the war. Present day Renton is at the confluence of major freeways (1-405 and SR 167), making it a regional hub for shopping, manufacturing, and industrial uses in the late 20th century; however, in the early 215Y century, businesses in medical, tech, and research and development industries have established themselves as dominant parts of the city's economy. New transit investments at Rainier Avenue S and S Grady Way, and potentially at Rainier Avenue S and the rail Line, could facilitate development, improve all modes including non -motorized pedestrian and bicycle connections, and integrate the subarea with adjacent areas including the City Center to the northeast. Urban Form The existing character of the Study Area is characterized by auto -oriented commercial development with industrial uses west of Rainier Avenue S. Many streets lack a sense of enclosure and ground floor activity which creates an uncomfortable and isolating environment for pedestrians. Large volumes of traffic, including freight lines, are carried on high -volume arterials. Although there are ongoing efforts to enhance bike connections on S 7th Street and Shattuck Avenue S, as well as a long-term aim to develop multimodal connections throughout the area, the subarea currently lacks connected cycling infrastructure. Several high -voltage power line corridors converge in the subarea, in addition to the roadway network. The buildable area is lessened by the easements surrounding these overhead utilities, especially in the core. North of 1-405, East of Rainier Avenue S: Planned Action Area The eastern section of the Study Area is defined by S 7th Street acting as the northern boundary with 1-405 forming a hard southern and eastern edge. South 7th Street separates the residential zoning to the north from the commercial zoning to the south. This is a gradual transition with single and multifamily structures transitioning to three story commercial and industrial uses. The topography is flat, limiting the opportunity for views extending past immediate structures and the tree line. The sidewalk on the northern frontage of S 7th Street is absent between Talbot Road S and Shattuck Avenue S. The sidewalk on the southern frontage of S 7th Street intermittently jogs to avoid City of Renton infrastructure but is primarily located adjacent to the curb with no street trees buffering pedestrians from the roadway. There are limited opportunities for pedestrians to safely cross S 7th Street due to the long block lengths and missing pedestrian infrastructure to facilitate an ADA accessible pathway. See Exhibit 3-18. 3-32 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 ■ Draft EIS Land Use Exhibit 3-18. The Intersection of S 7th Street and Talbot Road S Looking North Source: City of Renton, 2023. South 3rd Place is the northernmost boundary of the Study Area, bordering the northern frontage of the McLendon Hardware property. The building context between Rainier Avenue S and Shattuck Avenue S, north of S 7th Street, is a mix of multifamily housing fronting Shattuck Avenue S and single -story commercial uses with surface parking between the building and the right-of-way on Rainier Avenue S. The western frontage of Shattuck Avenue S, extending north from S 7th Street, has an incomplete sidewalk network stemming from the curb bulb at the intersection which does accommodate an ADA accessible crossing at all corners of the intersection. See Exhibit 3-19. The sidewalk transitions into perpendicular parking serving the multifamily housing. Additionally, there is a pedestrian underpass that connects Shattuck Avenue S across the railway across a series of long Commercial Arterial blocks. Exhibit 3-19. The Intersection of S 7' Street and Shattuck Avenue S Looking North Source: Google, 2022. 3-33 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Land Use The extent of Rainer Avenue S, between V Place S and S 41h Place, is distinctly more commercially intense than the transitional buffer context on S 7th Street and Shattuck Avenue S. There is a King County Metro Rapid Ride facility serving Rainier Avenue S, along with more robust infrastructure to support pedestrian access. The sidewalk appears to be widened to, and is buffered by, street trees adjacent to the curb and at the back of walk. The block exclusively serves McLendon Hardware in a commercial big -box context. Renton Village is dominated by surface parking lots serving office and commercial uses. See Exhibit 3-20. While some landscaping is included in the surface parking lots, they are substantially under -landscaped per current Renton Municipal Code standards. There are no common green or recreational spaces within the business park. There is an internal road structure that exists, but it creates a relatively coarse -grained context for pedestrian and multimodal transit within the superblock. The tallest structures are currently up to six stories in height, but the most common building typology is characterized by single -story strip mall development. Exhibit 3-20. Renton Village Looking South from S Grady Way Source: Google, 2022. A prominent built feature in Renton Village consists of the 230 KV transmission lines that bisect the Study Area with 115 KV transmission lines running along 1-405, see Exhibit 3-21. Most of the high -voltage power lines that cross this area come from the Maple Valley Substation to the east. Large poles and overhead power lines make up an imposing visual presence, and easements along the corridors forbid building underneath or close to the power lines. While buildable area within the transit center's walkshed is considerably reduced by these power lines, the easements create opportunities for open space and multimodal use. 3-34 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Exhibit 3-21. Major Transmission Lines Source: City of Renton, 2022. North of 1-405, West of Rainier Avenue S The western section of the Study Area is characterized by the Renton Auto Mall District. This section is zoned for Commercial Arterial adjacent to Rainier Avenue S and Medium Industrial uses moving east of Lind Avenue SW. Auto Mall Overlays (AMOS) cover several portions of the Study Area and establish development standards to implement the Renton Auto Mall Improvement Plan. The Study Area includes both District A and District B AMOS. See Exhibit 3-22. District A is exclusively for auto sales and related uses (see RMC 4-3-040). District B allows auto sales as well as what is allowed by the underlying zoning. Both AMO Districts are present west of Rainier Avenue S along S Grady Way. 3-35 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Exhibit 3-22. Aerial Image of the Renton Auto Mall District north of 1-405 and west of Rainier Avenue S d, .l • 1 it . i „-.o1 ------ - • ,�. P 4, 44,.`jl LIP - aEIS Study Area Auto Mall Overlay Districts o 500 t,000 o aPlanned Action Area ® Auto Mall Area A Feet Railroads Auto Mall Area B Parcels :ill BERK Map Date: January 2024 Source: City of Renton, 2022. 3-36 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 • Environment, Impacts, and Mitigation Measures Land Use SW Grady Way is a high -volume principal arterial street running east/west through the Study Area. Car dealerships occupy both frontages of SW Grady Way, buffered by street trees at the back of the sidewalk. Transmission lines run along the north side of SW Grady Way, which are considerably taller than any surrounding structure in the area. Bus route 153 is serviced on this corridor, but otherwise there are no multi - modal transit improvements west of Rainier Avenue S, making these superblocks more navigable for pedestrians. Exhibit 3-23. DK Market Looking East from Lind Avenue SW 7-1 Source: Google, 2022. Lind Avenue SW extends south from SW 7th St, running through single -story industrial use structures before intersecting with SW Grady Way. See Exhibit 3-23 above for a view of the eastern street frontage. The building stock between SW 7th St and SW Grady Way is made up of warehouse style buildings with limited ground floor glazing and no relationship to the pedestrian realm. The lots abutting the west side of Lind Avenue SW mark the transition from Commercial Arterial zoning into Medium Industrial. The sidewalk jogs along the corridor, buffered by a landscape strip with street trees at the approach to the SW 7th St intersection. Additionally, the area is flat with no prominent viewsheds to protect as new development is planned. SW 7th St traverses the Study Area, stemming from its origin at Burnett Linear Park west across Rainier Avenue S into a light industrial built context. SW 7th St is designed to serve multimodal transit uses with the RapidRide F line and a designated shared use bike facility. Extending west from Rainier Avenue S, the sidewalk begins adjacent to the curb on both frontages, and then jogs behind a landscape strip past Edwards St. There are established street trees on the north side of SW 7th St softening the pedestrian realm. South of 1-405. West of Rainier Avenue S The southeastern section of the Study Area is connected by the Lind Avenue SW overpass, transitioning from the Auto Mall District to a Medium Industrial, office park context. The southern terminus of the Study Area is 3-37 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use SW 191h Street, which fronts a five -story business park west of Lind Avenue SW, and a series of four-story hotels east of Lind Avenue SW adjacent to SR 167. The western section of SW 19th Street has an existing sidewalk adjacent to the curb on the southern frontage with no pedestrian access on the northern frontage. The paved sidewalk transitions into an at grade gravel walk as the Study Area transitions into the Black River. The eastern section of SW 19th Street is complete with a sidewalk on both frontages buffered by a planting strip adjacent to the curb. See Exhibit 3-24. Exhibit 3-24. Looking East on SW 19th Street Source: Google, 2022. There is a complete sidewalk network on Lind Avenue SW providing north/south pedestrian access through the southernmost corridor of the EIS Study Area. The sidewalk is adjacent to the curb at minimum widths for ADA accessibility, with trees planted behind the walk. The office uses fronting Lind Avenue SW are setback from the right of way, buffered by on street parking. Coupled with the length of the superblocks, this coarse -grained urban fabric is heavily auto oriented and is unrelatable from a pedestrian perspective. See Exhibit 3-25. Exhibit 3-25. Landmark West Building Looking East from Lind Avenue SW Source: Google, 2022. 3-38 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Land Use SW 16th Street is an east/west street dividing the Commercial Arterial zoning adjacent to 1-405 with the Commercial Office uses on the southern frontage of SW 16th Street. The industrial structures on the northern frontage are one to two stories in height and are setback on the parcel to accommodate vehicle load and unload. The RapidRide F line is accessible from both SW 161h Street and Lind Avenue SW, although the sidewalk network is limited south of 1-405. Light and Glare Light and glare in an urban setting can be produced from a variety of sources, including automobile headlights, exterior building illumination, streetlights, and illuminated signage characteristic of auto dealerships. The more intensely developed portions of the Study Area fronting Rainier Avenue S and S Grady Way currently have the highest levels of ambient light and glare. The less intensely developed single-family areas along the northeastern edge of the Study Area have relatively low levels of light and glare, especially properties located on side streets with few or no streetlights. Because the Study Area lacks a robust network of mature trees, there are no natural buffers to reduce the impacts of ambient light. Parks and Open Space Except for a short segment of Burnett Linear Park located near the intersection of S 7th Street and Talbot Road S, there are no parks or dedicated green spaces in the Study Area. According to The Trust for Public Land, the Study Area is identified as a moderate to high priority area for new parks (The Trust for Public Land, 2022). The City of Renton has 43 parks, and 8% of Renton's land is used for parks and recreational use. For a regional comparison, 6% of the land in Burien is zoned for parks and recreational use, 7% in Kent, and 12% in Seattle. The Planned Action Area is ranked 72nd and 73rd of 73 block groups in Renton for Tree Equity Score (Tree Equity Score, 2022). The Tree Equity Score calculates scores based on how much tree canopy and surface temperature align with income, employment, race, age, and health factors. See Exhibit 3-26. Variables that influence the index to rank these block groups so low include high poverty rates, high temperatures, and a high composite health index score which ranks the prevalence of poor mental, physical, respiratory, and cardiac health. 3-39 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Exhibit 3-26. Tree Equity Score Map Notes: This map shows a composite score based on: Income: Percentage of population below 200% of poverty, Employment: Unemployment rate, Race: Percentage of people who are not white non -Hispanic, Age: Ratio of seniors and children to working -age adults, Climate: Urban Heat Island severity, Health: Prevalence of poor mental, physical, respiratory, and cardiac health (composite index). Source: Tree Equity Score Map, 2022. A 2018 Tree Canopy Assessment found that Renton had an existing urban tree canopy of 29% (King Conservation District, 2018). Tree canopy data was disaggregated based on Renton's land use designations. The data found that —80% of Renton's urban tree canopy was located within Residential Low, Medium, and High - density land uses. The remaining —20% was shared between Commercial Mixed Use (5%) and Employment Area (13%). The Study Area is exclusively comprised of Commercial Mixed Use and Employment Area land uses which are intensely impervious and underplanted. See Exhibit 3-27. 3-40 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Exhibit 3-27. Renton Street Tree Map EIS Study Area O Street Trees 0 500 1,00041 ® Planned Action Area Feet �� �� City of Renton Other Cities UGAs +++ Railroads ❑ Parcels . Building Footprints Source: City of Renton, 2022 :ill BERK Map Date: August 2022 3-41 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 ■ Draft EIS Land Use Impacts Thresholds of significance are used here to define impacts that would have adverse effects without mitigation. Thresholds of significance include: ■ Interferes with state, regional, or local plans: Impedes PSRC VISION 2050 Growth Strategy. Inconsistency with Countywide Planning Policies. Interferes with subarea/city vision. ■ Consistency with the Rainier/Grady Junction TOD Subarea Plan objectives. El Align with overall vision for Renton's City Center area. 13 Transition to a pedestrian oriented multimodal center. El Create an active, distinct, livable neighborhood. El Catalyze desired changes. ■ Increases potential for incompatible land use transitions. ■ Potential to increase households' exposure to air pollution, noise pollution. ■ Transitions in scale. Height of development, location of roads, and landscaping abutting surrounding neighborhoods creating an inappropriate transition to areas of greater or lower density. ■ Shadows on public space. The potential for future development to cast shadows on public open spaces that could hinder public use and enjoyment of the space. Impacts Common to All Alternatives Under all alternatives, growth and development will be focused within the Planned Action Area. Alternatives 2 and 3 support future development that would provide an increase in expected housing and jobs growth over the No Action Alternative. Under Alternative 1 (No Action), housing and jobs growth would be more moderate. Meeting these growth targets can help the City of Renton balance housing and jobs and enhance equity for low and moderate -income households by providing more affordable housing choices as well as integrated multimodal travel options. All alternatives will make progress towards meeting the City of Renton's housing and jobs growth targets. There is an existing deficit of 497 housing units and 5,570 jobs based on the delta between the growth target and existing capacity. See Exhibit 3-28. The Action Alternatives will more aggressively meet the jobs target, with Alternative 3 proposing the greatest addition to both housing and jobs. Exhibit 3-28. City of Renton Housing and Jobs Growth Targets Growth Target 17,000 31,780 Capacity 16,503 26,210 Deficit (497) (5,570) Source: King County Urban Growth Capacity Report, 2021 3-42 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Within the Study Area, the No Action Alternative shows a total net housing capacity of 6,676 units. The mid -rise approach proposed in Alternative 2 shows a net housing capacity of 9,269 units, and the high-rise approach proposed in Alternative 3 shows a net housing capacity of 12,005 units. See Exhibit 3-29. Additionally, within the Study Area, the No Action Alternative shows a total net jobs capacity of 1,912 jobs. Alternative 2 shows a net jobs capacity of 5,015 jobs, and Alternative 3 shows a jobs housing capacity of 8,006 jobs. See Exhibit 3-30. Exhibit 3-29. Total Housing by Alternative 14,000 12,000 10,000 8,000 6,000 4,000 2000, 9,269 6,676 5,932 3,339 3,337 3,337 No Action Alternative 2 ■ Planned Action Area ■ EIS Study Area ■ Total Source: BERK, 2023. Exhibit 3-30. Total Jobs by Alternative 9,000 8,000 7,000 6,000 5,000 4,000 3,000 2,000 1,000 5,015 3,662 1,912 1,353 1,353 560 ■ ■ No Action Alternative 2 ■ Planned Action Area ■ EIS Study Area ■ Total Source: BERK, 2023. 12,005 8,668 3,337 11 Alternative 3 8,006 6,653 1,353 ■ Alternative 3 3-43 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Land Use In 2023, the City of Renton has been assigned housing targets by area median income (AMI) band as of Summer 2023, summarized below: ■ Low-income household (0-80% AMI): 8,914 units ■ Moderate -income household (80-120% AMI): 2,267 units ■ Above Moderate income (>120%AMI): 5,819 units ■ Total: 17,000 units Housing that is particularly suited to meeting low-income housing needs include low and mid -rise housing. Housing at moderate income levels includes middle housing and mid and high-rise housing. All alternatives increase housing options, particularly Alternatives 2 and 3. Regional and Local Policy Consistency The City of Renton, designated as a Core City in PSRC's VISION 2050, is "intended to accommodate a significant share of future growth" in population and employment. Additionally, Renton is designated as a High -Capacity Transit Community which plays an "important role as hubs to accommodate regional employment and population growth." The table below identifies pertinent land use goals and policies and how well the three Alternatives would address them within the subareas. Alternative 1 No Action is consistent with VISION 2050 goals, but Action Alternatives would more optimally meet goals for increasing densities and providing housing, improving environmental conditions (e.g., tree canopy), and supporting transit. See Exhibit 3-31. Exhibit 3-31. Alternatives Consistency with VISION 2050 Goals and Policies Regional Growth Strategy Goal: The region accommodates growth in urban areas, focused in designated centers and near transit stations, to create healthy, equitable, and vibrant communities well - served by infrastructure and services. Rural and resource lands continue to be vital parts of the region that retain important cultural, economic, and rural lifestyle opportunities over the long term. MPP-RGS-6 Encourage efficient use of urban land by optimizing the development potential of existing urban lands and increasing density in the urban growth area in locations consistent with the Regional Growth Strategy. Alternatives focus residential and job growth in an established urban center served by infrastructure and services; particularly, Action Alternatives provide greater growth where future high - capacity transit is planned along the Rainier/Grady Junction. Action Alternatives will rezone land enabling denser urban development. 3-44 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Land Use MPP-RGS-8 Attract 65% of the region's Action Alternatives will focus housing residential growth and 75% of the `� V+ V+ and job growth adjacent to the future region's employment growth to the Sound Transit bus rapid transit (BRT) line regional growth centers and high -capacity and transit center. transit station areas to realize the multiple public benefits of compact growth around high -capacity transit investments. As jurisdictions plan for growth targets, focus development near high -capacity transit to achieve the regional goal. MPP-RGS-9 Focus a significant share of All Alternatives will focus employment population and employment growth in `� `� `�+ and population growth within the City of designated regional growth centers. Renton, which is a designated regional growth center. Environment Goal: The region cares for Action Alternatives would improve the natural environment by protecting `� `�+ V+ streetscapes including urban tree and restoring natural systems, conserving canopy particularly in areas with lower habitat, improving water quality, and Tree Equity scores. reducing air pollutants. The health of all All alternatives have the opportunity to residents and the economy is connected daylight the Rolling Hill Creek. The City to the health of the environment. could incentivize the daylighting of the Planning at all levels considers the creek in the redevelopment of the impacts of land use, development, and Subarea. transportation on the ecosystem. MPP-En-S Locate development in a All alternatives will focus future manner that minimizes impacts to natural `� `�+ `�+ development on urban vacant and features. Promote the use of innovative redevelopable land with minimal environmentally sensitive development impacts to natural features. practices, including design, materials, construction, and on -going maintenance MPP-En-15 Provide parks, trails, and open All alternatives will prioritize an open space within walking distance of urban `� V+ V+ space network under the existing high residents. Prioritize historically voltage power lines that bisect the underserved communities for open space subarea. This network will connect to improvements and investments. existing park and bike facilities. MPP-CC-12 Prioritize transportation Action Alternatives lower emissions by investments that support achievement of `� `� `�+ encouraging denser development that regional greenhouse gas emissions lessens reliance on automobile trips, reduction goals, such as by reducing focusing development in areas served by vehicle miles traveled. transit, and improving pedestrian and bike infrastructure. 3-45 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Land Use Development Patterns Goal: The region Action Alternatives enhance the creates healthy, walkable, compact, and `� `�+ `�+ walkability of Renton Village and equitable transit -oriented communities mitigate displacement impacts to that maintain unique character and local community -serving local businesses. culture, while conserving rural areas and creating and preserving open space and natural areas. MPP-DP-1 Develop high -quality, compact Action Alternatives increase the urban communities throughout the `� `�+ `�+ potential for mixed use development region's urban growth area that impart a and focuses growth on corridors served sense of place, preserve local character, by transit. provide for mixed uses and choices in housing types, and encourage walking, bicycling, and transit use. MPP-DP-15 Design communities to All alternatives will transform Renton provide safe and welcoming `� `�+ `�+ Village into a pedestrian oriented district environments for walking and bicycling. with a multi -modal center. MPP-DP-25 Support the development of All alternatives will focus development centers within all jurisdictions, including `� V+ adjacent to the future Sound Transit bus high -capacity transit station areas and rapid transit (BRT) line and transit countywide and local centers. center. Housing Goal: The region preserves, Action Alternatives zoning allows for improves, and expands its housing stock `� `�+ `�+ denser development of a variety of to provide a range of affordable, housing types. accessible, healthy, and safe housing choices to every resident. The region continues to promote fair and equal access to housing for all people. MPP-H-2 Provide a range of housing types Action Alternatives will provide a high and choices to meet the housing needs of `�- `� `� volume of mid -rise and high-rise all income levels and demographic groups residential typologies. within the region. MPP-H-7 Expand the supply and range of All alternatives increase the supply of housing at densities to maximize the `� `�+ `�+ housing and locate future development benefits of transit investments, including adjacent to the future Sound Transit bus affordable units, in growth centers and rapid transit (BRT) line and transit station areas throughout the region. center. Economy Goal: The region has a All alternatives support the transition prospering and sustainable regional `� `�+ `�+ into a multi -modal mixed -use center economy by supporting businesses and supporting housing and job growth. job creation, investing in all people and their health, sustaining environmental quality, and creating great central places, diverse communities, and high quality of life. 3-46 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Land Use MPP-Ec-9 Promote economic activity and Action Alternatives support a greater employment growth that creates widely `� `� `�+ increase in housing and jobs growth shared prosperity and sustains a diversity than the No Action alternative. of living wage jobs for the region's residents. Transportation Goal: The region has a All alternatives support development sustainable, equitable, affordable, safe, `� `�+ `�+ adjacent to the Sound Transit BRT transit and efficient multimodal transportation station and future light rail integration. system, with specific emphasis on an integrated regional transit network that supports the Regional Growth Strategy and promotes vitality of the economy, environment, and health. MPP-T-12 Emphasize transportation Action Alternatives would decrease investments that provide and encourage `� `�+ `�+ surface parking for new development alternatives to single -occupancy vehicle and will require enhanced multi -modal travel and increase travel options, transit infrastructure within the right -of - especially to and within centers and along way. corridors connecting centers. MPP-T-16 Improve local street patterns All Alternatives implement the including their design and how they are `� `�+ `�+ Rainier/Grady Junction TOD Subarea used for walking, bicycling, and transit use Plan which proposes a formalized street to enhance communities, connectivity, network with Renton Village to support and physical activity. multi -modal connections to the Sound Transit BRT transit center. Legend: J- = partially meets, J = meets, J+ = optimally meets In accordance with RCW 36.70A.210, which mandates that a county's legislative authority adopt a countywide planning policy in collaboration with cities situated in the county, the 2021 King County Countywide Planning Policies (CPPs) create a shared and consistent framework for growth management planning for all jurisdictions in King County. The framework that the CPPs build is used to develop the comprehensive plan for King County as well as the comprehensive plans for the cities and municipalities that make up King County. The CPPs carry out VISION 2050, the region's growth strategy. Selected Countywide Planning Policies that can influence planning for Subarea Plans are identified in Exhibit 3-32. 3-47 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Land Use Exhibit 3-32. Alternatives Consistency with the King County Countywide Planning Policies EN-10 Ensure that new development, open space protection efforts, and mitigation projects support the State's streamflow restoration law. Promote robust, healthy, and sustainable salmon populations and other ecosystem functions working closely within Water Resource Inventory Areas and utilizing adopted watershed plans. EN-22 Provide parks, trails, and open space within walking distance of urban residents. Prioritize historically underserved communities for open space improvements and investments. Development Patterns Overarching Goal: Growth in King County occurs in a compact, centers -focused pattern that uses land and infrastructure efficiently, connects people to opportunity, and protects Rural and Natural Resource Lands. DP-2 Prioritize housing and employment growth in cities and centers within the Urban Growth Area, where residents and workers have higher access to opportunity and high -capacity transit. Promote a pattern of compact development within the Urban Growth Area that includes housing at a range of urban densities, commercial and industrial development, and other urban facilities, including medical, governmental, institutional, and educational uses and schools, and parks and open space. The Urban Growth Area will include a mix of uses that are convenient to and support public transportation to reduce reliance on single -occupancy vehicle travel for most daily activities. �/ �/+ ✓+ Action Alternatives would improve streetscapes including urban tree canopy particularly in areas with lower Tree Equity scores. There is an opportunity to daylight Rolling Hill Creek. The City could offer more incentives for daylighting as the area redevelops. �/ �/+ ✓+ All alternatives will prioritize an open space network under the existing high voltage power lines that bisect the subarea. This network will connect to existing park and bike facilities. All alternatives will focus future �/ �/+ ✓+ development on urban vacant and redevelopable land with minimal impacts to natural features. Action Alternatives will provide a high volume of mid -rise and high-rise residential typologies. 3-48 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use DP-4 Focus housing growth in the Urban Growth Area within cities, designated regional centers, countywide centers, locally designated local centers, areas of high employment, and other transit supported areas to promote access to opportunity. Focus employment growth within designated regional and countywide manufacturing/industrial centers and within locally designated local centers. DP-31 Focus housing and employment growth into designated regional growth centers, at levels consistent with the Regional Growth Strategy, and at densities that maximize high capacity transit. DP-40 Plan for neighborhoods or subareas to encourage infill and redevelopment, reuse of existing buildings and underutilized lands, and provision of adequate public spaces, in a manner that enhances public health, existing community character, and mix of uses. Neighborhood and Subarea Planning should include equitable engagement with Black, Indigenous, and other People of Color communities; immigrants and refugees; people with low incomes; people with disabilities; and communities with language access needs. Housing Overarching Goal: Provide a full range of affordable, accessible, healthy, and safe housing choices to every resident in King County. All jurisdictions work to: ■ preserve, improve, and expand their housing stock; ■ promote fair and equitable access to housing for all people; and ■ take actions that eliminate race-, place- , ability-, and income -based housing disparities. N Legend: J- = partially meets, J = meets, J+ = optimally meets Action Alternatives encourage residential typologies for mixed - income communities that accommodate affordable housing. All alternatives increase the supply of housing and locate future development adjacent to the future Sound Transit bus rapid transit (BRT) line and transit center. All alternatives will focus future development on unforested vacant and redevelopable land. All alternatives increase the supply of housing and locate future development adjacent to the future Sound Transit bus rapid transit (BRT) line and transit center. 3-49 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Land Use The Action Alternatives propose alternative land use designations and zones compared to the No Action Alternative. The Subarea Plan would be integrated into the Comprehensive Plan under the Comprehensive Plan Periodic Update due in 2024. Alternative 1 No Action generally meets Renton Comprehensive Plan Policies though Alternatives 2 and 3 more optimally meet existing policies. See Exhibit 3-33. Exhibit 3-33. Alternatives Consistency with Renton Comprehensive Plan Policies Policy L-2: Support compact urban All alternatives support compact urban development to improve health `� `�+ `�+ development within the Planned outcomes, support transit use, maximize Action Area. land use efficiency, and maximize public investment in infrastructure and services. Policy U-17: Commercial Mixed Use — All alternatives support mixed -use Place areas with established commercial `� `� `�+ development in Renton Village. and office areas near principal arterials Alternative 3 proposes the largest within the Commercial and Mixed Use increase in jobs with an emphasis on (CMU) land use designation. Allow commercial tower typologies. residential uses as part of mixed -use developments and support new office and commercial development that is more intensive than what exists to create a vibrant district and increase employment opportunities. The intention of this designation is to transform strip commercial development into business districts through the intensification of uses and with cohesive site planning, landscaping, signage, circulation, parking, and the provision of public amenity features. Policy L-31: Protect buffers along Action Alternatives would improve wetlands and surface waters to facilitate `� `� `� streetscapes including urban tree infiltration and maintain stable water canopy particularly in areas with lower temperatures, provide for biological Tree Equity scores. diversity, reduce amount and velocity of All alternatives have the opportunity run-off, and provide for wildlife habitat. to daylight the Rolling Hill Creek. The City could offer incentives to encourage daylighting. Policy L-51: Include human -scale features All Action Alternatives will implement such as pedestrian pathways, quality `� `� `�+ the street cross sections envisioned in landscaping, and public spaces that have the Subarea Plan, with additional discernible edges, entries, and borders to streetscape amenities included in Alt create a distinctive sense of place in 3. neighborhoods, commercial areas, and centers. Policy L-52: Orient buildings in Both Action Alternatives prioritize developments toward the street or a `� `�+ `�+ development around an east -west 3-50 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use common area, ratner man towara parking peaestrian orientea main street in the lots. Renton Village area. Policy L-57: Provide complete streets All alternatives will implement a road arranged as an interconnecting network `� `�+ `�+ network within Renton Village with or grid. Locate planter strips between the street cross sections developed in the curb and the sidewalk to provide Rainier/Grady Junction TOD Subarea separation between cars and pedestrians. Plan. Discourage dead-end streets and cul-de- sacs. Policy T-1: Develop a connected network All alternatives provide multi -modal of transportation facilities where public `� `�+ `�+ transit connections to the future streets are planned, designed, Sound Transit BRT transit center as a constructed, and maintained for safe means to enhance existing transit convenient travel of all users — motor facilities. vehicle drivers as well as, pedestrians, bicyclists, and transit riders of all ages and abilities. Policy T-20: Arrange the street network in All alternatives implement the a grid pattern to the extent possible. `� `�+ `�+ Rainier/Grady Junction TOD Subarea Connect internal development networks Plan which proposes a formalized to existing streets and avoid cul-de-sacs street network with Renton Village to and dead-end streets. support multi -modal connections to the Sound Transit BRT transit center. Policy T-26: Ensure provision of safe and Action Alternatives prioritize short convenient storage and parking facilities `� `� `�+ term bicycle parking in the right -of - for bicyclists. way and long-term bicycle parking in all new proposed development. Policy T-27: Promote non -motorized All alternatives implement the travel not only as a viable means of `� `�+ `�+ Rainier/Grady Junction TOD Subarea transportation but as an important Plan which proposes a formalized method for maintaining overall health and street network with Renton Village to fitness. support multi -modal connections to the Sound Transit BRT transit center. Policy T-41: Plan for land use densities Action Alternatives will provide a high and mixed -use development patterns that `� `� `�+ volume of mid -rise and high-rise encourage walking, biking, and transit use residential typologies. in designated areas. Policy ED-1: Develop incentives for Action Alternatives support a mix of businesses to locate, stay, and expand `� `�+ `�+ small, medium, and large commercial within the City; provide incentives for spaces as an anti -displacement economic development within the City's measure for existing businesses while Growth Center, neighborhood business attracting new commercial uses to the districts, and commercial corridors. subarea. 3-51 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Policy ED-11: Encourage growth that balances employment and housing opportunities within designated urban centers by promoting investment in mixed -use centers with compact urban development, specifically advocating for redevelopment and quality infill design that maximizes allowable density. Legend: ✓- = partially meets, ✓ = meets, J+ = optimally meets Land Use Patterns and Transitions in Scale Action Alternatives increase the potential for dense mixed -use development and focuses housing and jobs growth in Renton Village. The Study Area is expected to see growth in both housing and jobs capacity under all the alternatives, although the amount of growth and composition of the mix of land uses will vary by alternative. The Action Alternatives would implement the Subarea Plan while testing different assumptions about the intensity of land uses near the new transit center and parking garage, including variations in building heights, residential densities, street requirements, common open space, and tree standards. Growth of a mixed -use, multi -modal center in the Study Area will increase the expected traffic volume, potentially impacting adjacent residential areas in terms of pedestrian safety, noise, and air and light pollution. Additionally, the placement of taller mixed -use residential or commercial buildings could create noise and light pollution impacts to adjacent low -intensity residential areas north of the Study Area. These impacts can be mitigated by design standards that prescribe features such as transitional height limits, setbacks, step -backs, or landscaping. The No Action Alternative assumes the implementation of current plans and codes. Under this alternative, the adopted Subarea Plan provides a policy direction for future development within the Study Area without having the regulatory support to fully implement the Subarea Plan's vision. Alternatives 2 and 3 increase in the average height and intensity of land use as compared to the existing conditions. Both Action Alternatives would organize development south of S Grady Way around an east -west Main Street designed to promote pedestrian scale retail and promote a robust and engaging public realm. Development fronting Shattuck Avenue S and S 7th Street would have transition standards and accommodate a mix of walk-up residential buildings and ground floor commercial uses within mixed -use typologies. Renton Village, south of S Grady Way and east of Rainier Avenue S, would focus on Mixed -Use Base and Maximum, centered around an interior main commercial street. See Exhibit 3-34. 3-52 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Exhibit 3-34. Zoning and Typology Heights by Alternative NO ACUON ^ �N2rd St Lr= V 1i ALTERNATIVE 2 N Ord 5' V _ _ ALTERNATIVE 3 s^d siIft CCS 3rd St - — - •� ' :b ■ 91 Ism . _111 800 ;° S 3rd St — L�' �1 ,L� �' 1 W 7 - 900 3 S 3rd Sr _ s - �1i Illo ~ Sa?S4th 1. $i� aQ- iq e Ili.G 54/1 �Si� aQi 'S a Snip Si «' Q- - •o9S .A._ _�_. N -16 A ��� �SSth Sri• A s''Je S5111 St A S'5m S1 -s! 7. �-r Sbth Sr - ' 56rh St i� 16th§ D ;el� LS7.th:51 4 te' SZth.sr D F,;F� SZrh.St /S�4e,�.rcn vl4n rei'I II S'Renron�' b S j Qi 51 5 1 4\h 5� S 1 41h St ' jam.. • � L {I.r r S 15th St 5 5rh 5' S 15th 51 O EIS Study Area Typology Building Height ® Height Transition Area 0 500 1,000 Planned Action Area 20 feet Major Utility Easement Area 0 Building Footprints 70 feet Feet Potential Light Rail Station 120 feet 130 feet O Future BRT Station ■ 140 feet :1II BERK 150 feet Map Date: January 2024 Note: Building height is subject to Federal Regulation Title 14 Part 77, which establishes standards and notification requirements for objects affecting navigable airspace. Source: BERK, 2023. Noise and Air Quality New development would be located in areas subject to existing air quality. This could expose new residents to air pollutants from aircraft and roadway traffic due to proximity to major roadways and an airport. While the Subarea Plan recommends 350 feet as an acceptable buffer from highway traffic emissions, the Planned Action explores 500 feet as a uniform standard for indoor sound and air quality mitigation. Alternative 3 would result in a greater concentration of high-rise mixed -use typologies adjacent to 1-405. As part of the municipal code amendments associated with the Action Alternatives, the City can address orientation and location of residential uses in mixed use developments to reduce the potential for localized air quality effects and improve compatibility. 3-53 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Land Use The Subarea Plan promotes enhanced landscaping and green infrastructure along with a reduction in surface parking. The plan envisions a multimodal, pedestrian oriented district with low traffic volumes which will be conducive to air quality improvement. Noise levels in the Study Area reach average daily sound levels of 55 — 55.9 dBA (24-hr Laeq) and increase to 60 — 69.9 dBA moving north toward the Renton Municipal Airport. Individual flight noise reaches higher levels more frequently in the northern part of the Study Area compared to areas east of Rainier Avenue S and south of 1-405. According to the HUD Noise Level Acceptability Standards, these current noise levels are on the threshold of acceptable (not exceeding 65 dB) and normally unacceptable (above 65 dB but not exceeding 75 dB). WSDOT has addressed noise mitigation with 1-405 improvements over the prior 20 years in various locations in Renton though the Study Area does not presently contain noise -sensitive uses. Across all alternatives, resulting residential development would be exposed to noise impacts, varying by location, orientation, design, density, and height allowance. See Exhibit 3-35. Exhibit 3-35. HUD Noise Level Acceptability Standards Acceptable Not exceeding 65 dB Normally Unacceptable Above 65 dB but not exceeding 75 dB Unacceptable Above 75 dB + Source: HUD Region X Environmental Office, June 2011 Shadows on Public Space There are no existing parks or public spaces within the Study Area that will be impacted by future development. Subarea Plan Alignment The Rainier/Grady Junction TOD Subarea Plan offers a vision and strategies to direct future development and create a complete, people -oriented community around the planned bus rapid transit (BRT) line and transit center for Sound Transit at the intersection of Rainier Avenue S. and S. Grady Way. By creating a neighborhood that is distinct from Downtown but in line with the objectives of the City Center Community Plan, the strategies in this plan seek to promote mixed -use development, maximize multimodal transportation options, enhance pedestrian connectivity, and integrate the subarea with surrounding areas. See Exhibit 3-36. 3-54 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Land Use Exhibit 3-36. Alternatives Consistency with the Rainier/Grady Junction TOD Subarea Plan Goals and Objectives Align with overall vision for Renton's City Center area and support the unique role of the subarea in ways that are complementary to Downtown, the larger City Center area, and Renton as a whole. Transition the area into a pedestrian - oriented district with a multi -modal center and strong pedestrian connections. Create a livable, distinct neighborhood that is active 18 hours a day, complements Downtown, and gracefully integrates with neighboring areas. Leverage the recent and planned public investment in the area for the private investment to follow. Legend: ✓- = partially meets, ✓ = meets, ✓+ = optimally meets Alternative 1 No Action Transitions in Scale While the No Action Alternative adopts the Subarea Plan there is no implementation to date in regulations. Both Action Alternatives implement the Rainier/Grady Junction TOD Subarea Plan with regulations. The V+ ✓+ Action Alternatives meet and exceed the Subarea Plan vision by testing a range of future development scenarios �+ that vary the range and intensity of development. Alternative 2 closely aligns with the Subarea Plan vision, while Alternative 3 tests development scenarios that are at a greater scale and intensity. Alternative 1 No Action would retain the existing Comprehensive Plan policies, future land use designations and zoning districts, while aligning with the goals of transit -oriented development, community benefits, and quality of life. Current zoning allows 50 — 250 feet in height depending on the allowed uses, although the actual achievable height with the Airport Overlay regulations is estimated to be 70 —150 feet. The highest intensity uses are currently permitted adjacent to 1-405, on the southern boundary of the Study Area. Most of the Study Area is comprised of commercial uses that are one to two stories in height with the exception of several seven - story commercial towers in Renton Village. The Action Alternatives propose greater maximum height allowances than the No Action Alternative, and transitional heights would be applied along the Study Area border with exclusively residential uses. This will be especially important north of S 7th Street and east of Shattuck Avenue S where the zoning shifts to R-14, which primarily accommodates housing typologies dubbed "middle housing", that include duplexes, triplexes, and townhomes. Shadows on Public Space There are no existing open or public spaces in the Study Area that would be affected. Burnett Linear Park begins within the northeastern limits of the Study Area but is too far removed from future development in the Planned Action Area to be impacted. 3-55 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Subarea Plan Alignment Alternative 1 No Action assumes the implementation of current plans and codes. Under this alternative, the adopted Subarea Plan provides a policy direction for future development within the Study Area without having the regulatory support to fully implement the Subarea Plan's vision. Alternative 2 Transitions in Scale Alternative 2 would set minimum standards and incentives to achieve optimal Subarea Plan implementation resulting in a mix of commercial towers and mixed -use towers typically 70-120 feet in height in most of the Study Area. Buildings would be 70-150 feet in Renton Village. The taller buildings would surround a pedestrian - oriented internal main street concept. Mixed -Use -Base and Low -Rise Retail structures are proposed east of Shattuck Avenue S between S 71" Street and S Grady Way and would be designed to provide a transition into the South Renton neighborhood, which is primarily comprised of detached single-family housing. The South Renton neighborhood is zoned R-14, which allows attached and detached residential construction up to three stories in height and would visually relate to a five -story mixed use development as proposed under this alternative. North of S 7t" Street, between Rainier Avenue S and Shattuck Avenue S, the context is proposed to remain consistent with the existing condition but increasing the density of the residential uses on the western frontage of Shattuck Avenue S with setback standards. The northern most parcel of the Planned Action Area, fronting S 3d Place, is shown as Mixed Use -Base around the proposed future light rail alignment. The surrounding context includes surface parking fronting single story commercial uses with a height limit of 70 feet if mixed -use development is proposed, which would relate to future development as proposed under Alternative 2. Shadows on Public Space The required buffers around the existing high voltage transmission lines would create opportunities for at grade recreational and open space to complement the scale of the mixed -use development and create a continuous greenbelt connected to the modal improvements planned for S 7t" Street. The proposed Main Street would be impacted by the surrounding building heights throughout the morning, see Exhibit 3-37. The future proposed open space network south of S Grady Way would be impacted by the proposed building heights during the afternoon, see Exhibit 3-38. 3-56 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 • Environment, Impacts, and Mitigation Measures Land Use Exhibit 3-37. Alternative 2 Shadow Analysis, 10AM 900 - -- ;tj'_:I s > N ' • o > s th St N N N • N > O' • j N f ` > �L. 167 brh St -- r — d C, f� o t V r ; ---- I � 06 i � P 1 ' i 6 17 x =" o _ I I - '� \ — S onton Villop• PI O EIS Study Area Building Height- Alternative 2 Shading Conditions: Sept. 21, 10:00 AM Planned Action Area Q 20 feet Building Footprints (Outside PAO Area) Q 70 feet . Pipeline Development Buildings . 120 feet Parks/Open Space . 150 feet :111 BERK Map Dale: January 2024 Source: BERK, 2023 3-57 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Exhibit 3-38. Alternative 2 Shadow Analysis, 3113M NEW r 000,10 Q EIS Study Area Building Height - Alternative 2 Shading Conditions: Sept. 21, 3:00 PM Planned Action Area Q 20 feet Building Footprints (Outside PAO Area) ® 70 feet . Pipeline Development Buildings . 120 feet Parks/Open Space 150 feet :1II BERK Map Date: January 2024 Source: BERK, 2023 3-58 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Subarea Plan Alignment Alternative 2 proposes the fullest realization of the Subarea Plan. The scale and mix of future development fits the ideal heights and uses proposed withing the Subarea Plan. See Exhibit 3-39. Exhibit 3-39. Alterative 2 Features Subarea Goals and Objectives • Adopted Subarea Plan. ■ Consider business displacement mitigation incentives. ■ Coordination of development across site boundaries. Mixed Use Development Patterns ' Vertical mixed -use required throughout the area with potential for reduced ground floor commercial adjacent to South Renton neighborhood. Increased residential density for affordable housing or substantial open space dedication. ■ Promote a range of commercial space sizes for diverse business opportunities and retention. ■ Structured parking required for all residential but prohibited on ground floor along streets or active public realms. Consider incentives for parking reductions. Height • 70-120 typical, up to 150 feet. • Base height with incentives for affordable housing, and open space. ■ Building step -backs adjacent to residential zones. Density (dwelling units per acre ' Minimum residential density of 60 du/acre [du/ac]) • Maximum residential density of 150 du/acre up to 250 du/acre with incentives. Affordable Housing Density Bonus ' Increase max density bonus to 65% for affordable housing. Health — Air and Noise Pollution ' Require a 500' mitigation -buffer for residential from 1-405 ■ Require centralized air filtration systems, air intake vents located away from polluted areas, noise attenuation via materials and design, and continuous sound walls with vegetation along highways. Open Space, Landscaping & - Increase and require public open space via public access easements. Stormwater • Creation of public plaza. • Green factor standards. Potential Investments in ' Similar to Alternative 1 plus supportive modal infrastructure as incentive with Transportation open space development. Core Area — New Streets • Implement Subarea Plan Street Standards including the creation of Main Street festival shared street) with pedestrian -oriented retail and services. ■ Require greater amount of commercial space. ■ Require mid -block connections. Process • Master Site Plan ■ Planned Action Ordinance Source: BERK, 2023 3-59 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Alternative 3 Transitions in Scale Alternative 3 would allow high-rise development with required standards and public benefits with a height range of 70-150 feet in height in Renton Village surrounding a pedestrian -oriented internal main street concept. There are greater locations where 150 feet is evaluated compared to Alternatives 1 and 2. Mixed -Use = Max development is evaluated east of Shattuck Avenue S between S 7th Street and S Grady Way which may be out of scale with the development potential of the South Renton neighborhood, which is zoned R-14. The R-14 zoning designation allows residential development up to three stories in height, which will contrast with potential development under Alternative 3. Mixed Use — Base typologies are proposed extending north between Rainier Avenue S and Shattuck Avenue S to the northern terminus of the Planned Action Area. The surrounding context is primarily single -story commercial structures and four-story mixed -use developments buffered by an extensive network of surface parking lots. While the existing conditions may be out of scale, the maximum allowable height adjacent to the Study Area is 70 feet in the Commercial Arterial zone and up to 150 feet in the CO Zone with limitations imposed by the Airport Overlay. If the parcels west of Rainier Avenue S are built to achieve their full development potential, they would visually transition to the proposed height ranges under Alternative 3. The greater heights of 150 feet in the Planned Action Area would, if fully developed, create a larger high intensity node than the CA zone today. Shadows on Public Sgace The required buffers around the existing high voltage transmission lines would create opportunities for at grade recreational and open space to complement the scale of the mixed -use development and create a continuous greenbelt connecting to the modal improvements planned for S 7th Street. The proposed open space south of S Grady Way would be shaded during the afternoon but would have access to light during the morning hours, see Exhibit 3-40. A majority of the internal roadways in Renton Village would be shaded during both the morning and afternoon, see Exhibit 3-41. 3-60 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 • Environment, Impacts, and Mitigation Measures Land Use Exhibit 3-40. Alternative 3 Shadow Analysis, 10AM 900 - -- ;tj'_:I s > o N ' t, > s N rh $t N s 1 ,- �L. 167 • N N j > N — W. St a i I / h N Jar " 5 to167 i p tt �S Rie"R Villop. PI O EIS Study Area Building Height- Alternative 3 Shading Conditions: Sept. 21, 10:00 AM Planned Action Area Q 20 feet Building Footprints (Outside PAO Area) Q 70 feet . Pipeline Development Buildings . 130 feet Parks/Open Space . 140 feet :111 BERK . 150 feet Map Dole: January 2024 Source: BERK, 2023. 3-61 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Exhibit 3-41. Alternative 3 Shadow Analysis, 3PM Q EIS Study Area Building Height - Alternative 3 Shading Conditions: Sept. 21, 3:00 PM Planned Action Area Q 20 feet Building Footprints (Outside PAO Area) ® 70 feet . Pipeline Development Buildings . 130 feet Parks/Open Space 140 feet :1II BERK 150 feet Map Date: January 2024 Source: BERK, 2023. 3-62 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Subarea Plan Alignment Alternative 3 proposes an enhanced version of the Subarea Plan. This alternative proposes a more vertically aggressive vision, with outright access to the height limits without bonuses or incentives. In exchange for the outright increase in height, Alternative 3 would require additional public benefit from future development including enhanced landscaping, public open space, multimodal transit infrastructure, and affordable housing. See Exhibit 3-42. Exhibit 3-42. Alternative 3 Features Subarea Goals and Objectives ' Adopted Subarea Plan. ■ Consider business displacement policy considering Subarea Plan and developed through EIS. • Coordination of development across site boundaries. Mixed Use Development Patterns ' Require vertical mixed -use with greater amount of commercial space along the "Main Street." • Allow standalone residential if dedicated as affordable housing. Ground floor commercial space is required but uses are not limited per existing RMC and services for residents are acceptable uses. • Require range of commercial space sizes for diverse business opportunities and retention. ■ Structured parking required for all residential but prohibited on ground floor ......... ......... ......... ......... ......... ........_ along streets or active public realms. _ Height • Graduated heights with fewer spaced towers up to airport height limits: 70 — 150 feet with amenities required. This may require an amendment to the existing Subarea Plan. ■ Building step -backs adjacent to residential zones. Density (dwelling units per acre ' Minimum residential density of 60 du/acre [du/ac]) ........ ......... ......... ......... ......... ......... ' Maximum residential density of 250 du/acre. Affordable Housing Density Bonus ' No bonus. Rely on multifamily tax exemption, fee reductions, and inclusionary ..................................................... zoning to create affordable housing. Health — Air and Noise Pollution ' Require a 500' mitigation -buffer for residential from 1-405. ■ Require centralized air filtration systems, air intake vents located away from polluted areas, noise attenuation via materials and design, and continuous ..................................................... sound walls with vegetation along highways. Open Space, Landscaping & ' Increase and require public open space via public access easement. Stormwater • Creation of public plaza. ■ Green factor standards. ■ Modify street tree standards, such as requiring more trees than currently required by the municipal code and consider different species such as evergreens. ■ Increase green infrastructure; integrate into street standards. 3-63 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 ■ Draft EIS Land Use Features Alternative 3: High Rise — Required Public Potential Investments in Similar to Alternative 1 plus increase long-term and short-term bike parking Transportation requirement for new development. Core Area — New Streets ■ Implement Subarea Plan Street Standards, including the creation of Main St. festival shared street, with pedestrian -oriented retail and services. Also, wider pedestrian clear zones to accommodate additional pedestrian volume. ■ Require mid -block connections. ......... ......... ......... ......... ......... ......... ........ ......... ......... ......... ......... _ Process ■ Master Site Plan ■ Planned Action Ordinance Source: BERK, 2023 Mitigation Measures Incorporated Plan Features ■ All alternatives would accommodate a share of the 2044 growth targets for housing and employment identified in regional plans, as well as support transit -oriented development. ■ The Action Alternatives would implement the Subarea Plan with regulations designed to address new mixed -use and employment opportunities, and public amenities. Proposed regulations would also ensure appropriate landscaping and green infrastructure treatments that can address air quality and noise compatibility. ■ The adopted Subarea Plan includes an expanded buffer recommendation for a natural area on the northern side of 1-405 to reduce noise and air impacts and support environmental functions of Rolling Hills Creek and aid with flood storage. ■ The adopted Subarea Plan recommends a 350-foot air quality buffer. Regulations and Commitments ■ The City of Renton's Zoning Code (RMC Title IV) regulates land use, landscaping, parking, and other aspects of development to ensure development meets the City's long-term vision. ■ Per RMC 4-4-110.D.8.c, the City of Renton adopts the Environmental Designation for Noise Abatement (EDNA), which regulates maximum sound levels between residential, commercial, and industrial districts. Noise is allowed at 60-75 dB(A) during the day and 50-65 during the night in residential areas. Mixed -use commercial areas are allowed 65-80 dB(A), and industrial 70-85 dB(A) depending on duration with lower range values for continuous sound. ■ Per RMC 4-3-020 Airport Related Height and Use Restrictions, the City regulates building heights and land uses to ensure airport compatibility and safety. ■ As required by GMA (RCW 36.70A.106), the City must submit proposed Comprehensive Plan amendments and updated regulations for review and comment by the State prior to final adoption. 3-64 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Other Potential Mitigation Measures Air / Noise Mitigation The City can reduce exposure to air quality emissions and reduce heat islands in paved areas through site design and tree canopy plantings. ■ Consider locations for schools, daycares, and residential uses that increase buffers from high -volume roadways or other measures to reduce exposure to criteria pollutant emissions. For example, use the Subarea Plan's suggested 350-foot distance, or extend to a 500-foot distance with proposed municipal code amendments associated with Action Alternatives; the distance could function as a preferred setback or management area with tailored site and building design standards. These standards could require centralized air filtration systems, air intake vents located away from highways, and noise attenuating construction and materials. Add a denser tree canopy near high -volume roadways such as in rights -of -way, setbacks, or parks. Incorporate landscaping with full bottom to top of canopy coverage, higher canopy heights, and multiple rows of vegetation types, including denser tree canopies, which help reduce exposure to criteria pollutant emissions. The Renton Municipal Airport directs all aircraft to maintain the highest FAA -advised altitude over noise - sensitive residential areas identified in yellow on the map. (Reference VFR proceedings for noise -sensitive areas in FAA A/C 91-36D). Pilots of large or turbine -powered aircraft must comply with the provisions of FAR 91.1291. Additionally, all aircraft shall honor voluntary curfew of nighttime engine maintenance run -ups. HUD Funded Projects In "normally unacceptable noise zones" (65-70 dB) HUD discourages new construction. New projects requiring federal permits or receiving federal funding would need to go through an environmental evaluation and could need additional permissions, requirements for documented mitigation, and mitigation evidence. If the day -night average sound level is more than 65 decibels but does not exceed 70 decibels, project clearance calls for "a minimum of 5 decibels extra sound attenuation for buildings having noise -sensitive applications" (24 CFR 51.104(a)(2)). Additionally, according to the regulations (24 CFR 51.104(a)(1)," "measures that reduce external noise at a site shall be used wherever practicable in preference to the incorporation of additional noise attenuation in buildings." Site design techniques, such as parking garages or berms positioned closest to a highway to shield the residential area from noise, are examples of ways to minimize external noise (HUD). With airplane noise above, site design is less effective. New construction or renovations can better satisfy these requirements by using acoustical construction principles, such as material selection for improved insulation and window sizing, location, and thickness. Site planning techniques. From the HUD Noise Guidebook, noise mitigation techniques that address roadway noise and interior noise levels well include the following: Increase the distance from the road. Place noise compatible land uses such as parking garages, maintenance facilities, and utility areas between the road and the residences. 3-65 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Land Use ■ Use buildings or berms as noise shields by locating them parallel to the road. (Note, this is an effective strategy for roads, but is ineffective from aircraft noise.) Soundproof the building if it contains residences. ■ Locate residences in topographically low points that are naturally low noise pockets if they exist. ■ Orient the residences —and spaces within the building that benefit from quieter volumes (bedrooms and living rooms) —away from the noise. ■ Use cluster and planned urban development (PUD) techniques to accomplish combinations of the above. The City could apply some of the site planning techniques in code requirements or require a noise evaluation, similar to the HUD noise assessment through the Planned Action Ordinance. Daylighting Rolling Hills Creek The unintended effects of burying or covering rivers and streams include an increase in nutrient contamination, the degradation of ecosystems, and an increase in downstream floods. When feasible, daylighting restores rivers and streams to their natural courses by removing these human -caused obstructions; in cases where development is preventing this, daylighting can provide a new path for the waterway by avoiding immovable obstructions. The City currently restricts buildings over piped streams and easements to maintain the piping. Mitigation opportunities for daylighting Rolling Hills Creek include allowing transfer of residential density/floor area ratio so the daylighted stream and any natural buffer does not reduce the development potential when the stream is daylighted. Similar examples can be seen with Thornton Creek in Seattle's Northgate neighborhood and Horse Creek in Bothell's Downtown.' The City could also require daylighting if development would relocate the creek, as well as incentivize daylighting where increased heights are allowed. Height Transition Area Alternatives 2 and 3 identify a height transition area along Shattuck Avenue S and S 71h Street (see Exhibit 1-8) where human -scale design standards would address compatibility of building scales with abutting lower intensity areas. Site and building design standards could include greater setbacks and upper -level step backs (e.g., 20 feet setback at ground floor, and similar step backs at one or more upper floors for adequate light such as above 40 and 75 feet). 3 See: Seattle https://www.seattle.gov/util/cs/groups/public/documents/webcontent/spu01 006146.pdf, and Bothell http://www.ci.bothell.wa.us/426/Horse-Creek-Improvements. 3-66 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Land Use Significant Unavoidable Adverse Impacts The area will experience more growth and activity under studied alternatives and help the City achieve its vision and growth targets; see the evaluation of Transportation, Public Services, and Utilities for the ways in which additional growth and activity would be addressed in service standards. More areas will experience bigger transitions between zoned height limits, particularly over the 20-year period as development infills. The increased height limits, modernized zoning, and improved development and design standards would improve the human experience of these subareas. There are no significant unavoidable adverse impacts to scale transitions. 3-67 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Transportation 3.3 Transportation The Subarea transportation system encompasses vehicles, pedestrians, bicyclists, and transit. This section addresses the transportation implications of each alternative relative to the No Action Alternative within the Subarea. The transportation impacts are summarized though a detailed evaluation of traffic operations by Perteet, leveraging modeling work done by Transpo Group and the City of Renton to update the City's Travel Demand Model that encompasses this Subarea. Access and circulation are evaluated for vehicles, pedestrians, and bicycles with a focus on connectivity for pedestrians and bicyclists. Lastly, future planned improvements to the transit system beyond the anticipated changes for the new South Renton Transit Center are qualitatively considered as to how they may influence transportation in the Subarea. Affected Environment Existing Roadway Network Within the Subarea, the majority of traffic in the transportation network is concentrated on the highways and principal arterials. Major roads and their functional classification are listed below and shown in Exhibit 3-43. East-West Corridors ■ 1-405 — Interstate ■ S/SW Grady Way — Principal Arterial ■ S/SW 71" Street — Minor Arterial North -South Corridors ■ SR 167 — State Route ■ Rainier Avenue S — Principal Arterial ■ Lind Avenue S/SW — Minor Arterial ■ Talbot Road S — Principal Arterial 3-68 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Exhibit 3-43. Functional Classification within the Subarea ?y r, r Q EIS Study Area Functional Classification ® Planned Action Area — Principal Arterial M*++ Railroads — Minor Arterial Collector Street 0 500 1,000 Feet 0 Functional Classification PE TEET:111 BERK Map Date: January 2023 Source: City of Renton, Perteet, 2023. 3-69 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Traffic Operations There are several commonly used intersections within the Subarea and throughout the City that may see traffic operation changes based on changes in potential land use density. To analyze existing conditions, the City collected PM peak hour volumes in October 2022 and updated the city-wide travel demand model. This baseline data is summarized in the following section. To analyze traffic operations, six study intersections were selected to provide insight to delay and queues that develop throughout Subarea. Study intersections include: ■ Rainier Avenue S and S Grady Way ■ S Grady Way and Talbot Road S ■ Talbot Road S and s71" Street ■ Shattuck Avenue S and s 71" Street ■ Shattuck Avenue S and S Grady Way ■ Rainier Avenue S and s 71" Street ■ Traffic operations of the study intersections are discussed later in this section. Exhibit 3-44 displays the updated 2022 PM peak hour travel demand model for the Study Area and surrounding Renton region. The numbers in the exhibit display the total amount of vehicles during the PM peak hour. The thickness of the line represents the number of vehicles relative to the city-wide model. Therefore, the higher traffic volumes a segment has, the thicker the line is in the exhibit. 3-70 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Exhibit 3-44. 2022 PM Peak Hour Travel Demand Model tt� EIS Study Area 500 1,000 0 Planned Action Area - Geet Source: Transpo Group, 2023 Aside from highways, the largest traffic volumes in the area are present on the following streets: ■ Rainer Avenue S ■ S/SW Grady Way ■ Talbot Road S Traffic demand in the Subarea is driven by connection to the 1-405 and SR 167 interchange. At the same time, flow is constrained by and therefore concentrated near highways and/or the geographic elevation changes that coincide with the 1-405 alignment. For example, drivers traveling from Benson Hill (located southeast of the I- 405 and SR 167 interchange in Exhibit 3-44) to the freeways must choose to access the freeways either via S 43rd Street (south of roads shown in Exhibit 3-44) to the south or Talbot Road to the north. With most commuters likely traveling north to reach jobs in either Seattle or Bellevue, the ideal choice is Talbot Road, with Seattle commuters taking a route that then turns onto S Grady Way until Rainier Avenue S where drivers can then enter either 1-405 or SR 167. Commuters to Bellevue may decide to bypass Talbot Road and use S Grady Way and other surface streets to enter 1-405 at the Sunset Boulevard interchange. 3-71 Rainier/Grady Junction TOD Subarea Planned Action January 2024 e Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation In order to address issues related to the street network system, the City aims "to reduce the amount of traffic on City streets that has neither an origin nor destination while providing reasonable levels of traffic flow and mobility for users of the local street system" (Comprehensive Plan, 2015). Aside from City traffic volumes, Washington State Department of Transportation (WSDOT) has a count site on I- 405 in Renton (37th) that has observed daily traffic trends from 2016 through present day (Highway Traffic Volumes, 2022). In pre -pandemic conditions from 2016 to 2019 during the peak month of July, traffic volumes remained generally consistent with the total traffic counts typically not exceeding a +/- 5% difference. One notable travel time throughout the summer months is the Independence Day holiday. With the holiday falling on a Thursday in 2019 and a Monday in 2016, the 2019 traffic counts exceeded the 2016 traffic counts at this data location by only 2.5%. For the remainder of the year, 2019 traffic counts had a wider range of data collected compared to 2016 traffic counts, as shown in Exhibit 3-45. Exhibit 3-45. 1-405 Highway Traffic Volume Trends from 2016 to 2019 •�` Trends - Highways Table - Count sites Trends - Count sites Volume trends - Count sites Volume table - Count sites Select dropdown menu to filter locations ease year volume Yea2019 Highway County Traffic count locations Base year Compared with years Filler date 1_405 King 1-405 at Renton (37th) 2016 2019 01101 to 12l31 Click on map to filter chart 1-405 a Remen (37er) ".Pboe USA! To reset the map. click on the gray map area Vehicle volumes trend comparisons �._,ee year vs. Compare with years 160K 14LW 120K soa -105 a[ Renton fllnJ > 801( 60K 40K 20K 0K Jan 1 Mar 1 Source: WSDOT Highway Traffic Volumes, 2022. May 1 Jul 1 Sep 1 Nov 1 Month/Day 120201 The Highway Capacity Manual, 61" Edition (HCM 6) provides methods for estimating performance of traffic operations. Synchro modeling software incorporates HCM 6 evaluation methodologies to determine intersection level of service -based delays that occur at each turning movement of an intersection. Level of service (LOS) ranges from LOS A (least control delay) to LOS F (most control delay). Inputs of geometric layout, volumes, control type, and signal timing in the model produce control delay results. The control delay threshold depends on the intersection control type as shown in Exhibit 3-46. 3-72 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 • Environment, Impacts, and Mitigation Measures Transportation Exhibit 3-46. Intersection Level of Service Criteria A ........ ......... ......... <_ 10 <_ 10 B 10-20 10-15 ........ ......... ......... C 20-35 15-25 D 35-55 25-35 E 55-80 35-50 F > 80 > 50 Source: HCM 6, 2016. Policy T-48 of the City of Renton Comprehensive Plan provides multimodal LOS standards "at a citywide level, community planning area level, and development level." Arterials and collectors (excluding Rainier Avenue and Grady Way) apply a standard of LOS D. Alternative arterial and state routes apply a standard of LOS E, particularly for Rainer Avenue and Grady Way. Additionally, "congestion should be mitigated (such as increasing transit or other modes) when PM peak hour falls below LOS E" (Comprehensive Plan, 2015). Exhibit 3-47 summarizes the existing LOS ratings at each study intersection and the corresponding control delay, and Exhibit 3-48 shows the ratings on a map. The PM peak hour for all intersections except Rainier Avenue S and S Grady Way is 4:30pm to 5:30pm. Rainier Avenue S and S Grady Way has a PM peak hour of 4:45pm to 5:45pm. Exhibit 3-47. Existing Peak Hour Intersection LOS and Delay — 2022 PM Peak Hour Rainier Avenue S / S Grady Way Signal 43.3 D S Grady Way / Talbot Road S Signal 43.5 D Talbot Road S / s7th Street Stop Control* 18.2 C Shattuck Avenue S / s 71h Street Signal 9.0 A Shattuck Avenue S / S Grady Way Signal 16.0 B ... .... ......... Rainier Avenue S / s 7th Street _ __ ......... ......... ......... Signal ......... ......... ......... ......... ......... ......... 30.4 C *Traffic control is three-way stop controlled. Synchro modeling software does not support this type of stop -control. Modeled in Synchro as two-way stop controlled at the eastbound and westbound approaches, and yield controlled at the southbound approach. Source: Perteet, 2023. All study intersections meet the level of service ratings for City of Renton. The intersection of Shattuck Avenue S / s 7th Street shows the least delay of all the study intersections with a LOS A rating. The next study intersection with low delay is Shattuck Avenue S / S Grady Way with a LOS B rating. All other study intersections have an approximate 30 to 40-second delay buffer before not meeting the standard level of service. 3-73 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Exhibit 3-48. Existing PM Peak Hour Intersection LOS Results (2022) O EIS Study Area 0 500 1,000 0 ® Planned Action Area Feet �+++ Railroads OX Existing PM Level of Service Source: Perteet, 2023. Existing Conditions Intersection Level of Service PE T ET:111 BERK Map Date: January 2023 3-74 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Truck Routes Much of the Subarea network includes roadways designated as truck routes. These designations vary across agencies. Overall, the City of Renton designates fewer roadways in the area as truck routes but has designated proposed truck routes. WSDOT designates more roadways as truck routes, including minor arterials. These truck route designations are shown in Exhibit 3-49 and Exhibit 3-50. Exhibit 3-49. City of Renton Truck Routes within the Subarea s IL v I• old• ll' P - , /S`... go - �► imOtt r, oil 1 z�• - 1 ------------------ Source: City of Renton, 2022. 3-75 Rainier/Grady Junction TOD Subarea Planned Action January 2024 It Draft EIS Ch. 3 It Environment, Impacts, and Mitigation Measures Transportation Exhibit 3-50. WSDOT Truck Routes within the Subarea Legend WSDOT Truck Routes WA DOT Truck Routes Tt: More Nan 10 million ton. per yee- T2: d millon b 10 millon tans per y^ar T3: 300,000 b d -1— wn. par year Td'. 100.000 b 300,000 Ions per ye.:r T5'. AI lees1 2n onfi Ian: n 5n Jn-,-. '.f F.• Notes •e None O Information Technology - GIS This map is a user generated static output from an Internet mapping site and 's for reference Data layers that this map may may not be cty �t R. 1023 O 512 1 O23Feet ReOlonMa Su oR Rentonwa. ov p pP @ g only. appear on or accurate, current. or otherwise reliable - ento n WGS_1964_Web Mercator_Auzlnary_Sphere 08I17P2022 THIS MAP IS NOT TO BE USED FOR NAVIGATION Finance & 11 Division Source: City of Renton, 2022. Parking Most of the parking spaces within the Subarea are located in private, off-street surface parking lots for associated businesses. Several off-street lots remain mostly empty or do not reach capacity either because the associated land use has been discontinued or is not fully utilized (i.e., tenant vacancies). Further from 1-405 and SR-167, where buildings are mostly residential, on -street parking is available. Along the edge of the Subarea, Shattuck Avenue S offers on -street parking along curb lines but there are no pavement markings delineating the parking lanes. Street Sections The Subarea Plan defines cross sections for the network of complete streets throughout the Subarea. These streets focus on multimodal connectivity for people walking, biking, accessing transit, and driving. Exhibit 3-51 summarizes the minimum design standards. 3-76 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Exhibit 3-51. Minimum Design Standards for Complete Streets in the Subarea. Primary • Two lanes 8-ft on both sides ■ 10-ft travel lanes ■ 5-ft buffered bike lanes (3-ft buffer) Secondary ■ Two lanes 8-ft on both sides • 10-ft travel lanes • 5-ft bike lanes (3-ft buffer) Main ■ Two lanes 12-ft on both sides ■ 10-ft travel lanes Source: Renton Municipal Code, 2022. ■ 8-ft between buffered bike lanes and sidewalks on both sides ■ 8-ft between buffered bike lanes and sidewalks on both sides • 8-ft in curb bulbs at mid -block crossings on both sides • 7-ft on both sides ■ None ■ 8-ft on both sides Through -block connections are also provided with new development to supplement connections of primary, secondary, and main streets throughout the Subarea. Pavement Generally, pavement conditions throughout the City are rated an average of "good" (City of Renton StreetLogix database, 2022). In the Subarea, pavement conditions vary, with more segments rated "good" and above than below. The portion of Talbot Road between S Grady Way and 1-405 is the only arterial roadway in notably poor or very poor condition. S 3rd Place and a portion of SW 16t" Street are collector roadways in poor condition. The remaining roadway in poor or worse condition are classified as residential access, meaning that they experience significantly less vehicular traffic than the other roadway classifications. The pavement conditions indices for the area are shown in Exhibit 3-52. 3-77 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Exhibit 3-52. Pavement Conditions within the Subarea Existing PCIs in Rainier/Grady Subarea Vicinity I � D 900 1 167 Renton I a a �5a S A 167 tF Svl.Grad+f W�3V 40; .�- 405 SW-1.6th-S Lake Street Park f 515 Lower A Talbot hill v Par. 8/17/2022 Pavement Condition Index Poor (40 - 55) — Very Poor (25 - 40) Fair (55 - 70) Source: City of Renton, 2022. Modes of Transportation 1:18,056 0 0.1 0.2 0.4 mi Good (70 - 85) 0 0.15 0.3 0.6 km Excellent (85 - 100) Esri Common Community MaPs Contributors. King County. WA State Parks GIS, Esn, HERE. Grin, Sa Graph. G 7o nobgiss, Inc, METIMASA, USGS. The Puget Sound Regional Council (PSRC) estimated 90% vehicles, 7% transit, and 3% walk and bike modes for work trips in Renton's Regional Growth Center using 2010 data (Comprehensive Plan, 2015). However, the Study Area has several traffic analysis zones (TAZs) that collectively produce different mode splits. The weighted average of the TAZs were taken into account to produce the assumed existing mode splits for this analysis: 74% vehicles, 18% transit, and 8% walk and bike modes. King County Metro has several stops within the Subarea, including the Rapid Ride F-Line service. Sound Transit Express stops at the Renton Transit Center, located northeast of the Subarea, then passes through the Subarea while transferring passengers to the south and west. The park -and -ride facility located on S Grady Way and Shattuck Avenue S is commonly used by transit riders taking King County Metro routes 101, 102, 148, 153, 160, and 167. There is also a park -and -ride facility located at the Fred Meyer on Renton Center Way SW for transit riders taking King County Metro routes 101, 102, and 107. Notably, both park -and -ride facilities fill up quickly 3-78 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation with at least 90% of the lot occupied by 9 AM on weekdays. The King County and Sound Transit stops and service routes within the subarea are shown in Exhibit 3-53. Exhibit 3-53. Existing Transit Network within the Subarea O 1 ,:. o O 0 0 ..,� a a I. J • r-� f T� o of oa 0 1 c -- ° c i &a ; o c l •.R O Q EIS Study Area King County Metro Route 148 0 500 1,000 0 ® Planned Action Area King County Metro Route 153 � Feet �+*+ Railroads King County Metro Route 160 • Bus Stop (Source: King County) King County Metro Route 167 Existing Transportation King County Metro Route 101 Sound Transit 560 Network King County Metro Route 102 — Sound Transit 566 T King County Metro Route 107 —King County RapidRide F Line pERTEET :111 BERK Map Date: January 2023 Source: Perteet, 2023. 3-79 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 • Environment, Impacts, and Mitigation Measures Transportation As shown in Exhibit 3-53 some bus stops throughout the Subarea do not exist along current transit routes, particularly west of Rainier Avenue S on SW Grady Way. The data acquired from King County GIS may not reflect existing conditions. Sidewalks are present throughout most arterials, collectors, and local streets within subarea. However, the distance between pedestrian crossings and overall accessibility for pedestrians needs improvement. There is a notable difference in the number of pedestrians utilizing sidewalks in the Subarea compared to the number of vehicles on the roads. Exhibit 3-54 shows preliminary sidewalk data collected by the City of Renton. Exhibit 3-54. Existing Sidewalks within the Subarea Source: Perteet, 2023. Gaps within the sidewalk network are noticeable on both sides of Shattuck from S 7th Street to S 6th St, the north side of SW 10th St between Powell Avenue SW and Thomas Avenue SW, the north side of SW 16th Street and SW 19th Street from Raymond Avenue SW to Lind Avenue SW. Thomas Avenue SW is missing sidewalks entirely. The Comprehensive Plan states, "investments in the non -motorized components of the City's transportation system enhance the quality of life in Renton, improve walking and bicycling safety, [and] support healthy lifestyles" (Comprehensive Plan, 2015). 3-80 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Transportation City planning documents and GIS data show that bicycle infrastructure such as designated bike lanes and shared -use paths do not currently exist within the Subarea, but this may not reflect current conditions. The Burnett Linear Park, located within the outer boundary of the Study Area, has an existing shared -use path that ends prior to the S 7th Street / Burnett Avenue S intersection. There is an existing southbound bike lane on Benson Rd S that spans from approximately 700 feet south of S Grady Way to 350 feet north of S Puget Dr. The northbound bike lane on Benson Rd S spans from 1240 Benson Rd S to approximately 700 feet south S Grady Way as well. The City has expressed concern regarding pedestrian and bicycle connectivity throughout the S/SW 7th Street corridor and the S 7th Street intersections with Talbot Road S and Burnett Avenue S. Crosswalks exist only on the south side of the S/SW 7th Street corridor and with inaccessible crossings at Talbot Road S, pedestrians cannot connect to adjacent roads or to the north side of the corridor. Additionally, the S/SW 7th Street corridor has no bicycle infrastructure or transition areas to connect bicyclists with Burnett Linear Park. Exhibit 3-55 illustrates the existing conditions at S 7th Street and Talbot Road S. Exhibit 3-55. Existing Conditions at s 7th Street and Talbot Road S Source: Perteet, 2023. Planned Improvements Future planned improvements based on the City's current Transportation Comprehensive Plan, 2022-2027 Transportation Improvement Program (TIP), (2021), (2019), and adopted transportation plans/programs for Renton, Sound Transit, King Country Metro, and WSDOT are described in Exhibit 3-56.Trails and Bicycle Master Plan (2019), and adopted transportation plans/programs for Renton, Sound Transit, King Country Metro, and WSDOT are described in Exhibit 3-56. 3-81 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Exhibit 3-56. Table of Future, Planned Transportation Projects within the Subarea Grady Way (Main Reconfigure existing travel lanes Vehicles City of Renton 2015 1 Ave to Rainier Ave) to improve traffic operations and Transit Comprehensive Plan transit reliability. Grady Way (Rainier Construct additional turn lanes at Ave to West City Grady Way intersections with Limits) Lind Ave and with Oakesdale Ave. .......................................................................................................................... S7th Street (Rainier Widen existing arterial and install Avenue S to Talbot traffic signal and additional lanes Road S) at intersection of s 7th ..................................................-...................................................................... Street/Shattuck Ave. Lind Avenue SW Widen existing roadway to five Roadway Widening lanes where required. Includes (SW 16th Street to SW new roadway, curbs, sidewalks, 43rd St) drainage, signals, lighting, signing and channelization. 1-405/Renton to Add new capacity to create a Bellevue Widening two-lane Express Toll Lane system and Express Toll Lanes between SR 167 in Renton and NE 61h St in Bellevue. ■ Vehicles ■ Vehicles ............................. ■ Vehicles ■ Pedestrians ■ City of Renton 2015 Comprehensive Plan ■ City of Renton 2015 Comprehensive Plan ■ City of Renton 2015 Comprehensive Plan ■ City of Renton 2022- 2027 Transportation Improvement Program ■ 2 ■ 3 ■ 4 ■ Vehicles ■ City of Renton 2015 5 ■ Transit Comprehensive Plan ■ City of Renton 2022- 2027 Transportation Improvement Program ■ WSDOT Construction & Planning Renton Bus Rapid New transit access road Transit Transit Improvements improvements from 1-405 exit 3 (Talbot Rd) to South Renton Transit Center. Includes reconfiguration of Grady Way, Lake Avenue S and S Renton Village Place to accommodate transit. I-405 BRT BRT service on 1-405 corridor between the Express Toll Lanes from Bellevue Transit Center to south Renton. New transit center and parking garage will be built in south Renton. ■ City of Renton 2022- ■ 6 2027 Transportation Improvement Program ■ Transit ■ Sound Transit 3 (ST3) ■ 7 Plan, 2016 ■ 2022-2050 Regional Transportation Plan ■ City Center Community Plan, 2011 Williams Avenue S and Provide pedestrian and bicyclist ■ Vehicles Wells Avenue S facilities and enhancements, Pedestrians Conversion Project (S traffic operation and circulation Grady Way to N 1 It improvements in Downtown. Add Bicyclists St) signalized raised intersections with bulb outs, lighting, street furniture, streetscape, bike racks, signage and converting Williams Avenue S and Wells Avenue S to two-way ........................................................................................................................... traffic operations. -.............................. ■ City of Renton 2022- ■ 8 2027 Transportation Improvement Program 3-82 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation S 71h Street Corridor Develop S/SW 71h St as a key ■ Bicyclists ■ City of Renton 2022- 9 Improvements east -west bicycle route into the . Pedestrians 2027 Transportation downtown: between Oakesdale Improvement Program Avenue S and Burnett Avenue S. ■ 2022-2050 Regional Install a multi -use path on 5 Th Transportation Plan Street, between Shattuck and Burnett Avenue S, and install City Center provide upgraded signage to Community Plan, 201 1 bicyclists. Bicycle improvements ■ Renton Trails and include push-button activation, Bicycle Master Plan, green bike lanes through 2019 conflict/crossing zones, and pavement markings. Also upgrade an existing marked crosswalk with ..................................................-.........................................................................................................................-.......................................................-............ flashing beacons. South Grady Way Remove the islands at the Vehicles City of Renton 2022- 10 Multi -Modal intersections of S Grady Way Transit 2027 Transportation Improvements (Rainier with Lake Avenue S and Shattuck Improvement Plan Avenue South to Talbot Avenue S, to allow for a Pedestrians Road South) continuous eastbound lane from Rainier Avenue S to Talbot Road S. Modifications to traffic signals, new pedestrian crossings and channelization. Perform a comprehensive analysis of multi - modal transportation improvements, including review of potential transit improvements along Grady Way, such as Business Access and Transit (BAT) lanes and Traffic Signal Priority ..................................................-.........................................................................................................................-.......................................................-............ (TSP). Grady Way Overpass Provide grade separation of one ■ Vehicles City of Renton 2022- 11 at Rainier Avenue S eastbound and one westbound . Pedestrians 2027 Transportation lane of S Grady Way over Improvement Plan SR167, construct an additional right turn lane from eastbound S Grady Way to southbound SR 167, construct new curbs, gutters, storm drainage and sidewalk improvements and install Transit Signal Priority through the intersection of SR 167 & S Grady ..................................................-.........................................................................................................................-.......................................................-............ Way. TS1 Restructure Transit Route 101 to Transit Downtown Civic Core ■ 12 start and end at the South Renton Vision and Action Park & Ride while serving the Plan, 2018 Downtown area on its way to and .................................................-.........................................................................................................................-.......................................................-............ from Downtown Seattle. 3-83 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation TS2 Move bus layover currently on the ■ Transit Downtown Civic Core ■ 13 Transit Street and Burnett Avenue Vision and Action S. to new on -street spaces west of Plan, 2018 the Civic Core and Downtown, and to on -street spaces along Shattuck Avenue S. and / or to ............................................................................................................................ the South Renton Park & Ride. _.................................................................................................................... TS6 Consolidate bus layover at the Transit Downtown Civic Core ■ 14 new South Renton Transit Center Vision and Action ............................................................................................................................................................................ constructed for 1-405 BRT. Plan. 2018 -........�.................................................... RapidRidel Line: Enhance the performance of Transit ■ 2050 Regional ■ 15 Speed and Reliability transit service between the Transportation Plan Improvements designated Regional Growth Centers of Renton, Kent, and Auburn. Along the corridor the project elements include re -timing of up to 60 signals (including 16 ................................................................................................................................................................................................................................................. TSP). East Valley Road 2-way travel separated from ■ Pedestrians Renton Trails and 16 Shared Use Path traffic by open space or barrier. Bicyclists Bicycle Master Plan, May be used by bicyclists, 2019 pedestrians, skaters, wheelchair users, joggers, and other non - motorized users. ................................................................................................................................................................................................................................................. SW 161h Street Shared 2-way travel separated from ■ Pedestrians Renton Trails and 17 Use Path traffic by open space or barrier. Bicyclists Bicycle Master Plan, May be used by bicyclists, 2019 pedestrians, skaters, wheelchair users, joggers, and other non - motorized users. ................................................................................................................................................................................................................................................. Hardie Avenue Bike 2-way travel separated from ■ Pedestrians Renton Trails and 18 Lane & Shared Use traffic by open space or barrier ■ Bicyclists Bicycle Master Plan Path from Rainier Avenue S to Sw Sfh 2019 P1. May be used by bicyclists, pedestrians, skaters, wheelchair users, joggers, and other non - motorized users. Striped bike lane from SW 51h PI to SW Sunset Blvd. ............................................................................................................................ Shattuck to Airport Signed shared roadway for _.................................................................................................................... Bicyclists Renton Trails and 19 Connector bicyclists and vehicles from S Th Bicycle Master Plan, Street to Airport Way. _.................................................................................................................... 2019 ............................................................................................................................ Lake to Sound Trail: 2-way travel separated from ■ Pedestrians Renton Trails and 20 West Segment traffic by open space or barrier. Bicyclists Bicycle Master Plan, May be used by bicyclists, 2019 pedestrians, skaters, wheelchair users, joggers, and other non - ................................................................................................................................................................................................................................................. motorized users. 3-84 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Benson Drive S / 108'h 2-way travel separated from ■ Pedestrians Renton Trails and 21 Avenue SE Shared Use traffic by open space or barrier. . Bicyclists Bicycle Master Plan, Path May be used by bicyclists, 2019 pedestrians, skaters, wheelchair users, joggers, and other non - motorized users. SR 515: SR 516 Jct to Implement additional intersection ■ Vehicles WSDOT Corridor 22 SR 900 Jct (Renton) improvements or ramp metering Sketch Initiative, 2019 to improve capability of intersections and alleviate congestion during periods of use. Utilize ITS (Intelligent Transportation Systems) to provide traveler information on roadway conditions to reduce delay. Rainier Avenue S Sidewalk widening with ■ Vehicles City of Renton Current ■ 23 Phase 4 — S 3rd St to streetscaping, pedestrian -scale . Transit Projects NW 3rd PI illumination, pedestrian actuated traffic signal, upgrading existing Pedestrians traffic signals, transit facility Bicyclists improvements, planted buffer strips and landscaped medians. Pedestrian/bike path on east side of Rainier Ave N between Airport ............................................................................................................................ Way and NE 3rd PI. -.................................................................................................................... 1-405/1-ind Avenue Replace severely damaged Vehicles WSDOT Construction 24 SW Bridge — Span northern span of the Lind Avenue & Plannina Replacement SW bridge over southbound I- ............................................................................................................................ 405 in Renton. -.................................................................................................................... 2025 Near -Term Proposed 2025 RapidRide Long ■ Transit ■ Metro Connects, ■ 25 RapidRide Range Plan ID Number 1033. The Technical Appendices proposed suburban route is 16 miles one-way from Auburn to Renton via Kent. ............................................................................................................................ 2040 Long -Term Proposed 2040 RapidRide Long -.................................................................................................................... Transit Metro Connects, 26 RapidRide Range Plan ID Number 1075. The Technical Appendices proposed suburban route is 11 miles one-way from Rainier Beach to Renton Highlands via Renton. Source: Perteet, 2023. All modes of transportation are recognized in planned improvements throughout the Subarea, although vehicles and transit are the most used utilized in existing conditions. The anticipated transportation projects within the Subarea, as described in Exhibit 3-56, are shown in a single map in Exhibit 3-57. 3-85 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Exhibit 3-57. Map of Future, Planned Transportation Projects within the Subarea Q EIS Study Area Mode Impacts 0 500 1,000 Bicyclist ® Planned Action Area Pedestrians Feet 0 H Railroads ® Planned Transportation Project (See Exhibit 332) Source: Perteet, 2023. Transit Vehicles Planned Transportation Projects PE EET :ill BERK Map Date: January 2023 3-86 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Impacts Transportation Network Assumptions The following section summarizes impacts to the Rainier/Grady subarea transportation network. For information regarding the transportation operations analysis, refer to Appendix 5.3, section b. Appendix 5.3 section c includes travel demand model documentation completed by Transpo Group. For the purpose of this analysis, only the Alternative 1 No Action and the Alternative 3 are analyzed since they are the two bookend scenarios. Trip Generation The travel demand model for the Rainier/Grady EIS Study Area discussed in the Affected Environment section of the Transportation Element was also used to develop traffic volume forecasts for Alternative 1 No Action and Alternative 3 in the PM peak hour. Future planned transportation projects (specifically projects with new lane configurations), typologies, and general-purpose traffic for the new 700-stall garage were applied to the existing model to establish the forecasts. Exhibit 3-58 summarizes the anticipated trips to be generated for each of the alternatives. Exhibit 3-58. PM Peak Hour Vehicle Trips Generated 2022 Existing 357 666 1,023 2044 Alternative 1 ........ ......... ......... 1,225 1,536 2,761 2044 Alternative 3 2,863 3,255 6,118 Source: Perteet, Transpo Group, 2023 New BRT transit trips are not included in Exhibit 3-58. SEPA documentation for the 1-405 Bus Rapid Transit states "the [BRT station at the South Renton Transit Center] would add six buses per direction per hour to Study Area intersections. In most cases, these buses would replace existing service at some or all of the intersections in each station area, resulting in little to no change from No Build traffic estimate." Mode splits for Alternative 1 No Action and Alternative 3 retain existing splits for the purpose of this analysis. This is a conservative modeling approach, as mode splits will likely shift to more transit and walk/bike splits in the future. Thresholds of Significance The following scenarios will result in a significant impact for Alternative 1 No Action and Alternative 3. Pedestrians and bicycles have qualitative thresholds of significance throughout this study, focused on multimodal access and connectivity. Conversely, vehicles have quantitative thresholds of significance based on intersection operational delay and queue lengths. 3-87 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Transportation This study does not have a threshold of significance for transit. Impacts to overall transportation in the Rainier Grady subarea are qualitatively considered as improvements to the transit system occur. Vehicles Traffic operations at study intersections on arterials and collectors (excluding Rainier Avenue and Grady Way) fall below a LOS D (policy T-48 of the City of Renton Comprehensive Plan). Traffic operations at study intersections on Rainier Avenue and Grady Way fall below a LOS E (policy T-48 of the City of Renton Comprehensive Plan). 95th percentile queues of a downstream study intersection extend into an upstream intersection. Pedestrians/Bicycles Crosswalks are spaced at least 750 feet apart. Pedestrian and bicycle facilities lack at least one continuous feasible route from the transit center to the north, south, east, and west directions on arterial or collector streets to the extent of the EIS Study Area boundary. Impacts Common to All Alternatives Vehicles Similar to the existing conditions discussed in the Affected Environment section of this document, the majority of trips are distributed to turning movements heading toward 1-405 and SR 167. Within the Planned Action Area, the most commonly used streets are S Grady Way, S 7th Street, Shattuck Avenue S, and the new primary streets (identified in the Subarea Plan) spanning north -south from S Grady Way. Outside of the Planned Action Area throughout the EIS Study Area, the most commonly used streets are SW Grady Way, Rainier Avenue S, and Talbot Road S. In general, traffic volumes are lower during the AM peak hour than during the PM peak hour. All alternatives experience northbound SR 167 95th percentile queues that develop from the Rainier Avenue S / Grady Way intersection that may extend past the 1-405 S off ramp. It is important to note that as vehicles merge with SR 167 northbound traffic from the 1-405 southbound off ramp, vehicles have a separate lane that is used (which eventually turns into the northbound -right turn lane at Rainier Avenue S / S Grady Way) rather than being forced to merge immediately with traffic on SR 167; however, the off ramp from 1-405 N forces vehicles to immediately merge with SR 167 traffic and vehicles entering the 1-405 S on ramp. Vehicles attempting to turn left onto SW Grady Way have limited distance to cross travel lanes, which is further complicated by the queues from the Rainier Avenue S / Grady Way intersection. Additional traffic modeling can be performed, specifically with micro -simulation software, to analyze the impacts further. Throughout the S Grady Way corridor, the adopted Subarea Plan proposes roadway sections that generally retain existing roadway configuration but calls for exploring options to add or expand bicycle and pedestrian facilities and improve multimodal safety at key intersections. 3-88 Rainier/Grady Junction TOD Subarea Planned Action January 2024 as Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Pedestrians/Bicycles The implementation of primary, secondary, main, and internal through -block connections in the adopted Subarea Plan greatly increases access and connectivity in the Planned Action Area. With these improvements, pedestrians and bicyclists will be able to connect seamlessly throughout Renton Village and transit center. Bicyclists also have the opportunity to ride on 2-way cycle tracks, shared -use paths, and buffered bike lanes to connecting bike facilities on S/SW 7th St (east -west directions), Wells Avenue S (north direction), Hardie Ave (north direction), Shattuck Avenue S (north direction), and Benson Drive S/108th Avenue SE (south direction). See Exhibit 3-57 from the Affected Environment section for planned bike facilities within the EIS Study Area. Sidewalk facilities are present on both sides of the road in all facilities in some cases in the form of integrated shared -use paths proposed on one side of the roadway (north side of S Grady Way and west side of Talbot Road S). Bicycle facilities also exist throughout the Planned Action Area. The conceptual section for S Grady Way from the Plan exhibiting improvements for pedestrian/bicycles is shown below in Exhibit 3-59. The proposed section requires 23-feet of acquired or dedicated right-of-way on the south side, and 11- to 23-feet of acquired or dedicated right-of-way on the north side to implement this conceptual section. However, this section does not reflect the proposed RapidRide I line project. The RapidRide I line plans require an additional 11-ft lane to the total width for vehicle travel, which means the section below will require an additional 11-ft acquisition width or a reduction of landscape and sidewalk area by 11-ft total. Exhibit 3-59. Subarea Plan Exhibiting Pedestrian/Bicycle Improvements I I I I I I I PO4AL LR CORK CORRIDOR L.WDSCAPE 90EWP1X IANOSCPPE SETBACK 50'FROM ROW Source: Rainier/Grady Junction TOD Subarea Plan 69' TRAVELIANE 69' ROW 1000 (66' EAST OF wrn)CK AVE SI — 10. 16' Varies B' Min MCSCAPE SHRED USE PATH LARD6CAPE -W [WI 2'SHWI➢ERS� VARIES 11'-2S' The RapidRide I Line will have an 11-ft shared use path buffered by a 5-ft planting strip on the north side of S Grady Way between Shattuck Avenue S and Talbot Road S, and 8-ft sidewalks on the north side of S Grady Way between Lake Avenue S and Shattuck Avenue S. Although the widths are less, the RapidRide I Line project will implement a shared use path section that fulfills the purpose pedestrian and bicycle connectivity of the subarea 3-89 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Transportation plan on the north side of S Grady Way from Lake Avenue S to Talbot Road S. One short block, from Lake Avenue S to Shattuck Avenue S will meet minimal requirements for a shared use path at 8 ft wide. The RapidRide I Line is not installing improvements on the south side of S Grady Way. The section from the subarea plan requires an additional 34-ft of right-of-way width to be acquired in order to install an 8-ft sidewalk buffered by 15-ft of landscaping from the roadway, and 8-ft of landscaping between the sidewalk and property frontage. Exhibit 3-60 shows how much right-of-way will be acquired for the RapidRide I Line roadway section on the north side of S Grady Way per 90% submittal documents provided to the City of Renton, totaling 10,227 SF. These areas do not include permanent or temporary construction easements. Exhibit 3-60. Anticipated Right -of -Way to be Acquired for RapidRide I Line on S Grady Way 700 S Grady Way 710 S Grady Way 800 S Grady Way Source: Perteet, 2023. 6,294 11.0 3,658 14.5 275 0.0 Bicycle facilities also exist throughout the Planned Action Area; however, main streets in Renton Village will have shared lanes for bikes and vehicles. The shared lanes for bikes and vehicles on the main streets of Renton Village allow for bicycle circulation to adjacent primary and secondary streets; however, this bicycle design does not include a separated bicycle facility. Separated bicycle facilities are recognized as a safe design so that bicyclists do not intermix with vehicle traffic. Within the Planned Action Area, the majority of distances between crosswalks at each intersection do not surpass the threshold of significance. The short blocks allow pedestrians/bicyclists to access both sides of the road and connect to various routes. There are two blocks within the Planned Action Area that surpass the 750-ft distance between crosswalks: S Grady Way between Rainier Avenue S and Lake Avenue S, and between Shattuck Avenue S and Talbot Road S. The Grady Way Overpass project is still in the planning phase, so it is unknown at this time how the overpass may impact pedestrians/bicyclists in order to cross S Grady Way. The Southcenter Parkway bypass described in the previous section is approximately 1,000 ft long. If the same overpass length is assumed for the Grady Way Overpass, then the nearest at -grade crosswalk location on S Grady Way east of Rainier Avenue S is close to the Lake Avenue S intersection. Alternative 1 No Action and Alternative 3 have different zoning/typologies at this location, which is discussed in later sections for crossing opportunities. Pedestrians/bicyclists have continuous routes from the transit center to the east border of the EIS Study Area on S Grady Way. To the south border of the EIS Study Area, pedestrians/bicyclists have a continuous route by taking S/SW Grady Way to the west until turning south on Lind Avenue SW. To the north border, pedestrians/bicyclists have several continuous routes to consider. One option from the transit center is to take S/SW Grady Way to Lind Avenue SW, take Lind Avenue SW north to SW 71h St, then go east on SW 7th St until turning north on Hardie Avenue SW. Another, more direct, option is to take Shattuck Avenue S to S 7th Street, 3-90 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Transportation and then turn north onto Hardie Avenue SW. Several continuous routes are also available for pedestrians/bicyclists to the west border. Both options involve taking S/SW Grady Way west until Lind Avenue SW. Then pedestrians/bicyclists have the option to go north on Lind Avenue SW to then turn west onto SW 7th St. or go south on Lind Avenue SW and turn west on SW 16th Street. Outside of the Planned Action Area throughout the rest of the EIS Study Area, several blocks surpass the 750- foot distance between crosswalks, discouraging circulation and access for pedestrians/bicyclists. The largest blocks exist on S Grady Way from Lind Avenue SW to Rainier Avenue S, Lind Avenue SW from SW Grady Way to SW 7th St, and Lind Ave from SW 161h Street to SW 19th Street. Throughout the Study Area outside of the Planned Action Area, the zoning designations will remain mostly Commercial Arterial in addition to Commercial Office, Industrial Medium, and Center Downtown. For all alternatives, these areas are not supportive of pedestrian access and circulation that is necessary to create safe and thriving neighborhoods for pedestrians traveling outside of the Planned Action Area to the adjacent areas for their jobs or shopping. Transit All alternatives incorporate the operations of the new transit center and new 700-stall garage. 1-405, SR-167, Rainier Avenue S, SW Sunset Blvd, and SW 16th Street all become transit corridors. To enter and exit the transit center, transit will utilize the new access road that intersects Rainier Avenue S or Lake Avenue S (in route to S71h Street or S Grady Way). Vehicles accessing the new 700-stall garage will use new intersections on Rainier Avenue S and Lake Avenue S just south of the new transit access road. These new intersections will likely impact queuing and operational delay at the access road intersections as well as surrounding intersections. Specifically, the intersection of Rainier Avenue S and S Grady Way will be the most impacted by all of the new intersections as transit, vehicles, and pedestrians/bicyclists are traveling to and from the new transit center. For reference of the proposed access road and new 700-stall garage, see Appendix 5.3. The planned projects of the Study Area (as listed in Exhibit 3-56 in the Affected Environment section) will impact the transit network for all alternatives. Several projects will revise signal detection to prioritize transit upon approaching an intersection. This will occur at SR-167 and S Grady Way (Grady Way Overpass project) and S Grady Way from Rainier Avenue S to Talbot Road S (S Grady Way Multi -Modal Improvements project). Bus Access Transit Lanes (BAT lanes) will help transit more efficiently move through traffic and provide better access to businesses, which will be installed on Rainier Avenue S north of S 3rd St (Rainier Avenue S Phase 4 project) and on S Grady Way from Rainier Avenue S to Talbot Road S (S Grady Way Overpass project). These improvements were not modeled in Synchro software; however, the transit signal priority and BAT lanes are anticipated to improve transit circulation and access to and from the transit center on S Grady Way. The 1-405 BRT plans to use the Rainier Avenue S BAT lane northbound and southbound. All alternatives will also experience the same anticipated transit route connections as established in SEPA documentation for the 1-405 Bus Rapid Transit. By 2044, connections will be provided to Sound Transit route 566, King County RapidRide F Line, RapidRide I Line and Metro routes 101, 102, 106, 143, 169, 240, 907, 2022, 2614, 3162, 3218, and 3221. 3-91 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Alternative 1 No Action Transportation Network Assumptions Alternative 1 No Action retains the adopted Subarea Plan policies as well as the future, planned projects discussed in Exhibit 3-56. The current zoning designation for this alternative allows the planned area to transform to commercial areas with improved site planning and pedestrian orientation. Highlights of the adopted Subarea Plan elements included in this alternative and all other alternatives are as follows: ■ Short distances between crosswalks. ■ Primary, secondary, main streets, and internal through -block connections throughout the planned action area (see Subarea Plan cross sections). ■ Intersection improvements geared toward pedestrians and bicyclists on S Grady Way, Talbot Road S, Rainier Avenue S, and S/SW 7th Street. ■ Transit corridors on 1-405, SR 167, Rainier Avenue S, SW Sunset Blvd, and SW 16th Street. Vehicles Exhibit 3-61 displays trip distribution of the Planned Action Area for Alternative 1 No Action during the PM peak hour. The width of the lines representing the streets reflects the amount of volume on the segment relative to the total generated trips. For example, since there is high volume on S Grady Way east of Rainier Avenue S, the S Grady Way segment is shown fairly thick compared to other streets. The green and red arrows and labels show the distribution of trips entering and exiting the Planned Action Area by arterial roadways. The AM peak hour is assumed to have reverse trip distribution of the PM peak hour. In reality, this is subject to change since vehicles do not always take the same routes to and from a destination. Traffic may arise on one road so an alternative, detour route is taken. Or the end destination during the PM peak hour may be different than the original departure location during the AM peak hour. 3-92 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Exhibit 3-61. Alternative 1 No Action Trip Distribution, PM Peak Hour e a a m 20 I WIN N 37 is 13 CP o 41 - e. ° • 1 2B 24 17�18_16��14 • 2S =°� ♦� 78 1a Op/� 14 77 71 13 IQ a � 9 1 12 • - a a� 1 x ♦ w 40 B r: 7a �9 • • 1 7 1 1 0 10 9 11 11 0T2 2 0 4 ] 0 • • 1 1 � s • giy \W. 33 31 31 2 w <, 38 e1 81 83 n rs . 0 104 94 Ise Ise 112 1 1 31 163 26 _ _ - _ - 30-------54 2550/ I➢ - 26 54 - - - - •' o 1 ds i ° 1 0 /O .' ¢i`m ¢ `O10 .', �\ l 21 S2 26 N 1 1O010 BS \6\ 4i \ 1 V 163 b \ / i 2d! 1 m / ..1•J] 1B1 242 ffi' g' a R - 72 J 63 fit 124 111) - BO 66 ■ ■ 29 ■ 06 H■ j1 81 12-2g a ■ ■ �•� ■� NORTH 200/0 m .g Legend 1b01 m rym Planned Action Area P 120 94 120 f08 119 94 as 106 x°'i Entering Trips 'O N - - n 36 .' a x Exiting Trips \ / LL) N _------� \° O ----------- __---' --- LO CV 0 Source: Transpo Group, 2023. 3-93 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Exhibit 3-62 and Exhibit 3-63 provide vehicle delay, intersection level of service ratings, and queue lengths for each of the study intersections. Exhibit 3-62. Alternative 1 No Action Intersection LOS and Queues: 2044 AM Peak Hour Rainier Avenue S Signal 56.5 E To Rainier Avenue S / Hardie 333 < 570 / S Grady Way Avenue SW 768 < 770 To S Grady Way / Lake Avenue S S Grady Way / Signal 33.9 C To Shattuck Avenue S / S 308 < 890 Talbot Road S Grady Way 70 < 310 To Talbot Road S / s 7th Street Source: Perteet, 2023 Exhibit 3-63. LOS and Delay for Renton Village Entrance Intersections, Alternative 1: 2044 AM and PM Peak Hour 2044 AM Peak Hour To Rainier Avenue S / S Grady 108 < 770 Lake Avenue S / S Signal 7.1 g A Way 145 < 470 Grady Way To Shattuck Avenue S / S Grady Way To Talbot Road S / S Grady 50 < 1 170 S Renton Village Place Signal 24.3 g C Way 155 < 365 / Talbot Road S To Talbot Road S / 1-405 NB On -Ramp 2044 PM Peak Hour To Rainier Avenue S / S Grady 168 < 770 Lake Avenue S / S Signal 1 3.1 Way B 150 < 470 Grady Way To Shattuck Avenue S / S Grady Way To Talbot Road S / S Grady 345 < 1 170 S Renton Village Place 7 . Signal 35 g Way D 268 < 365 / Talbot Road S To Talbot Road S / 1-405 NB On -Ramp Notes: *X < X =95th percentile queue length < Distance to intersection. Source: Perteet, 2023. 3-94 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Transportation Throughout Alternative 1 No Action Synchro modeling, one intersection surpasses the level of service threshold of significance during the AM peak hour: Talbot Road S / S 7th Street. The overall delay for this intersection is 118.8 seconds during the AM peak hour. The rest of the study intersections meet the level of service standard and do not surpass the level of service threshold of significance, including the two intersections that are anticipated to function as the main entrances/egresses for the roadway network within the Renton Village area. The high volumes on Talbot Road S / S 7th Street during both peak hours takes a toll on the two-way stop - controlled intersection, specifically with vehicles going eastbound and westbound on S 7th Street to access the new transit center. During the AM peak hour, the westbound approach causes significant intersection delay, at 118.8 second, as vehicles head toward the transit center. During the PM peak hour, the cause of intersection delay, less than the AM peak hour at 30.5 seconds, is the eastbound approach as vehicles leave the transit center. In reality, the southbound approach may also experience high delay times similar to the eastbound and westbound approaches since it is stop -controlled. As stated below, three-way stop control cannot be modeled in Synchro, so only the eastbound and westbound approaches of S 7th Street were modeled with stop control, the southbound approach on Talbot Road S was modeled with yield control, and the northbound approaches on Talbot Road S was modeled without any intersection control. All study intersections do not surpass the 95th percentile queue length threshold of significance during the AM peak hour; however, Rainier Avenue S / S Grady Way and Rainier Avenue S / S 7th Street are very close to extending into upstream intersections. If Rainier Avenue S / S Grady Way and Rainier Avenue S / S 7th Street queue lengths grow any longer, they will surpass the threshold of significance. There are two study intersections that surpass the 95th percentile queue length threshold of significance during the PM peak hour: S Grady Way / Talbot Road S and Rainier Avenue S / S 7th Street. The southbound approach at S Grady Way / Talbot Road S develops a 95th percentile queue length that extends into the intersection of Talbot Road S / S 7th Street, 388-feet long. The northbound approach at Rainier Avenue S / S 7th Street develops a 95th percentile queue length that extends into the new intersection of Rainier Avenue S / Hardie Avenue SW, 428-feet long. Depending on the time of day, queue lengths at an intersection approach change in size due to reverse trip distribution. For instance, the westbound approach of Rainier Avenue S / S Grady Way has a 95th percentile queue of 333 feet during the AM peak hour compared to a 295-foot 95th percentile queue during the PM peak hour. During the AM peak hour, there is an estimated 454 more vehicles using the westbound approach of S Grady Way than during the PM peak hour. This also impacts intersection operations, such that the AM peak hour experiences a LOS E rating whereas the PM peak hour has a LOS D rating. Rainier Avenue S / S Grady Way shows an increase in delay times during both peak hours from existing conditions not only due to the change in volume, but also with the removal of all slip lanes (per the adopted Subarea Plan). S Grady Way / Talbot Road S has a slight decrease in overall delay compared to existing conditions due to signal optimization. Without optimizing, the existing timings would result in higher delay times than what is shown in Exhibit 3-62. The existing signal timings are designed for present-day volumes, not the anticipated 2044 volumes. For existing conditions, see the Affected Environment section. Exhibit 3-64 illustrates intersection level of service for Alternative 1 No Action in the PM peak hour as listed in Exhibit 3-62 and Exhibit 3-63. 3-95 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Exhibit 3-64. Alternative 1 No Action PM Peak Hour Intersection LOS Results Q EIS Study Area 0 500 1,000 ® Planned Action Area Feet Railroads 8AWPM Alternative 1 Level of Service Alternative 1 Intersection Level of Service PE EET:111 BERK Map Date: January 2023 Source: Perteet, 2023. Pedestrians/Bicyclists Exhibit 3-65 displays all pedestrian/bike improvements that are planned projects or are within the adopted Subarea Plan with the Alternative 1 No Action zoning designations shown in the Planned Action Area. 3-96 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Exhibit 3-65. Alternative 1 No Action Pedestrian/Bicyclist Impacts Q EIS Study Area Mode Impacts ® Planned Action Area Bike (Future, Planned Project) �*- Railroads Pedestrian (Future, Planned) Existing Sidewalk Bike (Subarea Plan) Pedestrian (Subarea Plan) Zoning Designation CD- Center Downtown - CA -Commercial Arterial IM- Industrial Medium - CO- Commercial Office R-14- Residential 14 DU,/Acre Source: Perteet, 2023. 0 500 I,Ot;O Feet 0 Alternative 1 Pedestrian/'Bike Impacts PERTEET :111 BERK Map Date: January 2023 3-97 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Transportation Most pedestrian/bicyclist activity during peak commuting hours will occur within the relatively highest density zoning designation of the Planned Action Area, Commercial Office. See Exhibit 3-65. There will also likely be a high volume of trips between the Commercial Office areas and the transit center. Pedestrians/bicyclists will most likely use the primary street paths identified in the adopted Subarea Plan along the outer edge of Renton Village prior to connecting with the new transit center (or in route to adjacent, connecting paths as stated in Impacts Common to All Alternatives). The intersections of S Grady Way with Shattuck Avenue S and Lake Avenue S will observe the most pedestrian/bike usage in this alternative. At the intersection of S Grady Way and Lake Avenue S, the adopted Subarea Plan implements a high -visibility crosswalk on the south approach, tactile cues at all curb ramps, advance stop bars and warning signs on the west approach for vehicles, and curb extensions/bulb-outs. The shared -use path on the north side of S Grady Way will help increase visibility and awareness of pedestrians and bicyclists. At the intersection of Talbot Road S and S Grady Way, pedestrians/bicyclists will approach the intersection on the west side of Talbot Road S and on the north side of S Grady Way. Since both intersecting streets have shared -use paths, there will be increased visibility and awareness of pedestrians/bicyclists at the intersection, as well as enhanced connectivity throughout the area for these users. If the Grady Way Overpass project is assumed to end near or prior to Lake Avenue S within Commercial Arterial zoning, there is not an opportunity for pedestrians/bicyclists to cross to the other side of the street within the 750-foot threshold. Mitigation measures will need to be further analyzed and coordinated with the Grady Way Overpass project. Much of the Study Area outside of the Planned Action Area consists of large blocks and mostly Commercial Arterial zoning. For this zoning type, surface parking is allowed. Traversing large blocks of parking lots is not an experience that is welcoming to pedestrians. Therefore, many visitors making trips to these businesses to run errands, such as grabbing groceries at big box stores, will likely continue to use vehicles to complete their trips as long as capacity of parking in the area allows. Given that there are not high density and high employment rates for the planned zoning designations for this alternative, it is not anticipated that there will be a shift toward more pedestrian activity outside of the Planned Action Area. Transit The Rainier/Grady subarea transportation system will experience impacts from the new transit center and new 700-stall garage. Under Alternative 1 No Action, the intersections of S Grady Way with Shattuck Avenue S and Lake Avenue S are anticipated to experience the largest volume of pedestrians/bicyclists in the Planned Action Area. Adding on transit and vehicles traveling to and from the transit center to these two heavily used intersections, queue lengths and delay times will continue to increase. Specifically, the intersections producing the most delay in the Synchro models may cause delay to transit routes. The LOS D operations at Rainier Avenue S / S 7t" Street will impact King County Rapid Ride F Line, Metro routes 102, 153, 160, 167, and Sound Transit 560 and 566. The LOS D operations at Rainier Avenue S / S Grady Way will impact King County Metro route 153 and Sound Transit 560 and 566. The LOS D operations at S Grady Way / Talbot Road S may impact King County Rapid Ride I Line and King County Metro routes 101, 102, 148, 153, and 160. 3-98 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Alternative 2 Transportation Network Assumptions Alternative 2 builds off Alternative 1 No Action and allows for moderate growth throughout the planned action area with a mixed -use pedestrian -oriented district with an active multi -modal center and strong pedestrian connections. The assumed pedestrian connections include sidewalk minimum widths of 8-ft on primary and secondary streets, and sidewalk minimum widths of 12-ft on main streets. Additionally, midblock crossings will be implemented at bus stops and open spaces between buildings. The required buffers around transmission lines that run north -south allow for open space and parks within the Planned Action Area. This buffer area can also be used to implement a trail facility for pedestrians and/or bicyclists. The assumed incentives to achieve optimal Subarea Plan implementation include: Bicycle parking incentive when provided in front of Mixed Use -Base buildings. Incentive for developers to create open spaces between buildings when developing more than one building within a block. Impacts are not analyzed for this alternative since the number trips generated will fall between the bookend alternatives: Alternative 1 No Action and Alternative 3. Alternative 3 Transportation Network Assumptions Alternative 3 also builds off Alternative 1 No Action and allows for the most growth throughout the Planned Action Area, specifically through a mix of commercial towers and mixed -use towers surrounding a pedestrian - oriented internal main street concept. Like Alternative 2, Alternative 3 will have midblock crossings at bus stops, though more frequently throughout the subarea as the higher density population may warrant more bus stops. This alternative also requires open space and parks as a buffer for the transmission lines that run north -south, which can be used to implement a trail facility for pedestrians and/or bicyclists. Contrary to Alternative 2, Alternative 3 is assumed to implement: 10-ft minimum sidewalks widths on primary and secondary streets, and 12-ft minimum sidewalk widths on main streets. All -way pedestrian crossings at intersections within Renton Village with high pedestrian density. Bike parking in front of all mixed -use high -density frontages based on the building capacity. Vehicles Exhibit 3-66 displays trip distribution of the Planned Action Area for Alternative 3 during the PM peak hour. AM trips are assumed to be in the reverse direction of the PM trips, as discussed in the Alternative 1 No Action section. 3-99 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Exhibit 3-66. Alternative 3, PM Peak Hour Source: Transpo Group, 2023. Trip distribution under Alternative 3 is similar to Alternative 1 No Action; however, Alterative 3 has more trips entering/exiting the Planned Action Area through the northern region since the alternative has "Mixed -Use — Maximum" typologies in that area. Specifically, entering trips increase by 5% on southbound Rainier Avenue S and westbound S 7th Street and decrease by 5% on northbound Talbot Road S and northbound Rainier Avenue S. Exiting trips increase by 5% on eastbound S 4th St and decrease by 5% on southbound SR 167. Exhibit 3-67 and Exhibit 3-68 provide vehicle delay, intersection level of service rating, and queue lengths for each of the study intersections. 3-100 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Exhibit 3-67. Alternative 3: Intersection LOS and Queues: 2044 AM and PM Peak Hour MI AM Peak Rainier Avenue S / S Signal 60.2 E To Rainier Avenue S / Hardie 338 < 570 Grady Way Avenue SW - To S Grady Way / Lake Avenue S S Grady Way /Talbot Signal 35.0 C To Shattuck Avenue S / S 305 < 890 Road S Grady Way 105 < 310 Tn ToIknt Rnnrl C / C 7th C+rant iaiuvt, nUOU J / a i Street 1V—IU1.bu—N r\V G11UG Street To S Grady Way / Talbot Road C Shattuck Avenue S / Signal 17.1 B To Rainier Avenue S / - 7 n 68 < 560 S 7th Street Street 323 < 860 To Talbot Road S / S 71h Street 155 < 730 To S Grady Way / Shattuck Avenue S ........ ....... ......... .........._................................................................_..... Shattuck Avenue S / Signal 30.0 ........ .....-- ......... ............. C To S Grady Way / Lake 238 < 470 S Grady Way Avenue S 490 < 890 To S Grady Way S / Talbot 195 < 730 Road S To Shattuck Avenue S / S 7th Street ..............................................................................................................................................................._................................................................_..............................................................._ Rainier Avenue S / S Signal 45.8 ..............................................................................................................._................................................... D To Rainier Avenue S / Hardie 415 <_ 415 71h Street Avenue SW 560 <_ 560 To Shattuck Avenue S / S 7th Street ndlrller Avtliue 3 / 3 Grady Way To Rainier Avenue S / Hardie 320 < 570 Avenue SW To S Grady Way / Lake A„ —to C S Grady Way / Talbot Signal 44.4 D To Shattuck Avenue S / S 285 < 890 Road S Grady Way 400 > 311 To Talbot Road S / S 71h Street .............._................................................ ... ......... ......... ......... Talbot Road S / S 7th Stop 57.3 To Shattuck Avenue S / S 71h 145 < 860 Street Control" Street 0 < 310 To S Grady Way / Talbot Road S 3-101 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Shattuck Avenue S / Signal 15.4 B To Rainier Avenue S / S 7th 228 < 560 S 71h Street Street 188 < 860 To Talbot Road S / S 7th 190 < 730 Street To Shattuck Avenue S / S 7th Street Shattuck Avenue S / Signal 31.3 C To S Grady Way /Lake 413 < 470 S Grady Way Avenue S 300 < 890 To S Grady Way S / Talbot 250 < 730 Road S To Shattuck Avenue S / S 7th Street Rainier Avenue S / S Signal 50.3 D To Rainier Avenue S /Hardie 428 > 415 7th Street Avenue SW 398 < 560 To Shattuck Avenue S / S 7th Street Source: Perteet, 2023. Notes: *X < X = 95th percentile queue length < Distance to intersection. **Traffic control is three-way stop controlled. Synchro modeling software does not support this type of stop -control. Modeled in Synchro as two-way stop controlled at the eastbound and westbound approaches, and yield controlled at the southbound approach. Exhibit 3-68. LOS and Delay for Renton Village Entrance Intersections, Alternative 3: 2044 AM and PM Peak Hour 2044 AM Peak Hour To Rainier Avenue S / S 125 < 770 Lake Avenue S / S Signal 8.0 A g Grady Way 155 < 470 Way Grady y To Shattuck Avenue S/ S Grady Way To Talbot Road S / S Grady 63 < 1170 S Renton Village Place / Signal 32.5 C Way 58 < 365 Talbot Road S To Talbot Road S / 1-405 NB On -Ramp 2044 PM Peak Hour To Rainier Avenue S / S 190 < 770 Lake Avenue S / S Signal 14.7 B Grady Way 168 < 470 Way Grady y To Shattuck Avenue S / S Grady Way 3-102 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Transportation To Talbot Road S / S Grady 393 < 1170 S Renton Village Place / Signal 39.0 D way 273 < 365 Talbot Road S To Talbot Road S / 1-405 NB On -Ramp Source: Perteet, 2023. Notes: *X < X = 95th percentile queue length < Distance to intersection The Alternative 3 Synchro modeling shows results very similar to the Alternative 1 No Action scenario. The two intersections that are anticipated to function as the main entrances/egresses for the roadway network within the Renton Village area shown in Exhibit 3-68 present no changes in impacts from Alternative 1. The differences across the Study Area intersections for Alternative 3 are: the overall delay for Talbot Road S / S 7th Street intersection is longer at 160.9 seconds during the AM peak hour and 57.3 seconds during the PM peak hour with both peak hours now surpassing the threshold of significance, the S Grady Way / Talbot Road S southbound approach develops a 951h percentile queue length that is longer at 400-feet during the PM peak hour, and the Rainier Avenue S / S Grady Way intersection level of service is downgraded to an "E" during the PM peak hour. LOS E at the Rainier Avenue S / S Grady Way intersection is not considered a significant impact. Rainier Avenue S / S Grady Way also develops a 951h percentile queue during both peak hours that extends into upstream intersections, surpassing the threshold of significance. With most of the study intersections displaying queue length changes between the alternatives, the 951h percentile queue lengths at Rainier Avenue S / S 71h Street to Shattuck Avenue S / S 7th Street during the AM peak hour and to Rainier Avenue S / Hardie Avenue SW during the PM peak hour are not expected to increase from Alternative 1 No Action to Alternative 3 High Rise — Required Benefit. As shown in Exhibit 3-67, 951h percentile queues will spill into and past Lake Avenue S / S Grady Way. When this occurs, westbound vehicles may choose to reroute and turn north on Lake Avenue S instead of waiting in the long queue to access Rainer Avenue S / S Grady Way. All study intersections experience a slight increase in delay from Alternative 1 No Action. Although Rainier Avenue S / S Grady Way downgrades the intersection level of service rating, it only has an increase in intersection delay of 4.6 seconds from Alternative 1 No Action to Alternative 3. The intersection that sees the highest increase in delay is Talbot Road S / S 71h Street. During the AM peak hour, the intersection has a delay increase of 258.3 seconds and 178.8 seconds during the PM peak hour. Exhibit 3-69 summarizes intersection LOS for Alternative 3 in the PM peak hour. 3-103 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Exhibit 3-69. Alternative 3 PM Peak Hour Intersection LOS Results - =1, r a r= r , DID Er— C/DF/F' o , FJE]CLIZt, IL k Q EIS Study Area ® Planned Action Area .r+ Railroads OAM/PM Alternative 3 Level of Service Source: Perteet, 2023. 0 500 1,000 0 F� Alternative 3 Intersection Level of Service PE ET:111 BERK Map Date: January 2023 Pedestrians/Bicyclists Exhibit 3-70 displays all pedestrian/bike improvements that are planned projects or are within the adopted Subarea Plan with the Alternative3 High Rise — Required Public Benefit typologies shown in the Planned Action Area. Typologies represent land use changes from the Alternative 1 No Action zoning designations. 3-104 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Exhibit 3-70((_. Alternative 3 Pedestrian/Bike Impacts r�� 1 7/� o! 'SI1'r -t•T���^ - .Yr.J �, r--�. I �r - r T 3��F v� J' !'� '� v _J" S •i,-d $r N-. �( �Y� �> ,rya^ _ I h r i. n ���'' . +Jd ..... - S 3r`d Sr 'a i.' „Rm7 ^ 3"�5� 4 ,. i �J.� `�^',rl�yit•Y.:+��,:o ��?rl�tPk �. •" ... rL ;`h'�i�:�1S-laF ' iF= yF� rt. ypy' SW upset 056 - V-J4__r\7_ y f - tk 0 EIS Study Area •-. Pedestrian (Subarea Plan) 0 sop 1,000 Planned Action Area Typologies Railroads 0 Commercial - Low -Rise Retail Feet Existing Sidewalk Commercial - Tower Mode Impacts __J Mixed Use- Base Alternative 3 Bike (Future, Planned Project) Mixed Use - Max Pedestrian/Bike Impacts Pedestrian (Future, Planned) Parks/Open Space 7 � i'I BERK Bike (Subarea Plan) Public PERTEET � Map Date: January 2024 Source: Perteet, 2023. 3-105 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Transportation Alternative 3 includes majority Mixed -Use — High -Rise typologies within the Planned Action Area illustrated in Exhibit 3-70. With high-rise typologies, high usage of the sidewalk and bike facilities is anticipated with an increase of 5,539 housing units and 6,093 jobs compared to Alternative 1 No Action in the Planned Action Area. Outside of the Planned Action Area, zoning designations remain the same as Alternative 1 No Action with no increase in housing units or jobs within the Study Area. Long-term and short-term bike parking is required for new development within Alternative 3. The amount of bike parking in front of a building is based on the number of housing units or jobs within the parcel. With the elimination of surface parking lots in the Planned Action Areas, higher density facilities, and a sufficient amount of bike parking for each parcel, there will be an increase in non -motorized transportation. This will be a significant mode -choice change from Alternative 1 No Action, which favors vehicles. With the shift in mode -choice to walking and biking in the Planned Action Area and Study Area, there are several routes for pedestrians/bicyclists that support connectivity. A majority of these routes will be within Renton Village due to primary and secondary streets, main streets, and through -block connections supporting multi -modal transportation with ample bike parking. Outside of Renton Village, pedestrians/bicyclists will have strong connectivity and access on S Grady Way to the east (all the way to the EIS Study Area border) and Lind Avenue SW to the west. From Lind Avenue SW, pedestrians/bicyclists can connect north to SW 7th St, Hardie Avenue SW, and Houser Way S. To the south, pedestrians/bicyclists can continue on Lind Avenue SW and connect with SW 16th Street. However, pedestrian/bike infrastructure to support connectivity is lacking at several access points of the EIS Study Area: Raymond Avenue SW at the south end, SW 10th St and SW Grady Way at the west end, and Rainier Avenue S, Hardie Avenue SW, and Shattuck Avenue S on the north end. Pedestrians/bicyclists will have more opportunities for access and circulation within the Planned Action Area in Alternative 3 due to the implementation of mid -block crossings adjacent to proposed bus stops. Access and circulation are further improved through all -way crossings at intersections within Renton Village, specifically at crossings with primary, secondary, and main streets. To connect with the new transit center (or in route to adjacent, connecting paths as stated in Impacts Common to All Alternatives), the intersections of S Grady Way with Shattuck Avenue S and Lake Avenue S are anticipated to experience the largest volume of pedestrians/bicyclists in the Planned Action Area. Although there are other options for crossing S Grady Way, Shattuck Avenue S and Lake Avenue S offer a direct route to/from the transit center, with parks/green space adjacent to the path that will travel up Lake Avenue S. This park/green space area is also the approximate location where the Grady Way Overpass project is anticipated to end at -grade with the rest of Grady Way. Therefore, this space has the opportunity to become a shared -use path for pedestrians and bicyclists. Once non -motorized users cross S Grady Way to the Renton Village area, pedestrians/bicyclists can utilize the primary, secondary, and main streets, and internal through -block system to continue south, east, and west. Transit Similar to Alternative 1 No Action, Alternative 3 will also likely experience impacts from the new transit center and new 700-stall garage. However, the intersections of S Grady Way with Shattuck Avenue S and Lake Avenue S will continue to have heightened queue lengths and delay times. Building off impacted transit routes due to intersection delays, the LOS E operations at Rainier Avenue S / S Grady Way will likely impact transit routes the most of all study intersection. Routes impacted include King County Metro route 153 and Sound Transit 560 and 566 3-106 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 ■ Draft EIS Transportation Mitigation Measures This section navigates mitigation measures that exist in current planning documents, and City of Renton programs. Additionally, recommendations for potential mitigation measures that do not currently exist are evaluated. Incorporated Plan Features The Comprehensive Plan discusses Transportation Demand Management (TDM) to reduce trips, disperse peak period travel demand throughout the day, and increase transit usage and ride sharing in place of constructing new or widening existing facilities. TDM policies include: Policy T-10: Implement 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. Another incorporated plan feature involves Intelligent Transportation Systems (ITS) which can apply technological solutions to problems such as congestion, safety, and mobility. As stated in the Comprehensive Plan, "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." ITS policies include: ■ Policy T-12: Invest in and maintain Renton's Intelligent Transportation Systems (ITS) Program coordinated with other agencies. Specific projects and programs of the Comprehensive Plan are listed in Exhibit 3-56 in the Affected Environment. The table also provides project information from the 2022-2027 Transportation Improvement Plan and the Trails and Bicycle Master Plan. The Rainier/Grady Junction TOD Subarea Plan includes the following principles for transportation planning and implementation: ■ Develop a new street network that provides strong multimodal connectivity and human -scale block sizes. ■ Provide safe crossings for pedestrians and bicyclists across S Grady Way, between Rainier Avenue S and Talbot Road S, and streetscape improvements along the corridor, such as landscape buffers and wide sidewalks. ■ Implement facilities identified in the city's Trails and Bicycle Master Plan (TBMP) that are within the subarea to provide strong connections between the core area, the transit center, and Downtown Renton. ■ Improve intersections at key locations to provide safe connections to the transit center and Downtown Renton. ■ Pursue near -term and long-term opportunities to connect the southwest section of the subarea to the transit center. ■ Retain opportunities for a potential future light rail alignment and station with strong connections to the transit center. The Renton City Center Community Plan is referenced in the Subarea Plan as supporting plan documentation. Relevant transportation goals from the plan include: 3-107 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Transportation ■ Goal 5: Provide better transportation connections for the full range of transportation modes to improve access to and from the City Center. Goal 6: Provide better connections between areas within the City Center. Goal 7: Promote and pursue the expansion of, and improve access to, regional recreational trails in the City Center, and build on these key connections as an economic development strategy. Specific recommendations from the Subarea Plan for transportation address roadways, needs of pedestrians and bicycles including connectivity to transit, and considerations for future light rail in the area. These are listed below: MT-1: Conduct a traffic analysis to assess impacts of proposed development on traffic patterns and identify opportunities for safe crossings, particularly at key intersections along the S Grady Way and Rainier Avenue S corridors.4 This is completed as part of this study. MT-2: Coordinating with local property owners and developers, update and apply design and connectivity standards to establish a new grid of complete streets (primary and secondary streets), a Main Street that is a central focus of redevelopment, and through -block connections to increase circulation for people walking and biking. The following should be considered for implementation: New streets to become City right-of-way and be built to City standards. Case -by -case consideration may allow streets to be constructed to City standards through public access and utility easements with maintenance agreements. Adopt the street standards provided by the Subarea Plan for redevelopment of Renton Village and implement the conceptual street network (Exhibit 3-71) as redevelopment occurs. Through -block connections to be publicly accessible, safe, and inviting for pedestrians/bicyclists. 4 Included in this EIS 3-108 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Exhibit 3-71. Conceptual Illustration of New Street Network - Build on Pedestrian Improvements along Rainier Ave S Over Time A future light rail station at the city's preferred location may require wider sidewalks on both sides of Rainier Ave S to promote a strong connection. Consider requiring setbacks with redevelopment, to retain opportunities for increasing the sidewalk width and landscape buffer in the future. Lind Ave SW Study feasibility of reducing corridor to 3 lanes, particularly north of SW Grady Way, to add bike lanes and increase space for pedestrians. Lake Ave S Due to complex traffic patterns and bus circulation around the transit center, bicycle facilities may not be feasible the southern portion of Lake Ave S. Provide sidewalks along corridor to increase pedestrian access. New Streets - Proposed Concepts (Conceptual locations only; ■■-■■■ Primary street .....• Secondary street Main trapt ......•. Internal through -block connections (ped/bike) Connections to Light Rail Once final station location is determined, assess feasibility of new street connections. Shattuck Ave S - North of Grady Provide buffered sidewalks on both sides of street and extend r planned 2-way cycle track to S Grady Way. »�; �� ' ■ M■6 Potential Future Light Rail Connections City's preferred location for potential light rail station Important connections to potential future light rail station Source: Subarea Plan, 2021. I Softening along S Grady Way Expand landscape buffers and add a new shared use path to help soften S Grady Way. Existing Streets - Multimodal Improvements Generally retain existing roadway configuration, but explore options to add or expand bike and pedestrian facilities and improve multimodal safety at key intersections. (May require additional ROW.) Add and/or expand bike and pedestrian facilities into existing streets through changes in roadway configuration, lane reductions, etc. (May require additional ROW.) OPlanned transit center 3-109 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 ■ Draft EIS Transportation ■ MT-3: Implement planned pedestrian and bicycle infrastructure identified in the City of Renton's Trails and Bicycle Master Plan and current city projects. Near -term actions may include: SW/S 71h Street. Obtain missing ROW needed along s 7th Street to complete the shared -use path connection east of Rainier Avenue S. Final planning/design and implementation of shared -use path along SW 7th St. Include streetscape improvements along the south side of SW/S 7th Street and bike/pedestrian improvements at intersections with future corridor improvement projects. 11 Assess feasibility of the Hardie Avenue S bicycle facilities to provide a safe connection for bicyclists to the transit center. (See also MT-4) Construct two-way cycle track along Shattuck Avenue S and Lake Avenue S, with a safe, direct connection to the transit center. Explore opportunities for extending the facility south across S Grady Way and through the core area. Implement a shared -use path along Talbot as redevelopment occurs within the core area. Feasibility of extending 2-way cycle track on Shattuck Avenue S to cross S Grady Way and connection to the core: The segment of Shattuck Ave between Lake Avenue S and S Grady Way consists of one southbound through/right lane, one southbound left lane, and one northbound receiving lane. All lane configurations will remain to preserve the anticipated level -of -service ratings for the Shattuck Avenue S / S Grady Way intersection as modeled in the AM and PM peak hours of 2044. Therefore, right-of- way will need to be acquired to extend the 2-way cycle track. The area required to maintain the existing 6-ft wide sidewalk and to extend the existing 2-way cycle track width of 11-ft plus a 3-ft buffer, is estimated to be approximately 3,700 SF acquisition for a typical right-of-way acquisition width of 14 ft. It is recommended that this is obtained from the WSDOT-owned parcel to the west. At the Shattuck Avenue S / S Grady Way intersection, bike signal heads, bike detection, and bike pushbuttons will need to be installed at the northwest and southwest corners. Bike phasing will run simultaneously with pedestrian phasing for the northbound and southbound directions. To optimize signal phasing, additional intersection level -of -service analyses can be conducted at the Shattuck Avenue S / S Grady Way intersection during the AM and PM peak hours. An additional bike pushbutton and bike detection will need to be installed at the southeast corner of Shattuck Avenue S / S Grady Way for the westbound crossing of Shattuck Avenue S / S Grady Way. Bicyclists heading north on Shattuck Avenue S from Renton Village will be on the east side of the road and will need to crossover to the southwest corner of Shattuck Avenue S / S Grady Way in order to continue north on the 2-way cycle track. ■ MT-4: Coordinate with Sound Transit to ensure safe and clear connections between city facilities and key destinations within the transit center, especially secure bike parking areas. ■ MT-5: Add buffered sidewalks along both sides of Lake Avenue S and Shattuck Avenue S. ■ MT-6: Develop a curb management strategy around the transit center to ensure circulation and space for pick-up/ drop-off and ride -sharing. ■ MT-7: Coordinate with planned multimodal analysis of S Grady Way to assess feasibility of crossing improvements that improve the safety and comfort of people crossing S Grady Way while accommodating vehicles. Key elements to study may include: 3-110 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Transportation El Pedestrian and bike improvements at the Rainier Avenue S / S Grady Way intersection. The Subarea Plan lists potential improvements identified by the Renton Transit Access Study: Reconfigure intersection geometry and curb radius and add curb extensions/bulb-outs. Add high visibility crosswalk, advance stop bars and warning signs on south side. Remove all slip lanes. Crossing improvements at Lake Avenue S, Shattuck Avenue S, and Talbot Road S. The Subarea Plan lists potential improvements identified by the Renton Transit Access Study for Lake Avenue S. Perteet ranked these potential improvements and additional improvements at the three intersections in consideration. Exhibit 3-72 provides anticipated costs and impacts of the potential improvements to help prioritize improvements at each of the intersections. Removing slip lanes is included as a potential improvement in the Subarea Plan, however it is not included in Exhibit 3-70 since it will be implemented by 2025 Near -Term Rapid Ride (project #25, Exhibit 3-57 of the Affected Environment). Exhibit 3-72. Prioritization of Crossing Improvements at Lake Avenue S, Shattuck Avenue S, and Talbot Road S. Rainier Avenue S / Lake Avenue S Add advance stop bars and warning signs at all intersection 0 VO legs* Provide high -visibility crosswalk at all intersection legs* $ x i Improved curb radius and intersection geometry and curb extensions/buIbouts* $$$ Add tactile cues at all curb ramps* $ • �/ �/ • Remove east lanes of fork to better align intersection north/south* $$$ x 2 Upgrade all ramps to ADA compliance $$ • �/ V/ • Upgrade accessible pedestrian signal (APS) assemblies $$ • VI VI • Install bicycle signal heads, bicycle pushbuttons, and bicycle detection $$ 03 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Rainier Avenue S / Shattuck Avenue S Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Add advance stop bars and warning signs at all intersection $ 0 legs* Provide high -visibility crosswalk at all intersection legs* $ s7 • Improved curb radius and intersection geometry and curb $$$ extensions/bulbouts* Add tactile cues at all curb ramps* $ • �I �I • Upgrade all ramps to ADA compliance $$ • • Upgrade accessible pedestrian signal (APS) assemblies $$ • • Install bicycle signal heads, bicycle pushbuttons, and $$ • �/ • bicycle detection Rainier Avenue S / Talbot Road S Accommodates Potential Improvement Cost Mobility Enhancement Provide high -visibility crosswalk $ Pedestrian Volume? Vehicle Delay? • at all intersection legs* Improved curb radius and intersection geometry and curb $$$ extensions/bulbouts* Add tactile cues at all curb $ • 40 1I • ramps* Upgrade all ramps to ADA $$ • • compliance Upgrade accessible pedestrian $$ • �/ • signal (APS) assemblies Install bicycle signal heads, bicycle pushbuttons, and bicycle $$ detections Source: Perteet, 2023 Notes: i West leg of intersection does not currently have a crosswalk. By adding a crosswalk to all legs, signal timing/phasing may require changes and impact vehicle delays. 2Removing east lane may increase eastbound vehicle delays, particularly for the right -turn movement. 31ntersection is not centrally located for bicyclists to access transit center and Renton Village. *From Subarea Plan. Least effective O (3 0 4 • Most effective X= No V = Yes 3-112 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation (MT-7, continued) Utilizing a portion of the power line utility corridor for a shared -use path along the north side of S Grady Way that is buffered from traffic. The original intent from the subarea plan was to construct a near -term portion of this shared use path from Rainier Avenue S to Shattuck Avenue S, then implement a long-term project to continue to connect to Talbot Road S. From here, cyclists would connect via Talbot up to SW 71" St and Burnett Linear Park. However, given that the power line utility corridor does not continue on S Grady Way east beyond Shattuck Avenue S, this would require significant right-of-way acquisitions or dedications from properties that are already relatively small. Rerouting bicyclists traveling eastbound on S Grady Way onto Shattuck Ave's two-way cycle track and S/SW 7t" St's shared -use path will provide a less impactful route to reach Burnett Linear Park. This mitigation measure specifically addresses the bicycle connection gap caused by the near -term adopted Subarea Plan bike improvements for S Grady Way and the proposed roadway section of the RapidRide I Line transit route Utilizing a portion of the power line utility corridor for a shared -use path along the north side of S Grady Way that is buffered from traffic. Providing a landscape buffer and wider sidewalks along the south side of S Grady Way Removing or consolidating existing access driveways, particularly along the south side of S Grady Way 3-113 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 ■ Draft EIS Transportation ■ MT-8: Improve intersection at key locations along Rainier Avenue S to ensure strong multimodal connectivity to the transit center and for redevelopment. (See also MT-3) See Exhibit 3-73. Exhibit 3-73. Proposed Intersection Improvements Potential Future Improvements at LR Station If the city's preferred alignment and station location are confirmed, future studies and intersection improvements will be needed around the station. Improve ped/bike connections Ped/bike improvements at S 7th St intersections east of Rainier Ave S to improve safety and connections between the subarea and S Renton and Downtwn. t. Support planned bike connections Ensure future intersection improvements at S 7th St and Hardie Ave S support safe bicycle connections to the transit center. Lind Ave S Intersections Pedestrian and bike improvements at key intersections along Lind Ave S to improve ped/bike connections and support development nodes along the corridor. Rainier/Grady Gateway Study opportunities to improve ped/bike circulation through improvements to signal timing, longer crossing periods and other S Grady Way/Lake Ave S Further study needed to identify safe crossing options for peds/bikes while also balancing transit and vehicle circulation. S Grady Way/Shattuck Ave S and Talbot Rd S Further analysis to asseess feasibility of of extending of 2-way cycle -track at Shattuck, and assessing if concentrating bike/ped circulation along the west side of the intersection —1 increases safety for people crossing the street ♦........ 1 '` '• 1 y�l I ' 1 �.M it 1 '\ Lake Ave S at Transit Center Coordinate with planned 1 improvements around the 1 transit center to ensure I 1 there is a safe bicycle 1 connection between 1 planned cycle track and the transit center east entrance. Recommended Intersection Improvements High priority intersection improvements of heavy -traffic corridors. Intersection improvement to improve bike/ped safety and connections Longer -term ped/bike intersection improvements Shared use path network (near -term and long-term) Complete street network (near term and long-term) Source: Subarea Plan, 2021. .albot Rd S - Near -term and .ong-term Opportunities ntersections along Talbot Rd S ,outh of 5 Grady Way should ocus on connecting edevelopment areas and neighborhoods. Long-term mprovements to the 1-405 rnderpass could create a stronge :onnection between the subarea and neiahborhoods to the south. Through -block connections (ped/bike) Transit corridors by 2025 (includes BRT, frequent and commuter routes. Plan for 2040 removes buses from Shattuck.) City's preferred location for potential light rail station QSubarea boundary QTransit center 3-114 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 ■ Draft EIS Transportation ■ MT-9: Improve intersections for pedestrians and bicyclists along S 7th Street to increase safety and promote stronger connections to the transit center and downtown. See Exhibit 3-73. ■ MT-10: Improve transit facilities at bus stops to improve safety and comfort for people riding transit. MT-11: Include multimodal improvements with near -term and long-term roadway and highway projects. Widen sidewalks, add pedestrian lighting, and increase landscape buffer where feasible along Lind Avenue S between 16th Avenue S and SW 19th Street. Study feasibility and opportunities to implement a shared -use path or other off-street bicycle facility between 16th Avenue S and SW 19th Street, to improve connections for existing employees and potential future infill development. Explore opportunities to implement pedestrian and bike facility improvements across the bridge in association with WSDOT's long-term interchange project. ■ MT-12: Identify funding and initiate a follow-up study to refine the scope of work and refine the comparison of [light rail (LR) alignment and station] options 1, 2, and 3. ■ MT-13: Expand the scope of work for the [LR location] follow-up study to consider origin density, employment density, and proximity to key destinations like a downtown core. ■ MT-14: Future [LR location] studies should consider including cost -benefit analysis and racial equity as evaluation criteria. ■ MT-15: Continue to coordinate with Sound Transit to ensure LR alignment and station area location with consideration of the following: Achieves seamless transfers (need better understanding of what transfers are needed). Provides opportunities for more people to live close to the station. Consider impacts to existing businesses and residents. Provides safe pedestrian/bike access to station. Provide a station location and design that aligns with the city's future plans, integrates into the fabric of the neighborhood and meets the mobility and transit access needs of the local community. Ensure that new development provides for a grid of multimodal streets and pedestrian bicycle routes. Most transportation improvements of the Rainer/Grady Junction TOD Subarea Plan do not currently have funding mechanisms in place, and developments will need to contribute funding for these improvements to be constructed. These improvements were assumed to be key indicators for differentiating the build -out conditions of each alternative assumed in this analysis. They are broken out by each alternative: Alternative 1 No Action Primary, secondary, main streets, and internal through -block connections throughout the planned action area (see Subarea Plan cross sections). Intersection improvements geared toward pedestrians and bicyclists on S Grady Way, Talbot Road S, Rainier Avenue S, and S/SW 7th St. Transit corridors throughout the area, shown in Exhibit 3-53. Alternative 2. Alternative 1 improvements apply, with: Sidewalk minimum widths of 8-ft on primary and secondary streets, and sidewalk minimum widths of 12-ft on main streets. Midblock crossings at bus stops and open spaces between buildings. 3-115 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Transportation ■ Open space/parks around transmission lines used as a trail for pedestrians and/or bicyclists. Bicycle parking incentive when provided in front of Mixed Use -Base buildings. Incentive for developers to create open spaces between buildings when developing more than one building within a block. Alternative 3. Alternative 1 improvements apply, with: ■ 10-ft minimum sidewalks widths on primary and secondary streets, and 12-ft minimum sidewalk widths on main streets. ■ Midblock crossings at bus stops, though more frequently than Alternative 2 throughout the subarea as the higher density population may warrant more bus stops. ■ All -way pedestrian crossings at intersections within Renton Village with high pedestrian density. ■ Open space/parks around transmission lines used as a trail for pedestrians and/or bicyclists. ■ Bike parking in front of all mixed -use high -density frontages based on the building capacity. Regulations and Commitments Employers have commute trip reduction obligations under the City of Renton's Commute Trip Reduction (CTR) Ordinance and CTR Plan. In summary, the ordinance requires employers with one hundred or more full-time, permanent, year-round, employees who arrive at work on weekdays between the hours of 6 AM and 9 AM to have programs for their employees supporting and encouraging non -single -occupant -vehicle commute options. Some of these non -single -occupant -vehicle commute options include carpooling, vanpooling, taking the bus or train, walking, biking, or working a flexible schedule. Renton Municipal Code encompasses the transportation ordinances for the City of Renton. The following sections in the Municipal Code are relevant to the Rainier/Grady transportation analysis: Chapter 4-6-060 provides street standards to ensure reasonable and safe access to public and private properties. Chapter 4-6-070 ensures Renton transportation level of service standards are achieved concurrently with development. Chapter 13 establishes plans and goals for Commute Trip Reduction. Renton's Public Works department has standard details for construction that are also applicable to this analysis. Details relevant to improvements discussed throughout this document include: ■ Section F — Curbs, Approaches, Gutters, and Sidewalks ■ Section G — Signs and Sign Supports ■ Section H — Delineators and Miscellaneous Construction ■ Section J — Illumination and Signals Other Potential Mitigation Measures With all incorporated plan features and City of Renton programs applied, there is still a need to mitigate impacts. This section provides a detailed discussion of potential mitigation measures for vehicle and pedestrian/bicycle facilities. These transportation improvements are not currently planned for nor funded, and therefore development will need to contribute funding to actualize these improvements. 3-116 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Transportation Vehicles Implement change from the stop -control at the intersection of Talbot Road S and S 7th Street to a roundabout. See the discussion below Exhibit 3-74. Implement change from the linked signal timing at the intersection of S Grady Way and Talbot Road S with adjacent signals to unlinked signal timing with adjacent signals. Study and implement intersection improvements to address long queues for the northbound -through movement at the intersection of Rainier Avenue S and S 7th Street. One potential solution to consider is adding an additional northbound -through lane to provide additional queueing space between this intersection and the new Rainier Avenue S / Hardie Avenue SW intersection. One potential solution to consider is an additional northbound -through lane to provide additional queueing space between this intersection and the new Rainier Avenue S / Hardie Avenue SW intersection. Another potential solution to consider is converting the bus -only lane to bus and carpool to help alleviate congestion and queue development leading up to the intersection of Rainier Avenue S and S 71h Street. ■ Study and implement intersection improvements to address long queues for the westbound -right movement at the intersection of Rainier Avenue S and S Grady Way. During the implementation of the Grady Way Overpass, one potential consideration during design is to separate the at -grade westbound - through and westbound -right movements to provide additional queuing space between this intersection and S Grady Way / Lake Avenue S. ■ Prioritize "Access to Transit" project if funding is provided. This project is not listed in Affected Environment section due to the funding pending. Features of "Access to Transit" may analyze the impacts of the 95th percentile queues at the Rainier Avenue S / S Grady Way intersection that may extend past the 1-405 off ramp. ■ Study and implement intersection improvements to address long queues for the westbound -right movement at the intersection of Rainier Avenue S and S Grady Way. During the implementation of the Grady Way Overpass, one potential consideration during design is to separate the at -grade westbound - through and westbound -right movements to provide additional queuing space between this intersection and S Grady Way / Lake Avenue S. ■ Talbot Road S Prioritize "Access to Transit" project if funding is provided. This project is not listed in Affected Environment section due to the funding pending. Features of "Access to Transit" may analyze the impacts of the 95th percentile queues at the Rainier Avenue S / S Grady Way intersection that may extend past the 1-405 off ramp. The improvement in level of service ratings and queue lengths expected from implementing the potential mitigation measures for vehicles are exemplified in Exhibit 3-74. Only Alternative 3 is displayed in this exhibit with and without mitigations since this alternative showed overall higher delays and worse level of service ratings than Alternative 1 No Action. Therefore, if potential mitigation measures help Alternative 3 no longer surpass the threshold of significance, then Alternative 1 No Action should also no longer surpass the threshold of significance. 3-117 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Transportation Exhibit 3-74. 2044 PM Peak Hour LOS and Delay, With and Without Mitigations 2044 AM Peak Hour Rainier Avenue S / S Grady Signal 60.2 / E 55.2 / E 960 > 770** 670 < 770** Way S Grady Way / Talbot Road S Signal 35.0 / C 25.7 / C 705 < 310 70 < 310 Talbot Road S / S 71" Street Stop Control* 00.0 / A n/a n/a Shattuck Avenue S / S 7t" n/a n/a n/a Signal 17.1 / B Street Shattuck Avenue S / S Grady Signal 30.0 / C n/a n/a n/a Way ,Rainier Avenue S / S 7t" 41.7 / D 415 <_ 415 165 < 415 Signal 45.8 / D Street 2044 PM Peak Hour Rainier Avenue S / S Grady Signal 58.0 / E 54.0 / D 775 > 770** 503 < 770** Way S Grady Way / Talbot Road S Signal 44.4 / D 28.1 / C 400 > 310** 258 < 310** Talbot Road S / S 7t" Street Stop Control* 57.3 / F 3.6 / A n/a n/a Shattuck Avenue S / S 7t" n/a n/a n/a Signal 15.4 / B Street Shattuck Avenue S / S Grady Signal 31.3 / C n/a n/a n/a Way ,Rainier Avenue S / S 7t" 44.4 / D 428 > 415* 173 < 415** Signal 50.3 / D Street Source: Perteet, 2023. Notes: *Signalization was modeled, but recommendation was later changed to roundabout installation. Existing traffic control is three-way stop controlled. Synchro modeling software does not support this type of stop -control. Modeled in Synchro as two-way stop controlled at the eastbound and westbound approaches, and yield controlled at the southbound approach.**95t' percentile queue length analyzed only at the intersection approach that surpasses the threshold of significance. n/a = No intersection improvements. ,Modeled with additional northbound - through lane. ZModeled with bus -only lane changed to bus and carpool lane. 3-118 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 ■ Draft EIS Transportation The intersections surpassing significance thresholds no longer do so with mitigations applied. Talbot Road S / S 7th Street drastically changes from a LOS F to LOS A during both peak hours due to signal installation, which was initially studied instead of a roundabout. A roundabout would provide similar benefits to signalization in this case, mainly balancing volumes across the four legs of the intersection. A roundabout was previously identified by the City as a potential improvement for this intersection, but at the time it was studied, queuing at the intersection of S Grady Way / Talbot Road S would have led to poor performance. With both intersections improved according to these suggested mitigation measures, a roundabout at Talbot Road S / S 7th Street is a feasible solution. The main purpose of unlinking the signal at S Grady Way / Talbot Road S with other signals on S Grady Way is to reduce the 95th percentile queue that develops at the southbound approach so that it does not extend into the intersection of Talbot Road S / S 7th Street. However, there is an additional impact to overall intersection delay, improving the level of service rating from a LOS D to a LOS C during the PM peak hour. During the AM peak hour, S Grady Way / Talbot Road S experiences a delay reduction of 9.3 seconds when the signal is unlinked. Rainier Avenue S / S 7th Street also experiences multiple improvements when implementing an additional northbound -through lane: 95' percentile queue length decreases by approximately 250 feet during both peak hours and the overall intersection delay decreases by approximately 4 to 5 seconds during both peak hours. Analysis called for in MT-2 from the Subarea Plan (see Incorporated Plan Features) was completed with this study. MT-2 emphasizes that the new grid of complete streets should prioritize the high -growth Renton Village area, serving to connect with Talbot Road S and S Grady Way, with an east -west street that can be used to access into the core of Renton Village area. However, the following limitations on that analysis should be considered by the City: ■ Without traffic counts for the intersections of S Grady Way / Lake Avenue S and Talbot Road S / S Renton Village PI, volumes were assumed from balancing between adjacent intersections that have been studied for Alternative 1 and Alternative 3. Similar turn -movement ratios from the City's travel demand model for Alternative 1 and Alternative 3 were also applied to each intersection turn -movement. Collecting traffic counts at S Grady Way / Lake Avenue S and Talbot Road S / S Renton Village PI may result in slightly different delay and queueing results than what is presented in Exhibit 3-67. In particular, S Renton Village Place and Talbot Road S should have traffic counts obtained and be re -analyzed when development begins to occur. Transit The transit network will continue to be impacted by intersection delays, especially routes that pass -through Rainier Avenue S / S Grady Way, S Grady Way / Talbot Road S, and Rainier Avenue S / S 7th Street. The installation and usage of Transit Signal Priority (TSP) and Business Access and Transit (BAT) lanes should promote transit efficiency and circulation surrounding the transit center. "Access to Transit" may perform additional studies for more TSP and BAT lane implementation as connections are established between the Bus Rapid Transit (BRT) and existing Sound Transit and Metro routes. Pedestrians/Bicyclists Consider modifying the main street sections proposed for use by the Subarea Plan for Renton Village from shared bicycle lanes to or connecting to shared -use paths for pedestrians and bicyclists. Along main streets, the proposed 73 ft of right-of-way accommodates one 10-ft travel lane in each direction, two 8-ft parking 3-119 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Transportation lanes/landscape in curb bulbs, and 12-ft sidewalk, and 6-ft flex seating zone on both sides of the road. Modifying the 12-ft sidewalks to be shared -use paths allows bicyclists to be separated from vehicle traffic, overall creating a safer environment for pedestrians and bicyclists. Per WSDOT Design Manual Chapter 1515 for shared -use paths adjacent to roadways with posted speeds less than or equal to 35 mph, the desired width is 12-ft, and the minimum width is 10-ft. Therefore, a 12-ft shared -use path will provide adequate space for the intermixing of pedestrians and bicyclists without the need for additional right-of- way acquisition. ■ Prioritize MT-7 from the Subarea Plan as a critical next step for addressing non -motorized safety in the area. Specifically, the top priority from MT-7 should be studying options for safe pedestrian crossings across S Grady Way at intersections with Shattuck Avenue S and Lake Avenue S, as well as between Rainier Avenue S and Lake Avenue S. These studies will include cost estimating so the City can identify funding needs and mechanisms to establish this key connection between Renton Village and the transit center. An option to be considered is a pedestrian/bicycle bridge over S Grady Way. ■ Avoid major right-of-way dedication that could hinder development by implementing a roadway section on S Grady Way that varies from the proposed conceptual section in the Subarea Plan. The south side of S Grady Way should provide an 8-ft minimum landscape strip to buffer pedestrians from vehicle traffic with an 8-ft minimum sidewalk behind. This would only require an additional 8-ft of right-of-way acquisition, instead of 34-ft to match the conceptual section from subarea plan. The north side of S Grady Way should match what is provided for in the RapidRide I line plans with a typical shared -use path width of 12-ft and a minimum shared -use path width of 8-ft only on the block between Lake Avenue S and Shattuck Avenue S. The adopted Subarea Plan discusses several high priority intersection improvements at S Grady Way for pedestrian/bicycle circulation and safety; however, many recommendations of the specific improvements require additional studies and were not detailed out within the plan. To fulfill the pedestrian/bicycle circulation and safety needs on S Grady Way, a pedestrian/bicycle bridge over S Grady Way between Rainier Avenue S and Lake Avenue S could be installed. The location of this bridge will allow for pedestrians/bicyclists to seamlessly access the new transit center without intermixing with vehicle traffic, as well as reduce the distance to the nearest crosswalk below the 750-foot threshold of significance. This would need to be coordinated with the Grady Way Overpass project which will also be elevating two lanes along S Grady Way in this same area. Because the Grady Way Overpass project will reduce the surface -level lanes to one lane in each direction, there is the possibility that other crossing treatments, such as a signalized crossing underneath the planned overpass, could be a viable option. Ultimately, the City should investigate at least these two options and how they would interface with the Grady Way Overpass project to determine what type of pedestrian crossing is feasible at this location. Significant Unavoidable Adverse Impacts Vehicle and pedestrian/bicycle significant impacts are anticipated to be mitigated through a combination of incorporated plan features, City of Renton regulations, and other potential mitigation measures as discussed in the previous section. Therefore, there are no anticipated significant unavoidable adverse impacts to transportation. 3-120 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 ■ Draft EIS Public Services 3.4 Public Services This section addresses police services, fire and emergency medical services, schools, and parks and recreation, and the implications of each alternative relative to the No Action and action alternative within the Subarea. The primary providers of these services in the Study Area are the Renton Police Department, the Renton Regional Fire Authority, and the Renton School District. Following a description of current services in the Study Area and level of service (LOS) standards, an impact analysis is presented for each alternative. Mitigation measures are proposed to address significant impacts to services. Affected Environment Police Affected Environment This chapter is based on the following sources: ■ Renton Police Department Policy Manual: RELEASE 20220613 T114545 Renton PD Policy Manual.pdf (civiclive.com) ■ Renton Police Department webpage: Police - City of Renton (rentonwa.gov) ■ Crime in Washington 2021 Annual Report, Washington Association of Sheriffs and Police Chiefs: 2021 CIW.pdf (waspc.org) ■ Renton Budget, 2021-2022: Budget - City of Renton (rentonwa.gov) ■ Capital Facilities Element of the Renton Comprehensive Plan: Comprehensive Plan (rentonwa.gov) The Renton Police Department is a full -service law enforcement agency with 164 employees comprised of 129 commissioned and 35 civilian personnel. As of 2022, the Department employs 1.2 sworn officers per 1,000 residents. Exhibit 3-75 shows that response time from police dispatch to arrival on scene for Priority 1 calls was less than five minutes each year between 2015 and 2019. However, the target time for such calls is 3.5 minutes, which has not been realized since 2012. Exhibit 3-75. Police Performance Measures Safety Timely responsiveness Average response time (in 4.52 4.43 4.61 4.66 4.06 and and "Projection of minutes) to Priority I calls. Healtheffort" when the............................................................................................................................................................................................... community cannot Average response time (in 8.13 7.62 7.35 6.90 6.59 help itself minutes) to Priority II calls. ........ ................................................. _....... Average response time (in 11.75 1 1 .62 10.94 10.73 10.01 minutes) to Priority III calls. Average response time (in 23.94 26.08 23.54 23.82 21.99 minutes) to Priority IV calls. 3-121 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Public Services Encouragement of a Residents report feeling 92%* --- 92%* --- next self-reliant somewhat or very safe during survey community through the day in their neighborhood. 2021 programs and education Residents report feeling 60%* --- 67%* --- next somewhat or very safe during survey the night in their neighborhood. 2021 Community report feeling 80%* --- 86%* --- next somewhat or very safe during survey the day in the downtown area. 2021 Community report feeling 33%* --- 42%* --- next somewhat or very safe during survey the night in the downtown 2021 area. Encourage the ......... ......... ......... ......... Annual percent of successful ................................................. 83% 88% ................................................. 106% ......... ........_....... 68% 82% community to comply resolution or clearance of with local, state, and assigned cases federallaws ........ ........ ......... .... ...... ..................................... Number of Cases processed by 15,517 16,665 16,367 16,179 14,643 staff ........ ......... ......... ......... Number of Warrants ......... ......... 2,161 1,575 ................................................. 1,526 ................................................. 1,687 1,695 processed by staff ........ ......... ......... ......... ......... ......... ................................................. ................................................. Number of Citations processed 11,766 11,462 1 1,438 11,047 8,629 by staff ........ ......... ......... ......... ......... ......... ................................................. ......... ........_....... Number of Public Records 2,359 1,630 2,686 2,855 3,596 Requests processed by staff Source: City of Renton 2021-2022 Adopted Budget, 2021 Patrol Operations Exhibit 3-76 shows the Patrol Operations performance metrics and average response time to calls, and Exhibit 3-77 shows budgeted resources for Patrol Operations. Uniformed, first responders to emergency and non - emergency calls for service have been able to meet the target response times nearly every year except for Priority I calls, which have consistently exceeded the target time since 2014. 3-122 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Exhibit 3-76. Patrol Operations Performance Metrics and Data Average response time (in 3.07 3.81 4.64 4.52 minutes) to Priority I calls ................................................................................................................................................................................................................................................................................................................................. Average response time (in 7.32 6.50 7.64 8.13 minutes) to Priority II calls Average response time (in 10.48 8.81 10.87 11.75 minutes) to Priority III calls ................................................................................................................................................................................................................................................................................................................................. Average response time (in 21.05 16.01 20.91 23.94 minutes) to Priority IV calls Source: City of Renton, 2022 Exhibit 3-77. Department Resources Budgeted for Patrol Operations Ch. 3 ■ Environment, Impacts, and Mitigation Measures Public Services 4.43 4.61 4.66 4.06 TBD Less than 3.5 minutes ..................................................................................................................................................................................................................................................................................................................................................... 7.62 7.35 6.80 6.59 TBD Less than 8 minutes 11.62 10.94 10.73 10.01 TBD Less than 12 minutes ...................................................................................................................................................................................................................................................................................................................................................... 26.08 23.54 23.82 21.99 TBD Less than 21 minutes FTEs: 64.0 64.0 63.0 63.0 67.0 67.0 67.0 67.0 67.0 67.0 Dollars: $8,982,138 $9,191,931 $9,792,900 $10,159,956 $9,900,191 $10,338,556 $11,225,287 $12,007,857 $12,958,172 $13,392,798 Source: City of Renton, 2022 3-123 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Public Services Patrol Services Uniformed, first responders to emergency and non -emergency calls for service relating to safe, coordinated, and accessible roadway and neighborhood traffic concerns, animal safety, and parking violations. The Patrol Services division acts as a support service to Patrol Operations, responding for collision reporting and investigating, clearing the roads, and moving traffic safely through Renton. The division works collaboratively with intra- departmental teams to coordinate a traffic plan to safely move hundreds of thousands of vehicles through the city on any given day. The Patrol Services division emphasizes a traffic plan that focuses on traffic safety through engineering, education, and enforcement. The Patrol Services division handles all serious injury and fatality collision investigations and employs the use of Unmanned Air Systems -Drone (UAS) technology and software to efficiently map and recreate collisions and scenes. The division also uses this technology to fly and map crime scenes for Renton and other agency's Investigations divisions for serious crimes and officer involved shootings. Exhibit 3-78 shows the Patrol Services performance metrics, and Exhibit 3-79 shows budgeted resources for Patrol Services. 3-124 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Exhibit 3-78. Patrol Services Performance Metrics and Data Ch. 3 ■ Environment, Impacts, and Mitigation Measures Public Services Percent of collision incidences 84.49 55.42 76.00 50.86 31.80 44.62 100.00 100.00 TBD resolved by Patrol Services during regular hours of service to reduce resources needed in Patrol Operations Average percent of traffic 95.72 58.75 100.00 100.00 100.00 100.00 29.65 52.00 TBD safety camera notices of violation are provided within fourteen days. Source: City of Renton, 2022 Exhibit 3-79. Department Resources Budgeted for Patrol Services Minimum of 80 percent Minimum of 100 percent FTEs: 14.0 14.0 14.0 14.0 14.5 14.5 15.0 15.0 16.0 16.0 .........................................._......................................................................................................_..............................................................._..............._..............................................................._..............................................................._..............................................................._..............................................................._................................................................................................................................... Dollars: $ 2,503,671 $2,538,020 $2,622,607 $2,707,749 $2,997,063 $3,036,562 $3,747,418 $3,860,730 $4,175,438 $4,276,359 Source: City of Renton, 2022 3-125 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Public Services Investigations The Investigations division consists of sixteen detectives, two evidence technicians, two sergeants, one secretary, one domestic violence victim advocate, one crime analyst, and one commander. The Investigations division conducts follow-up investigations of crimes against persons (assault, homicide, missing persons, rape, robbery, sex offenders, internet crimes against children, domestic violence, and runaways) and property crimes (auto theft, fraud, forgery, burglary, theft, malicious mischief, identity theft, unlawful issuance of bank checks, and pawns). Detectives conduct investigations and submit them to the Prosecutor's Office for charges. Once charges are filed, they prepare the case for trial and assist the Prosecutor's Office. The Investigations division secretary processes all payables, assists the crime analyst with statistical reports, transcribes tapes for detectives, tracks automated fingerprint identification system records, tracks case dispositions from King County courts, coordinates volunteers for second floor reception, and tracks registered sex offenders with the King County Sheriff's Office and the Renton Police Department. Exhibit 3-80 shows the Investigations performance metrics, and Exhibit 3-81 shows budgeted resources for Investigations. 3-126 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Exhibit 3-80. Investigations Performance Metrics and Data Annual percent of successful 82.00 84.19 76.83 resolution or clearance of assigned cases Source: City of Renton, 2022 Exhibit 3-81. Department Resources Budgeted for Investigations Ch. 3 ■ Environment, Impacts, and Mitigation Measures Public Services 83.21 88.00 55.51 68.00 82.00 TBD Minimum of 80 percent FTEs: 20.0 20.0 20.0 20.0 22.0 22.0 22.0 22.0 24.0 24.0 .........................................._..............................................................._..............................................................................................................................................................................................._..............................................................._............................................._. ...................................... _.................... ..........................................._................................................................ ................................................................ Dollars: $2,639,554 $2,696,607 $2,815,279 $2,940,571 $3,247,139 $3,308,069 $3,513,861 $3,699,534 $4,184,172 $4,326,131 Source: City of Renton, 2022 3-127 THIS PAGE INTENTIONALLY BLANK. Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Public Services Current Plans and Regulations Community resources, needs, and values determine the level of law enforcement services and facilities. Generally, the higher the density and intensity of land use, the greater the demand for law enforcement services to address the safety of the citizens. Capital facilities associated with police services include vehicles, office and police equipment which are provided through general funds and grants and determined on an annual basis. Projected capital facility requirements are based on officer response times to different types of "priority" level calls that are received. As the City grows, and response times increase, the need for additional officers will increase, as well as the need for additional police equipment and facilities. The Renton Comprehensive Plan includes a Capital Facilities Element with a level of service to meet police service demands, as shown in Exhibit 3-82. Exhibit 3-82. Police Service Demand Level of Service Police Enforcement Avg. response time to Priority I calls: <3.5 minutes Avg. response time to Priority 11 calls: <8 minutes Avg. response time to Priority III calls: <1 2 minutes Avg. response time to Priority IV calls: <21 minutes Source: City of Renton, 2022 The Department's goals for 2021-2022 are: Continue to meet the needs of the public we serve while maintaining fiscally responsible practices. Increase engagement and outreach with the goal of interacting with a broader spectrum of the community. Evaluate Department effectiveness through polling of populous to be more efficient at serving their needs and building confidence in our organization. Fire / EMS Affected Environment Existing Features This Draft EIS summarizes information about the Renton Regional Fire Authority from current reports including: Renton Regional Fire Authority website: Renton Regional Fire Authority — (rentonrfa.com) Renton Regional Fire Authority 2021-2025 Strategic Plan: Approved-External-2021-2025-Strategic-Plan- Optimized.pdf (rentonrfa.com) Renton Regional Fire Authority 2020 Annual Report 3-129 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 ■ Draft EIS Planning Area Renton Regional Fire Authority (RRFA) is a special purpose district established in 2016 by the voters to provide critical fire and life safety services to the residents of Renton and Fire District 25. The RRFA provides life safety services for more than 130,000 residents of the city and Fire District 25. King County Fire District #25 (KCFD 25) is located in unincorporated King County, Washington, east of the City of Renton proper and southwest of the City of Issaquah. This area is commonly referred to as the East Renton Plateau. The district itself covers approximately 4.5 square miles and has a population of approximately 10,000 people. Services Firefighters are also trained emergency medical technicians, providing response to medical emergencies, fires and fire investigations, motor vehicle accidents, hazardous material incidents, water rescues, and specialized technical rescues. The Office of the Fire Marshal also provides citizens with commercial and residential fire inspections, fire plan review, permitting, and public education. The mission of the RRFA is to: ■ Respond to and recover from emergencies. ■ Reduce risk for all hazards. ■ Build a culture of safety and support. ■ Adapt to future challenges through strategic planning. The Fire Authority has earned a fire protection class rating of 2 by the Washington Survey and Rating Bureau through regular evaluations, which places the RRFA in the top five percent of fire and life safety agencies across the country. Ratings are on a 1-10 scale with 1 being exemplary fire protection capability. This rating is used to set fire insurance premiums for the community. Facilities Exhibit 3-83 shows that the RRFA has seven stations and Exhibit 3-84 provides details on RRFA's population, area size, and assessed property value. Station 11 serves most of the Rainier/Grady Junction TOD subarea; Station 11 is currently the second -busiest station with 4,273 total responses in 2021, just 171 responses shy of being the station with the most responses to emergencies. 3-130 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Exhibit 3-83. RRFA Jurisdiction OUR JURISDICTION Source: Renton Regional Fire Authority Annual Report, 2020 Exhibit 3-84. RRFA's Coverage Area, Population, Area, and Assessed Property Value RRFA Coverage Area 132,029 33.29 miles $24,656,488,581 City of Renton ........ ......... ......... ......... 105,500 ......... 23.62 miles ......... ......... ......... $19,776,956,960 ......... Fire District #25 ........ ......... ......... ......... 21,605 ......... 6.02 miles ............................................. ......... $1,515,021,900 ......................_.......................................................................... Fire District #40 7,924 3.61 miles $3,364,509,721 Source: Renton Regional Fire Authority Annual Report, 2020 Staffing The RRFA staffs 151 uniformed personnel total. Every day, 33 RRFA staff members are ready to respond to emergencies throughout the RRFA's jurisdiction. The RRFA provides for about 1.4 uniformed personnel per 1,000 population in the city and district lands. Other members serve in training, planning, and logistics. All Renton RFA firefighters are certified emergency medical technicians. 3-131 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Fire and Life Safet Renton RRFA holds a Public Protection Class Rating (PPCR) of 2 within the City of Renton, as shown in Exhibit 3-85. The PPCR is a representation of a fire agency's ability to provide effective fire and life safety services to its community. The best rating an agency can receive is 1. Renton RFA is now in the top 5% of fire and life safety agencies in the nation for service quality. Exhibit 3-85. Countywide Protection Class Ratings Countrywide Protection Class Ratings 10,000 9,000 8,000 We are 7,098 7,000 Here! 6,000 5,000 4,000 * 3,663 3,000 2,000 1,789 1,000 411 0 UNEEL— Class 1 Class 2 Class 3 Class 4 Source: Renton Regional Fire Authority Annual Report, 2020 330 2,549 387 Class 5 Class 6 Class 7 Class 8 1,424 951 Class 8B Class 9 Class 10 Response Counts and Time As shown in Exhibit 3-86, the total number of responses by the RRFA has been trending down since 2018. Exhibit 3-87 shows the responses by incident type, and Exhibit 3-88 shows the number and percentage of responses by fire station and incident type. Exhibit 3-86. RRFA Total Responses, 2020 TOTAL RESPONSES 22,840 _ 21,954 21,385 2018 2019 2020 Source: Renton Regional Fire Authority Annual Report, 2020 3-132 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Exhibit 3-87. RRFA Responses by Incident Type FIRE 4.65`%, TECHNICAL RESCUE EMS 1.88% OTHER 17.51% Source: Renton Regional Fire Authority Annual Report, 202L Exhibit 3-88. RRFA Responses by Fire Station and by Incident Type FIRE STATION NUMBER OF PERCENT OF RESPONSES RESPONSES Fire Station 11 4,273 20% Fire Station 12 3,736 17% Fire Station 13 4,444 21% Fire Station 14 2,180 10% Fire Station 15 1,178 6% Fire Station 16 1,487 7% Fire Station 17 2,395 11% Out of Area 1,286 8% Grand Total 21,385 100% Source: Renton Regional Fire Authority Annual Report, 2020 RESPONSES BY NUMBER OF PERCENT OF INCIDENT TYPE RESPONSES RESPONSES EMS 16,244 76% False Alarm 1,437 7% Fire 994 5% Good Intent 1,607 7% Hazmat 401 2% Public Assistance 664 3% Rupture/Explosion 38 0%* Grand Total 21,385 100% Turnout Time is the time between when a unit is dispatched to when they are in route, as shown in Exhibit 3-89. While both Fire and EMS exceed the standard turnout time, fire turnout time is decreasing. Exhibit 3-89. RRFA Turnout Time Fire 1:30 2:45 2:42 _ ............................................................... EMS 1:00 2:24 2:29 Source: Renton Regional Fire Authority Annual Report, 2020 3-133 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Travel Time is the time a unit spends in route, before it arrives at the scene, as shown in Exhibit 3-90. Both Fast Arriving Engine and First BLS Unit are decreasing in travel time. Exhibit 3-90. RRFA Travel Time Fast Arriving Engine 4:00 5:44 5:35 ......... First BLS Unit 4:00 6:02 5:55 Source: Renton Regional Fire Authority Annual Report, 2020 Emergency Management Partnerships Renton Regional Fire Authority's Training section is comprised of a battalion chief and two lieutenants. They are assigned to the South King County Fire Training Consortium (SKCFTC), a partnership organization between Renton RFA and 12 local fire agencies to provide consistent training throughout South King County. SKCFTC provides multiple levels of training to nearly 1,300 firefighters every year. The RRFA assisted other jurisdictions on 1,692 responses in 2021. Current Plans and Regulations Comprehensive Plan policies addressing RRFA services cover water infrastructure, inspections, and capital facilities, etc. include: ■ Policy U-12: Maintain and upgrade the water system to deliver adequate water flow and storage for fire protection to all customers and facilities connected to the City water system. ■ Policy U-61: Coordinate with non -City water providers to ensure that all water systems operating in Renton have access to sufficient emergency water flow for fire protection. ■ Policy U-62: Before issuing building permits to new development in areas not served by the City of Renton Water Utility, require applicants to provide a certificate of water availability stating that sufficient water supply is available to meet both regular and fire flow requirements. ■ Policy CF-5: Adopt by reference the most current Capital Facilities Plans for Renton Regional Fire Authority and adopt an implementing ordinance establishing a fire impact fee consistent with their Capital Facilities Plan, if the Plan demonstrates that the facilities are needed to accommodate projected growth. In 2020, the RRFA adopted a Strategic Plan dated 2021-2025. The City of Renton has adopted the International Fire Code (IFC) applicable to new construction. The City has adopted impact fees for capital improvements to meet levels of service for the RRFA. The rate schedule applies to residential and non-residential uses. 3-134 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Schools Affected Environment Existing Features This chapter summarizes information about Public Schools in Renton based on the following resources: ■ Renton School District website: Home - Renton School District 403 (rentonschools.us ■ City of Renton Comprehensive Plan: Comprehensive Plan (rentonwa.gov) ■ Washington State Report Card: Home - Washington State Report Card (ospi.kl2.wa.us) ■ 2022 Renton School District Capital Facilities Plan: 2022 Capital Facilities Plan (finalsite.net Planning Area Renton's youth attend schools within the Renton, Kent, or Issaquah School District depending on the location of the pupil's residence. The schools that primarily serve the City of Renton are part of the Renton School District. The district spans approximately 32 square miles and serves a diverse population of approximately 15,000 students in pre-K through 12th grade at four high schools, four middle schools, 15 elementary schools, and an early childhood learning center. District programs also address the special needs of disabled, academically gifted, and artistically talented students. Four schools (Renton Park Elementary, Hazelwood Elementary, McKnight Middle, and Lindbergh High) are U.S. Department of Education -recognized Blue -Ribbon Schools of Excellence. Over the past year, District enrollment has continued to decline. However, there were differences across the region. Enrollment declined by over 4300 students in King County, but it grew in three other surrounding counties. Renton's decline in enrollment may likely be due to the pandemic and a lower growth rate of immigrant population. Home based instruction also increased in Renton and the surrounding areas. The district will continue to monitor trends, but there are also significant conditions that may speak to the potential for enrollment growth in the future. The number of new housing units expected to be developed in the district boundary is larger than what has been experienced in the last decade. Additionally, the most recent economic factors increasing interest rates and inflation appear to be causing a reduction in housing prices, at least in the immediate term. This could drive an influx of new home buyers and new construction in the next few years. Approval by the community of a 2019 bond measure allowed the district to construct a new elementary school (#16 Hilltop Heritage Elementary School) to accommodate over -enrollment in the K-5 grade span and to provide some elementary capacity relief. Sartori, another new elementary school, was opened in 2019 as a choice school in the downtown area. Considering the decline in enrollment and the effect of the pandemic, the district chose to supplement the 2020 Capital Facilities Plan by further evaluating the enrollment and capacity of the elementary schools located within or near the service areas the new elementary school #16. The conclusion of that analysis reaffirmed the district need for the new elementary school #16. The new elementary school opened in August 2023. 3-135 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Level of Service The district, and the Renton Education Association, recognize that reasonable class size is necessary for optimum learning, and have established the following targets in student/teacher ratios: ■ Grade Levels K-1 21:1 ■ Grade Level 2 22:1 ■ Grade Level 3 24:1 ■ Grade Levels 4-12 29:1 The 29:1 ratio at the secondary level applies to all Language Arts, Social Studies, Science, Math, World Languages, World Language Exploratory and Health classes. Other ratios apply as follows: ■ Band/Orchestra 40:1 ■ Choir 50:1 ■ Middle School PE 35:1 ■ High School PE 40:1 ■ All other classes 31:1 Student capacity of existing, permanent K-12 facilities, excluding special education facilities and facilities housing alternative learning environments, is 14,788. Based on current enrollment (October 2021 headcount), the district is showing a capacity deficit in the 6-8 grade span next year and in the out years, as well as a continued, yet smaller deficit in the K-5 grade span. That deficit transitioned to a surplus with the opening of the new elementary school in August 2023. This allowed for a boundary shift to relieve some of the over -crowded schools. It should be noted, however, that current and future capacity at the elementary level, as documented in this report, is based on the district's current Standard of Service, and does not necessarily reflect aspirational K-3 student/teacher ratios of 17 students to one teacher. The district continues to make progress towards these requirements, by utilizing available classroom space, added staffing and plans to utilize the new elementary school classrooms to work towards this ratio. Most recent ratios have been anywhere from 17.3 to 19:1 but staffing during the coronavirus disease has slowed the district's progress. Continued efforts will be made with opening of the new elementary school providing more classroom space to progress towards the K-3 standard of 17:1. Elementary school capacity remains the district's greatest challenge. Relying heavily on the use of relocatable classrooms (portables) to accommodate the fluctuating student population, portables at elementary schools account for over 15% of the district's total K — 5 facility capacity. Portables are not considered permanent structures and are therefore not included in the inventory of permanent facilities. They are viewed as a short- term solution for managing enrollment fluctuation, housing students on a temporary or interim basis until permanent facilities can be constructed. Renton School District's capital facilities include both permanent structures and relocatable (interim or portable) classrooms. Permanent facilities are further categorized as either K-12 (traditional elementary, middle, and high school configurations), Special Instructional Use, or Non -instructional Support Facilities. The district maintains a total of 32 permanent and 55 relocatable facilities serving a total student population of 14,595 (October 2021 headcount). 3-136 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS The district's permanent K-12 facilities include 15 elementary schools, 4 middle schools, and 4 high schools. Two Special Instructional Use facilities house the district's early childhood, special education, and alternative learning programs. Support facilities include the Kohlwes Education Center (admin.), Transportation Center, Facilities Operations and Maintenance Center, Nutrition Services/Warehouse, Renton Memorial Stadium, and the Lindbergh Swimming Pool. Total permanent facilities encompass 2,595,263 square feet, with 2,417,847 square feet (93%) devoted to K-12 and instructional special use. The district's relocatable K-12 facilities are used primarily to address enrollment fluctuations and to house students on an interim or temporary basis until permanent facilities can be constructed. For those reasons they are not considered a long-term solution for housing students and are not acknowledged in the calculation of the capacity of K-12 facilities. Of the 55 relocatable facilities in the district's inventory, 44 are "double portables" containing two classrooms, and 11 are singles. Combined, they provide the district with a total of 99 relocatable classrooms, encompassing 88,704 square feet of additional space available for instruction. The tables below summarize existing K-12 facility capacity. Exhibit 3-91 includes all facilities, and Exhibit 3-92 indicates capacities in term of high school service areas. Exhibit 3-91. Existing Facility Capacity Permanent 6,895 84.6% 3,435 88.3% 4,458 98.0% 14,788 89.1% ........ ......... ......... ......... ......... ......... ......... Relocatable 1,252 15.4% 457 11.7% 92 2.0% 1,801 10.9% Total 8,147 100.0% 3,892 Source: Renton School District Capital Facilities Plan, 2022 Exhibit 3-92. Capacity by Service Area 100.0% 4,550 100.0% 16,589 100.0% Elementary Permanent 1,843 2,423 2,075 6,341 Relocatable 183 618 451 1,252 ........ ......... ......... ......... Total Elem 2,026 3041 ......... ......... ......... 2,526 ......... ......... 7,593 Middle ........ ......... ......... ......... Permanent 896 1,745 ......... ......... 794 ......... ......... 3,435 Relocatable 183 183 91 457 ........ ......... ......... ......... Total Middle 1,079 1,928 ......... ......... ......... 885 ......... ......... 3,892 High Permanent 1,211 1,462 1,389 4,062 ........ ......... ......... ......... Relocatable 92 ......... ......... ......... 0 ......... ......... 0 92 Total High 1,303 1,462 1,389 4,154 Grand Total 4,408 6,431 4,800 15,639 Source: Renton School District Capital Facilities Plan, 2022 3-137 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Growth and Planned Improvements Enrollment projections provided by Educational Data Solutions, LLC indicate some growth in the elementary grade span over the next six years, with a minor decrease in middle school and high school enrollment. Using the high level of growth chart, overall enrollment is projected to grow by 791 students, or 15,386 students - returning enrollment to pre -pandemic levels with growth. The elementary grade span is projected to increase by 389 students, middle school is projected to drop enrollment by 62 students and the high school grade span projects a growth of 465 students. While this enrollment projection begins to return the district to pre - pandemic levels and reflects projections that consider a higher rate of growth, it still reflects annual growth between (.2%) a year to 2.1% annual growth, which is relatively consistent with actual enrollment growth over the past decade. Because of the more recent factors in housing prices coming down, planned development within the district, and the expectation that King County population will continue to grow, the district is using the higher enrollment projection for permanent facility capacity planning. As the District moves past the pandemic and related impacts, there is potential for development growth in the real estate market and for a resurgence of immigrant population with recent political administration changes at the national level. The local jurisdiction is planning on over 5,000 new residential units in various areas over the next 2-10 years. It is the district's responsibility to monitor these projects, the timing and how the district will be able to respond with appropriate capacity to accommodate instructional delivery. Acknowledging the opening of the new Sartori Elementary School in 2018 the completion of Hilltop Elementary in 2023, permanent capacity can surpass enrollment for the first time in nearly two decades. Projections show a slight drop in middle school enrollment over the next six years and there are currently no plans to increase middle school capacity. At the high school level, projected enrollment over the next six years will add an additional 465 students. With a current surplus capacity of 195, this enrollment increase will result in a deficit of 65 by the school year 2023 —2024. That deficit will be mitigated in part by the construction of new science classrooms, construction of new portables, and the renovation of existing science classrooms, at Lindbergh and Renton High School. The Renton School District is reviewing expansion opportunities at the current Renton High School site and surrounding neighborhood. Capital Construction Plan: For the next six -year period, the district's highest priorities will be addressing existing and projected facility capacity deficits, aging infrastructure at secondary schools, and planning for both growth and program related added capacity. This includes: ■ Construction of a new elementary school within the Hazen High School service area, where most of the growth has and continues to occur, and relief is needed at the elementary grade -span. ■ High school additions and/or renovations to create additional science classroom/laboratory space to address changes in State graduation requirements. ■ Planning for renovation or replacement of Renton High School, Dimmitt Middle School and/or Nelson Middle School — all aging facilities and also impacted by growth. ■ Acquisition of land for future development. 3-138 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 ■ Draft EIS ■ Addition and or relocation of relocatable classrooms (interim classroom space known as portables). Other high priority capital improvements will fall into one or more of the following major categories; Safety and Security, Energy Conservation, Site Improvements, and Building Upgrades. Improvements will occur district - wide, affecting nearly all District facilities, achieving, and maintaining the level of service necessary to provide safe, healthy, and nurturing learning environments for all students. Areas of Focus Rainier/Grady Junction Subarea There are no public K-12 schools within the Rainier/Grady Junction Subarea. Talbot Hill Elementary School, Nelson Middle School, and Renton High School will serve the subarea. Current Plans and Regulations Policies within the Renton Comprehensive Plan that address public schools covers infrastructure, location and design, accessibility, and mobility, etc. include: ■ Policy L-63: Collaborate with schools, businesses, and faith -based groups to promote healthy lifestyles through education, activity, and nutrition. ■ Policy HHS-17: Build on collaborative relationships; partner with local agencies and school districts to increase affordability and availability of early -childhood education, after -school youth engagement opportunities, and preparation for college/career. ■ Policy HHS-23: Support the link between land development and physical activity by increasing options for transit use, walking, and bicycling, such as providing physical connections between residential areas and schools and/or commercial development. ■ Policy ED-3: Foster communications with, and support for key local and regional economic foundations. Support partnerships between businesses, government, schools, and research institutions to implement economic development policies and promote workforce development programs. ■ Policy CF-5: Individually adopt by reference the most current Capital Facilities Plans for the Kent School District #415, the Issaquah School District #411, and the Renton School District #403, and adopt an implementing ordinance establishing a school impact fees consistent with each District's adopted Capital Facilities Plan, if the Plan demonstrates that the facilities are needed to accommodate projected growth. Parks and Recreational Facilities Affected Environment Existing Features This section reports on parks, recreational facilities, and trail conditions based on the following sources: Renton Downtown Civic Core Vision and Action Plan. 2018 Renton Trails and Bicvcle Master Plan, 2019 3-139 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS ■ Parks, Recreation and Natural Areas Plan, 2020 Renton Parks Renton's parks system comprises more than 1200 acres of land, including 10 "natural areas" (712 acres), 24 neighborhood parks (156 acres), 6 community parks (125 acres), 1 regional park (51 acres), 1 park "corridor" (2 acres), and 8 special use parks (192 acres). As shown in Exhibit 3-93, the Rainier/Grady Junction TOD subarea has almost no parks or formalized community gathering places and lacks meaningful connections to parks and natural systems. The Burnett Linear Park starts at the northeast corner of the area and could provide an important pedestrian connection between the planned transit center, downtown, and growing parks system. The City is currently in the early planning stages for the Renton Connector, a proposed greenway envisioned along Burnett Avenue S, which would integrate Burnett Linear Parks (north and south) to the neighboring Civic Core and Downtown, Cedar River, and greater TOD Subarea. Exhibit 3-93. The Renton Connector Greenway Source: Renton Downtown Civic Core Vision and Action Plan, 2018 Park Classification The City's park system is composed of various types of parks; each providing unique recreation and environmental opportunities. City parks are classified by their size, function, and features. While individual park sites function differently, they collectively meet a variety of community and natural resources needs. The City's park system is classified below and further summarized in Exhibit 3-94, Exhibit 3-95, Exhibit 3-96, and Exhibit 3-97. Neighborhood parks are small park areas (usually 2-10 acres in size) utilized for passive use and unstructured play. They often contain open lawn areas and non -programmed field space, a children's playground, sports courts, and a picnic area. Neighborhood parks provide close -to -home recreation opportunities for nearby residents, who typically live within walking and bicycling distance of the park. Community parks are larger sites that can accommodate organized play and contain a wider range of facilities than neighborhood parks. They usually have programmable sports fields and hard surface courts, and sometimes include other major use facilities as the central focus of the park. In many cases, they will 3-140 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures also serve the neighborhood park function for nearby residents. Community parks generally average 10-25 acres in size with a substantial portion of them devoted to active use. ■ Regional parks are large park areas (50 acres or more) that may serve a single purpose or offer a wide range of facilities and activities. In many cases, they also contain large portions of undeveloped natural areas. Many regional parks are acquired because of unique features found or developed on the site. In Renton, Gene Coulon Memorial Beach Park functions as the only park in Renton that meets the size and unique character of a regional park. ■ Specialized parks and facilities include areas that provide specialized use or recreational activities. With the exception of the Maplewood Golf Course (192.3 acres) and the Senior Activity Center Property (2.8 acres), special use parks in Renton are approximately one acre in size or less. ■ Natural areas in Renton preserve land for a variety of reasons. Some natural areas preserve habitat or include environmentally sensitive lands, including streams, ravines, steep hillsides, and wetlands. In other cases, these may be wooded areas that contribute to the tree canopy and scenic views across Renton. In Renton, natural areas range in size from 0.3 to 264.2 acres. ■ Park corridors capture narrow swaths of land that serve as connections between parks or to other destinations. A corridor site can be the location of a trail or can provide a habitat linkage between two larger areas. The City owns or controls several narrow pieces of property that extend between park sites, creating connections within or beyond the City's system to other destinations in the region. Exhibit 3-94. Park Land by Classification, City of Renton # of Sites Acreage # of Sites Acreage Neighborhood Park ........ ......... ......... 18 ......... .. ......... 94.8 ......... ......... 6 61.5 ..................................................... Community Park ......... ........................ 5 100.5......................I........................._*_*............................ 1 24.0 Regional Park ........ ......... ......... 1 ......... .-. .......................... 51.3 ...................................................................... I} - ........................................................................ 0 Special Use Area ................................................................................................................................................................I} 8 198.5 I - ......... 0 Natural Area - 0 10 711.7 Corridor 1 1.8 - 0 Total 33 1 446.9 I 16 805.2 * Some developed park sites include natural areas and/or undeveloped areas ** Reflects the undeveloped flat area of the N.A.R.CO Property Source: City of Renton Parks, Recreation and Natural Areas Plan, 2020 Total Acreage % of System 156.3 .................................................................................................................................... 12.6% 124.5 10.0% 51.3 .................................................................................................................................... 4.1% 198.5 16.0% 711.7 57.2% 1.8 0.1% 1244.1 100.0% 3-141 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Exhibit 3-95. Park Land Needs Based on Level of Service Standard Developed Parks 446.9 ........................................................................................................................................................................................................................................... 530.8 682.2 Future Park Sites 85.5 ........................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... Natural Areas 711.7 642.9 826.1 Total 1244.1 1173.7 1488.3 * The standard above is based on the following assumptions: 2030 population of 124,106; 95 additional acres of neighborhood and community parks; a minimum of 75 additional acres of natural areas. Source: City of Renton Parks, Recreation and Natural Areas Plan, 2020 3-142 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 e Environment, Impacts, and Mitigation Measures January 2024 e Draft EIS Exhibit 3-96. Existing Renton Parks, Recreation, and Natural Areas MERCER _ V �r►yay I S L A N D �� fy N E W C A S T L E i ! 1 eereP4le � � Ikeda Pat Pnpertr Lake t 1aY1 Get Palk �i ha1 r Gene LnelkA ' Pan 1 1 settend Sea A F A N.eadaw Lnn•Yartk Ntghlena Part ant .!c—Ibk Plasgrooed %vghlaerllwd Lenw -• t -• Cedar Rsa - Sueset Rerrpkersoed a--; � 11.0 M .6 gad M _ Inrans�e � � WMMMA P fYMar 'a Pare P'� '•-'-•` 3 • � „ f i :1 +'Sega kUW, i Y" tsea rmpenMugger•. ••• . ;REM stages Nagar I M ///CCCedar _ ` /Twee PaA Palk s1aPYwd - •- _ �� ' !`•" atf • Perel%A-a (0 IsaBt 1 Pu► y P.6Wdwr/-'_" ►ropenl I Na♦l—al I _. •____. _. _• �X 1 Vateraes �' SdY fOwnrr PaA _._ r I•. )S i •1 Retnard?Wk /M� Park Pah'.prw,WA •-� I `' UeearM A WPark, � ";"-.' oRAvitI s�Trrlal Ash~ r �+ jy L{` K I N G CIO U N T Y We 51nK • s ►a"C. OF opal Slaw / talbot am Meservoe Pate ParWeoM rr tlRegM Ulraim T U K W I L A IDeds �seedaM retcenoenwni `: r- j � M IAs ' �Itasdall ` � M i N<[I1lL L _ 4 v!w•an sr 1, Tod IreN s "• FAIRwooD 1�: .,a , i Rharetbu r- -•� -- '9 rr' SE 1RMar� e , s p •a 1 K E N T .--•-•-•-- sagas RdtalBea i i < Renton Park and Recreation Facilities Other Park and Recreation Faatttres lase Map Fea runts — Hdpanal Fa'k mks PfaMed tar LAI s -- — • Nenlw Ciry Boundry ConxnvutY Par Schools Powual Arnei ~ A,.as — Netghbornood Pik Uyen Space — Tratl Cwrdw — Special Lhe Future Park Existing Renton Parks, �1 » Recreation, and Natural Areas Source: City of Renton Parks, Recreation and Natural Areas Plan, 2020 3-143 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 • Environment, Impacts, and Mitigation Measures Exhibit 3-97. Developed Park Access and Residential Density K I N G C O U N T Y 3 r f' - ee., BELLEVUE a MERCER ISLAND NEWCASTLE I des / I Beach Park Kerry. Dobson Prgperty Lake-�_-- Washington _ K May Creek Park L ns. s. I Gene Coulonr �� Meadowighlands Park and Memorial Beach Par - , hborhood Center k ✓1 J 0 ueh1 F'ne., stall St �. R. A. va rm st %Sp`ingbrook S'Nu"A Trail _ TU KW I LA\�� Ac aslble Playgrouhd k r9 A, rl I • I J i• i A �a ParC//;aiStf'- Ki r - s borfi0 Center E c `<K r "PonripGrt P �� �•-_. sl12 ens. ■� Park v'� J I' A.R.CO y _ r a Ijhilt d wo Napleodk I okIPS�� RoPRetl� KING COUNTY PantherCree a \I any , — _ _ I Wetlan r sorarQlWai .. � r � ) Th� `fomal • de I l.ti.r-J - - J s•nrna , asdaePark L kVeCland� ; 4tq•ft • O GlencoePark O Burnett Lr,. Park V I J Springbrook ? r Trail .Panther Creek O $Lr3el Nnobarhood Park ® kgweew Park Icnton Wetlands ' '.dandy eniorArtwty(enterand Strtrnwwv r - r 8 ' Maplewood Aaadside Park I searxsr �Edlund F-emnuMyGaNen r Property d I 0 _mes Park ® Maplewood Park K E N T 0 tibettyPark ® Late Street Open Space OI_edar Rrrer Park ® Talbot Wl Rewrmr Park a r O'iaua&Gateway ® Fanwood South Park diary Park Veterar s Memorial Park ® Cascade Pak (amttbm Cleveland ®'w Park SE 18 nr Richardson Proper, *'s Spungbrook - In ®6th Place Proper" _ I 'A'at�rshed r ®-onkmpark 0 taw Renton Park and Recreation Facilities Developed Park Access Other Park and Recreation Facilities — Regional Park ® 1/4 Mile Pedestrian Service Area Parks Provided by Others Community Park Schools Pedestrian Barrier (Highways) — Neighborhood Park Open Space Zones with Residential Uses Base Map Features — Trail Corridor High Density Residential Zone — - — Renton City Boundary _ Special Use Commercial Zone with Residential Uses Potential Annexation Areas 0 Future Park Water Source: City of Renton Parks, Recreation and Natural Areas Plan, 2020 3-144 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 ■ Draft EIS Recreational Facilities Inventory Renton's parks offer a wide range of indoor and outdoor recreation facilities, adding recreational variety to the park system, including: ■ 20 parks that provide playground equipment, plus playground equipment at Renton School District elementary schools, adding an additional 13 sites to the total available playground inventory within the City's boundary. ■ Rentable spaces that provide indoor recreation at many park sites. Additionally, the Renton School District provides indoor facilities that support recreation opportunities. ■ Opportunities for aquatic activity, both outdoor and indoor. For example, Kennydale Beach Park and Gene Coulon Memorial Beach Park provide lifeguarded public access to outdoor swimming in Lake Washington. The Henry Moses Aquatic Center at Renton's Cedar River Park offers lap and wave pools and a "lazy river" for outdoor play. Additional indoor pools are owned and operated at two area high schools and are programmed by the school district. ■ One 8,400 sq. ft. community -scale skate park, located at Liberty Park, approximately % mile from the north from TOD subarea boundary. ■ Opportunities for various types of water access and recreation, such as boating, rowing, sailing, canoeing, and kayaking. For motorized boating, the only facility in Renton is the eight -lane boat launch at Gene Coulon Memorial Beach Park providing access to Lake Washington. ■ An off -leash dog park within the City's boundary and participation in a multi -agency agreement with other South King County cities to provide an additional off -leash dog park in SeaTac. ■ The Maplewood Golf Course, an 18-hole par 72 facility. ■ Numerous outdoor sports courts. The City provides 17 tennis courts, 11 full basketball courts and three half courts located throughout the City. There are also two sand volleyball courts located at Gene Coulon Memorial Beach Park. The Renton School District also provides tennis and basketball courts. Three pickleball courts are available at Talbot Hill Reservoir Park, and a bocce ball court is available at the Senior Activity Center. ■ Community garden sites at North Highlands Park and near the Senior Activity Center. ■ 16 sports fields located at 11 park sites. The Renton School District also provides 40 fields accessible to the public. Trail System The City of Renton manages over 30 miles of regional and local trails and bicycle facilities, including the popular Cedar River Trail, Honey Creek Trail, May Creek Trail, and Springbrook Trail. Multiple future regional trail connections are planned in or near Renton, including the Lake to Sound Trail (connects to the Interurban Trail), the Interurban Trail, the Green River Trail, the Soos Creek Trail, Eastrail and Lake Washington Loop. As a partner in the regional trail system, Renton collaborates in trail planning and development with King County, and the neighboring cities of Kent, Newcastle, and Tukwila. This partnership includes trails that cross Renton city limits such as the May Creek Trail which will eventually connect to Newcastle's trail system and King County's Cougar Mountain Regional Wildland Park. 3-145 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Eight Renton parks and the Maplewood Golf Course also have trails or trail access points to the adjacent Cedar River Regional Trail. Outside of City -owned park land, trails are also provided on easements owned by the City or other public entities. Trails — Level of Service The City has developed a three-part Level of Service addressing trail quantity, quality, and distribution, as shown in Exhibit 3-98, with the existing trails network shown in Exhibit 3-99. The City's Trail and Bicycle System is an integrated system that will be expanded from about 30 miles to 127 miles within city limits, shown in Exhibit 3-100. Exhibit 3-98. Existing and Proposed Trail Miles Existing 30.20 30.20 Proposed 101.94 109.46 Total 127.81 135.32 Source: City of Renton, 2018; Renton Trails and Bicycle Master Plan, 2019. ■ Quantity: Increase the miles of trails per 1,000 persons. ■ Quality: Increase the extent of level of traffic service 1 and level of traffic service 2 facilities to increase use comfort and participation. ■ Connectivity and Extent (Distribution): Reduce gaps and increase the coverage of facilities within all Renton community planning areas. Increase the share of residents and employees within a quarter mile of facilities. By implementing these levels of service, the City can close gaps and meet demands. For example, population and jobs in proximity to LTS 1& 2 network shows nearly all areas of the community would have improved access. See Exhibit 3-101 and Exhibit 3-102 comparing existing and proposed networks' level of traffic stress. 3-146 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Exhibit 3-99. Existing Trails Network 0 01 1 A NW. 5-1. Oq of 000— 2018: LC A-- 2018 Source: City of Renton Trails and Bicycle Master Plan, 2019 Ll Existing Trails Populellen per Acre s 2.5 s5 s 10 15 ? 15 3-147 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 • Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Exhibit 3-100. Existing and Proposed Network and Project Map y » 83 a � k w tc► st ssw iur.r -StiTYY_ 9D , j L.b~ 33 s � 7.wy ra.• tl � ' ' �i ' I �lSi i R i % � � �J7 �Y ,V.N�' - ¢ ' •may ; r.......' - ,�ii t4i•.. gap -•.�_ s ss•n s . s ray♦ s. S ISRZ :°N, .t ta,- ID �� �.� �`' • �i •ter ` i- 'S ♦ e ♦ r Wftc a row,♦ sr '� • _,.ter. Eidsfing Trails — Shared Use Path — Striped Bike lane Signed Shared Roadway ' Pedestrian Trail Proposed Trails --- Shared Use Path -• Protected Bike Lane --- Striped Bike Lane -• Neighborhood Greenway Signed Shared Roadway Pedestrian Trail Parks R Open Space * Community Center ■■ Library - .. Potemial Laroit Hub School 3-148 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Proposed Project Number, Name 1, 1 16th Avenue SE Bike Lanes 28, Lake to Sound Trail: West Segment 29, Lake Washington Loop Trail 56, Renton Park Neighborhood Greenway 57, S 2nd Street Protected Bike Lanes 2, 128th Avenue SE Bike Lanes 30, Langston Road / SW 135th Street Hillclimb 58, S 3rd Street Signed Shared Roadway 3, 156th Avenue SE Bike Lanes 31, Logan Avenue N Shared Use Path 59, S/SW 7th Street Transit Connector 4, Benson Drive 5 / 108th Avenue SE Shared Use Path 32, Maplewood Heights Neighborhood Greenway 60, Sam Chastain Waterfront Trail 5, Benson Neighborhood Greenways 33, May Creek Hillclimb 61, SE 168th Street Protected Bike Lanes 6, Benson Road/Main Avenue S Bike Lanes 34, May Creek Trail 62, SE 182nd & 184th Streets Neighborhood Greenway 7, Cascade Waterline Spur Trail 35, May Valley Trail 63, SE Petrovitsky Road Shared Use Path 8, Cedar to Sammamish Trail 36, Mill Avenue S Signed Shared Roadway 64, Seattle Waterline Spur Trail 9, Duvall Avenue NE Bike Lanes 37, Monroe Avenue NE Bike Lanes 65, Seattle Waterline Trail 10, East Valley Road Shared Use Path P, N 4th Street Connector 66, Shattuck to Airport Connector 11, Eastside Rail Corridor Jf40, , N 6th Street Bike Lanes 667, Soos C 12, Edmonds Avenue Connector N 8th Street Shared Use Path 68, South Highlands Neighborhood Greenway 13, Garden Avenue N Shared Use Path 41, Naches Avenue Shared Use Path 69, Springbrook 14, Glencoe Neighborhood Greenway 42, NE 3rd Street 70, Springbrook Trail Extension 15, Grant Avenue Neighborhood Greenway ILNE 4th Street Bike Lanes 71, Sunset Boulevard Hillclimb 16, Hardie Avenue Bike Lane & Shared Use Path 44, NE 12th Street Bike Lanes 72, SW 16th Street Shared Use Path 17, Harrington Ave NE Neighborhood Greenway'q45, NE 16th Street Signed Shared Roadway 73, SW 27th Street Connector 18, Highlands Hillclimb 46, NE Sunset Blvd Shared Use Path 74, Talbot Road 5 Bike Lanes 19, Hillcrest Neighborhood Greenway 47, Nile Avenue NE Bike Lanes 75, Thunder Creek Trail 20, Honey Creek Trail Extension 48, North Highlands Neighborhood Greenway 76, Tiffany -Cascade Connector Trail 21, Houser Way and Factory Avenue 49, North Southport Drive Shared Use Path 77, Tiffany Park Neighborhood Greenway 22, Houser Way N Shared Use Path 50, Oakesdale Avenue Bike Lanes 78, Tukwila Station Trail 23, Jericho Avenue NE Bike Lanes 51, Pacific Railroad Trailhead & Trail 79, Union Avenue NE Bike Lanes 24, Kennydale Neighborhood Greenway 52, Panther Creek Trail 80, Wells Avenue S Signed Shared Roadway 25, Kennydale Signed Shared Roadway 53, Powerline Trail 26, Kenyon -Dobson Trail and Trailhead 54, Puget Drive Bike Lanes & Signed Shared Roadway IL est Priority Project 27, Lake to Sound Trail: East Segment 55, Renton Connector Source: City of Renton Trails and Bicycle Master Plan, 2019 3-149 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Exhibit 3-101. Level of Traffic Stress and Existing Network Sw.a� co, of 0-6— S01 s Source: City of Renton Trail and Bicycle Master Plan, 2019 .Z Potential Transit Hub A School Ar*a 3-150 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 • Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Exhibit 3-102. Level of Traffic Stress and Proposed Network Source: City of Renton Trail and Bicycle Master Plan, 2019 3-151 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Exhibit 3-103 shows that the City has approximately 30 miles of trails of different types — shared use paths that accommodate pedestrians and bicyclists, dedicated bike lanes, and dedicated pedestrian trails. Exhibit 3-103. Existing Trails Network Miles Shared Use Path ........................................................................................................................................................................................................................................................................................................ 7.67 _ ............................ Protected Bike Lane ........................................................................................................................................................................................................................................................................................................................................ _ - Protected Bike Lane ........................................................................................................................................................................................................................................................................................................................................ - Two -Way Protected Bike Lane - Striped Bike Lane 9.70 Striped Bike Lane ........................................................................................................................................................................................................................................................................................................................................ 9.70 Buffered Bike Lane - ........................................................................................................................................................................................................................................................................................................................................ Neighborhood Greenway - Signed Shared Roadway 2.47 Pedestrian Trail 10.36 Boardwalk 0.26 Hard Surface Trail 6.32 Soft Surface Trail 3.79 Total 30.20 Source: City of Renton, 2018. Area of Focus Rainier/Grady Junction Subarea A substantial portion of the Rainier/Grady Junction TOD Subarea is located within the City Center Community Planning Area, including the entirety of Planned Action and EIS Study Area boundary, as shown in Exhibit 3-104. Although several signature parks are located within the greater City Center Planning Area, the Study Area is void of parks, community facilities, and other recreational opportunities. The planned transit center and planned mixed -use development in the area will bring more residential and employment opportunities and new parks, trails, and other community recreation will need to be considered to meet the increased demand. 3-152 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Exhibit 3-104. City Center Planning Area Kenyon r Dobson Kmnydale Beady Park May Creek / Greenway r ; Lakea Washington Kennydale Lim Park idge Gene Coulon �� Memorial Beach Park Now N it Cedar liver Trail Park Bryn Mawr lands Park and Nei borhood Center' Q z r ' Renton q > Mwiopd J Airport $ Y WindsorO r a Hills Park ._-� Se for ctivity � Cent opertj► � � Libe l Pa •� 0 farlington ones �r.IPafk It Piazza Gateway Park Cedar sit River Park il'�_ nkin Par , ark N SWn Burnett Philip Propery Linear Park Arnold Park �radYYJ Veterans Memorial Park S% ! \ Panther (reek t Wetlands 1 I \ i City Center Planning Area l - Regional Park Q Park Recommendation Community Park Location - Neighborhood Park -1110. Linkage Natural Area - Trail Corridor ® Special Use N 0 Future Park Parks Provided by Others Source: Renton Parks, Recreation and Natural Areas Plan, 2020 ti 3-153 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Current Plans and Regulations Comprehensive Plan policies addressing parks, recreational facilities, trails, etc. include: ■ Policy L-56: Complement the built environment with landscaping using native, naturalized, and ornamental plantings that are appropriate for the situation and circumstance and provide for respite, recreation, and sun/shade. ■ Policy P-1: Expand parks and recreational opportunities in new and existing locations with an identified need, in order to fill gaps in service and keep pace with future growth. ■ Policy P-2: Create a connected system of parks corridors, trails, and natural areas that provide nearby and accessible opportunities for recreation and non -motorized transportation. ■ Policy P-5: Ensure long-term economic and environmental sustainability in system planning, design, operation, maintenance, and decision making. ■ Policy P-7: Protect, preserve, and enhance the area's diverse natural resources for the long-term health of ecosystems, and for the benefit and enjoyment of future generations. Impacts Impacts of the alternatives on public service are considered significant if they: Negatively affect the response times for police and/or fire and emergency medical services. Result in increases in students and lack of facilities unanticipated in district plans or that would reduce adopted levels of service. Increase in demand for acres of parkland and miles of trail that cause a decline in the levels of service beyond planned capacity. Impacts Common to All Alternatives All studied alternatives are anticipated to increase housing and employment within the subarea. Given that the LOS criteria are based on or affected by population growth, all studied alternatives would create an increased demand for police, fire and emergency services, schools, and parks. Exhibit 3-105 shows the expected net housing and employment increase associated with each alternative. The Rainier / Grady Junction subarea will see a net increase in housing units and jobs under each alternative. Alternative 3 sees the largest increase in housing, population, and employment followed by Alternative 2, with the least growth associated with Alternative 1 No Action. 3-154 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 • Environment, Impacts, and Mitigation Measures Exhibit 3-105. Total Housing, Population, and Employment by Alternative: Detail Net Housing Increase 6,676 ... ---.......................................................................................................................................................................................................... Net Population Increase' 17,491 9,269 24,285 Net Jobs Increase 1,912 5,016 8,006 Note: Estimates are rounded. 'Assumes 2.62 persons per household, the citywide estimate for the 2017-2021 ACS Five -Year Estimate. Source: BERK, 2023. Police As of 2022, the Renton Police Department employs 129 commissioned employees and 35 civilian personnel, with 1.2 sworn officers per 1,000 residents. With each alternative resulting in increased residential and total population, additional officers will be needed to maintain the current rate of commissioned officers per 1,000 residents. Exhibit 3-106. shows the new officers needed for each alternative, with approximately 21 additional officers needed under Alternative 1 and 38 officers under Alternative 3. With the increased number of commissioned officers needed to support the population demand, it will also result in increased police equipment and facility needs. Additional growth may also increase traffic volumes, which might increase the response time to priority calls. Regular planning by the Department is anticipated to address incrementally increased demand for police services. Exhibit 3-106. Potential Demand for Police Services, Full Study Area - All Alternatives New Population Capacity Additional Officers Needed 17,491 24,285 Note:'2022: Commissioned Officers per 1,000: 1.2 Source: BERK, 2023. 21.0 29.1 31,453 37.7 The increased population growth in all three alternatives in the Study Area may not necessarily result in increased crime and demand for police services. For example, the average response time dropped for all priority calls from 2015 through 2019, while the population in the City increased. Given that population growth does not directly correlate to an increase response time in calls, the Police Department will continue to analyze where best to place resources to respond to changing demand. Site and building design, such as building placement, lighting, and visibility, can reduce crime potential as well. Fire EMS The City of Renton falls within the service area of the Renton Regional Fire Authority (RRFA). The RRFA employs 151 uniformed personnel, with 1.4 personnel per 1,000 residents. Given the net increase in population with 3-155 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 • Environment, Impacts, and Mitigation Measures each alternative, Exhibit 3-107. estimates the additional number of firefighter personnel needed to support each growth estimate. Exhibit 3-107. Potential Demand for Fire and EMS Services, Full Study Area - All Alternatives New Population Capacity 17,491 24,285 31,453 ........ ......... ......... ......... .......... ........ ......... ......... ......... ...... Additional Personnel Needed 24.5 34.0 44.0 Note:12020: Personnel per 1,000: 1.4 Source: BERK, 2023 The subarea is served by Station 11, which is the second most active station and sees 20% of the responses in the Fire District. The increased population growth in all three alternatives is expected to lead to an increased number of calls for emergency services. As the population grows incrementally, the RRFA would need to maintain response times consistent with or better than current performance levels. Additional staffing, fire equipment, and facilities may be required to maintain performance levels with the population growth. The incremental growth will allow time for RRFA and Station 11 to address future staffing, equipment, and facility needs in the Study Area through planned improvements. Regarding equipment, the existing ladder truck at Station 11 is equipped to provide services to buildings of heights proposed under all alternatives. Additionally, new buildings would be required to have sprinklers to meet the Fire Code. Limited impacts to fire services are anticipated under all alternatives. Schools Renton School District's enrollment currently outpaces permanent capacity at the elementary and high school grade levels despite added capacity from the new Sartori Elementary School. Each alternative would generate new students in housing units, with all new residential growth assumed to be multifamily. Estimated additional demand based on Renton School District's multifamily student generation rate at each school level and estimated dwelling units for each alternative is shown in Exhibit 3-108. Exhibit 3-109 shows the District's minimum LOS standards and the anticipated teaching stations needs under each alternative. Exhibit 3-108. Estimated Additional Student Generation by Grade Level - All Alternatives Elementary School 0.14 915 1,270 1,645 Middle School 0.04 280 389 504 High School Total M 0.24 401 1,596 Source: Renton School District Capital Facilities Plan, 2022; BERK, 2023 556 2,215 720 2,869 3-156 Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Exhibit 3-109. Estimated Level of Service by Grade Level - All Alternatives School Level' Minimum Level of Alternative 1 No Action Alternative 2 Alternative 3 Service (LOS) .................. .. Elementary School (K-5) 24 37.6 52.2 67.6 Middle School (6-8) 29 .............................................................................................................................._.......................................................................................................................................................................................................................... 9.7 _..................................................................................................... 13.4 17.4 _................................................................................................ High School (9-12) 29 13.8 19.2 24.8 Notes: 'The District's LOS standards are determined on the K-1, 2, 3, and 4-12 grade levels. The elementary (K-5) LOS is determined by averaging the LOS standards listed for grade levels K-1, 2, 3, and 4-5. Z Minimum LOS is the maximum average students per scheduled teaching station (e.g., class size). Source: Renton School District Capital Facilities Plan, 2022; BERK, 2023 Renton School District's current enrollment shows a capacity deficit in the middle school grade span. With a new elementary school opened in August 2023, the Renton School District's permanent capacity surpassed enrollment for the first time in nearly two decades, which will also signal boundary shift to relieve the overcrowded schools. Despite added capacity from the opening of the new elementary school in August 2023, the school district does not have enough permanent capacity to accommodate future demand at any grade level under all alternatives. Taking relocatable portables into account, the elementary and middle schools have enough total capacity for Alternative 1 No Action and Alternative 2 while the high schools do not. There is not enough total capacity under Alternative 3, as shown in Exhibit 3-110. Exhibit 3-110. Estimated Permanent and Total Capacity of School District Serving the Study Area - All Alternatives Schools by Grade Level 4' & �. C r c� C C .M C. p ri N r-I N rn M C. M fYf c� E co U ai V N N C ° +>C+ vNN i>Ct +°+ +>C+ +�> ++M =C N Q Q °~ _° °' ° °'c ° Zj �Z �n kn %n Q Q Q Q W U Ui 7,545' 8,797 7,254 (624) (979) (1,354) 7,254 628 273 (102) ......... 3,435 3,892 3,503 (348) (457) (572) 3,503 109 0 (115) ........ ........... ....... ......... ........_ ......... ................................ _.................................................. ......... ....._ ...................................... _............................................ . 4,458 4,550 4,577 (520) (675) (839) 4,577 (428) (583) (747) Total 15,438 17,239 15,334 (1,492) (2,111) (2,765) 15,334 309 (310) (964) Note: 'The existing permanent classroom capacity includes the capacity of the new elementary school which opened in 2023/24. The capacity of the new elementary school is 650. Source: Renton School District 2022 Capital Facilities Plan; OSPI, 2021-22 Enrollment by School Level, January 2023; BERK, 2023. 3-157 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 • Environment, Impacts, and Mitigation Measures As the District has exhausted permanent capacity, additional facilities would be needed to accommodate student growth and the associated teaching stations at all grade levels under all alternatives. However, the associated growth in student population is expected to occur incrementally as individual development projects are constructed. This would allow time for the Renton School District to address future facility and staffing needs through its Capital Facilities Plan. Parks and Recreational Facilities Parks and Recreation Although the City's park system has more than 1200 acres of land, the Study Area has almost no parks and lacks a meaningful connection to parks and natural systems. Currently, the City is in the planning stages for the Renton Connector, a greenway along Burnett Avenue, which would integrate the Study Area with Burnett Linear Parks and the neighboring Civic Core and Downtown. With each alternative resulting in increased residential and total population, additional park land will be needed to maintain the current level of service of 5.07 acres of developed parks per 1,000 residents, and 6.14 acres of natural areas per 1,000 residents. Exhibit 3-111 and Exhibit 3-112 show the additional park acreage needed for each park type, with Alternative 3 needing the most additional park acreage. Exhibit 3-111. Estimated Additional Demand for Park Space, Full Study Area - All Alternatives Developed Parks 5.07 88.68 acres Natural Areas 6.14 107.40 acres 123.12 acres 149.11 acres 159.46 acres 193.13 acres Total - 196.08 acres 272.23 acres 352.59 acres Source: City of Renton Parks, Recreation, and Natural Areas Plan, 2020; BERK, 2023 3-158 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Exhibit 3-112. Estimated Additional Park Demand and Surplus / Deficit - All Alternatives Notes: 'includes both developed parks (446.90) and future park site acres (85.50). Source: City of Renton Parks, Recreation, and Natural Areas plan, 2020; BERK 2023 Given the anticipated incremental population growth of the three alternatives, the City would need to add approximately 125 - 283 additional acres of park land, which is 25 to 55 percent of the total acreage of the Study Area. The Study Area's total acreage is 510 acres, but that includes the high voltage power line corridors, interchanges, and other rights -of -way. However, LOS standards are determined based on resident population citywide; additional acres of park land could be added outside the Study Area to meet the population demand. Trails The Study Area also currently lacks a strong existing trail network and meaningful connection to nearby trails. In addition, the trail's level of service quantity standard is increasing from 0.29 miles of trail per 1,000 residents in 2018 to 0.95 miles per 1,000 residents by 2035. With each alternative, additional trail miles and connections will need to be considered to maintain the current and future level of service as shown in Exhibit 3-113. The City will also need to consider how the proposed trail projects fulfill the two additional parts to the trail level of service - quality and distribution. Exhibit 3-113. Potential Demand for Trail Miles, Full Study Area - All Alternatives New Population Capacity 17,491 24,285 31,453 Additional Miles of Trails Needed 16.62 miles 23.07 miles 29.88 miles Note:' Future Trail LOS is 0.95 per 1,000 people by 2035. Source: BERK, 2023 3-159 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Given the anticipated incremental population growth, the City would need to add approximately 16 - 30 additional miles of trails. However, LOS standards are determined based on resident population citywide, so the additional miles of trail demanded can be added beyond the Study Area. With trail implementation, the City must also address trail quality and distribution as part of the trail LOS. Therefore, the implementation of additional miles of trail should be located on key rights of way. Currently, the trails subarea plan has proposed trails that create connectivity and are along these rights of way. Alternative 1 No Action Alternative 1 No Action is expected to result in a net population increase of approximately 17,500 in the Study Area compared to existing conditions. Residential development is expected to increase to approximately 6,670 units, and it is expected to add approximately 1,900 additional jobs. Police Alternative 1 No Action would increase demand for officers if the current LOS were applied, anticipating 21 additional officers needed. This increase will also result in increased police equipment and facility needs. Calls for service would also likely increase. Of the three alternatives considered, Alternative 1 No Action produces the lowest housing, employment, and population demand for additional police officers. Fire EMS While Alternative 1 No Action would increase demand for additional firefighter personnel, it is the lowest increase level among the three alternatives. To maintain the City's current LOS for residents, Alternative 1 No Action would result in 24.5 additional firefighter personnel needed. Additional fire equipment and facilities may be required to maintain quality performance as well. The increase in housing, population, and employment would likely increase calls for service. The fire station most likely to experience increased demand is Station 11, which is the second most active station in the Fire District. Schools Alternative 1 No Action would produce the fewest additional housing units and lowest student generation among the three alternatives. It is estimated to generate an additional 1,596 students, including 915 elementary, 280 middle, and 401 high school students. To achieve the City's current LOS standards would require 37.6 additional elementary school teaching stations, 9.7 additional middle school teaching stations, and 13.8 additional high school teaching stations. See Exhibit 3-108, Exhibit 3-109, and the associated discussion under Impacts Common to All Alternatives. The total capacity of elementary and middle schools in the school district are likely to accommodate the anticipated student population. However, the total capacity of high schools falls short of the projected student growth by 428 spots. At all levels, the existing permanent classroom capacity falls short of accommodating student growth, and temporary building capacity is needed. See Exhibit 3-110. 3-160 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Parks and Recreational Facilities Alternative 1 No Action would produce the lowest additional acreage demand for park, recreational facilities, and trails among the three alternatives, as shown in Exhibit 3-111 and Exhibit 3-112. Based on the LOS quantity standards for parks and trails, Alternative 1 No Action would generate demand for 88.68 acres of parkland, 107.40 acres of natural area, and 16.62 trail miles. Alternative 2 Alternative 2 would create the capacity for approximately 24,285 people, 9,269 additional housing units and 5,016 additional jobs. The population growth is approximately 6,800 people higher than the population increase in Alternative 1 No Action. Police Of the three alternatives proposed, Alternative 2 would result in the second -highest demand for additional police personnel. To maintain the current LOS, an additional 29.1 police officers would be needed. Additional police equipment and facilities would also be needed to support the increase in personnel. With an increase in population capacity of approximately 24,285 and resulting increases in housing stock and employment, services calls are also anticipated to increase. Fire EMS Alternative 2 would result in the second -highest demand for additional firefighters. To maintain the present effective LOS for residents, an additional 34.0 firefighter personnel would likely be needed. The increase in staff will likely also require additional equipment and facilities. With an increase in housing stock, population, and employment, service calls are also anticipated to rise. The second -most active fire station in the Fire District, Station 11, is most likely to see an increase in demand under this alternative. Schools Alternative 2 would produce the second highest additional housing units and student generation among the three alternatives. It is estimated to generate an additional 2,215 students, including 1,270 elementary, 389 middle, and 556 high school students. To achieve the City's current LOS standards would require an additional 52.2 elementary, 13.4 middle, and 19.2 high school teaching stations. See Exhibit 3-108, Exhibit 3-109, and the associated discussion under Impacts Common to All Alternatives. Exhibit 3-110 shows that the long-term total capacity of schools can accommodate additional students at the elementary and middle school level but lacks capacity at the high school level. The total capacity of high schools falls short of the projected student growth by 583 students. At all levels, the existing permanent classroom capacity falls short of accommodating student growth, and temporary building capacity is needed. Parks and Recreational Facilities Alternative 2 would produce the second highest additional demand for park, recreational facilities, and trails among the three alternatives, as shown in Exhibit 3-111 and Exhibit 3-113. Based on the LOS quantity standards 3-161 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS for parks and trails, Alternative 2 would generate demand for 123.12 acres of developed parkland, 149.11 acres of natural area, and 23.07 trail miles. Alternative 3 Alternative 3 would add approximately 12,025 housing units and 8,000 more jobs. Alternative 3 has the greatest growth than Alternative 2 and 3, adding approximately 31,500 people, nearly 14,000 more people than Alternative 1 No Action. Police Of the three alternatives, Alternative 3 would result in the greatest increased need for additional police personnel. To maintain the City's existing LOS for residents, an additional 37.7 police officers would be required under Alternative 3. Additional police equipment and facilities would also be needed to support the increase in personnel. With an increase in population, housing units, and employment, service calls are also likely to see an increase. Fire EMS Alternative 3 would result in the highest demand for additional firefighters. To maintain the present effective LOS for residents, an additional 44 firefighter personnel would be needed. This is 20 more firefighter personnel needed than in Alternative 1 No Action. The increase in staff will also require additional equipment and facilities. With an increase in housing stock, population, and employment, service calls are also anticipated to rise; the increased call service demand is most likely to affect Station 11, the second -most active fire station in the Fire District. Schools Alternative 3 would produce the highest additional housing units and student generation among the three alternatives. It is estimated to generate an additional 2,869 students, including 1,645 elementary, 504 middle, and 720 high school students. To achieve the City's current LOS standards would require an additional 67.6 elementary, 17.4 middle, and 24.8 high school teaching stations. See Exhibit 3-108, Exhibit 3-109, and the associated discussion under Impacts Common to All Alternatives. Exhibit 3-110 shows that the projected long-term total capacity of schools cannot accommodate additional students at all grade levels under Alternative 3. With capacity increases from portable additions and boundary changes fully exhausted, additional facilities would be needed to accommodate student growth and the associated additional teaching stations at all grade levels needed under Alternative 3. However, growth and development and the associated growth in student population are expected to occur incrementally as individual development projects are constructed. Parks and Recreational Facilities Alternative 3 would produce the highest additional acreage demand for park, recreational facilities, and trails among the three alternatives. Alternative 3 would see increase the demand for developed parks to 3-162 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS approximately 160 acres, the acreage for natural areas to 193.13 acres, and the mileage for trails to approximately 30 additional trail miles. Mitigation Measures Incorporated Plan Features Police, Fire & EMS Services Compact growth in proximity to Renton Police Department and RRFA services could result in more efficient service delivery and ability to meet LOS objectives. Schools None. Parks and Recreational Facilities The Subarea Plan identifies opportunities for parks, trails, and green space in the Study Area in locations, such as under the overhead power lines traveling south -to -north through Renton Village. Regulations and Commitments The City of Renton addresses public service levels in its Capital Facilities Plan Element of the Comprehensive Plan. The element is updated periodically to ensure that proposed growth and change can be served. Renton Municipal Code allows for the collection of impact fees to address increased demand generated by new development. Charging impact fees will provide funding needed to provide emergency services, expand the park system, build new recreational facilities, and construct new school facilities as needed. Police Primary funding sources for public safety services include property taxes, sales taxes, and utility taxes. New development will increase the tax base for each of these funding sources, which will help partially offset additional service costs associated with housing and employment growth. The City will need to review growth in existing homes as well as new growth to determine its revenue sources and ability to respond with capital improvements and operational changes in its six -year capital facility plans. The Renton Police Department promotes "Business Watch," a free crime prevention program that works towards collaboration between business owners and police to help reduce crime in commercial areas. Fire EMS The City collects fire impact fees to help fund RRFA system improvements needed to serve new growth (see RMC Chapter 4-1-190). Other primary funding sources for public safety services include property taxes, sales taxes, and utility taxes. New development will increase the tax base for each of these funding sources, which will help partially offset additional service costs associated with housing and employment growth. 3-163 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 ■ Draft EIS Ongoing capital facilities improvements, budgeting, and operational planning by the RRFA are anticipated to address incremental increases and other changes in demand for fire services, including the need for additional personnel, additional equipment, and facility improvements. Schools The City of Renton collects school impact fees on behalf of the Renton School District (see RMC Chapter 4- 1-190) to help fund system improvements needed to serve new growth. Future residential development in the Study Area contributes impact fees to help fund the cost to construct new or expanded facilities needed for growth. Ongoing capital facilities improvements, budgeting, and operational planning by Renton School District will be needed to accommodate projected student enrollment at acceptable levels of service and to meet capacity needs at schools serving the Study Area. The Renton School District will continue with the construction of a new elementary school, Elementary School #16, land acquisition for future development, and renovations or replacements of Renton High School, Dimmitt Middle School, and/or Nelson Middle School. Parks and Recreational Facilities The City identifies its level of service and desired capital improvements in its PROS Plan and Trails and Bicycle Master Plan. This includes improvements in or near the Study Area. Primary funding sources for park services include property taxes, sales taxes, and real estate excise taxes. The City of Renton also collects park impact fees to help fund system improvements needed to serve new growth (see RMC Chapter 4-1-190). With the passage of the King County Parks, Recreation, Trails, and Open Space Levy, the City receives a percentage of funding for park acquisition, trail development, and operations and maintenance of existing parks and trails. The City receives approximately $1.94 M from 2020 and 2025. Other Potential Mitigation Measures Police ■ The City could consider the hiring of additional police officers and police department staff to maintain levels of service consistent with growth. This would be considered with the Comprehensive Plan, Capital Facility Plan, and regular budgets adjustments. To reduce the increased need for police response to that area, the City could require new developments in the Study Area to provide on -site security services to reduce calls for service. This reduction is largely dependent on the nature of the incident. The City could adopt specific Crime Prevention Through Environmental Design (CPTED) principles to provide tips to residents, businesses, and developers on how to create designs in landscaping, access, and buildings to promote natural surveillance. Fire EMS As development occurs, the Fire Authority could reassess future operations plans to ensure that staff and equipment are located close enough to areas of concentrated development to maintain adequate response 3-164 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 ■ Draft EIS times according to the Fire Authority's Annual Report. This may entail redistribution of staff or equipment between fire stations or construction of new facilities. The City could require a mitigation agreement at the time a development application is submitted to address additional staffing needs and needed capital investments at stations serving the Study Area (e.g., stations, ladder trucks, or other). The City could condition Planned Action proposals during development review to develop protocols for fire aid and emergency medical services in conjunction with the RRFA. Schools Renton School District tracks information on growth in enrollment and demand for educational program offerings across all grade spans in the region, including the Study Area, to determine if and when additional personnel or facilities are needed. The City will periodically review trends and information from the Renton School District, to ensure school impact fees are sufficient to address the District's needs, including grade configuration, optimum facility size, educational program offerings, classroom utilization, scheduling requirements, and the use of temporary classroom facilities. Parks and Recreational Facilities LOS standards and provision are determined based on resident population citywide. Given the acreage of the Study Area and the anticipated number of future residents, the current parks LOS standard of 5.07 acres per 1,000 people cannot practically be achieved within the Study Area. Additionally, the Study Area will also have non-residential users generating demand for parks and recreation. The City could consider the anticipated impacts of new visitors, residents, and employees working in the Study Area to determine what additional or future amenities and improvements are needed. ■ The City could adopt an urban park LOS category in an upcoming PROS Plan update to encourage dedicated park and open space while addressing specific needs and uses. This could address the idea of adding capacity through a combination of new power line parks/trails and improvements at existing parks (e.g., Burnett Linear Park) to address increased demand. ■ The City could encourage and promote dedicated public space through public/private partnerships where possible. ■ The City could ensure the Trails and Bicycle Master Plan is implemented along key rights -of -way. ■ The City could adapt its onsite open space standards for mixed use and residential development to address development -specific recreation needs. Significant Unavoidable Adverse Impacts Future population and employment growth will increase the demand for public services including police, fire, schools, and parks. This growth would occur incrementally over the 20-year planning period and would be addressed in regular capital planning. Each service provider in conjunction with the City could evaluate levels of service and funding sources to balance with expected growth; if funding falls short, there may need to be an adjustment to levels of service or growth as part of regular planning under the Growth Management Act. With implementation of mitigation measures and regular periodic review of plans, significant unavoidable adverse impacts to public services are not anticipated. 3-165 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS 3.5 Utilities Information presented in this section addresses the utility implications of each alternative relative to the existing conditions within the Rainier/Grady subarea, including stormwater, water, and wastewater. Surface water is addressed within the stormwater components of this section. Affected Environment Existing Stormwater Network Within the Study Area, the public stormwater system is entirely owned by the City of Renton's Surface Water Utility with private stormwater systems on private property. The stormwater system is in the public right of way or easements in the Study Area and consists of pipes ranging from 8" to 72" and a variety of different materials including concrete, ductile iron, corrugated metal, polyvinyl chloride, and polyethylene. Although a large variety of materials are present in the current system, the most common pipe material is concrete. There are five surface water facilities (flow control or water quality and flow control combined facilities), 32 water quality facilities, one discharge point in Rolling Hills Creek, and a variety of private surface water facilities located on private property. Rolling Hills Creek within the subarea runs through a piped system as both a tributary from Thunder Hills Creek to the east of the subarea and from the natural stream to the southeast of Benson Drive S. The piped stream includes two pipe that weave around existing buildings through Renton Village from the eastern edge to the southern edge. Rolling Hills Creek daylights for roughly 700-feet behind Renton Village along 1 405 before crossing under 1 405 at SR 167 through a culvert to a natural stream that runs along the east side of SR 167. See Other Potential Mitigation Measures within this 3.5 Utilities section for more details on daylighting potential. A significant portion of the stormwater system in the core of the subarea has been replaced in the last 15 years (specifically the storm mains located on Rainier, 7th, and some of Shattuck). Runoff treatment facilities were installed along Rainier Avenue S and SW 7th St to improve water quality along these major transportation corridors. The subarea is located entirely within the Black River Drainage Basin, and has three subbasins: South Renton, Rolling Hills Creek, and Springbrook Creek. This area possesses a high percentage of impervious surfaces limiting infiltration and in turn creating higher peak flow rates compared to forested areas (City of Renton, 2021). In general, the storm mains flow from North to South and East to West within the Rainier/Grady subarea then continue traveling west until discharging into Springbrook Creek and the Black River Riparian Wetland. Surface water from this basin is conveyed to the Black River Pump Station forebay (located at 550 Monster Rd SW) which ultimately pumps the water to Green River/Duwamish River. This pump station acts as a dam during flooding events and assists in regulating the flow to keep Green River from backwatering up the Black River and Springbrook Creek (City of Renton, 2021). Additionally, the storm system maintenance program, operated by the City of Renton, helps to reduce flooding, and prevent non -point source pollution from entering the Green River by street sweeping and sediment removal from catch basins and flow control facilities (City of Renton, 2018). 3-166 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Based on the Renton's Surface Water Utility System Plan and the basin assessment completed as part of the Stormwater Management Action Plan, the Black River is considered to have moderate hydrologic impacts from urbanization and moderate -high pollutant loading impacts (City of Renton, 2021). Since there are mostly impervious surfaces in this urbanized area, there is an increased risk of negative impacts to the environment, such as stormwater pollution and temperature increase, which negatively affect the fish and wildlife in the receiving waterbody. Large quantities of impervious surface increase the quantity of runoff flowing into the system generating higher flow rates compared to predeveloped (natural) conditions. Increasing the potential for infiltration in the subarea where soils are suitable would benefit the water quantity, water quality, and fish and wildlife population. A majority of the subarea is consumed by impervious surfaces, decreasing water quality with very few pervious surfaces to aid in improving the water quality (City of Renton, 2021). Roads and roofs both generate heat and increase temperatures. Roads produce contaminants such as hydrocarbons and metals, whereas roofs create little pollution other than increased temperature. The lack of green spaces and parks in the subarea leaves little opportunity for infiltration and natural filtration of surface water. Mapping of the existing public stormwater infrastructure system in the subarea can be found in Exhibit 3-114. The private stormwater system is shown in Exhibit 3-115. 3-167 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Exhibit 3-114. Existing Public Storm Water System 0 EIS Study Area ■ Pump Station 0 500 1,000 0 ® Planned Action Area — Open Drain Feet �+++ Railroads — Surface Water Pipe Culvert Source: City of Renton GIS, 2022 Figure 3-9.5 Surface Water System PERTEET :ill BERK Map Date: lonuory 2023 3-168 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Exhibit 3-115. Existing Private Storm Water System 21d St ,I ------------ _ � � • � it .� J i S 19th St 9 1,9th $i z_ _ s I^ 0 EIS Study Area = Private Culvert 0 soo 1,000 ® Planned Action Area Private Pipe Feet �+++ Railroads I Private Facility Outline Figure 3-x.x Private Surface Water System PERTEET :ill BERK Map Date: January 2024 Source: City of Renton GIS, 2022 3-169 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS The subarea is located within Zone 2 of the Aquifer Protection Area (APA) meaning it is located between the one-year groundwater travel time contour and the boundary of the zone of potential capture for a well. Development projects in Zone 2 are required to follow specific infiltration guidelines in the 2022 City of Renton Surface Water Design Manual which include additional requirements depending on soil and site conditions. Current Stormwater System Deficiencies Due to lack of evident or frequent flooding problems within the subarea, the current system is believed to meet capacity requirements under typical conditions. Design standards require stormwater to be designed to accommodate a 25-year storm event. This means that beyond the 25-year storm event, the system may experience ponding and flooding. Additionally, development, loss of wetlands, and loss of fish passage are all concerns for the Springbrook Creek/Black River Basin (City of Renton, 2018). The Springbrook Creek/Black River Basin primarily consists of area within Kent and Renton; however, portions of Tukwila and Unincorporated King County also lie within the basin. Runoff from urbanized areas in all four jurisdictions contributes to water quality and habitat concern in this Basin. There are currently four water quality parameters in the Black River Basin that fail to meet the Department of Ecology's water quality criteria (all failing parameters in the Black River Basin are listed in Exhibit 3-116). All water quality parameters categorized as a "5" are subject to EPA review while those categorized as 4A already are below maximum thresholds are therefore approved by the EPA. If at any point the threshold has not been properly achieved, the EPA may choose to recategorize the parameter as 5 until further action is taken (City of Renton, 2021). The Green River Watershed Temperature TMDL (2011) addresses the four deficient water quality parameters and plans to reduce temperature by encouraging low impact development (LID) and restoring riparian vegetation. Exhibit 3-116. Water Quality Assessment Listings for Black River Basin Source: City of Renton, 2021 Overall, the Black River Basin received a Water Quality Index (WQI) score of 27 (poor) in the City's Stormwater Management Action Plan receiving water assessment. Additionally, multiple streams in the Black River Basin received poor or very poor biological condition scores. These scores range from zero to one hundred with zero being very poor and one hundred being excellent (City of Renton, 2021). The Benthic index of biotic integrity is based on the quantity of benthic macroinvertebrates to indicate the overall health of the creek; the fewer benthic macroinvertebrates in the water, the worse the biological condition of that creek. Altered flow regimes, changes in runoff constituents, high levels of contaminants, or altered channel stability could all contribute to 3-170 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 • Environment, Impacts, and Mitigation Measures lower index scores. Exhibit 3-117 shows the benthic index of biotic integrity scores for creeks within the Black River Basin. Exhibit 3-117. Benthic Index of Biotic Integrity Scores for Black River Basin Panther Creek (213) 18.1 Very Poor Panther Creek (214) 22.4 Poor Panther Creek (215) 10.6 Very Poor Rolling Hills Creek (216) 5.0 Very Poor Springbrook Creek (2484) 31.8 Poor Springbrook Creek (212) 41.0 Fair Source: City of Renton, 2021 Planned Improvements — Stormwater System The Surface Water Utility Engineering Section stormwater conveyance system infrastructure in the Rainier/Grady subarea has no planned improvements in the current 2023-2028 Surface Water Utility Capital Improvement Program. No significant deficiencies requiring pipe replacements in the next 5 years have been identified. The City's Surface Water Utility System Plan includes upgrades to Rainier Pump Station on Rainier Avenue S to add a backup generator that would reduce the risk of flooding along Rainier Avenue S during power outages, which is programmed in the current 6-year Capital Improvement program. The plan also includes a project on Talbot Road between Grady Way and 1-405 to address an aging 48-inch culvert conveying Thunderhills Creek across Talbot Road that needs replacing due to its physical condition. This project is identified by the City as a priority two project meaning it could be funded in future capital programs after all priority one projects are addressed. Planned projects have no impacts on the alternatives considered in this section. The adopted 2022 City of Renton Surface Water Design Manual requires low impact development (LID) facilities (Core Requirement #9 — On -Site BMPs).Most of the Study Area was developed prior to current surface water design standards. New and redevelopment projects must provide onsite BMPs to promote infiltration of runoff that include dispersal of runoff, roof downspout infiltration, permeable pavements, bioretention and other acceptable LID BMPs. The requirements for including and sizing planter strips to separate sidewalk from the road could provide opportunities for water quality treatment. Compact facilities such as Biopods"', or FilterraST" are the City's preference on arterial roads to maximize sidewalk widths and bioretention facilities if the planter strip space is sufficient. Existing Water Supply and Distribution Network The City of Renton primarily relies on their own municipal water system to supply, treat, store, and distribute potable drinking water (City of Renton, 2021). The Study Area is within Renton's Water Utility service area. 3-171 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 • Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Renton's water supply consists of groundwater wells and an artesian spring (Springbrook Springs) with approximately 87 percent of the water supply coming from the Cedar Valley Aquifer and the rest from Springbrook Springs. The US Environmental Protection Agency (EPA) has designated the Cedar Valley Aquifer as a sole source aquifer. Therefore, proposed projects receiving federal financial assistance that have the potential to contaminate the aquifer are subject to EPA review. The City has sufficient water rights, pumping, and storage capacity to meet water demand for the next 40 years. The City uses a long-term water supply contract with Seattle Public Utilities to provide additional water supply beyond the City's own supply if needed through 7 existing metered interties. There is an existing 24-inch transmission main along Talbot Rd and along Burnett Avenue S as well as 12-inch distribution mains in existing roadways (e.g., S 71" St, Rainier Ave S, S Renton Village, S Grady Way east of Shattuck Ave S) within the subarea that can be extended to serve future development and redevelopment projects. Exhibit 3-118 shows the existing water system in the Rainier/Grady Subarea Exhibit 3-118. 3-172 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures Exhibit 3-118. Existing Water System in Rainier/Grady Subarea O EIS Study Area — Water Main (Larger than 8") 0 500 1,000 ® Planned Action Area — Water Main - Other System (Larger than 8 Feet — Railroads Water Main - Other System (8" or Smaller) — Water Main (8" or Smaller) Figure 3-9.7 Drinking Water Systems PE EET:111 BERK Map Date: October 2023 Source: City of Renton, 2022 3-173 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Current Water System Deficiencies The water distribution system in the Rainier/Grady subarea is comprised of pipes ranging from 8 to 24 inches in diameter and is within the Valley 196 pressure -zone. Within the subarea, most of the existing water mains west of Rainier Avenue S are 10 or 12 inches in diameter and can provide sufficient capacity for fire protection and for domestic uses for future development and redevelopment projects. The portion of the subarea east of Rainier Avenue S, including Renton Village, has mostly 8-inch and smaller water mains. These mains will need to be upsized to meet the required fire flow demand for future development and redevelopment projects. The existing fire flow capacity is depicted in Appendix 5.4. Additional water main improvements, including looping of water mains around proposed development/redevelopment buildings, street frontages and the installation of additional new hydrants, if necessary, will be required to meet fire codes for development/redevelopment. Planned Water System Improvements The City is planning to construct additional water storage facilities, including a 6.3 MG reservoir in the Highlands in 2026-2028 (2021 Water System Plan, 2022-2028 Capital Improvement Program). The existing water distribution system within the subarea is adequately sized to accommodate existing demand. Typical developers' extensions and/or the upsizing of existing water mains are required to serve future development and redevelopment projects within the subarea under current zoning. The City's current typical process is to evaluate the need for improvements for growth when an individual development is proposed. The evaluation includes determining if water main improvements to meet fire flow are required on -site and/or off -site. Water system improvements necessary to meet new construction fire flow requirements (as determined by Renton Regional Fire Authority) are typically required as part the City's review and approval of utility plans and issuance of civil construction permits for new development, redevelopment and of building permits for new building construction. Existing Wastewater Network Within the subarea, much of the wastewater system contains either concrete or polyvinyl chloride (PVC) pipes. The system consists of 8- to 18-inch pipes with a 108-inch gravity King County wastewater main crossing the subarea along Burnett Avenue S, SW 7th St, Hardie Avenue SW, and SW 10th St. The Rainier/Grady subarea lies within the Black River and Downtown Wastewater Basins. The City of Renton's Public Works Department manages the wastewater collection system owned and operated by the City of Renton Wastewater Utility. The sanitary sewer services approximately 25.6 square miles with approximately 19,361 connections as of March 2023 (City of Renton, 2023). Gravity mains are primarily used for wastewater collection (City of Renton, 2018) and consist of approximately 230 miles of sewer lines (City of Renton, 2022). In addition to gravity mains, there are also approximately 5.13 miles of force mains and 20 lift stations to assist in navigating the topography changes (City of Renton, 2022). Once collected, the wastewater goes to King County's regional transmission interceptors where it is discharged to the County's South Treatment Reclamation Plant for treatment (City of Renton, 2018). The County's system occasionally stores wastewater in interceptor lines during peak flows (Stowell, 2022). Two lift stations are located within the subarea. The Lind Avenue Lift Station is a part of the City of Renton's system. Another lift station on private property feeds wastewater from the existing Tesla Dealership at 700 S Grady Way into the King County force main system along S 71h Street). Due to its current condition and construction date of 2014, Lind Avenue lift station is considered a low risk for potential failure according to the City of Renton Utility Systems Capital Improvement Program. All lift stations classified as low risk are 3-174 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 ■ Environment, Impacts, and Mitigation Measures recommended to be evaluated for rehabilitation in the long-term (City of Renton, 2022). All existing wastewater pipes are shown in Exhibit 3-119. Exhibit 3-119. Existing Wastewater System 0 EIS Study Area Lift Station ® Planned Action Area r_ King County Gravity Main �++ Railroads Wastewater Gravity Mains Renton Private Wastewater Pressurized Mains Renton Private Source: City of Renton, 2022 I 011 0 500 1,000 0 Feet Figure 3-9.9 Wastewater System PERTEET :111 BERK Map Date: January 2024 3-175 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 • Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS The subarea is in the Black River and Downtown wastewater basins. The wastewater basin boundaries are shown in City of Renton 2022 Long -Range Wastewater Management Plan. Current Wastewater Svstem Deficiencies With infrastructure dating back to the 1940s, much of the City's sewer infrastructure has exceeded its useful lifespan and requires replacement; however, only a few pipes in need of replacement are located inside the subarea (City of Renton, 2018), shown in Appendix 5.4. A criticality analysis of the wastewater system included key factors such as cost to repair, potential for life -threatening injuries, ability to maintain flow, emergency construction access constraints, and environmental impact. Vulnerability for the system was also analyzed using factors such as material type, age, history of failure, pipe conditions, and soil corrosivity. The results of these analyses are shown in Appendix 5.4. Additionally, King County is using the interceptor lines to store wastewater during peak flows, which contributes to the current capacity issues and risk of sewer back-ups in the Renton system. The 2022 Long -Range Wastewater Management Plan provides three deficiency improvement recommendations within or near the subarea, shown in Appendix 5.4. Two identified deficiencies have high infiltration and inflow at upstream mini -basins and are recommended for micro -monitoring: 7A, located southeast of the 1-405 and SR 167 intersection with a small portion overlapping the south side of the Planned Action Area boundary; and 45A, located on the south side of the Planned Action Area overlapping the Renton Village area. The Plan recommends that Deficiency 14A, located on West Sunset Blvd and SW 4th Place (Manhole MH6332), should be monitored for a duration of three to seven years as part of the Long -Term Flow Monitoring. The City's wastewater modeling, performed in July of 2023, confirmed existing deficiencies located within the Renton Village area —these deficiencies are already identified in the Long -Range Management Plan. See Appendix 5.4 for the complete Hydraulic Analysis. There are also existing 1/1 issues contributing to the existing deficiencies which show the need to upsize pipes to meet current standards even without future growth in the Renton Village area. Planned Wastewater Svstem Improvements There are currently no planned improvements involving the wastewater system in the Rainier/Grady Subarea. Impacts Thresholds of significance are established as benchmarks used to differentiate significant impacts that may require mitigation to address significant impacts. Thresholds of significance utilized in this impact analysis include: Projected growth demand exceeds planned capacity of utility. Decreases in adopted levels of service. 3-176 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Impacts Common to All Alternatives The subarea would experience growth under all alternatives, increasing demand on water and wastewater utilities. Impacts to the existing stormwater system are expected to be insignificant. Critical areas within the Study Area will remain undeveloped under all alternatives. Stormwater System Both residential and commercial populations in the Study Area will increase in each of the alternatives. Increase in traffic due to development in the area will result in increases in traffic related pollutants entering the stormwater system, but this increase is projected to be minor compared to background levels. There are currently four water quality parameters in the Black River Basin that fail to meet the Department of Ecology's water quality criteria, listed in Exhibit 3-116. Under all alternatives, any redevelopment at higher densities will result in improved water quality as outdated aspects of the storm system are replaced with newer infrastructure and stormwater treatment controls. The City of Renton Surface Water Design Manual requires all newly developed and redeveloped properties that meet the thresholds for water quality treatment to provide such treatment which will contribute to improved water quality in the Black River Basin. Additionally, green stormwater infrastructure (GSI) practices would be implemented to promote natural hydrologic processes, conserve native vegetation and soils, and treat and reduce overland stormwater flow to match predeveloped conditions (native forest or prairie) more closely (City of Renton, 2018). GSI is designed to reduce stormwater discharges from developments and to improve water quality, resulting in improvements over the current conditions. Excluding the critical areas that will remain undeveloped, the Study Area is nearly 100% comprised of impervious surfaces, so the potential for additional impervious surfaces in this highly developed area is significantly lower than in less developed areas. Under all alternatives, the impervious surface area is expected to either remain the same or decrease. Water Distribution System Under all alternatives, demand for domestic water service and for fire protection will increase. Each alternative requires fire flow requirements to be met. The portion of the subarea east of Rainier Avenue S, including Renton Village, has mostly 8-inch and smaller water mains that will need to be replaced, relocated, and upsized to meet the required fire flow demand for future development and redevelopment projects. Additional water main improvements, including looping of water mains around proposed development/redevelopment (e.g. if fire flow demand exceeds 2,500 gallons per minute), extensions of water main in roadways fronting properties to be developed and/or redeveloped and the installation of additional new hydrants, and fire sprinkler systems, would be required to meet fire code and city development regulations (The existing fire flow capacity is shown in Appendix 5.4. Water main improvements and extensions should be installed within existing and/or new street rights -of -way and/or within 15-ft wide utility easements on private properties. Future water system demand rates are based on the City of Renton 2021 Water System Plan Update. Estimated rates of 102 gallons per dwelling unit per day and 15 gallons per employee per day were used for all future water demand calculations. 3-177 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Wastewater System Under all alternatives, wastewater demand from both residential and commercial development would increase. The comparisons of demand for each alternative are shown in Exhibit 3-120. According to the 2015 City of Renton Comprehensive Plan (Amended in 2018), demand on the sewer system based on adopted land use is projected to exceed its capacity as the city nears "ultimate build -out" in 2030 (City of Renton, 2018). Existing sewer infrastructure that exceeds its useful lifespan and requires replacement under all alternatives is shown in Appendix 5.4 along with three deficiency improvement recommendations within or near the subarea. Additionally, the King County interceptor lines, storing wastewater during peak flows, contribute to the current capacity issues and back-ups in the system. In July of 2023, the City modeled the wastewater system using proposed land use densities from Alternative 3 . The City's modeling efforts for Alternative 3 have identified the same deficient areas within the Renton Village area as those provided in the Long -Range Management Plan including 1/I issues contributing to existing deficiencies requiring upsizing to 30-inch pipe in the Renton Village area if 1/1 is not addressed upstream of Renton Village even without growth. Addressing 1/1 would reduce the necessary pipe size, but sewer system upsizing will be needed even with the reduction of 1/1. These deficient areas will need to be addressed under all alternatives. See Appendix 5.4 for the hydraulic analysis. Calculations assume an average household size of 2.62 people, based on the American Community Survey 5- year estimate (2017-2021). Assumptions of water use include 100 gallons of flow per day (gpd) per person, and 20 gpd per employee per day ( from Renton Long -Range Wastewater Management Plan assumptions). Exhibit 3-120. Wastewater Demand Comparison Alternative 1 0.6 0.7 1.4 Alternative 3 2.4 2.5 4.9 Calculations assume an average household size of 2.62 people, based on the American Community Survey 5-year estimate (2017-2021). Assumptions of water use include 100 gallons of flow per day (gpd) per person, and 20 gpd per employee per day (Renton Long -Range Wastewater Management Plan assumptions). Source: Perteet 2023. Alternative 1 No Action Under the No Action Alternative, the residential population is expected to increase by approximately 268 times to 6,676 dwelling units in the Study Area, and the employment population is expected to increase 1.6 times to 1,912 employees. 3-178 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 • Environment, Impacts, and Mitigation Measures Stormwater System Impacts Common to All Alternatives are listed above. Alternative 1 No Action assumes that current requirements for common open space, street trees, green space, and stormwater management will remain unchanged. All impervious areas for Alternative 1 were assumed to use maximum lot coverage in zoning districts defined by Renton Municipal Code 4-2-110, 4-2-120 and 4-2-130. Maximum lot coverage allowed in the CA and CO zones is 93%, 100% in CD and IM, and 80% in R-14. Alternative 1 No Action proposes a total of 286 acres of impervious surface, less than the existing impervious surface. The resulting additional pervious surface area would allow water to infiltrate, which would increase water quality and decrease overall runoff through the system. Water Distribution System Under Alternative 1 No Action, the future average daily demand (ADD) for the subarea (assuming 12.5% system leakage) is projected at 0.77 million gallons per day (mgd) for residential and 0.09 mgd for commercial, for a combined total of 0.9 mgd. With a peaking factor of 1.3, the maximum daily demand (MDD) is estimated at 1.1 mgd. The City's 2021 ADD of approximately 7.39 mgd is drawn from wells and Springbrook Springs. With ADD varying from 6.59 to 7.39 mgd over the past ten years (2012-2021), the existing water system has the capacity to support the additional growth ADD of 0.9. The MDD of the City over the past ten years has varied between 11.44 mgd and 13.59 mgd . During demand peaks that exceed the City's total certificated water rights , the City buys water under a long-term contract with Seattle Public Utilities (SPU) through 7 metered connections with SPU's water pipelines. The City expects that additional supply provided by SPU will be enough to meet the MDD's projected growth of 1.1 mgd (2021 Water System Plan). The ADD and MDD demands are shown in Exhibit 3-121. Exhibit 3-121. Water System: Average Daily Demand (ADD) and Maximum Daily Demand (MDD) — Alternative 1 ADD 7.39 0.9 8.29 9.43 MDD 13.59 1.1 14.69 21.82 Source: City of Renton, Perteet, 2023. Wastewater Svstem Under Alternative 1 No Action, the average daily flow (ADF) or ADWF is estimated to increase by 0.64 mgd for residents and 0.01 mgd for employees. Assuming an industry -standard peaking factor of 2, the combined maximum daily flow is estimated to be 1.4 mgd. A demand rate of 100 gpd per person was used for residential demand calculations in this alternative. 3-179 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Alternative 2 Under Alternative 2, the residential population is expected to increase by approximately 370 times to 9,269 dwelling units, and the employment population 2.6 times to 5,015 employees within the Study Area. Alternative 2 assumes 100 dwelling units per acre (du/ac) for Mixed Use — Base typologies and 200 du/ac for Mixed Use — Maximum typologies. Stormwater Svstem Alternative 2 proposes increased green space, requires dedication of public open/green space (public or private with easements), creation of public plaza, Green Factor standards, and a modification of street tree standards. These proposals would bring both qualitative and quantitative benefits to stormwater. Alternative 2 also proposes additional greenspace within the high voltage transmission line buffers where impervious surface currently exists. Replacing impervious surfaces with greenspace would increase water quality and decrease the volume of stormwater runoff by allowing for infiltration. Though mapping is limited due to most of the land being developed, the USDA's Web Soil Survey indicates soils in the area are well drained or moderately well drained where mapped (Natural Resources Conservation Service, 2023). Impervious surfaces (including driveways) are assumed to cover 91% of Commercial — Retail typologies, 77% of Low -Rise Residential typologies, 77% of Mixed Use — Maximum, 77% Mixed Use — Base, and 77% Commercial Tower typologies based on maximum lot coverages per City code, with 2% representing driveways in all scenarios. Any impervious areas within the EIS boundaries but outside the Planned Action Area were estimated based on zoning requirements in the current Renton Municipal Code 4-2-110, 4-2-120 and 4-2-130. Maximum lot coverage allowed in the CA and CO zones is 93%, 100% in CD and IM, and 80% in R-14. The only stream in the Planned Action Area is Rolling Hills Creek, a portion of which is currently piped underground in the Renton Village area. With poor water quality in the stream's current conditions, daylighting this portion of the creek and restoring natural conditions, including vegetation, would improve overall water quality. Installation of stormwater treatment facilities would also improve the condition of the stream. Daylighting the stream, along with creating the buffers required by City code would reduce developable area. Alternative 2 proposes reducing the area of impervious surfaces within the subarea to a total of 270 acres resulting in 17 fewer acres of impervious surface compared to the 287 acres of impervious surfaces expected in the No Action Alternative, improving infiltration and water quality, and decreasing overall runoff through the system. Additionally, the proposed changes in Green Factor standards, street tree standards, and street standards would further improve the existing stormwater system compared to Alternative 1 No Action. Water Distribution Svstem Under Alternative 2, the future average daily demand (ADD) for the subarea specifically is projected to be 0.90 million gallons per day (mgd) for residents and 0.14 mgd for commercial use, for a combined total of 1.0 mgd (assuming 12.5% system leakage). With a peaking factor of 1.3, the maximum daily demand (MDD) is estimated at 1.6 mgd. 3-180 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 • Environment, Impacts, and Mitigation Measures The City's 2021 capacity has an ADD of approximately 7.39 mgd, supplied by existing wells and Springbrook Springs. With the ADD of the City varying from 6.59 to 7.39 mgd over the past ten years (2012-2021), the existing water system has the capacity to support 1.2 mgd of growth in ADD. The MDD of the City over the past ten years has varied between 11.44 mgd and 13.59 mgd, During peak demands that exceed the City's total certificated water rights, the City buys water under a long-term contract with Seattle Public Utilities (SPU) through 7 metered connections to SPU's water pipelines. The City expects that additional supply provided by SPU will be enough to meet the MDD's projected growth of 1.6 mgd (Gafour, 2023). The ADD and MDD demands are shown in Exhibit 3-122. Exhibit 3-122. Alternative 2 Average Daily Demand (ADD) and Maximum Daily Demand (MDD) ADD 7.39 1.2 8.59 9.43 MDD 13.59 1.6 15.19 7.3921.82 Source: Perteet, 2023 Alternative 2 is projected to add 0.3 mgd to ADD and 0.5 mgd to MDD as compared to the No Action Alternative, as seen in Exhibit 3-123. Exhibit 3-123. Alternative 2 Average and Daily Demand Comparison to No Action Alternative 8.29 Source: Perteet, 2023 Wastewater Svstem 14.69 15.19 Alternative 2 assumes 25% of the sites will use maximum growth for the purposes of this EIS. With mid -rise "base" assumptions predominating, the growth assumptions for Alternative 2 fall between Alternatives 1 and 3. Because the exact location of the maximum growth is unknown, the wastewater model assumes it could occur anywhere within Renton Village, where the greatest heights are allowed, making Alternative 3 a conservative estimate of the impacts of Alternative 2 to the wastewater system. Alternative 3 Under Alternative 3, the residential population and employment population are expected to increase by approximately 481.2 times existing (12,005 dwelling units) and 3.4 times existing (8,006 employees), 3-181 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS respectively, within the Study Area. Alternative 3 assumes 175 dwelling units per acre (du/ac) for Mixed Use — Base density typologies and 325 du/ac for Mixed Use — Maximum density typologies. Stormwater System Under Alternative 3, all impacts listed under the Impacts Common to All Alternatives section apply. This alternative proposes increased green space, required dedication of public open/green space (public or private with easements), creation of a public plaza, adopting Seattle's Green Factor Standards or similar, and a modification of street tree standards. These features would bring both qualitative and quantitative benefits to stormwater. Alternative 3 also proposes additional greenspace within the high voltage transmission line buffers where impervious surface currently exists. Replacing impervious surfaces with greenspace would increase water quality and decrease the volume of stormwater runoff by allowing for infiltration. Impervious surfaces (including driveways) are assumed to cover 91% of Commercial — Retail typologies, 77% of Low -Rise Residential typologies, 77% of Mixed Use — Maximum, 77% Mixed Use — Base, and 77% Commercial Tower typologies with 2% representing driveways in all scenarios. Any impervious areas within the EIS boundaries but outside the Planned Action Area were estimated based on zoning requirements in the current Renton Municipal Code 4-2-110, 4-2-120, and 4-2-130. Maximum lot coverage allowed in the CA and CO zones is 93%, 100% in CD and IM, and 80% in R-14. An additional 2% impervious surface was added for driveways to each parcel with a maximum of 100%. The only stream in the Planned Action Area is Rolling Hills Creek, a portion of which is currently piped underground in the Renton Village area. With poor water quality in the stream's current conditions, daylighting this portion of the creek and restoring natural conditions (and vegetation) would improve overall water quality. Alternative 3 proposes reducing the area of impervious surfaces to a total of 268 acres resulting in 19 fewer acres of impervious surface than the 287 acres expected in Alternative 1 No Action, improving infiltration and water quality, and decreasing overall runoff through the system. Additionally, the changes to Green Factor standards, street tree standards, and street standards proposed in Alternative 3 would further improve the existing stormwater system as compared to Alternative 1 No Action. Water Distribution Svstem Under Alternative 3, the future average daily demand (ADD) for the subarea specifically is projected to be 1.39 million gallons per day (mgd) for residential use and 0.19 mgd for commercial use, for a combined total of 1.6 mgd (assuming 12.5% system leakage). With a peaking factor of 1.3, the maximum daily demand (MDD) is estimated at 2.1 mgd. The City's existing capacity has an ADD of approximately 7.39 mgd from the existing wells, supplied by existing wells and Springbrook Springs. With the ADD of the City varying from 6.59 to 7.39 mgd over the past ten years (2012-2021), the existing water system has the capacity to support 2.1 mgd of growth in ADD. The maximum daily demand (MDD) of the City over the past ten years has varied between 11.44 mgd and 13.59 mgd . During peak demands that exceed the City's total certificated water rights, the City buys water using a long-term contract with Seattle Public Utilities (SPU) through 7 metered connections to SPU's water pipelines 3-182 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 3 • Environment, Impacts, and Mitigation Measures The City is not concerned about capacity of the additional MDD of 2.1 mgd due to growth because of their contract with SPU (2021 Water System Plan ). The ADD and MDD demands are shown in Exhibit 3-124. Exhibit 3-124. Alternative 3 Average Daily Demand (ADD) and Maximum Daily Demand (MDD) ADD 7.39 1.6 8.99 9.43 MDD 13.59 2.1 15.69 21.82 Source: Perteet 2023 Alternative 3 is projected to add 0.7 mgd to the projected ADD and 1.0 mgd to the projected MDD as compared to the No Action Alternative, as seen in Exhibit 3-125. Exhibit 3-125. Alternative 3 Comparison to No Action Alternative 8.29 8.99 14.69 15.69 Source: Perteet 2023 Wastewater Svstem Under Alternative 3, the average daily flow (ADF) or ADWF is estimated to increase 2.2 mgd for residents and 0.2 mgd for employees. Assuming an industry -standard peaking factor of 2 to represent peak flows during the day, the combined maximum daily flow (MDF) or Peak DWF is estimated to be 4.9 mgd. Alternative 3 would result in an estimated additional ADF or ADWF of 1.8 mgd and MDF of 3.5 mgd as compared to Alternative 1 No Action, as shown in Exhibit 3-126. Exhibit 3-126. Alternative 3 Wastewater Comparison to Alternative 1 0.7 Source: Perteet, 2023 2.5 1.4 Modeling Alternative 3 in the City's wastewater system model revealed two locations of deficiencies in runs that lead to Uwajimaya, as shown in Appendix 5.4. Surcharging under this alternative is caused by the additional 3-183 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 • Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS flows from the EIS in the Planned Action Area. These deficiencies are both in similar locations as those already identified in the Long -Range Management Plan but would also need to be addressed in addition to the deficiencies addressed in Alternative 1 No Action. Mitigation Measures Incorporated Plan Features Alternative 2 and Alternative 3 both propose increased green space, required dedication of public open/green space (public or private with easements), creation of public plaza, green factor standards, and a modification of street tree standards. These features would bring both qualitative and quantitative benefits to stormwater. The City's Surface Water Utility System Plan mentions Rainier Pump Station upgrades on Rainier Avenue S to address flooding at the low elevation on Rainier Avenue S and Talbot Road Culvert Improvements on Talbot Road between Grady Way and 1-405 to address the need to replace a 48-inch culvert that is in poor condition. The Talbot Road project is identified by the City as a priority two project meaning it could be funded in years after all priority one projects are addressed. The City is also planning to construct additional drinking water storage facilities for the water distribution system, including a 6.3 MG reservoir in the Highlands in 2024-2026 to accommodate the city's growth and associated water demand (Gafour, 2023). Regulations and Commitments State of Washington Laws Pertaining to Waters of the State. State review applies to any project affecting waters of the state and thus requiring review by Ecology and/or the Washington Department of Fish and Wildlife. Such projects must commonly show that impacts have been minimized and permit requirements often include mitigation for irreducible impacts. Critical Areas Regulations. City review applies to projects in critical areas and requires compliance with Renton Municipal Code (RMC) 4-3-050. Critical areas protected under these regulations include flood hazard areas, steep slopes, habitat conservation areas, streams and lakes, wellhead protection areas, and wetlands (or sites within 200 feet of a wetland). Aquifer Protection Areas. City requires projects to comply with RMC 4-9-015 which protects aquifers used for potable water from contamination by hazardous materials. Environmental Health Regulations. The Model Toxics Control Act (MTCA) is Washington's environmental cleanup law. MTCA governs the cleanup and prevention of contaminated sites that can threaten people's health and the environment. Stormwater Regulations. All development and redevelopment projects are required to comply with the City of Renton Stormwater Management Program Plan, National Pollutant Discharge Elimination System (NPDES) Phase II Stormwater Permit, RMC Section 8-2: Storm and Surface Water Drainage, Renton's Surface Water Design Manual, King County Surface Water Design Manual, and Stormwater Management Manual for Western Washington. 3-184 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Water Regulations. All development and redevelopment projects are required to comply with the 1972 Clean Water Act, and RMC Section 8-4: Water. Wastewater Regulations. All development and redevelopment projects are required to comply with the City of Renton Long -Range Wastewater Management Plan, RMC Section 8-5: Sewers, and King County Wastewater Treatment Division. Renton Municipal Code (RMC). All development and redevelopment projects are required to comply with the Renton Municipal Codes. Other Potential Mitigation Measures Stormwater System All development and redevelopment are required to comply with Department of Ecology's Green River Watershed Temperature Total Maximum Daily Load (TMDL) standards. According to 2011 Green River Watershed Temperature TMDL, the plan to reduce temperature in this watershed includes encouraging Low Impact Development (LID) and restoring riparian vegetation. In the highly developed Study Area, stormwater is collected and conveyed within the existing urban system. Due to the reduction of overall impervious area under Alternatives 2 and 3, the projected growth is unlikely to produce higher stormwater runoff volumes but will likely increase the pollutants entering the system as the population and employment levels, and ensuing vehicular traffic, rise. One option for reducing pollutants would be to retrofit existing streets and parking lots with water quality treatment BMPs. LID techniques identified in the City's Comprehensive Plan include bioretention planters/facilities, permeable sidewalks, and rain gardens (City of Renton, 2018). Development within an Aquifer Protection Area can make utilizing LID techniques difficult; however, a focus could be directed at creating tree, park and open spaces that do not receive runoff from polluting surfaces. A regional facility could be considered, or an existing facility could be modified, but an analysis will be required to determine the feasibility, benefits, and drawbacks of a regional facility. It is recommended that a study be conducted for the use of a regional facility. The City could require enhancement of native growth protection areas within the Rolling Hills Creek stream buffer to encourage use of native and riparian vegetation (RMC 4-3-050). Encouraging native and riparian vegetation provides thermal cover and shields Rolling Hills Creek from extreme temperatures, reduces the amount of algae in the creek allowing for the waters to hold more dissolved oxygen, and also supports the request of the Duwamish tribe for more native vegetation within the subarea. A portion of Rolling Hills Creek is currently piped underneath development. It should be noted that daylighting the creek or portions of the creek would allow for an increased impervious surface lot coverage per RMC 4-3-050 section 7f-ii. This is a viable option to improve existing conditions as well as benefit the developer. The City code allows for, but does not specify, incentives for developers to daylight streams. The City should consider implementing specific incentives to encourage developers to daylight portions of Rolling Hills Creek to restore more natural habitat to the area. 3-185 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 • Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS When new street networks are formalized, regulatory stormwater standards will be required, and the development applications will receive a formalized review to verify required stormwater systems. The City could also consider encouraging detention facilities or bio-swales that allow for open space. Under all alternatives, a downstream analysis and hydraulic model analysis for the stormwater system should be conducted to verify the system's capacity is sufficient for the level of growth expected. Water Distribution System When development or redevelopment is proposed, developers are required to submit information about the proposed development for the city and for Renton Regional Fire Authority to determine water demand for domestic use and fire protection. Developers must submit basic information such as the location and size of the buildings, number of dwelling units, proposed type of building construction materials, and type of occupancy. Renton Regional Fire Authority will determine the fire flow demand for the development based on the submitted information. The City Water Utility will verify through the use hydraulic model of the water system to determine if the existing water distribution system in the vicinity of the development is adequately sized to provide the fire flow demand or if additional water main extensions, and upsizing of existing water mains are required to provide the fire flow demand. To accommodate additional water demand for domestic use and for fire protection resulting from the implementation of the Proposed Alternative, the following water system improvements are recommended: Developers will be required to install new water mains, including replacement and upsizing of existing mains, to meet the required fire flow demand for future development and redevelopment projects within the portion of the subarea east of Rainier Avenue S, including Renton Village. Additional water main improvements, including looping of water mains around proposed development/redevelopment and the installation of additional hydrants and fire sprinkler systems would be required to meet fire codes. Water line extensions for domestic water uses and to meet fire flow demands for development and redevelopment projects in the City shall be constructed by and as part of the developer's project. Water main improvements and extensions shall be installed in existing and new streets. Exhibit 3-56 and Exhibit 3-57 show planned transportation projects within the Planned Action Area along Grady Way (Main Ave to Rainier Ave); Talbot Road (1-405 exit 3 to South Renton Transit Center) including reconfigurations of Grady Way, Lake Avenue South, and South Renton Village Place; South Grady Way (Rainier Avenue South to Talbot Road South); Grady Way Overpass at Rainier Avenue South; Shattuck Avenue South and/or South Renton Park and Ride; and at the new South Renton Transit Center. Wastewater System To accommodate additional wastewater flows resulting from the implementation of the Alternative 2 or Alternative 3, the following wastewater system improvements are recommended: Deficiencies 7A, located southeast of the 1-405 and SR 167 intersection with a small portion overlapping the south side of the Planned Action Area boundary, and 45A, located on the south side of the Planned Action Area overlapping the Renton Village area, both have high Infiltration and Inflow (1/1) at upstream mini - basins and are recommended for micro -monitoring (City of Renton, 2022). These specific locations are depicted in Appendix 5.4. 3-186 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ■ Environment, Impacts, and Mitigation Measures January 2024 • Draft EIS Deficiency 14A is located on West Sunset Blvd and SW 4th Place (Manhole MH6332), as depicted in Appendix 5.4. It is recommended that this location be monitored for a duration of 3-7 years as part of the Long -Term Flow Monitoring. The City should upsize Renton's wastewater pipes when replaced due to development to eliminate surcharging in the system. The City should continue to consider applying for grants, or funding projects upfront using a Local Improvement District (LID) or Special Assessment District (SAD), to make sewer readily available to encourage development. The City should continue upgrading sewer services to match adopted land use densities where transportation projects are already planned. Exhibit 3-57 shows planned transportation projects within the Planned Action Area along Grady Way (Main Ave to Rainier Ave); Talbot Road (I-405 exit 3 to South Renton Transit Center) including reconfigurations of Grady Way, Lake Avenue S, and S Renton Village Place; S Grady Way (Rainier Avenue S to Talbot Road S); Grady Way Overpass at Rainier Avenue S; Shattuck Avenue S and/or S Renton Park and Ride; and at the new South Renton Transit Center. The City should maintain the hydraulic model analysis for the wastewater system. Specific potential projects to upgrade the system to address future growth proposed in Alternative 3 (based on the City's hydraulic model analysis of the Planned Action Area) are upgrading 1,175 LF to 12-inch pipe, 153 LF to 18-inch pipe, and 2,221 LF to 36-inch pipe. It should be noted that under Alternative 1 No Action, the 2,221 LF of 36-inch pipe can be reduced to 30-inch pipe and possibly further if I/I can be addressed and be sufficient for the increased demand. The specific locations of these upgrades are depicted in Appendix 5.4. Developers are responsible for replacing the required pipes, but the City could coordinate with developers on cost -sharing since there are existing 1/1 issues in the area showing the need for a 30-inch pipe in the future even without growth. The entire area, from behind Home Depot to Valley Medical/Benson area, drains to the Renton Village area and has 1/1 (location of 1/1 not identified). If locations/issues are identified, upstream issues could be fixed to help resolve downstream issues in this area. Significant Unavoidable Adverse Impacts No significant unavoidable adverse impacts are expected for any alternatives if the potential mitigation measures and City regulations are followed. Through an overall reduction of runoff volumes, regulatory stormwater standards, and implementation of GSI techniques, all impacts should be mitigated. Therefore, no unavoidable adverse impacts are expected within the stormwater system. All impacts to the water distribution system should be mitigated by installing new water mains, upsizing existing water mains and looping water mains around new buildings and new redevelopment projects to meet fire flow demands and following City development regulations, resulting in no unavoidable adverse impacts expected within the water system. Development and redevelopment would be required to implement wastewater standards. Therefore, no unavoidable adverse impacts to wastewater are expected. 3-187 THIS PAGE INTENTIONALLY BLANK. 4.1 Acronyms ACS American Community Survey ADA Americans with Disabilities Act ADD Average Daily Demand ADF Average Daily Flow ADWF Average Dry Weather Flow APA Aquifer Protection Area BRT Bus Rapid Transit CARA Critical Aquifer Recharge Area CIP Capital Improvement Program CPPs King Countywide Planning Policies DAHP Washington State Department of Archaeology and Historic Preservation EIS Environmental Impact Statement EMS Emergency Medical Services EPA Environmental Protection Agency GSI Green Stormwater Infrastructure GMA Growth Management Act GPD Gallons per Day HCM Highway Capacity Manual IDP Inadvertent Discovery Plan LID Low Impact Development LOS Level of Service MDD Maximum Daily Demand MDF Maximum Daily Flow MGD Millions of Gallons per Day MPH Miles per Hour MTCA The Model Toxics Control Act NPDES National Pollutant Discharge Elimination System NWI National Wetlands Inventory PSRC Puget Sound Regional Council PVC Polyvinyl Chloride RCW Revised Code of Washington 4-1 Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch. 4 ■ Acronyms and References RMC Renton Municipal Code SAD Special Assessment District SMP Shoreline Master Program SOV Single Occupancy Vehicle SR State Route TDM Transportation Demand Management TMDL Total Maximum Daily Load V/C Volume to Capacity VMT Vehicle Miles Traveled WRIA Water Resource Inventory Area WSDOT Washington State Department of Transportation 4.2 References Natural Environment City of Renton. (2018, December 10). Comprehensive Plan. Retrieved from https://edocs.rento nwa.gov/Documents/DocView.aspx?id=8461903&dbid=0&repo=CityofRenton&cr=1 City of Renton. (2022). COR Maps. Retrieved from https://maps.rentonwa.gov/Html5viewer/Index.html?viewer=cormapsCitV of Renton. (2022, July). Long- DAHP WISAARD Map. (n.d.). Retrieved January 10, 2023, from https://wisaard.dahp.wa.gov/Map DAHP Mitigation Options and Documentation Standards. (2020, October). Retrieved January 9, 2023, from https://dahp.wa.gov/sites/default/files/DAHP Mitigation DocumentationStandards Oct2020.pdf Washington State Department of Archaeology & Historic Preservation (DAHP). (2022, April 5). Retrieved January 9, 2023, from https://dahp.wa.gov/project-review/mitigation-options Washington Department of Fish and Wildlife (WDFW). Retrieved January 9, 2024 from https://apps.wdfw.wa.gov/salmonscape/. Land Use Deshmukh, P. I. (2019). The effects of roadside vegetation characteristics on local, near -road air quality. Air Qual Atmos Health, Volume 12, Issue 3, pp 259-270, https:Hdoi.org/10.1007/sll869-018-0651-8. Retrieved from https://doi.org. King County. (2021). 2021 King County Countywide Planning Policies. Retrieved from https://kingcounty.gov/—/media/depts/executive/performance-strategy-budget/regional- planning/CPPs/2021 CPPs-Adopted and Ratified.ashx?la=en. 4-2 Rainier/Grady Junction TOD Subarea Planned Action Ch. 4 • Acronyms and References January 2024 • Draft EIS King County. (2021b). King County Urban Growth Capacity Report. Retrieved from https:Hkingcounty.gov/: https://ki ngcounty.gov/depts/executive/performance-strategy-budget/regional- planning/UrbanGrowthCapacityReport.aspx. Washington State Department of Health. (2023). Traffic Air Pollution Data. Retrieved from https://doh.wa.gov: https://doh.wa.gov/data-and-statistical-reports/washington-tracking-network-wtn/traffic-air-pollution. Transportation City of Renton. (2011, June 6). City Center Community Plan. Retrieved from https://rentondowntown.com/wp- content/uploads/City-Center-Community-Plan.pdf. City of Renton. (2018, December 10). Comprehensive Plan. Retrieved from httr)s://edocs.rentonwa.Lyov/Documents/DocView.asax?id=8461903&dbid=0&reDo=CitvofRenton&cr=1. City of Renton. (2018, January 8). Renton Downtown Civic Core Vision and Action Plan. Retrieved from https://rentondowntown.com/wp-content/uploads/Final-Renton-Plan-011718.pdf. City of Renton. (2019, January). Renton Trails and Bicycle Master Plan. City of Renton. (2021). 2022-2027 Transportation Improvement Program. City of Renton. (2022). COR Maps. Retrieved from https://maps.rentonwa.gov/Html5viewer/index.html?viewer=cormaps. Code Publishing Company. (2022). Renton Municipal Code. Retrieved from https://www.codepublishing.com/WA/Renton/. Duwamish Cultural Preservation Committee. (2022, August 25). Rainier/Grady Junction Planned Action. Duwamish Tribe. Puget Sound Regional Council. (2022). Regional Transporation Plan 2022-2050. Retrieved from https://www.psrc.org/media/5934. Sound Transit. (2016). Sound Transit3. Retrieved from.http://soundtransit3.org/. WSDOT. (2019, January 22). SR 515: SR 516Jct to SR 900Jct (Renton) Corridor Sketch Summary. Retrieved from https://wsdot.wa.gov/sites/default/files/2021-10/CSS383-SR515-SR516Jct-SR90OJctRenton.pdf. WSDOT. (2022). Highway Traffic Volumes. Retrieved from https://wsdot.wa.gov/about/data/travel-trends- dashboard/dashboard/volume/defauIt.htm. Public Services City of Renton. (2018, December 10). Comprehensive Plan. Retrieved from https://edocs.rentonwa.gov/Documents/DocView.aspx?id=8461903&dbid=0&repo=CityofRenton&cr=1. City of Renton. (2018, January 8). Renton Downtown Civic Core Vision and Action Plan. Retrieved from https://rentondowntown.com/wp-content/uploads/Final-Renton-Plan-011718.pdf. 4-3 Rainier/Grady Junction TOD Subarea Planned Action Ch. 4 ■ Acronyms and References January 2024 • Draft EIS City of Renton (2020, January 27). Renton Parks, Recreation, and Natural Areas Plan. Retrieved from https://cdn5- hosted.civiclive.com/UserFiles/Servers/Server 7922657/File/City%2OHall/Community%2OServices/Parks %20Planning%20and%2ONatural%2OResources/Parks%2ORecreation%2ONatural%2OAreas%2OPlan/2020 %20Parks%2ORecreation%20and%2ONatural%2OAreas%20PIan FinalAdopted 012720 web.pdf. City of Renton. (2019, January 28). Renton Trails and Bicycle Master Plan. Retrieved from https://cdn5- hosted.civiclive.com/UserFiles/Servers/Server 7922657/File/City%2OHall/Community%2OServices/Parks %20Planning%20and%2ONatural%2OResources/Trails%20and%2OBicycle%2OMaster%20PIan/Renton%2 OTrails%20PIan mayl9.pdf. Renton Police Department (2022, June 13). Renton Police Department Policy Manual. Retrieved from https://cdn5- hosted.civiclive.com/UserFiles/Servers/Server 7922657/File/City%2OHall/Police/Policy%2OManual/2022 %20PolicV%2OManual/June%202022/RELEASE 20220613 T114545 Renton PD Policy Manual.pdf. Renton Regional Fire Authority (2020, September). 2021-2025 Strategic Plan. Retrieved from . https://rentonrfa.com/wp-content/uploads/2020/09/Approved-External-2021-2025-Strategic-Plan- Optimized.pdf. Renton Regional Fire Authority (2020). Annual Report. Retrieved from https:Hrentonrfa.com/wp- content/uploads/2022/01/2021-Annual-Report-Final-reduced-1.pdf . Renton School District (2022, June). Capital Facilities Plan. Retrieved from https://resources.finalsite.net/images/v1659128228/rentonschoolsus/IOu85aykvdevxocoOizn/2022Capit alFacilitiesPlan.pdf. Washington Association of Sheriffs and Police Chiefs (2021) Crime in Washington 2021 Annual Report. Retrieved from https://www.waspc.org/assets/2021%20CIW.pdf. Utilities City of Renton. (2018, December 10). Comprehensive Plan. Retrieved from https://edocs.rentonwa.gov/Documents/DocView.aspx?id=8461903&dbid=0&repo=CityofRenton&cr=1 City of Renton. (2021). Stormwater Management Action Plan. Retrieved from https://cdn5- hosted.civiclive.com/UserFiles/Servers/Server 7922657/File/City%2OHall/Public%2OWorks/Utility%2OSy stems/Stormwater/NPDES%20Phase%2011%2OMunicipal%2OStormwater%2OPermit/Combined attachm ents.pdf City of Renton. (2021, May). Water System Plan Update. Retrieved from https://cdn5- hosted.civiclive.com/UserFiles/Servers/Server 7922657/File/City%2OHall/Public%2OWorks/Utility%20Sy stems/Water%20UtilitV%2OEngineering/Water%20SVstem%20PIan%2OUpdate 2019/2019%2OWater%2 0System%20Plan%20Update Exec%20Summary%20and%2OChapters%20 City of Renton. (2022). COR Maps. Retrieved from https://maps.rentonwa.gov/Html5viewer/Index.html?viewer=cormapsCitV of Renton. (2022, July). Long - Natural Resources Conservation Service. (2023, August). Web Soil Survey. Retrieved from https://websoilsurvey.nres.usda.gov/app/WebSoilSurvey.aspx. 4-4 Rainier/Grady Junction TOD Subarea Planned Action Ch. 4 ■ Acronyms and References January 2024 • Draft EIS Gafour, A. (2023, January 13). Metcalf and Eddy, Inc. (1998). Wastewater Engineering Treatment, Disposal, and Reuse (Third Edition). Range Wastewater Management Plan. Retrieved from https://edocs.rentonwa.gov/Documents/DocView.aspx?id=8479367&dbid=0&repo=CityofRenton Renton Municipal Code. (2022, November 14). Retrieved January 6, 2023, from https://www.codepublishing.com/WA/Renton/ Stowell, J. (2022, August 11). 4-5 THIS PAGE INTENTIONALLY BLANK. 5 Aot)endices THIS PAGE INTENTIONALLY BLANK. Rainier/Grady Junction TOD Subarea Planned Action Ch.5 ■ Appendices January 2024 • Draft EIS Scoping Notice and Meeting Summary 5.1 Scoping Notice and Meeting Summary 5-2 THIS PAGE INTENTIONALLY BLANK. DocuSign Envelope ID: 2ED7795F-5703-4576-A339-C3CFABDDE1 F5 August 9, 2022 State Environmental Policy Act Determination of Significance and Request for Comments on Scope of '7`► Environmental Impact Statement Rainier/Grady Junction Planned Action Date of Issuance August 9, 2022 Lead Agency / Proponent City of Renton Agency Contact Paul Hintz, Principal Planner City of Renton, Community and Economic Development, Long Range Planning 1055 Grady Way Renton, WA 98057 phintzQrentonwa.gov, 425-430-7436 Description of Proposal In 2021 the City of Renton developed the Rainer/Grady Junction Transit Oriented Development (TOD) Subarea Plan to create a vibrant commercial and residential district oriented around near -term bus rapid transit, with potential for light rail service in the long term. The City is now considering interim municipal code amendments to implement the land use vision of the subarea plan to increase mixed use opportunities and alter density and development standards including height, density, parking and others. The City proposes to develop a Planned Action Environmental Impact Statement (EIS) and Ordinance that tests the interim regulations and studies master planned land uses and implements parks, transportation, and other projects that align with the vision of the subarea plan. The Planned Action EIS would study alternatives including current plans and regulations, called the No Action Alternative (SEPA required), and two Action Alternatives that vary the amount and type of growth and investments in the area. A planned action provides more detailed environmental analysis during an areawide planning stage rather than at the project permit review stage. Designating a planned action streamlines environmental review for development proposals. Planned actions would be allowed if they meet or exceed proposed land use and environmental performance standards in the planned action ordinance. Location of Proposal The subarea is centered on the intersection of Rainier Ave S and S Grady Way. A core area lies east of Rainier Avenue between South 3rd Place and 1-405 around a planned transit center and Renton Village. A broader EIS study area will be studied for context and general conditions, while the core area ("Planned Action Area") will have more specific proposals for growth and more specific evaluations and mitigation measures. See the map below. DocuSign Envelope ID: 2ED7795F-5703-4576-A339-C3CFABDDE1 F5 Rainier/Grady Junction Study Area Map Determination The City of Renton has determined that this proposal is likely to have a significant adverse impact on the environment. An environmental impact statement (EIS) is required under RCW 43.21 C.030 (2)(c) and will be prepared. Materials indicating anticipated environmental impacts is available at the project website. The lead agency has identified the following areas for discussion in the EIS: Natural Environment (streams, wetlands, floodplain), land use (land use patterns, growth and socioeconomics, noise and air quality compatibility), transportation, stormwater, public services (schools, parks, police, fire/emergency services), and utilities (water and wastewater). Scoping Agencies, affected tribes, and members of the public are invited to comment on the scope of the EIS. You may comment on alternatives, mitigation measures, probable significant adverse impacts, and licenses or other approvals that may be required. The method and deadline for giving us your comments is: Send written comments to: August 9, 2022 Renton I RainierlGrady Junction Planned Action DSIScoping Notice DocuSign Envelope ID: 2ED7795F-5703-4576-A339-C3CFABDDE1 F5 Paul Hintz, Principal Planner City of Renton, Community and Economic Development, Long Range Planning 1055 Grady Way Renton, WA 98057 phintzQrentonwa.gov, 425-430-7436 Email comments are preferred. Please put "Rainier/Grady Junction Planned Action" in the subject line. Comments are due by 5 pm on September 1, 2022 [21 days from notice] Consistent with RCW 43.21 c.440, a community meeting is being held to share the purpose of the EIS and planned action. [Scoping Meeting — https://us02web.zoom.us/i/85698193317 Join by phone: + 1 253-215-8782, Webinar ID: 85698193317] The meeting will be held virtually via Zoom on Tuesday, August 23, 2022 at 6:OOpm. SEPA Responsible Official Renton Environmental Review Committee 8/9/2022 1 2:21 PM PDT Date: —DocuSigned by: Martin Pastucha Administrator Public Works Department — DocuSigned by: Anjela Barton Fire Marshal Renton Regional Fire Authority [-DocuSigned by: Kelly Beymer Administrator Parks and Recreation Department DocuSigned by: Chip Vincent Administrator Community and Economic Development Department Appeal Process Environmental Determination Appeal Process: Appeals of the environmental determination must be filed in writing on or before 5:00 p.m. on August 25, 2022. Due to the ongoing state of emergency enacted by Governor's Proclamation 20-28.14 (and as amended), the City Clerk's Office is working remotely. For that reason, appeals must be submitted electronically to the City Clerk at cityclerk(@rentonwa.gov or delivered to City Hall 1 st floor Lobby Hub Monday through Friday. The appeal fee, normally due at the time an appeal is submitted, will be collected at a future date if your appeal is submitted electronically. Appeals to the Hearing Examiner are governed by RMC 4-8-1 10 and additional information regarding the appeal process may be obtained from the City Clerk's Office, cityclerk(@rentonwa.gov. August 9, 2022 Renton I RainierlGrady Junction Planned Action DSIScoping Notice 11 3 DRAFT August 9, 2022 • Rainier/Grady Junction + Planned Action Environmental Impact Statement Scoping Document and Fact Sheet I August 2022 Introduction In 2021 the City of Renton developed the Rainer/Grady Junction Transit Oriented Development (TOD) Subarea Plan to create a vibrant commercial and residential district oriented around near -term bus rapid transit, with potential for light rail service in the long term. The TOD Subarea Plan includes the following four goals: I. ALIGN WITH OVERALL VISION FOR RENTON: Align with overall vision for Renton's City Center area and support the unique role of the subarea in ways that are complementary to Downtown, the larger City Center area, and Renton as a whole. 2. TRANSITION TO A MULTIMODAL CENTER: Transition the area into a pedestrian - oriented district with a multi -modal center and strong pedestrian connections. 3. CREATE A LIVABLE NEIGHBORHOOD: Create a livable, distinct neighborhood that is active 18 hours a day, complements Downtown, and gracefully integrates with neighboring areas. 4. CATALYZE DESIRED CHANGES: Leverage the recent and planned public investment in the area for the private investment to follow. The City is now considering interim municipal code amendments to implement the land use vision of the subarea plan to increase mixed use opportunities and alter density and development standards including height, density, parking and others. The City proposes to develop a Planned Action Environmental Impact Statement (EIS) and Ordinance that tests the interim regulations and studies master planned land uses and implements parks, transportation, and other projects that align with the vision of the subarea plan. The EIS would study alternatives including current plans and regulations, called the No Action Alternative (SEPA required), and two Action Alternatives that vary the amount and type of growth and investments in the area. This Fact Sheet describes the EIS topics and alternatives proposed for study and ways to participate. Renton is seeking public, agency, and tribal input on the EIS contents to help shape the implementation of the TOD Subarea Plan and achieve the subarea plan goals. Where is Rainier/Grady Junction? The subarea is centered on the intersection of Rainier Ave S and S Grady Way. A core area lies east of Rainier Avenue between South 3,d Place and 1-405 around a planned transit center and Renton Village. A broader EIS study area will be studied for context and general conditions, while the core area ("Planned Action Area") will have more specific proposals for growth and more specific evaluations and mitigation measures. See the map below. V EIS 51udy Area 0 500 t,000 ® Planned Action Area Feef L� City of Renton Other Cities —i VGAs �+- Railroads P.—Is :ill BERK mop oars: mty zozz :III DRAFT August 9, 2022 Renton I RainierlGrady Junction TOD Planned Action 2 What is an EIS? An EIS is an informational document for a predefined geographic area that provides the City, public, agencies, and developers with environmental information to be considered when deciding on a preferred alternative.. An EIS also allows the public, tribes, and government agencies to comment on proposals and alternatives. An EIS describes: • proposed actions & alternatives; • existing conditions; • impacts that may occur if an alternative were implemented; • mitigation measures to reduce or eliminate adverse impacts; and • potential significant, unavoidable, and adverse impacts. Environmental topics proposed for review in the EIS include: Natural environment (streams, wetlands, floodplain), land use (land use patterns, growth and socioeconomics, noise and air quality, compatibility), transportation, stormwater, public services (schools, parks, police, fire/emergency services), and utilities (water and wastewater). The EIS will also identify potential beneficial outcomes, where alternatives improve environmental characteristics (e.g., stormwater quality), and emphasize improved access and multimodal travel by transit, foot, and bike. Natural Land Use Transportation Stormwater, Public Environment Water, Sewer Services What is a Planned Action? The City is proposing that the core area of Rainier/Grady Junction be designated as a Planned Action, pursuant to the State Environmental Policy Act ("SEPA"; see RCW 43.21 c.440 and WAC 197-1 1-164 to 172). A planned action provides more detailed environmental analysis during an areawide planning stage, before individual projects are proposed, rather than at the project permit review stage. Designating a planned action streamlines environmental review for development proposals. Planned actions would be allowed if they meet or exceed proposed land use and environmental performance standards in the planned action ordinance. A diagram of the Planned Action process is included below. The City has developed planned actions for Southport, Renton Landing, and Sunset Area in the past, and will work to provide a planned action with specific mitigation measures that apply to the Rainier/Grady Junction to facilitate growth that fits the subarea plan vision and goals. :111 DRAFT August 9, 2022 Renton I RainierlGrady Junction TOD Planned Action II 3 Planned Action Process What Alternatives could be studied? The City adopted a subarea plan in 2021 but codes and standards have not been implemented. The EIS Alternatives would leverage the subarea plan but test different assumptions about the intensity of land use near transit investments, and building heights, densities, street requirements, common open space and tree standards, and other elements of development. Alternative 1 assumes current plans and codes; Alternative 2 would consider new standards that set minimum goals but incentivizes to achieve optimal subarea plan implementation; and Alternative 3 would allow maximum heights and densities but stipulate requirements to achieve the subarea plan vision. Growth would vary depending on densities and heights. Potential Alternative Features Subarea Goals and Objectives Mixed Use Development Patterns Adopted Subarea Plan Current standards for mixed use development in Commercial Arterial and Commercial Office Zones. Including 40% of gross floor space required to be commercial. Structured parking required for all residential. Adopted Subarea Plan Consider business displacement mitigation incentives Coordination of development across site boundaries Vertical mixed use required throughout the area with potential for ground floor residential if adjacent to South Renton neighborhood or if a public benefit is provided (affordable housing or substantial open space dedication). Provide incentives for superior design earned through proposed public benefit. Promote range of commercial space sizes for diverse business opportunities and retention. Structured parking required for all residential but prohibited on ground floor along identified corridors. Consider incentives for parking reductions. Adopted Subarea Plan Consider business displacement policy considering Subarea Plan and developed through EIS Coordination of development across site boundaries Require vertical mixed use with greater amount of commercial space on identified corridors (existing and new). Allow standalone residential if dedicated as affordable housing. Require range of commercial space sizes for diverse business opportunities and retention. Structured parking required for all residential but prohibited on ground floor along identified corridors. :111 DRAFT August 9, 2022 Renton I RainierlGrady Junction TOD Planned Action II 4 Height Current Allowed Heights CA: 50'-70' CO: 250' CD: 95' Density (dwelling units per acre [du/ac]) Affordable Housing Density Bonus Health — air quality Open Space, Landscaping & Stormwater Potential investments in transportation Core Area — New Streets Process Current densities: CA: 20-60 du/ac CO: 75-150 du/ac CD: 150 — 200 du/ac 30% above max density for affordable bonus at 1:1 ratio. Subarea vision: 6-10 stories Base height with incentives for affordable housing, and open space. Building step -backs adjacent to residential zones. 150 du/ac Increase max density bonus to 65% for affordable housing. Graduated heights with fewer spaced towers up to airport height limits: 10-18 stories with amenities required. Building step -backs adjacent to residential zones. 250 du/ac No bonus. Rely on multifamily tax exemption, fee reductions, and required affordable housing. None Consider requiring a 350' buffer for residential from 1-405. Consider requiring a centralized air filtration system, air intake vents located away from polluted areas, and continuous sound walls with vegetation along highways. Current common open space and stormwater requirements New Transit Station Sound Transit Renton HOV Access Proiect Bike/Trail Plan Improvements Subarea Plan provides cross - sections (pp 55-59) Current permit procedures Increase and require dedication of public open/green space (public or private with easements). Creation of public plaza. Green factor standards. Modify street tree standards Increase green infrastructure; integrate into street standards. Alt 1 and include supportive modal infrastructure as incentive with open space development. Implement Subarea Plan Street Standards including the creation of Main St. (festival shared street) with pedestrian -oriented retail and services. Require greater amount of commercial space. Address mid -block connections. Alt 1 and increase long-term and short-term bike parking requirement for new development. Implement Subarea Plan Street Standards + wider pedestrian clear zones to accommodate additional pedestrian volume. Address mid -block connections. Master Plan Planned Action :111 DRAFT August 9, 2022 Renton I RainierlGrady Junction TOD Planned Action II 5 What is the schedule? The schedule begins with scoping in fall 2022 to gather feedback on the alternatives and EIS topics. Then a preliminary draft EIS by a technical team of consultants between September 2022 and February 2023. Draft EIS publication would begin a 30-day public comment period approximately in March 2023. Following a review of public comments, a Preferred Alternative would be developed along with a Planned Action Ordinance. A Final EIS would evaluate the Preferred Alternative and respond to comments and be completed by June 2023. Scoping: August -September 2022 What should be studied? • Environmental Topics • Growth Alternatives • 21 -day Comment Period Draft EIS: February - March 2023 What are the implications? • Compare Alternatives • Impacts •Mitigation Measures • 30 day Comment Period How can I participate in scoping the EIS? Final EIS: April - June 2023 What's the best alternative for Renton? What mitigaiton is required in the Planned Action Ordinance? • Create Preferred Alternative • Respond to Comments Comments are due by 5 pm on September 1, 2022 [21 days from notice]. See the scoping notice at the project website (link below) for more information about how to provide comments. Consistent with RCW 43.21 c.440, a community meeting is being held to share the purpose of the EIS and planned action. It is scheduled for August 23, 2022; https://us02web.zoom.us/i/856981 93317 Where can I find more information? You can find information about the planning process at the project website: https://www.rentonwa.gov/city hall/community and economic development/long—range planning/rain ier grady junction subarea plan Information about events and comment opportunities will be posted at the project website. For more questions, please contact: Paul Hintz, Principal Planner City of Renton, Community and Economic Development, Long Range Planning 1055 Grady Way Renton, WA 98057 phintz(Clrentonwa.gov, 425-430-7436 11 DRAFT August 9, 2022 Renton I RainierlGrady Junction TOD Planned Action 6 Meeting Details: August 23, 2022 1 6:00 - 8:OOpm on Zoom Purpose The purpose of the scoping meeting was to: "`` ■ Share more about the Rainier/Grady Junction Transit Oriented Development Plan, the Environmental Impact Statement (EIS) process, and upcoming milestones. ■ Learn about opportunities for how to stay involved and submit comments on key issues and concerns. Agenda ■ Item 1: Learn information about the plan, EIS Process, and Alternatives. ■ Item 2: Discuss different EIS topics and share your vision for the future of transportation. ■ Item 3: Ask questions, share feedback, and participate in polls. ■ Item 4: Wrap up and next steps. Attendance Staff ng ■ Paul Hintz, City of Renton ■ Alex Morganroth, City of Renton ■ Lisa Grueter, AICP, BERK Consulting ■ Hayden Campbell, BERK Consulting ■ Michelle Ellsworth, BERK Consulting Zoom Attendees Six members of the public joined the Zoom meeting. Item 1: EIS Process, Scoping, and Alternatives EIS Process Lisa Grueter from BERK Consulting defined the State Environmental Policy Act (SEPA), the Environmental Impact Statement (EIS), and the steps in a planned action. Lisa described the project's expected SEPA timeline. The scoping period is August - September 2022. The Draft EIS is expected February - March 2023 with a 30-day comment period. The final EIS is expected to be delivered April - June 2023.' Scoping Hayden Campbell from BERK Consulting described scoping of the subarea. As part of the EIS process, scoping focuses the topics of the EIS. Anticipated topics in this project's planned action include natural environment; land use; transportation; stormwater, wastewater, and sewer; and public services. The issues and challenges of the subarea include overhead power constraints, environmental critical areas, common and contiguous land ownership, and subarea plan implementation. Alternatives Hayden described the concepts of the three alternatives in the subarea. ■ Alternative 1 is a no -action alternative. ■ Alternative 2 is a mid -rise alternative option, offering incentive zoning. ■ Alternative 3 is a high-rise alternative option that requires public benefit. He described how each alternative compares to the subarea's goal and objectives, the building heights, density, and affordable housing density bonus. The analysis will be included in the draft and final EIS. Item 2: Discussion Summary Comments and questions heard during the discussion portion of the scoping meeting are summarized below, followed by project team responses if provided. Summary of Comments and Questions The comments and questions focused on the following key themes: • Noise exposure information: Given its proximity to 1-405, attendees requested more information on the noise exposure and ambient noise conditions in the subarea. It affects NEPA requirements faced by affordable housing developers. • Affordable Housing Details: An attendee requested an expanded definition of affordable housing in the City, such as including levels for those who earn 60-80% AMI (area median income). ' The original schedule was based on a grant completion date of June 2023. The grant deadline was changed to June 2025. The City intends to complete the process in 2024. ■ Parking Requirements: Meeting attendees asked about parking requirements in developments. Highlighted questions include if including parking with rent will be required. Specific Comments / Questions ■ 1 am interested in learning more about the potential light rail. Response: The City is looking at future light rail expansion, anywhere between 20-30 years. It is something the City is trying to encourage and accommodate to the best of its ability. ■ What is the definition of the natural environment? Does it include traffic calming or noise mitigation? El Response: The City is primarily analyzing floodplains and streams. Traffic calming and noise mitigation is included in land use of compatibility. The City will be looking at common standards. There are also recommendations for the distance from 1-405 and residential uses. That will help address air quality and noise to some extent. ■ Does the subarea set a goal for the number of affordable units desired in this location? Response: The subarea does not set a plan for the amount for an affordable set of units. But the City encourages a strong mix of both affordable and workforce housing. There will be market -rate residential development as well. ■ What is the definition of affordable housing for the City of Renton? Response: Renton's municipal code defines affordable housing for annual income does not exceed 80% of the area median income (AMI). For rental housing, it is 50% of AMI. These figures are then adjusted for the Department of Housing and Urban Development Sale Metropolitan Statistical Area, with rent limited to one-third of what income earners can pay. ■ As an affordable housing developer, I ask that the City of Renton revisit the definition of affordable housing. There is a need for affordable housing at 60-80% AMI. A more flexible definition could encourage mixed -income neighborhoods and serve the widest range of households possible. Response: Thank you for the suggestion. The City will look into providing affordable housing definitions at various income levels. ■ Is there a clause that indicates if parking would be included in the rent? Or would this be an optional added expense? Response: Given the impacts to the South Renton neighborhood, there will likely be a parking program for residents, so they are not overwhelmed with people occupying street parking. Many cities struggle with requiring parking structures and facilities dedicated to renters and condominium owners. As an example, development in Kirkland has strong provisions that require the development manager to restrict car parking. Residents that enter into an agreement and say that they do not own a car or their car will be accommodated in off street parking, if available. There are other methods that the City can study to mitigate parking overflow in the South Renton neighborhood. ■ For the natural systems assessment, will the City examine the groundwater constraints on underground structured parking? The water table in the valley seems to be shallow and may present a site constraint. El Response: There are currently groundwater constraints and City standards for aquifers and construction standards. Underground structured parking in the valley may be challenging, but the challenges are different depending on the building site. Some sites may not be able to accommodate underground parking due to the groundwater and floodplain level. The City is also looking at reducing the parking requirement. ■ The Renton Airport Noise Exposure Forecast and the ambient noise conditions would be helpful to know. The National Environmental Policy Act (NEPA) declines mortgage insurance for anything over 80 decibels. Given the proximity to 1-405, noise exposure will be an issue especially with ambient noise conditions. While these conditions can be mitigated with building modifications, it is key to anticipate these elements in advance and to remain sensitive to equity issues so those with low- and moderate incomes are not put in unhealthy situations. Response: The City can address land use and noise compatibility conditions in the subarea. • Is the South 71h Corridor project included in the scope of this project? Is there a specific person not leading that project? Response: The South 7fh Corridor project is not a prime focus of the TODI planned action EIS project, but it is incorporated into the transportation analysis. Please contact the Renton Public Works Department about more specific information on this and other relevant projects. Item 4: Wrap Up and Next Steps The scoping comment period was open until September 1, 2022. The scoping summary and synthesis will be developed. The draft EIS is anticipated in early Spring 2023, with a comment period of 30 days. The final EIS is scheduled later in 2023.2 The meeting ended at about 6:47pm. 2 The original schedule was based on a grant completion date of June 2023. The grant deadline was changed to June 2025. The City intends to complete the process in 2024. Rainier/Grady Junction Planned Action Scoping Meeting Rainier/Grady Junction Planned Action EIS I August 23rd, 2022 :m0 ■ Share more about the Rainier/Grady Junction Transit Oriented Development Plan, the Environmental Impact Statement (EIS) process, and upcoming milestones. ■ Learn about opportunities for how to stay involved and submit comments on key issues and concerns. :m0 • Information about the Plan, EIS Process, and Alternatives . •Opportunity to discuss different EIS topics • _ •Ask questions, share feedback •Wrap up and next steps :m0 Introductions ■ Lisa Grueter - BERK Consulting ■ Hayden Campbell - BERK Consulting ■ Paul Hintz - City of Renton ■ Alex Morganroth - City of Renton OM 4 Participation Ground Rules Acceptable behavior ■ Use welcoming and inclusive language ■ Be respectful of differing viewpoints and experiences ■ Try to frame comments positively ■ Focus on what is best for the community ■ Show empathy towards other participants Unacceptable behavior ■ Harassment, bullying, and intimidation ■ Any activity meant to conveyor cultivate hostility ■ Insults, or other attacks ■ Encouraging the above behavior MOM V 5 *All information entered in the chat and Q&A is part of the public record and will be shared as part of the public meeting summary. Technical Ground Rules ■ Message through chat with any technical difficulties ■ The chat feature will be visible to the host and panelists only. Participants can submit questions to the host via the chat or Q&A* ■ Want to learn more about the plan? Sign up for email updates online Imw Rainier/Grady Junction TOD Overview ■ The City proposes to develop a Planned Action Environmental Impact Statement (EIS) and Ordinance that tests the potential regulations and studies master planned land uses and implements parks, transportation, and other projects that align with the vision of the subarea plan. ■ The EIS would study alternatives including current plans and regulations, called the No Action Alternative (SEPA required), and two Action Alternatives that vary the amount and type of growth and investments in the area. QEIS Study Area 0 500 1,000 0 Planned Action Area Feet 0 _ City of Renton Other Cities UGAs roads Rail 00111 ; ; IL Parcels all BERK Map Date: August 2022 2 �D G CN-Commercial Neighborhood CA -Commercial Arterial CD -Center Downtown CO -Commercial Office IL -Industrial - Light IM-Industrial - Medium °�9stOn Rd�� St1, 3rd r > N � ASP Q N Q Z Q > Sw SJ S 4th St Q > E Q � N e NEW SSthSr ■ v a Q y > •'�' V _ U N u J�l S 6th St /7 a � - Ex SW 7th St N v 0 OS Renton Village PI 0 A s a � � -+ • S 1 Sth St � � R e SW 16th St ' • • �e`� w N \` its 1 n N ■ ra — t lip ° t •9' 1 If�iiTl3wT�i1 �S�l-9fh:$1T j t� 8 gEry10 Rainier/Grady Junction TOD Subarea Goals ■ Align With Overall Vision For Renton: Align with the overall vision for Renton's City Center area and support the unique role of the subarea ■ Transition To A Multimodal Center: Transition the area into a pedestrian -oriented district ■ Create A Livable Neiahborhooa : Create a livable, distinct neighborhood ■ Catalvze Desired Chanaes: Leverage the recent and planned public investment in the area QEIS Study Area 0 Planned Action Area _ City of Renton Other Cities UGAs Railroads Parcels 0 500 1,000 0 Feet :ill BERK Map Date: August 2022 q North Encourage infill residential as opportunities arise. Transition development and build connections to S Renton Neighborhood. SW Sumet BW � Ensure multimodal street improvements on SW 7th St provide safe access for people walking and biking. Retain industrial zones, — but encourage higher intensity employment uses (R&D, etc.) Lind Ave Nodes Promote small nodes of redevelopment at key intersections along Lind Ave S. In the long-term, explore multimodal improvements to provide safer bike access. „„o 4M SW Improve transit facilities to support transit riders'safety and comfort. i Explore opportunity to encourage s\� environmentally sensitive infill development that expands amenities for workers while addressing critical area and flood hazard issues. A a N 1 I 1 I 1 i Mixed -use residential opportunities around the transit center to be a s coordinated with planning for potential future light rail station. Transition development to complement scale of S Renton neighborhood. Use utility \ corridor to _ expand space for people walking and biking along S/SW Grady Way. Core Leverage new transit center to create a development hub that includes a mix of commercial and residential uses and amenities. Public Spaces: Organize redevelopment south of S Grady Way around an east -west Main St that offers service -oriented retail options and promotes vibrant public life. ti Z! Multimodal Connections: Provide safe crossings over S Grady Way and Rainier Ave S, and create a new network of multimodal complete streets with redevelopment. Parks & Natural Areas: Utilize portions of the overhead utility corridor to provide a central park gathering space. Expand the buffer for Rolling Hills Creek to improve ecological functions and expand the buffer between redevelopment and 1-405. .l11 r. 10 QUESTIONS? :m0 .• .� �, ,�'•�; ice.., 1 ° s of 1 . C air w IF ti,= 'Y• `t j 's NZ Tr a �LI Zvi A r� fir. ' Aylf i.� • �,i Sol 1 a i Ir,-� Under the State Environmental Policy Act (SEPA), an Environmental Impact Statement (EIS) is a required document that provides the City, public, and other agencies with environmental information to be considered in the decision -making process. An EIS describes: ■ Existing conditions in the city, ■ Proposed actions and alternatives ■ Potential impacts that may occur, ■ Mitigation measures to reduce or eliminate adverse impacts A planned action --)rovides more detailed environmental analysis during an areawide planning stage, hpfnra incliviriiini orojects are prop,sed, rather than at the project permit review stage. Designating a planned action �trpimlines enviror—ental review for development proposals. Planned actions would be allowed if they meet or exceed proposed land use and environmental performance standards in the planned action ordinance Prepare & Issue Environmental Impact Statement (EIS) Consider Adoption c Planned Action Ordinance that defin development and required mitigation 0- Review Future Permits for Consistency with Planned Action Ordinance & Streamlined Permitting :m0 The city has developed planned actions for outhport, Renton Landi„r-, and sunset Area in the past, and will work to provide a planned action with specific mitigation measures that apply to the Rainier/Grady Junction to facilitate growth that fits the subarea plan vision and goals. A planned action ordinance typically includes: • A specific boundary where the planned action process applies • Types and quantities of land uses/growth covered by the planned action (such as, number of dwelling units, amount of employment space or jobs) • Amount of transportation trips considered in the analysis • Mitigation measures that apply in addition to codes Example mitigation measures: • Area specific transportation or utility improvements • Stormwater / green infrastructure most suited to area :m0 SEPATimeline Aug. -Sep. 2022 Scoping • What should be studied? • Environmental Topics • Growth Alternatives • 21-day Comment Period —i Apr. -June 2023 Final EIS • What's the best alternative for Renton? • What mitigaiton is required in the Planned Action Ordinance? • Create Preferred Alternative • Respond to Comments • i Draft EIS • What are the implications? • 30 day Comment Period Feb. -Mar. 2023 SLOPING wails 17 Scoping is a process required by the State Environmental Policy Act (SEPA) intended to focus the scope of an EIS on the likely significant adverse impacts and reasonable alternatives, including mitigation measures. Topics will be finalized after scoping but are anticipated to include: ■ Natural Environment ■ Land Use ■ Transportation ■ Stormwater, Wastewater, and Sewer ■ Public Services :�11 19 ALTERNATIVES :m0 20 Alternatives... ■ Are different ways of achieving objectives. ■ Represent a ange of reasonable options fit is not necessary to consider every possible option!). ■ Are conceptual at this stage, providing high-level direction. ■ Are distinct from each other to allow for meaningful comparison. Testing Alternatives The EIS Alternatives would leverage the subarea plan but test different assumptions about the intensity of land use near transit investments, and building heights, densities, street requirements, common open space and tree standards, and other elements of development. ® Alternative 1 assumes current plans and codes Alternative 2 would consider new standards that set minimum goals with incentives to achieve optimal subarea plan implementation Alternative 3 would allow maximum heights and densities but stipulate requirements to achieve the subarea Ian vision. Growth would vary depending on densities and heights. p Y p g g :m0 Issues and Challenges L1 WTI Overhead Power Constraints Environmental Critical Areas Common and Contiguous Land Ownership Subarea Plan Implementation :m0 Overhead Power Constraints SW 161, St S SW =al i �• N at, r A 3� N O .lam ��.'►lw�-•� � .., ° ° EERI p Date: August u` C� � Airport Way -, S Tillicum St STobin Sr o- e. a _ a 35 _ yW V'cto"- St 34ryt St , o 0 --S W.S� -. °9si _ _ ' - S.2nd-St- Rd SW 'eoo S-3rd-Str- J"d E S vX.+ o E oA A �qth P/S 4th St 3 v 0 v S 5th St :EPf vt S 6th St t SF, 16h S' :m0 25 sW nti�l� �i a Bm Clty of Renton3 Renton Property /Holdings King Home Renton County Depot Property Sound Transit Holdings RI Transit RVA, WSDOT T 't Set Sound Energy Landmark Office II Partners ovidence _ Health LLC n on TowersPugeYSound 'Energy Q EIS Study Area Planned Action Area Railroads Parcels ° 500 °° :ill BERK Feet � Map Date: August 2022 :�11 26 North Encourage infill residential as opportunities arise. Transition development and build connections to S Renton Neighborhood. Ensure multimodal street improvements on SW 7th St provide safe access for people walking and biking. Retain industrial zones, — but encourage higher intensity employment uses (R&D, etc.) Lind Ave Nodes Promote small nodes of redevelopment at key intersections along Lind Ave S. In the long-term, explore multimodal improvements to provide safer bike access. Hwy 405 SW Improve transit facilities to support transit riders'safety and comfort. Explore opportunity to encourage environmentally sensitive infill development that expands amenities for workers while addressing critical area and flood hazard issues. Ac soo i o0o i soo z000 h I I I I I SW Sunset Blvd t t I r Mixed -use residential opportuni around the transit center to be coordinated with planning for potential future light rail station. i r r r ' " Use utility i '.• corridor t Transition development to complement scale of S Renton neighborhood. �\ o =I expand space for people r walking and biking along S/SW Gra Way. dy Core Leverage new transit center to create a development hub that includes a mix of commercial and residential uses and amenities. N Public Spaces: Organize redevelopment south of S Grady Way £ around an east -west Main St that offers service -oriented retail options and promotes vibrant public life. K Multimodal Connections: Provide safe crossings over S Grady Way and Rainier Ave S, and create a new network of multimodal complete streets with redevelopment. Parks & Natural Areas: Utilize portions of the overhead utility corridor to provide a central park gathering space. Expand the buffer for Rolling Hills Creek to improve ecological functions and expand the buffer between redevelopment and 1-405. .111 r. 27 I Conceptual Alternatives Alternative 1 Adopted Subarea Plan CA: 50'-70' CA: 20-60 du/ac No Action CO: —180'* CO: 75-150 du/ac CD: 95' CD: 150 - 200 du/ac *per FAA height restrictions Alternative 2 Consider business 6-10 stories 150 du/ac Mid Rise - displacement mitigation Base height with Incentive Zoning incentives. Coordination height incentives for affordable of development across housing, and open site boundaries. space. Alternative 3 Consider business 10-18 stories 250 du/ac High Rise - displacement policy. Graduated heights Required Public Coordination of with fewer spaced towers up to airport Benefit development across site height limits. boundaries. 30% above max density for affordable bonus at 1:1 ratio. Increase max density bonus to 65% for affordable housing. Rely on MFTE reductions, and required affordable housing. 2 �D G CN-Commercial Neighborhood CA -Commercial Arterial CD -Center Downtown CO -Commercial Office IL -Industrial - Light IM-Industrial - Medium � •°"9st°" Ra Sw 3ra P� Q y o rn Q .r y i c S1v a u° 'O/ SW 7th St S 6th St �ay N iton Village PI 3-- :� N Q S5thSt ; N ■1�1 a U m w n _ 0 S rn t.� v SW 16th St ' • • �e`� vL w NLA a� LP \` 1 n N >! ir�.Tl3wr�t rTs.l 9th�StT 29 gEry10 Alternative 1: No Action ■ Alternative 1 assumes current plans and codes ■ No action will provide a benchmark for comparison with 'action' alternatives. ■ Affordable housing density bonus: 30% above max density for affordable bonus at 1:1 ratio ■ Structured parking is required for all residential development I Alternative 2: Mid -Rise Incentive Zoning ■ Alternative 2 would consider new standards that set minimum goals but incentivizes to achieve optimal subarea plan implementation ■ This alternative proposes a max height of -120' with a max density of 120 DU/AC ■ Affordable housing density bonus: increased to 65% above max density for affordable bonus at 1:1 ratio ■ Structured parking required for all residential but prohibited on ground floor along identified corridors. Consider incentives for parking reductions. OM r. 31 Alternative 3: High Rise - Required Public Benefit ■ Alternative 3 would allow maximum heights and densities but stipulate requirements to achieve the subarea plan vision ■ This alternative proposes a max height of 182' with a max density of 250 DU/AC ■ No affordable housing bonus. This alternative relies on MFTE and other fee reductions ■ Structured parking required for all residential but prohibited on ground floor along identified corridors. MR&; OM ^. 32 Changes Common to Alternatives 2 and 3 ■ Open Space: o Creation of Public Plazas o Implement green factor standards o Modify street tree standards ■ Transitional Standards o Limit podium height to 30' with a focus on ground -level transparency for commercial uses. o Develop defined standards for tower floor plates ■ Air Quality o Consider a 350' buffer for residential from 1-405 ■ Coordination of development across site boundaries QUESTIONS? .i'I o 34 Next Steps Scoping Comment Period Starts - August 11, 2022 E; Scoping Comment Period Ends -September 1, 2022 Y Scoping Summary and Synthesis -Early 2023 Draft EIS -Spring 2023 :m0 Agencies, affected tribes, and members of the public are invited to comment on the scope of the EIS. You may comment on alternatives, mitigation measures, probable significant adverse impacts, and licenses or other approvals that may be required. Comments are due by 5:00 pm on September 1, 2022. Email comments to Paul Hintz, phintz@rentonwa.goov. Include "Rainier/Grady Junction Planned Action" in the subject line. S? To comment by p hum., call (425)-430-7436 ... Send written M i,, l ic11Lb LU: rTPaul Hintz, Principal Planner City of Renton, Community and Economic Development, Long Range Planning 1055 Grady Way Renton, WA 98057 :m0 36 DUWAMISH TRIBE dxwd;)w?abs- August 25, 2022 Renton EIS Rainier/Grady Junction Planned Action Comments Archaeological Comments Thank you for the opportunity to review and comment. Based on the information provided and our understanding of the project and its APE, we would recommend an archaeological review performed where any development occurs within the scope of the planned action. This is in an area the Duwamish Tribe considers culturally significant and has a high probability to have unknown archaeological deposits, especially if excavation cuts below current fill. The downtown region of the City of Renton holds several known Duwamish precontact archaeological sites. The DAHP WISAARD website shows about 8 known sites within an approximate 1.6 mile radius in and around the subarea plan. If any archaeological work is performed, we request notification. An IDP should not be used in lieu of archaeological investigation. Cultural and archaeological resources are non- renewable and are best discovered prior to ground disturbance. Below are our rankings of the alternative plans and additional comments. Potential Alternatives Ranking Comments — (based on pages 4 & 5 of the draft EIS) Features Alt 1: No Action Alt 2: Mid Rise — Incentive Zoning Alt 3: High Rise — Required Public Benefit Subarea Goals and Objectives 0 0 1 Mixed Use Development Patterns 1 Height 0 1 0 Density Affordable Bonus 0 1 0 Health — air quality 0 1 1 Open Space, Landscaping & Stormwater 0 1 1 Potential investments in transportation 0 0 1 Core Area — New Streets 0 1 1 Process 0 1 1 Ranking Totals 0 7 6 Based on our ranking, the Duwamish Tribe strongly encourages potential alternatives features AIt2: Mid Rise — Incentive Zoning. Duwamish Tribal Services 14705 West Marginal Way SW, Seattle, WA 98106 1 206-431-1582 www.duwamishtribe.org Other Comments In addition, we recommend the following: I. Due to the proximity of the Black River, now the Black River Riparian Forest and Wetland, Lake Washington, and the Cedar River, we strongly request an impact study be conducted in these areas and in the planned action area on water quality, fish, birds, pollinators and wildlife prior to, during and post development. The Black River was a focal point for the Duwamish in terms of its access to fishing for salmon, its access to Lake Washington and the location of its village. Attempts should be made to preserve and improve these environments for the benefit of animal habitat as well as for the Renton population. 2. Strongly encourage that native plants be maintained and used for landscaping including tree canopy — not just potted vegetation. 3. To continue to conserve, restore and improve stream and creek water quality for our salmon, other fish, birds and wildlife during migration, mating and young rearing. Keeping these waterways free of pollutants and free of non-native plant species encourages native wildlife to inhabit the Renton area. We request only native plants be used in and around these waterways. Also, we support the following stated in Rainier Grady Subarea Plan_Adopted_Nov2021 document: 1. Encouragement of daycares in commercials spaces and support of vulnerable populations needing housing like seniors, large families and veterans. As an indigenous tribe we support multi -generations living near each other as well as those who have special needs. 2. Open spaces and urban designs with walkability for pedestrians, bike paths and those needing ADA access while using sustainable design approaches. 3. Encouragement of the diverse mix of economic sectors and encourage ethnically diverse businesses as well as BIPOC owners. 4. The need for landscape buffers (preferably with native plants only). Sincerely, Nancy Sackman Duwamish Cultural Preservation Committee Duwamish Tribal Services 14705 West Marginal Way SW, Seattle, WA 98106 1 206-431-1582 www.duwamishtribe.org THIS PAGE INTENTIONALLY BLANK. Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.5 ■ Appendices Natural Environment 5.2 Natural Environment 5-3 THIS PAGE INTENTIONALLY BLANK. City of Renton Parks and Trails Maps J J, h I J J j J.- _-j 1. 4 7� JI j j J- J _j Notes a] 1,023 0 512 1,023 Feet WGS-1 984—Web—Mercator—Auxiliary_Sphere Legend Trails Open Spaces Golf Course Parks J 1Jv J, j. i I �7 City a,-Re1Tfon* Finance & IT Division Information Technology - GIS This map is a user generated static output from an Internet mapping site and is for reference only. Data layers that appear on this map may or may not be RentonMapSupport@Rentonwa.gov accurate, current, or otherwise reliable. 7/15/2022 THIS MAP IS NOT TO BE USED FOR NAVIGATION Rainier/Grady Way Vicinity W01 - ^� F red c, kuyet Y� rr `\ 54'V ?ttl �i Q :' VMalnt.yrt Q c T E i V! tiJJ ti:'i lf,ll•: SI It SW 191h S1 Artl, y � V d .0 Q �{ Panlher Creek "C a 7� Q C 1^7/ r'I i tJ4111h1 .4 n �. ? 2 a _ m b C � `4 t} N r . •� !tyl S� �t sue' Liberty Park Rentor, a� `'/,o 4 I'l -- .1111 tit v I',rl Q V ,1r,r C E r,th til 12 3 Lk `} rr ti lilt �t Sam' C lu t D �yp'f r Rite L 4 rd Rr•nt„r, '� ,Lux r ' I55 I 'I. WIT, a . - 10 • f i ira ilot r _ T! a I! :-Ih `t 1 a 2/1 /2023 Environmental Factors with Archaeological Resources Results 1 - Survey Contingent Upon Project Parameters: Low Risk (Color: Brick Red) 2 - Survey Contingent Upon Project Parameters: Moderately Low Risk (Color: Burnt Orange) 3 - Survey Recommended: Moderate Risk (Color: Orange) 4 - Survey Highly Advised: High Risk (Color: Pale Yellow) 5 - Survey Highly Advised: Very High Risk (Color: Brightest Yellow/Canary Yellow) Cedjr River Puri Hrnbn �� We 1y t� � rn 1A111a N! ln7 F'I v ay -7 r ♦ �! l,,t� l'I l 1:18,056 0 0.13 0.25 0.5 mi � I � 0 0.23 0.45 0.9 km City of Renton, Bureau of Land Management, Esri Canada, Esri, HERE, Garmin, INCREMENT P, USGS, METI/NASA, EPA, USDA Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.5 ■ Appendices Transportation 5.3 Transportation 5-5 THIS PAGE INTENTIONALLY BLANK. Rainier/Grady Junction TOD Subarea Planned Action January 2024 • Draft EIS Ch.5 ■ Appendices Transportation a) Sound Transit 1-405 BRT Phase 2 Conceptual Engineering Plans, WSP, April 2020 5-6 THIS PAGE INTENTIONALLY BLANK. Mirr SOUNDTRANSIT CENTRAL PUGET SOUND REGIONAL TRANSIT AUTHORITY Nn 0 Z 0 LYNNWOOD S R-524 LYNNWOOD TC� .V SHORELINE BOTHELL SR-522 KINGSGATE P&R KIRKLAND SR-2 � O vZ CD �Q CD S R-520 BELLEVUE BELLEVUE TC 1-90 �o wZ U Q � J W a- 06 a �o Z Z 00 Z SR BURIEN TC 'S78 BURIEN p to N SEATAC CONTRACT LOCATION MAP 1-405 BRT EAST KING, SOUTH KING & SOUTH SNOHOMISH COUNTY RTA/AE 0054-17 PHASE 2 CONCEPTUAL ENGINEERING PLANS APRIL 10, 2020 PREPARED BY: X x % I ) Consultant Quality Control Form Originator/ApprovedNotes, Version kip Title ,...by byui =W] 0 AE 0054-17 1/29/2020 Adam Tristan Tate Chris Initial Issue 07.08 A-D Draft Mueller QC Wellander CE Plans, Cover Rob Gorman Sheet, Cross - QA Sections, Conceptual Plans 1 AE 0054-17 4/10/2020 Chetan Tristan Tate — Chris Issued as Final 07.08 A-D Draft Sharma QC Wellander CE Plans, Cover Rob Gorman Sheet, Cross - QA Sections, Conceptual Plans 2 AE 0054-17 4/14/2020 Peter Frank Adam Mueller Chris Revision to Final: 07.08 A-D Draft (Lin) - QC Wellander Changes to two CE Plans, Cover Rob Gorman ROW sheets Sheet, Cross - QA Sections, Conceptual Plans BURIEN TC STATION B01-CPP101 B01-CPP102 SR,yp9 B01-CPP103 ! �Cb h B02-CPP101 B02-CPP102 B02-CPP104 B02-CPP105 802-CPP103 B02-CPP106 TUKWILA INTERNATIONAL BLVD STATION 1-5 SOUTH RENTON TC o STATION cr B04-CPP101 S -16 B04-CPP103 B04-CPP102 o h CO II 0 BELLEVUE TC STATION B06-CPP102A & B06-CPP102B KINGSGATE PARK & RIDE I B05-CPP101 I-405 NE 44TH ST STATION (NOT IN CONTRACT, DELIVERED By wsDOT) NE 85TH ST STATION 605-CPP 102 /AI(17 IAI (`(1AITD­T f� LYNNWOOD TC STATION N Lo Q' v� B07-CPP103 B07-CPP101 SR-525 B07-CPP102 CANYON PARK STATION (NOT IN CONTRACT, DELIVERED BY WSDOT) BRICKYARD FREEWAY STATION Sn-S27 (NOT IN CONTRACT, DELIVERED BY WSDOT) BUS BASE NORTH (NOT IN PLAN SET, DELIVERED SEPARATELY) B06-CPP101 cy -e. N 1-405 / SR-522 TRANSIT HUB STATION 5000 2500 0 5000 10000 SCALE IN FEET DESIGNED BY: SCALE: DRAWING No.: " w 1 "=5000 I-405 BRT DRAWN BY: O FILENAME: BUR IEN TC TO LYNNWOOD TC G10-GZK001 PHASE 2 1405-G10-GZK001 CONCEPTUAL ENGINEERING PLANS LOCATION No.: w CHECKED BY: ? t�A CONTRACT ID: 1'RM�67�, SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: KEY PLAN No. DATE DSN CHK APP REVISION 4/10/2020 2 INDEX OF DRAWINGS SHT. No. DWG. No. I REV ITITLE SHT. No. IDWG. No. I REV ITITLE BOOK 1 GENERAL BELLEVUE 50 B05-GZK100 0 BELLEVUE KEY MAP / SUMMARY OF IMPROVEMENTS 1 G10-GZT001 0 COVER SHEET KEY PLAN INDEX OF DRAWINGS ABBREVIATIONS 51 B05-CPP101 0 BELLEVUE CIVIL PLANS 2 G10-GZKO01 0 52 B05-CPP102 0 BELLEVUE CIVIL PLANS 3 G10-GZ1101 0 53 B05-UCP101 0 BELLEVUE COMPOSITE UTILITY PLAN 4 G10-GZN101 0 54 B05-RMP101 0 BELLEVUE RIGHT-OF-WAY MONUMENTATION PLAN 5 G10-GZN102 0 GENERAL NOTES, SYMBOLS, & SYSTEMS INVENTORY 55 B05-RPP101 0 BELLEVUE RIGHT-OF-WAY PLAN 6 G10-GZN103 0 SYMBOLS 56 B05-ASP101 0 BELLEVUE TRANSIT CENTER PLATFORM PLANS 7 G10-ASD101 0 ARCHITECTURAL TYPICAL SHELTER SECTION 57 B05-ASP102 0 BELLEVUE TRANSIT CENTER PLATFORM PLANS 58 B05-ASP103 0 BELLEVUE TRANSIT CENTER PLATFORM PLANS BURIEN 8 B01-GZK100 0 BURIEN KEY MAP / SUMMARY OF IMPROVEMENTS 9 B01-CPP101 0 BURIEN CIVIL PLANS 10 B01-CPP102 0 BURIEN CIVIL PLANS 11 B01-CPP103 0 BURIEN CIVIL PLANS 12 B01-UCP101 0 BURIEN COMPOSITE UTILITY PLAN 13 B01-UCP102 0 BURIEN COMPOSITE UTILITY PLAN 14 B01-RMP101 0 BURIEN RIGHT-OF-WAY MONUMENTATION PLAN 15 B01-RPP101 0 BURIEN RIGHT-OF-WAY PLAN 16 B01-ASP101 0 BURIEN TRANSIT CENTER PLATFORM PLANS TOTEM LAKE STATION KINGSGATE PARK &RIDE 17 B01-ASP102 0 BURIEN TRANSIT CENTER PLATFORM PLANS 59 B06-GZK100 0 TOTEM LAKE STATION / KINGSGATE PARK & RIDE KEY MAP / SUMMARY OF IMPROVEMENTS 60 B06-CPP101 0 TOTEM LAKE STATION / KINGSGATE PARK & RIDE CIVIL PLANS (TOTEM LAKE STATION) 61 B06-CPP102A 0 TOTEM LAKE STATION / KINGSGATE PARK & RIDE CIVIL PLANS (KINGSGATE PARK & RIDE PHASE 1) 62 B06-CPP102B 0 TOTEM LAKE STATION / KINGSGATE PARK & RIDE CIVIL PLANS (KINGSGATE PARK & RIDE PHASE 2) 63 B06-UCP101 0 TOTEM LAKE STATION / KINGSGATE PARK & RIDE COMPOSITE UTILITY PLAN (TOTEM LAKE STATION) 64 B06-UCP102A 0 TOTEM LAKE STATION / KINGSGATE PARK & RIDE COMPOSITE UTILITY PLAN (KINGSGATE PARK & RIDE PHASE 1) 65 B06-UCP102B 0 TOTEM LAKE STATION / KINGSGATE PARK & RIDE COMPOSITE UTILITY PLAN (KINGSGATE PARK & RIDE PHASE 2) 66 B06-RMP101 0 TOTEM LAKE STATION / KINGSGATE PARK & RIDE RIGHT-OF-WAY MONUMENTATION PLAN (PHASE 1 & 2) 67 B06-RPP101A 0 TOTEM LAKE STATION / KINGSGATE PARK & RIDE RIGHT-OF-WAY PLAN (PHASE 1 68 B06-RPP101 B 0 TOTEM LAKE STATION / KINGSGATE PARK & RIDE RIGHT-OF-WAY PLAN PHASE 2 69 B06-ASP101 0 TOTEM LAKE / KINGSGATE PLATFORM PLANS 70 B06-ASP102 0 TOTEM LAKE / KINGSGATE PLATFORM PLANS TUKWILA INTERNATIONAL BLVD STATION 71 B06-ASP103 0 TOTEM LAKE / KINGSGATE PLATFORM PLANS 18 B02-GZK100 0 TUKWILA INTERNATIONAL BLVD STATION KEY MAP / SUMMARY OF IMPROVEMENTS 19 B02-CPP101 0 TUKWILA INTERNATIONAL BLVD STATION CIVIL PLANS 20 B02-CPP102 0 TUKWILA INTERNATIONAL BLVD STATION CIVIL PLANS 21 B02-CPP103 0 TUKWILA INTERNATIONAL BLVD STATION CIVIL PLANS 22 B02-CPP104 0 TUKWILA INTERNATIONAL BLVD STATION CIVIL PLANS 23 B02-CPP105 0 TUKWILA INTERNATIONAL BLVD STATION CIVIL PLANS 24 B02-CPP106 0 TUKWILA INTERNATIONAL BLVD STATION CIVIL PLANS 25 B02-CPX101 0 TUKWILA INTERNATIONAL BLVD STATION TYPICAL SECTIONS 26 B02-UCP101 0 TUKWILA INTERNATIONAL BLVD STATION COMPOSITE UTILITY PLAN LYNNWOOD 27 B02-UCP102 0 TUKWILA INTERNATIONAL BLVD STATION COMPOSITE UTILITY PLAN 28 B02-UCP103 0 TUKWILA INTERNATIONAL BLVD STATION COMPOSITE UTILITY PLAN 72 B07-GZK100 0 LYNNWOOD KEY MAP / SUMMARY OF IMPROVEMENTS 29 B02-UCP104 0 TUKWILA INTERNATIONAL BLVD STATION COMPOSITE UTILITY PLAN 75 B07-CPP103 0 LYNNWOOD CIVIL PLANS 30 B02-UCP105 0 TUKWILA INTERNATIONAL BLVD STATION COMPOSITE UTILITY PLAN 73 B07-CPP101 0 LYNNWOOD CIVIL PLANS 31 B02-UCP106 0 TUKWILA INTERNATIONAL BLVD STATION COMPOSITE UTILITY PLAN 74 B07-CPP102 0 LYNNWOOD CIVIL PLANS 32 B02-RMP101 0 TUKWILA INTERNATIONAL BLVD STATION RIGHT-OF-WAY MONUMENTATION PLAN 76 B07-UCP101 0 LYNNWOOD COMPOSITE UTILITY PLAN 33 B02-RPP101 0 TUKWILA INTERNATIONAL BLVD STATION RIGHT-OF-WAY PLAN 77 B07-UCP102 0 LYNNWOOD COMPOSITE UTILITY PLAN 34 B02-ASP101 0 TUKWILA INTERNATIONAL BLVD STATION PLATFORM PLANS 78 B07-UCP103 0 LYNNWOOD COMPOSITE UTILITY PLAN 35 B02-ASP102 0 TUKWILA INTERNATIONAL BLVD STATION PLATFORM PLANS 79 B07-RMP101 0 LYNNWOOD RIGHT -OF WAY MONUMENTATION PLAN 36 B02-ASP103 0 TUKWILA INTERNATIONAL BLVD STATION PLATFORM PLANS 80 B07-RMP102 0 LYNNWOOD RIGHT-OF-WAY MONUMENTATION PLAN 81 B07-RPP101 0 LYNNWOOD RIGHT-OF-WAY PLAN 82 B07-RPP102 0 LYNNWOOD RIGHT-OF-WAY PLAN 83 B07-ASP101 0 LYNNWOOD TRANSIT CENTER PLATFORM PLANS 84 B07-ASP102 0 LYNNWOOD TRANSIT CENTER PLATFORM PLANS SOUTH RENTON TRANSIT CENTER 85 B07-ASP103 0 LYNNWOOD TRANSIT CENTER PLATFORM PLANS 37 B04-GZK100 0 SOUTH RENTON TRANSIT CENTER KEY MAP / SUMMARY OF IMPROVEMENTS 38 B04-CPP101 0 SOUTH RENTON TRANSIT CENTER CIVIL PLANS 39 B04-CPP102 0 SOUTH RENTON TRANSIT CENTER CIVIL PLANS 40 B04-CPP103 0 SOUTH RENTON TRANSIT CENTER CIVIL PLANS 41 B04-UCP101 0 SOUTH RENTON TRANSIT CENTER COMPOSITE UTILITY PLAN 42 B04-UCP102 0 SOUTH RENTON TRANSIT CENTER COMPOSITE UTILITY PLAN 43 B04-UCP103 0 SOUTH RENTON TRANSIT CENTER COMPOSITE UTILITY PLAN 44 B04-UCP104 0 SOUTH RENTON TRANSIT CENTER COMPOSITE UTILITY PLAN 45 B04-RMP101 0 SOUTH RENTON TRANSIT CENTER RIGHT-OF-WAY MONUMENTATION PLAN 46 B04-RPP101 0 SOUTH RENTON TRANSIT CENTER RIGHT-OF-WAY PLAN 47 B04-ASP101 0 SOUTH RENTON TRANSIT CENTER PLATFORM PLANS 48 B04-ASP102 0 SOUTH RENTON TRANSIT CENTER PLATFORM PLANS 49 B04-ASP103 0 SOUTH RENTON TRANSIT CENTER PLATFORM PLANS DESIGNED BY: PHASE 2 I � W ? U LL U 1l9T SGUM7T/7167i� SCALE: NTS I-405 BRT BURIEN TC TO LYNNWOOD TC CONCEPTUAL ENGINEERING PLANS INDEX OF DRAWINGS DRAWING No.: G10-GZ1101 DRAWN BY: FILENAME: 1405-G10-GZ1100 LOCATION No.: CHECKED BY: CONTRACT ID: SHEET No.: REV: 3 APPROVED BY: I SUBMITTED BY: 1 DATE: REVIEWED BY: DATE: 1 DATE: 4/10/2020 No. I DATE JDSN CHK JAPP IREVISION ABBREVIATIONS AASHTO AMERICAN ASSOCIATION OF STATE CMH COMMUNICATIONS MANHOLE G GROUND, GAS M METER, MEDIUM LOADING, S SOUTH HIGHWAY AND TRANSPORTATION CMP CORRUGATED METAL PIPE G/L GRADE LINE, GROUND LINE M/L MAIN LINE S/W SIDEWALK OFFICIALS CND CONDUIT GND GROUND MATL MATERIAL SB SOUTHBOUND ABD ABANDONED, ABANDON CNTR CENTER,CENTERS GUY GUY LINE IVIED MEDIUM SCH SCHEDULE ABUT ABUTMENT CO CLEAN OUT, CARBON MONOXIDE GV GAS VALVE, GATE VALVE MI, MIN MINIMUM SD STORM DRAIN ABV ABOVE COB CITY OF BELLEVUE GW GUY WIRE MISC MISCELLANEOUS SDMH STORM DRAIN MANHOLE ACP ACCESS CONTROL PANEL, ASPHALT COL COLUMN MON MONUMENT SEG SEGMENT CONCRETE PAVEMENT, ASBESTOS COMB COMBINATION MP MILEPOST SHLD SHOULDER CEMENT PIPE CONC CONCRETE MPH MILES PER HOUR SPU SEATTLE PUBLIC UTILITIES ADD ADDENDUM,ADDENDA CONST CONSTRUCTION MTL METAL SQFT SQUARE FOOT, SQUARE FEET ADDL, ADD'L ADDITIONAL CONT CONTINUATION, CONTINUOUS, HDPE HIGH DENSITY POLYETHYLENE (PIPE) SQ IN SQUARE INCHES AFG ABOVE FINISHED GRADE CONTINUED HIGH DENSITY POLYETHELINE SR STATE ROUTE ABOVE FINISH GRADE COORD COORDINATE HH HANDHOLE SS SANITARY SEWER AGG AGGREGATE CS COMBINED SEWER HMA HOT MIX ASPHALT SSMH SANITARY SEWER MANHOLE AGGB AGGREGATE BASE CSBC CRUSHED SURFACING BASE COURSE HORIZ HORIZONTAL N NORTH, NEUTRAL ST SOUND TRANSIT AGGSB AGGREGATE SUB -BASE CT COMMUNITY TRANSIT HPT HIGH POINT N/A, NA NOT APPLICABLE STA STATION POINT, STATION, AHJ AUTHORITIES HAVING JURISDICTION CTR CENTER HT HEIGHT NAE NORTH AIRPORT EXPRESSWAY STATIONING AISC AMERICAN INSTITUTE OF STEEL CULV CULVERT HOT HIGH OCCUPANCY TOLL (SEE ETL) NB NORTHBOUND STL STEEL CONSTRUCTION CW CONTACT WIRE, COLD WATER HVAC HEATING, VENTILATING & AIR NE NORTHEAST SVC SERVICE AL, ALUM ALUMINUM CWA COUNTERWEIGHT ANCHOR CONDITIONING NIC NOT IN CONTRACT SW SIDEWALK, SOUTHWEST ANSI AMERICAN NATIONAL STANDARDS CWD CREOSOTED WOOD DUCT, CONDUIT HW HEADWALL NTS NOT TO SCALE SYS SYSTEM INSTITUTE CWFA CONTACT WIRE FIXED ANCHOR HWY HIGHWAY NO NUMBER APPROX APPROXIMATE CWR CONTINUOUS WELDED RAIL HYD HYDRANT AREMA AMERICAN RAILWAY ENGINEERING CWSA CONTACT WIRE SPRING ANCHOR AND MAINTENANCE -OF -WAY CWT COUNTERWEIGHT T TELEPHONE ASSOCIATION CXFU CONTROL FUSE - LV SIDE TBD TO BE DETERMINED ASPH ASPHALT CY CUBIC YARD O&M OPERATION AND MAINTENANCE TC TRANSIT CENTER ASTM AMERICAN SOCIETY FOR TESTING I INTERLOCK, INTERSTATE HIGHWAY, OD OUTSIDE DIAMETER TEMP TEMPERATURE, TEMPORARY AND MATERIALS IONIZATION DETECTOR OF OFFSET TIBS TUKWILA INTERNATIONAL BOULEVARD ATCH ATTACH IE INVERT ELEVATION OHB OVERHEAD BRIDGE STATION AUX AUXILIARY ILLUM ILLUMINATED OPNG OPENING TJB TRAFFIC JUNCTION BOX AVE AVENUE DB DIRECT BURIED IN INCH, INCHES OPP OPPOSITE TMH TELEPHONE MANHOLE AVG AVERAGE dB DECIBEL INC INCOMING, INCLUDE, INCLUDED OR OUTSIDE RADIUS TNC TRANSPORTATION NETWORK COMPANY DEL DELETE INCL INCLUDE, INCLUDING TOC TOP OF CONCRETE DEPT DEPARTMENT INFO INFORMATION TOD TRANSIT ORIENTED DEVELOPMENT DI DROP INLET, DRAINAGE INLET INT'L, INTL INTERNATIONAL TOG TOP OF GRADE DIA, 0 DIAMETER INV INVERT TORW TOP OF RETAINING WALL BAL BALANCE DIAG DIAGONAL INV EL INVERT ELEVATION P&R PARK & RIDE TOS TOP OF STEEL, TOP OF STRUCTURE BAT BUSINESS ACCESS AND TRANSIT DIM, (DIM) DIMENSION IR INSIDE RADIUS, IN -RUNNING (RIDING PL PROPERTY LINE TOV TOP OF VAULT BEG BEGINNING, BEGIN DIP DUCTILE IRON PIPE CONTACT WIRE) PC POINT OF CURVATURE TOW TOP OF WALL BL BASELINE, BUILDING LINE DIPL DUCTILE IRON PIPE (CEMENT LINED) IRG IRRIGATION PC CONC PRECAST CONCRETE TSP TRANSIT SIGNAL PRIORITY BLD, BLDG BUILDING DIPLMJ DUCTILE IRON PIPE (MECHANICAL PCCP PORTLAND CEMENT CONCRETE TV TELEVISION BLVD BOULEVARD JOINT) PAVEMENT TVM TICKET VENDING MACHINE BLW BELOW DIST DISTANCE PCF POUNDS PER CUBIC FOOT TYP TYPICAL BOC BACK OF CURB DR DOOR PD PLASTIC DUCT, CONDUIT BOT BOTTOM DRN DRAIN JB JUNCTION BOX POLYETHYLENE, PLAIN END, BOV BOTTOM OF VAULT DTL DETAIL JT JOINT PE PRELIMINARY ENGINEERING BR BRIDGE, BEARING DWG DRAWING PED PEDESTRIAN BRT BUS RAPID TRANSIT PERF PERFORATED U/C UNDER CONSTRUCTION BTM BOTTOM PERP PERPENDICULAR UG UNDERGRADE, UNDERGROUND BTWN BETWEEN PI POINT OF INTERSECTION OF TWO UTIL, UTL UTILITY BW BOTTOM OF WALL, BOTH WAYS K KIPS (THOUSAND POUNDS) TANGENTS, POINT OF E EAST MECHANICAL INTERLOCK, KIP INTERSECTION E/P EDGE OF PAVEMENT THOUSAND (1000) PITO POINT OF INTERSECTION OF E/S EDGE OF SHOULDER KCM KING COUNTY METRO TURNOUT CABS COMPOST AMENDED BIOFILTRATION EA EACH PKWY PARKWAY VAR VARIABLE SWALE Ea SUPERELEVATION IN INCHES PROJ PROJECTION CS COMBINED SEWER EB EASTBOUND PROP PROPOSED CL CENTERLINE EG EXISTING GRADE PSE PUGET SOUND ENERGY CL TO CL CENTERLINE TO CENTERLINE EJ EXPANSION JOINT L LEFT, LINED, LINING PSF POUNDS PER SQUARE FOOT C CONDUIT, CLOSE, CENTERLINE, EL ELEVATION LT LEFT TURN PSI POUNDS PER SQUARE INCH W WATER, WEST CELSIUS, CENTIGRADE, CEILING ELEV ELEVATOR, ELEVATION L.T. LONGITUDINAL PT POINT OF CHANGE FROM, POINT OF WA WASHINGTON STATE C&C CUT -AND -COVER ENGR ENGINEER LAV LAVATORY TANGENT, POCKET TRACK, WB WESTBOUND C&G CURB AND GUTTER ENTR ENTRANCE LB POUNDS PVC POLYVINYL CHLORIDE (PIPE) W, W/ WITH C/L CURB LINE EOL END OF LINE LB/FT POUNDS PER FOOT POINT OF VERTICAL CURVE W/O WITHOUT CANT CANTILEVER EOP END OF PLATFORM, LBF POUNDS FORCE WID WIDTH CCP CEMENT CONCRETE PAVEMENT EDGE OF PAVEMENT LF LINEAR FOOT, FEET WM WATER METER CCTV CLOSED CIRCUIT TELEVISION EQPT EQUIPMENT LG LONG, LENGTH WMH WATER MANHOLE CCW COUNTER CLOCKWISE ESC ESCALATOR LIN LINEAR R RADIUS WSDOT WASHINGTON STATE DEPARTMENT CDF CONTROLLED DENSITY FILL ESL ELECTRIC STREET LIGHT LJT LONGITUDINAL JOINT RC REINFORCED CONCRETE OF TRANSPORTATION CE CONSTRUCTION EASEMENT, ESMT EASEMENT ILL LIVE LOAD REF REFERENCE CLEARANCE ENVELOPE ETL ELECTRONIC TOOL LANES LOP LIMIT OF PAVEMENT READ REQUIRED CED CONCRETE ENCASED DUCTBANK EX, EXIST EXISTING LRT LIGHT RAIL TRANSIT REV REVISED CEM CEMENT LTG LIGHTING ROW, R/W RIGHT-OF-WAY X-SECT CROSS SECTION CF CUBIC FEET LVC LENGTH OF VERTICAL CURVE, RR RAILROAD CG CLEARING & GRUBBING, (PVC TO PVT) RT RIGHT TURN CONCRETE GUTTER F'c 28 DAY CONCRETE STRENGTH LVL LEVEL RW RETAINING WALL CHGR CHARGER FCN FARE COLLECTION NETWORK CHK CHECK FDN FOUNDATION # NUMBER CIPC CAST -IN -PLACE CONCRETE FG FINISHED GRADE & AND CIV CIVIL FH FIRE HYDRANT @ AT CJ CONTROL JOINT FL FLOW LINE, FLANGE CJP COMPLETE JOINT PENETRATION FOC FACE OF CURB CK CREEK FT FEET, FOOT CLF CHAIN LINK FENCE CLR CLEARANCE,CLEAR CM CONSTRUCTION MANAGEMENT DESIGNED BY: I PHASE 2 " a � ? a U LL t')iAI1w SCALE: NTS I-405 BRT BURIEN TC TO LYNNWOOD TC CONCEPTUAL ENGINEERING PLANS ABBREVIATIONS DRAWING No.: G10-GZN101 DRAWN BY: FILENAME: 1405-G10-GZN100 LOCATION No.: CHECKED BY: CONTRACT ID: SHEET No.: REV: 4 APPROVED BY: SUBMITTED BY: I DATE: REVIEWED BY: DATE: 1 DATE: 1 4/10/2020 No. DATE IDSN ICHK IAPP IREVISION 1-405 BRT SYSTEMS INVENTORY SYMBOLS summ tC tVpRA WON PtxfoN NE "ISINEIT N,Ltr#A TC Nt q`STAT)CM tOTtYLAO 1R10 Aft IAA 322IIIANW CANYON rARK LYNN'MO0O STA71011 IITTERNATIOIAL IC STATION STATION STATION STATIOY PIIEE111AY STATION KAD STAIM STATION STATION ELEVATION ELEVATION BLVD STATION K610NTOATE PER DESIGNATION DESIGNATION TICKETy9pK, ELEVATION TITLE X (LETTER) (LETTER) - 2 rwv j TVM 2 TVM t rAl 2 rrV j Tw A � 2 T.N 2 Tw IIACMMESIORCA ' 'V11 2 OKA 2 row I rdw SCALE: XX RE/OERS READERS N OIRCA READERS 4ORCA READERS A CIRCA READERS 2 ORICA READERS A ORCA READERS �� A OFNCA WADERS A CIRCA READERS 6 DRCA FIEJIDERS 2 OKA READERS X PER STAr*O) cm A CAMERAS A CAMERAS DRAWING NUMBER OF � SHEET WHERE THE 3CJ6NEiI/�4 jCAAERA$ _ DRAWING NUMBER OF SHEET 1CAAfRM ASSQCIATTD 1 (;AAf RA 0 F rAs 1 ONFOR(2 13 FOR TIA16 2 CJwFRIlS I CAIERA 1 CAAERAS j CAMERAS FOR rAA 1 FOR ? CAtAFRiS (?FOR TwS 1 1CAW RA ELEVATION IS SHOWN INDICATING WHERE THE IM!" -1� 6 PED ITOR TVMII P EDdtIDUE} t FOR PIED (FOR T`AISy (FOR T11Y4 dal TVA16� COI TVA167 P(D111>DGE1 (FOR TYNbj iOR PED (PION 11A� ELEVATION IS CUT FROM WWA $"� �OCE1 1 P11 ON 110lNTED FASSIENIiER I PYLON 2 PYLON 2onall 1 PYLON WOUMTED 2�YLCN ELEVATION DRAWING NUMBER OF SHEET 1fORW T1Ol S1C>ilb 1101A11EC 2 PYLON AbUN1ED NIpU1FTED A CANOPY IIOIJAITED A MOUNTED 2 PYLONMbUNTED 2PYLCN YOLNTED MOUNTED 1 PYLON MIOUNTf" DESIGNATION WHERE THE ELEVATION IS SHOWN `DUAV'Ir11SAmKR !CANOPY 4CANOPYWOIAWD 4CAN3PY 4CANOPY MIOUI1IED MOWED AC/►INOPY ACAAIOPYNA04ANTE0 ICJVNOPYMIOIIITEp AC/VIOPY lu,1�M�x,�n: ELEVATION TITLE X (LETTER) (DASH IF ON SAME SHEET ONLY) ELEVATION SICK FACE NONAITEC TED WOLINTED SCALE: TRAIN► INCi1K • !luf" 1C • RAINER AYE • 1 A06 E rl • NE 6" ST 6 I• • I AM E TL • 1 AOS E rL • 140S E TL RA1PS • ► M E Tl • 11b" Sr Sw 6 y PNICRftY & S* 140" S 6 GRADY RANNPS 6 NE 45 E TL RAW$ 6 NE RAMPS & NE 6 9R su RAWS & AVE w N Il R$f Cr*4 t#a0N ST WAY 14'' ST- R ANNPS 16" ST- IA'' ST (w60DTr PER • I%- Sr SMI16 A: ELEVATION CUT ON WAY REQIfE I&%% 1 • so 1AF"ST • RANER AVE • NE 6" ST 6 CONA1ECr011 AVE IN THE SAME SHEET ONLY MKODFEOTV &IrAlfS S&KAII" iinAVE "I (SDOTY • 196"SrSW6u WRASTRIXTI)IF SEE . SR $I$ 6 ER AVE SW • • NE 6" ST 6 1T^ AW SE AVE IN GENERAL NDTE 6) 506 SR • RANIIER AVE liD-AVE NE 6 2w-ST SE • x0- Sr SW 6 N SECTION PAWS S 6 S 7" ST AVE IN DESIGNATION • 9RS/66st V"kASE . 200"srSW6AE^ SECTION X (LETTER) 10011EOF 6220 'S1 AVE IN SECTION RAfIP E C�OrI' • A6'* A'rE N 6 SCALE: XX DESIGNATION 7( LYNINNOOO IC XX (LETTER) It YNNINO 0 DRAWING NUMBER OF SHEET WHERE THE . TOOP000 1) • rw 04%m • 16D (A." 4. TTFD0ILA,SE . 18D (PNASE 3 • TSD ft" • TUO (PW-% 20 • tWf%M( n • T90 MK44K • rW f1WSE 31 TRAFRC S GkAL . T� ID►Yl SECTION IS SHOWN DRAWING NUMBER OF X NFTRiILEFI5A;A111E1 n � � A n SHEET INDICATING WHERE THE SECTION IS CUT FROM CONINILNAA CA?IONS �FiKAIATES FiKRLAT(RLSTO FKALATEWIL$10 FIKRLATERAS FIOREA10 LATK,S ip[AU►1EAAL$ FNIEALAIEAALSTOI( FRMTTfRASTO FEALATERAS FI8ERLA1lwT0 FI_KRMTERAN$ TO FWR TRI" F1ER TRlW L/1E TO Fit IN= FW1 TRUNK 111E TO FISER TRIM( FEER TM.W U E TO FEI TKW FeER TR" LINE FIER TRUNK LINE TO FSER TRLN( FIER TRW( LINE SECTION LPG ' 1� UK LOK DESIGNATION SECTION TITLE X (LETTER) SIAI)ONWCTR" DRAWING NUMBER OF SHEET ♦tiAOMTS, SW-:)-:S 41 41 41 SCALE: - WHERE THE SECTION IS SHOWN CONDUM (DASH IF ON SAME SHEET ONLY) SECTION CUT ON THE NEW TRAFFIC SIGNAL. IF SIGNAL IS TO BE CONSTRUCTED BY A DIFFERENT PROJECT OR AGENCY, PROJECT OR AGENCY SPECIFIED ABOVE _j " TSP ONLY NEEDED IF ROUNDABOUT REPLACED BY TRAFFIC SIGNAL IN WSDOT DESIGN SAME SHEET ONLY "' CAMERAS ASSOCIATED WITH PARKING GARAGES & STATION VULNERABILITY ASSESSMENT TBD 1. SEVERAL STATIONS (LISTED BELOW, SOUTH TO NORTH) NOT INCLUDED IN THIS CONTRACT & WILL BE DELIVERED SEPARATELY BY WSDOT. CIVIL & COMPOSITE UTILITY PLANS HAVE NOT BEEN CREATED AT THESE STATIONS. ARCHITECTURAL PLANS FOR THESE STATIONS ARE NOT INCLUDED IN THIS SET, BUT HAVE BEEN DEVELOPED SEPARATELY. A. NE 44TH ST STATION B. NE 85TH ST STATION C. BRICKYARD FREEWAY STATION D. 1-405 / SR522 TRANSIT HUB STATION E. CANYON PARK STATION 2. BUS BASE NORTH NOT SHOWN IN PLAN SET. PLANS HAVE BEEN DEVELOPED SEPARATELY & WILL BE PROVIDED TO ST IN A PREDESIGN REPORT. 3. PROJECT ELEMENTS WHICH WILL BE DELIVERED BY LOCAL JURISDICTIONS ARE NOT SHOWN IN THESE PLANS. THESE INCLUDE A QUEUE JUMP AT NE 85TH ST & 6TH ST IN KIRKLAND AND A PEDESTRIAN/BICYCLE CONNECTION BETWEEN DOWNTOWN KIRKLAND & THE NE 85TH ST BRT STATION. ASSOCIATED CONCEPTUAL DESIGNS & COST ESTIMATES PROVIDED TO ST SEPARATELY. 4. ST IS CONSIDERING THE ADDITION OF A BRT QUEUE JUMP AT THE INTERSECTION OF 196TH ST SW & 36TH AVE W IN LYNNWOOD. CONCEPTUAL DESIGNS HAVE BEEN PROVIDED TO ST SEPARATELY. QUEUE JUMP IS NOT SHOWN IN THESE PLANS. 5. INTERSECTIONS WITH PROPOSED TSP WITHIN THE LIMITS OF CIVIL SHEETS ARE CALLED OUT ACCORDINGLY ON THE APPLICABLE SHEET. ALL INTERSECTIONS WITH PROPOSED TSP ARE LISTED IN THE SYSTEMS INVENTORY TABLE ON THIS SHEET. 6. TSP INTERSECTIONS IDENTIFIED ARE DESIRED LOCATIONS, AND DO NOT TAKE INTO ACCOUNT EXISTING TSP INFRASTRUCTURE COMPATIBILITY. 405 BRT CORRIDOR IS ROUTED THROUGH MULTIPLE JURISDICTIONS WITH DIFFERENT EXISTING SYSTEMS. EXISTING SIGNAL INFRASTRUCTURE MAY NEED TO BE MODIFIED OR REPLACED TO ACCOMMODATE TSP. TSP COMPATIBILITY AND DESIGN WILL CONTINUE TO BE DEVELOPED AT A LATER STAGE. 7. ALL EXISTING CONDITIONS IN PLANS ARE PER AERIAL SURVEY UNLESS OTHERWISE STATED ON APPROPRIATE PLAN SHEET. 8. DESIGNS ON WSDOT ROW SUBJECT TO CHANGE PENDING WSDOT COORDINATION & APPROVAL. 9. DESIGNS ON LOCAL AGENCY PROPERTIES ARE SUBJECT TO CHANGE PENDING AGENCY COORDINATION & APPROVAL. GENERAL NOTES 10. PROPERTY LINES SHOWN ARE PER GIS AND NOT SURVEYED. 11. WSDOT LIMITED ACCESS ROW LINES SHOWN ARE PER WSDOT ASBUILTS & GIS PROPERTY LINES. 12. WSDOT MILEPOSTS SHOWN ARE ACCUMULATED ROUTE MILEAGE (ARM) MILEPOSTS, NOT STATE ROUTE MILEPOSTS (SRMP). 13. ROADWAY WIDTHS ARE GIVEN TO FACE OF CURB AND SIDEWALK/PLANTER WIDTHS ARE GIVEN TO BACK OF CURB. BRT STATION WIDTHS ARE GIVEN TO FACE OF CURB. 14. CURB HEIGHTS ARE 6" UNLESS OTHERWISE NOTED. BRT STATION PLATFORM CURB HEIGHTS ARE 9" UNLESS OTHERWISE NOTED. 15. PROPOSED GUARDRAIL LOCATIONS ARE NOT CURRENTLY SHOWN. THEY WILL BE IDENTIFIED AT A LATER STAGE IN DESIGN. 16. PROPOSED CLEARING/GRUBBING & GRADING LIMITS INCORPORATE ASSUMED CONSTRUCTION STAGING AREAS. THESE STAGING AREAS WILL BE REFINED AT A LATER STAGE IN DESIGN. 17. PROPOSED UTILITY CONSTRUCTION OR RELOCATIONS ARE NOT CURRENTLY SHOWN. THEY WILL BE IDENTIFIED AT A LATER STAGE IN DESIGN. COMPOSITE UTILITY PLAN IDENTIFIES POTENTIAL UTILITY CONFLICTS AT THIS STAGE. 18. SYSTEMS INVENTORY IS FOR 405 CORRIDOR ELEMENTS ONLY. SYSTEMS INVENTORY FOR BUS BASE NORTH (INCLUDING THE FLEET), 522 CORRIDOR, & HEADQUARTERS ARE INCLUDED IN 1-405 CORRIDOR NEEDS ASSESSMENT & PRELIMINARY SYSTEMS CONCEPT TECHNICAL MEMORANDUM, PROVIDED SEPARATELY TO ST. 19. ALL EXISTING UTILITY INFORMATION DEPICTED AT "QUALITY LEVEL D" UNLESS OTHERWISE NOTED. QUALITY LEVELS EXPLAINED BELOW 19.1. UTILITY QUALITY LEVEL A: PRECISE HORIZONTAL & VERTICAL LOCATION OF UTILITIES OBTAINED BY THE ACTUAL EXPOSURE OR VERIFICATION OF PREVIOUSLY EXPOSED AND SURVEYED UTILITIES AND SUBSURFACE MEASUREMENT OF SUBSURFACE UTILITIES, USUALLY AT A SPECIFIC POINT. MINIMALLY INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL FOR UTILITY DAMAGE. A PRECISE HORIZONTAL & VERTICAL LOCATION, AS WELL AS OTHER UTILITY ATTRIBUTES, IS SHOWN ON PLAN DOCUMENTS. ACCURACY IS TYPICALLY SET TO 15-MM VERTICAL AND TO APPLICABLE HORIZONTAL SURVEY & MAPPING ACCURACY AS DEFINED OR EXPECTED BY THE PROJECT OWNER. BY I PHASE 2 APPROVED BY: I ISUBMITTED BY: 19.2. UTILITY QUALITY LEVEL B: INFORMATION OBTAINED THROUGH THE APPLICATION OF APPROXIMATE SURFACE GEOPHYSICAL METHODS TO DETERMINE THE EXISTENCE AND APPROXIMATE HORIZONTAL POSITION OF SUBSURFACE UTILITIES. QUALITY LEVEL B DATA SHOULD BE REPRODUCIBLE BY SURFACE GEOPHYSICS AT ANY POINT OF THE DEPICTION. THIS INFORMATION IS SURVEYED TO APPLICABLE TOLERANCES DEFINED BY THE PROJECT AND REDUCED ONTO PLAN DOCUMENTS. 19.3. UTILITY QUALITY LEVEL C: INFORMATION OBTAINED BY SURVEYING AND PLOTTING VISIBLE ABOVE -GROUND UTILITY FEATURES AND BY USING PROFESSIONAL JUDGEMENT IN CORRELATING THIS INFORMATION TO QUALITY LEVEL D INFORMATION. 19.4. UTILITY QUALITY LEVEL D: INFORMATION DERIVED FROM EXISTING RECORDS OR ORAL RECOLLECTIONS. DATUM DATUM NAVD '88 NAVD 88 DATUM ALL DIMENSIONS SHOWN IN FEET UNLESS OTHERWISE DESIGNATED. JTWO DAYS BEFORE YOU DIG CALL 1-800-424-5555 1. SEE EACH DISCIPLINES GENERAL SHEET FOR ADDITIONAL INFORMATION. 2. UTILITY LOCATES CALL 811 MINIMUM 2 AND MAXIMUM 10 BUSINESS DAYS BEFORE YOU DIG. DETAIL DESIGNATION DETAIL DETAIL TITLE # (NUMBER) DESIGNATION (NUMBER) SCALE: XX DRAWING NUMBER OF XX_ _ DRAWING NUMBER OF # SHEET WHERE THE SHEET INDICATING WHERE DETAIL IS SHOWN THE DETAIL IS FROM r----� I I DETAIL DESIGNATION DETAIL TITLE # (NUMBER) SCALE: DASH IF FROM SAME SHEET ONLY DRAWING NUMBER OF SHEET WHERE THE DETAIL IS SHOWN (DASH IF ON SAME SHEET ONLY) PROPOSED EXIST ELEV ELEV OR PGL (T/LR) I r� EQNBK= EB 000+00 N EQNAHD= EB 000+00 N o f� N TYPICAL STATION EQUATION INFORMATION N EB 000+00 TYPICAL PROFILE ELEVATION DATA STATION EQUATION N NORTH ARROW SYMBOLS # # 0 # # SCALE IN FEET SCALE BAR (SCALE AS NOTED ON SHEET) NTS I-405 BRT a Q BURIEN TIC TO LYNNWOOD TIC G10-GZN102 N J FILENAME: 1405-G10-GZN100 CONCEPTUAL ENGINEERING PLANS LOCATIONNo.: Z u CONTRACT ID: �TfAI1 T GENERAL NOTES, SYMBOLS, SHEET No.: REV BY: I DATE: & SYSTEMS INVENTORY 5 0 DATE 4/10/2020 SYMBOLS EXISTING PROPOSED EXISTING PROPOSED EXISTING UTILITY LINE PROPOSED EXISTING PROPOSED FACILITY TO ABANDON /f-- /f-��--f� ® JUNCTION BOX TYPE I m -----c CABLE TV UNDERGROUND EXIST GRADE LINE FACILITY TO REMOVE 0 JUNCTION BOX TYPE II p ---- Oc CABLE TV OVERHEAD SOUND WALL NW — TRAFFIC SIGNAL POLE 01110— 0 JUNCTION BOX TYPE VIII p -----E ELECTRIC UNDERGROUND RETAINING WALL • m = SIGNAL JUNCTION BOX (Tj TYPE 1, PS, OR PEDESTRIAN i ----EFO ELECTRIC/FIBER OPTIC UNDERGROUND TRACK WALL Tw TW TRAFFIC SIGNAL POLE WITH LUMINAIRE C11110- PUSHBUTTON POLE ----oE----OE- ELECTRIC OVERHEAD -x FENCE —x x— � JUNCTION BOX OR PULL BOX p µ> PEDESTRIAN SIGNAL HEAD - ---OEc ELECTRIC/CABLE TV OVERHEAD SAW CUT - - - - - - - - - - - 0A CAMERA RAILROAD CROSSING GATE ---- ET---- ET- ELECTRIC/TELEPHONE XXX- — - MAJOR CONTOUR XXX © CABLE VAULT\INFORMATION rce SIGNAL CONTROLLER CABINET ----OET ELECTRIC/TELEPHONE OVERHEAD - ---- MINOR CONTOUR ITS TECHNOLOGY SERVICES ® SERVICE CABINET -----OETC— ELECTRIC/TELEPHONE/CABLE OVERHEAD GRADE BREAK 0--* DOUBLE LUMINAIRE o E # COUPLING -----OEFO— ELECTRIC/FIBER OPTIC OVERHEAD GUARD RAIL o GUARD POST w 4 BLOW -OFF VALVE T ---- Fo FIBER OPTIC CONTRACTOR WORKING LIMITS --- ® JUNCTION BOX m OCS POLE FOUNDATION O ---- CFO— CABLE/FIBER OPTIC TOP OF CUT C T STANDPIPE WITH HOSE VALVE T OCS DOWN GUY FOUNDATION C ----TCFO TELEPHONE/CABLE/FIBER OPTIC TOE OF FILL P r] OR ® WATER METER a .---TFO TELEPHONE/FIBER OPTIC DITCH - QW WATER MANHOLE OW --- TC---- TC- TELEPHONE/CABLE TV CURB THRUST BLOCK -----c GAS CLEARING AND GRUBBING LIMITS ............................... . WSDOT SYMBOLS .-OP_---OP- OIL PIPELINE GRADING EXTENTS 2 OR -6- FIRE HYDRANT * OR * *, ---- SS SANITARY SEWER CONSTRUCTION FENCE, OR FIRE DEPARTMENT CONNECTION A. VMS/LED CABINET SANITARY SEWER FORCE MAIN CONSTRUCTION NOISE WALL 0 3t BUTTERFLY VALVE, M.J. 7fC �}__====y�=====_p VARIABLE MESSAGE SIGN ----STE STEAM WALL RAILING - EMPTY CASING (CAPPED) [ _ ;4 . ADVANCED WARNING SIGN ---- sD STORM DRAIN SD CONCRETE BARRIER POST INDICATOR VALVE x :i: y CONTROLLER CABINET -- cs COMBINED SEWER m WATER VALVE N (RAMP METER OR DATA STATION) co STORM DRAIN CLEAN OUT • - - - - - T— TELEPHONE CAPPED PIPE/PLUG CCTV CONTROLLER CABINET ---- OT---- or- TELEPHONE OVERHEAD PERVIOUS GROUND w w w w �f WATER BLOWOFF VALVE Bae COMMUNICATIONS HUB ----OFo FIBER OPTIC OVERHEAD /C IRRIGATION CONTROL VALVE /C Bgp ITS CABLE VAULT -----w WATER m GAS VALVE rJM INDUCTION LOOP VEHICLE DETECTOR (TYPE R1) UNDERGROUND UTILITIES W/ A DIAMETER OR WIDTH 24" & GREATER CHANNELIZATION I] PAD MOUNTED TRANSFORMER Q 4 TRAFFIC CONTROLL GATE 24' E ® OR© ELECTRIC VAULT EV ry TYPE 1 JUNCTION BOX _ — — - — — — — - ELECTRIC DUCT BANK LANE LINE EMH OR OE ELECTRIC MANHOLE EMH �y TYPE 3 JUNCTION BOX - 24" C — - GAS DROP LANE LINE — — — — — — — EM ❑ ELECTRIC METER EM ❑ NEMA4XJUNCTION BOX _ — 24" — — — = SANITARY SEWER SOLID LANE LINE - — — CROSSWALK _ o UTILITY POLE t ra TYPE 6 JUNCTION BOX 24" SD �' -_ —_ -_ STORM DRAIN STOP BAR — UTILITY POLE ANCHOR F �I� NEMA 7 JUNCTION BOX 24' �S 4— 9 OR-* UTILITY POLE W/ LIGHT -0-0 OR OR o JUNCTION BOX TYPE A — — — — — — COMBINED SEWER 24' W THRU LANE ARROW GUY POLE W/ANCHOR }—� �gF, JUNCTION BOX TYPE B - — — — — - WATER o TELEPHONE RISER ■ Bill SUA ELECTRIC SERVICE SERVICE CABINET ( ) —T�' W X 2' D OB)— TELEPHONE DUCT BANK — — — — — — LEFT TURN ARROW © UTILITY VAULT ur MOTORIST AID TELEPHONE T&fn_(2 W X 2' D DB1 - — — — — - TELEPHONE/FIBER OPTIC DUCT BANK FNR UNKNOWN VAULT r j> -�-ti LIGHT STANDARD, 2-ARM, METAL 24• Qr TELEPHONE MANHOLE (D LIGHT STANDARD, SINGLE ARM, METAL — — — — - CONCRETE CULVERT RIGHT TURN ARROW © CABLE TV MANHOLE © -,kl 24" S7E STEAM FIBER OPTIC MANHOLE X HIGH MAST LIGHT STANDARD, 4 ARMS, METAL THRU/RIGHT TURN ARROW Ti RIGHT OF WAY SYMBOLS ® ® 0 TELEPHONE VAULT TT� LANE MERGE ARROW Fo 1 FIBER OPTIC VAULT PO A HIGH MAST LIGHT STANDARD, 3 ARMS, METAL EXISTING RIGHT-OF-WAY LINE © CABLE TV VAULT © i �' ITS PULL BOX OLT EXISTING PROPERTY/LOT LINE "BUS ONLY" LEGEND rS TEST STATION rs MODIFIED TYPE 2 INDUCTION LOOP 731 OR ® TRAFFIC CABINET TC EdOR m VEHICLE DETECTOR SECTION LINE — --- ---- ----- PAVING ® TRAFFIC CONTROLLER m 4 ELECTRONIC SIGN EXISTING CENTERLINE — ® TRAFFIC VAULT 0 �T' TRANSFORMER CABINET �� EXISTING EASEMENT LINE -------------------------------- m TRAFFIC SIGNAL/CONTROLLER UNDERGROUND mS UNDERDECK LUMINAIRE CONCRETE PAVEMENT 000 SAN. SEWER CLEAN OUT 9Co ® HAIRS CONTROLLER CABINET WSDOT LIMITED ACCESS LINE !!!! !!!! Q SAN. SEWER MANHOLE 0 -0 GUY POLE W/ ANCHOR WSDOT MILE POST MP XX i i i i i ASPHALT PAVEMENT (FULL DEPTH) ❑ STORM DRAIN CATCH BASIN rn TYPE 2 INDUCTION LOOP VEHICLE DETECTOR EXISTING ORDINARY HIGH WATER MARK OHWM �� STORM DRAIN CULVERT ,� �n OVERHEAD CHANGEABLE MESSAGE SIGN (CMS) AXX AXX ® STORM DRAIN MANHOLE TYPE 2 JUNCTION BOX EXISTING WETLAND BOUNDARY � — — f ASPHALT OVERLAY ` CONCRETE ¢�c. TYPE 1 SIGNAL STANDARD WITH SIGNAL HEADS EXISTING WETLAND BUFFER - - - - - - - - - - - - - - - - ® POTHOLE CCTV CAMERA CONCRETE SIDEWALK FD_Cj DOUBLE DETECTOR CHECK VALVE DC •-4-5 TYPE 2 SIGNAL POLE WITH 2 SIGNALS EXISTING WETLAND ® DETENTION POND/VAULT WATER QUALITY FACILITY DESIGNED BY: PHASE 2 " a � ? a U � DWI ■ 17W�67�� SCALE: NTS I-405 BRT BURIEN TC TO LYNNWOOD TC CONCEPTUAL ENGINEERING PLANS SYMBOLS DRAWING No.: G10-GZN103 DRAWN BY: FILENAME: 1405-G10-GZN100 LOCATION No.: CHECKED BY: CONTRACT ID: SHEET No.: REV: 6 APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: 4/10/2020 No. DATE DSN CHK APP REVISION G No. IDATE REVISION DESIGNED BY: DRAWN BY: BW/CD/JSP CHECKED BY: KGT APPROVED BY: 16' -10" TOP OF PYLON 10' - S' BOTTOM OF BEAM B 9' - 6" BOTTOM OF BEAM A 6' - W CLEAR HEIGHT TO SIGNAGE TACTILE WARNING STRIP V - 0" TOP OF PLATFORM /� -0' - 9" ROADWAY PNAgE 2 %%%% SUBMITTED BY: AM 9'-4" OVERALL SHELTER WIDTH PYLON & SIGNAGE (BEYOND) SHELTERCANOPY STATION NAME SIGN �� •� ART PANEL, TBD sue'- REAL TIME SIGN 1 TYPICAL SHELTER SECTION - BIG STRIDE 3/4" = 1'-0" AS NOTED P VOT ¢ W U FILENAME: • Z N CONTRACTID: LL SOUNDTRANS'T REVIEWED BY: DATE: DATE: 04/10/2020 JDSCREEN IDSCREEN LEANING RAIL BARRIER (WHERE APPLICABLE) STATION AMENITIES DRAINAGE TROUGH 1-405 BRT DRAWING BURIEN TIC TO LYNNWOOD TIC G10-A G10-ASD101 CONCEPTUAL ENGINEERING PLANS LOCATION No.: ARCHITECTURE TYPICAL SHELTER SECTION SHEET No.: REV: 7 i I I I I I I I 1 11 1 1 %� l I I I I I I J l 1 1 1 II III I I I I I I III Itj l � /� i \ II III III III III IIIII�I z IIIIn� I I I I I I I I I I I I I I I I 'm-�--� nT r--�-T L-- I I I I I I I �j---�_I -� i LLI T GIIl WORK SW T 8TH ST A--j I T I I-FT777i I I ,i-1 n� I u I -T-T� L CAE E I �� r TT �'1I r L I C I I I' I�I 11LL� �I III II �11I LJ--J LJ—J L Tm � T I III \ I I IIII I I I I I I I I IIII I III I� E� I 1111111 IIII I L ������II IIII I III I I II j 10 I I I��I I I I I III ul 11 I-f--T TT I I I I I I I 1 1 1 1 1 11 1- IIII I �, •• 11■IIII ■ DRAWN BY: PHASE 2 II I I L L-LL-LJ H II 11171 1 --1 1 LH r� - II awl LL—-----� �Z - ¢ mrvw 1 300, FILENAME: W 1405-B01-GZK100 z SoullarmA ww CONTRACT ID: 300 150 0 300 600 SCALE IN FEET 1-405 BRT DRAWING No.: BURIEN TC TO LYNNWOOD TC B01-GZK100 CONCEPTUAL ENGINEERING PLANS LOCATION No.: BURIEN SHEET No.: REV KEY MAP / SUMMARY OF IMPROVEMENTS 8 0 4/10/2020 GENERAL NOTES (THIS SHEET) 1. DIMENSION SHOWN FOR BAY 1 IS FOR TANGENT PLATFORM AT 9" CURB HEIGHT. OPERATIONAL ASSUMPTIONS INVOLVE FRONT AND REAR OVERHANG FOR BUSES BEYOND THESE EXTENTS. ASSUMPTIONS TO BE CONFIRMED BY KCM FIELD TEST. 2. DIMENSION SHOWN FOR BAY 3 IS FOR TANGENT CURB ONLY. OPERATIONAL ASSUMPTIONS INVOLVE REAR OVERHANG FOR A 2ND BUS BEYOND EXTENTS OF TANGENT CURB. ASSUMPTIONS TO BE CONFIRMED BY KCM FIELD TEST. 3. DIMENSION SHOWN FOR BAY 2 IS FOR TANGENT PLATFORM AT 9" CURB HEIGHT. OPERATIONAL ASSUMPTIONS INVOLVE FRONT OVERHANG FOR BUSES BEYOND THESE EXTENTS. ASSUMPTIONS TO BE CONFIRMED BY KCM FIELD TEST. CROSSWALK TYP 0 0 � N PROPERTY LINE — — — — — — — — — — — — — — — -cI— — I I I I END BUS ONLY LT BEGIN BUS ONLY POCKET LEFT TURN POCKET V++++++++m + ++ + + + + + + + + + + + + + + + + . I I L �� BEGIN BUS LANE I I WSDOT LIMITED ACCESS SOURCE: AS -BUILT I I SIGNAL (OWNED BY CITY OF BURIEN) TO BE MODIFIED WITH TSP �� + + + + + + + + + + +++ + + 7+++ ++ ++ + + + + + + + + + ++ + + +++++ + + + + + + + + + + + + ++ + + + + + + + + + + + +�+ + + + + + + + + + + �T + + + + + + + + + + + + + + o + + + + + + + + + + + SM + + + + + " + + + + + + + .P + + + + + + + + + + + + +' + + + q El + + + + $! + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + ° - + mni° 0 L SIGNAL (OWNED BY CITY OF BURIEN) _ TO BE MODIFIED WITH TSP NEW CURB RAMP ® a STRIDE PICKUP PLATFORM. I SEE DRAWING B01-ASP101 WEST TC ISLAND TO BE RECONSTRUCTED, RAISED 20 Q �<u ° FOR 9" PLATFORMS, AND o Qi =O �M 1 LENGTHENED ^ J� h m .0 ADDED LAYOVER CAPACITY �J �c NEW PAVEMENT I TO FACILITATE 6.0' ayG2Q h 77.0, BUS TURNING o I EX CURB RAMP& o - ---- CROSSWALK ° CENTRAL TC ISLAND TO BE EXTENDED SOUTH SHOWN ARE PER NEW CURB RAMP FOR ADDED CAPACITY. CURB TO REMAIN 6" HIGH. H LINE DESIGN / 0 Eb ° ° ACCE � EX MEDIAN TO BE � O / DESIGN PENDINSS G REMOVED i REMOVED COORDINATION WITH THE I NEW SIGNAL POLE m CITY OF BURIEN AND MAST ARM NEW CURB, CENTERLINE CURB . I I GUTTER AND cn SIDEWALK I I I ¢ I I � I I I I cn �- - — — — — — — — — — — I � I I I i I I I ---------------------J I, I I � I I I I I I I I I I N O d d U 0 m w w _ w w U) w z_ J _ 0 40 20 0 40 80 SCALE IN FEET DESIGNED BY: SCALE: DRAWING No.: xx%l I-405 BRT 1°=ao' BURIEN TC TO LYNNWOOD TC B01-CPP101 DRAWN BY: :- U FILENAME: PHASE 2 1406-B01-CPP100 CONCEPTUAL ENGINEERING PLANS LOCATION No.: CHECKED BY : j ' �tmw CONTRACT ID: BURIEN 7Vi SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: CIVIL PLANS No. DATE DSN CHK APP REVISION 4/10/2020 9 I I — -- PRO II II I I II I � I Z I r I m SIGNAL (OWNED BY WSDOT) o TO BE MODIFIED WITH TSP ilk'• m o e 4 m4 O'/,'/, '/,'/,' n —► I NEW SIGNAL POLE ANDMASTARM II ; 94.0' MIN SR518ATSR509 A NTS WSDOT LIMITED ACCESS SOURCE: AS-BUILTS VAR I VAR I I I r II I I I I >� II ,l1 RECHANNELIZED LANES ON SIGNAL (OWNED BY WSDOT) BRIDGE #0008754E TO BE MODIFIED WITH TSP. u " �.. o® o } rii-i�iTZi-ZX—Zx i7t:x7 y' ix0xZx 0 00 x0 iii a)/. '/,'/,'/,'/, 9w '/,'/,'/,'/,'/,'/,'/,'/. '/,'/,'/,'/,'/,'/,'/,'/,'/,'/,'/,'/,'/,'/,'/,'/,'/,'/,'/,'/. '/,'/,'/. '/,. SIGNAL (OWNED BY WSDOT) o a h > TO BE MODIFIED WITH TSP T T 4 j:m & A QUEUE JUMP. NEW SIGNAL POLE AND* XA C) ... # T-T MAST ARM "�� EN D B US LANE � C Z l I N co CDa_ a_ U 0 0o w w CIO w U) W Z J 2 U GQ G 40 20 0 40 80 SCALE IN FEET DESIGNED BY. PHASE 2 " a � ! a O LL ftl T 1t7T 7V7I67i� SCALE: °=ao I-405 BRT BURIEN TIC TO LYNNWOOD TC CONCEPTUAL ENGINEERING PLANS BURIEN CIVIL PLANS DRAWING No.: B01-CPP102 DRAWN BY: FILENAME: 1405-B01-CPP100 LOCATION No CHECKED BY: coNrRAcr ID: SHEET No.: REV: 10 0 APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: 4/10/2020 No. DATE DSN CHK APP REVISION N O a a U 0 LLm I� W //2� vJ W W ui 2 Q n I I I I I I I I I � I -_---------------t ------ ITT//////// T,///////// ////////////i///////T//////i///�//////> I I I I I II I I — I � � I I I I WSDOT LIMITED ACCESS SOURCE: AS-BUILT_—_�— I PROPERTY LINE, TYP — — i/iii//T//ii/iTi//T//ii/iTi//T//ii/ //i//ii/iTi//T//ii/i7i//T//i//i/i////// —... 4 EB WA-518 0 iE P O LiI////I///./ Ictl I �, I I. I ❑ I // I I ---- -- - i __ I I I I I I 700 40 20 0 40 80 SCALE IN FEET DESIGNED BY: SCALE: DRAWING No.: " I-405 BRT DRAWN BY: � U FILENAME: -40 BURIEN TIC TO LYNNWOOD TIC B01-CPP103 PHASE 2 Z 1405-B01-CPP100 CONCEPTUAL ENGINEERING PLANS LOCATION No.: CHECKED BY: ? LL n1law CONTRACT ID:asumBURIEN �W�67i� SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: CIVIL PLANS No. DATE DSN CHK APP REVISION 4/10/2020 11 0 SW 148TH ST WSDOT COMM CENTURYLINK COMM �OMM GENtURY�1N O o lay 0 /�FO' IFA A COMCAST COMM M.rd,r■I �111 I as # / l / 11 1 KCWD 49 2" IRRIG. I__ PSE GAS BURIEN STORM 6" SOUTHWEST SUBURBAN SANITARY SEWER o K, o ZAYO COMM I AT&T COMM — IVERIZON COMM — a ENTURYLINK�_COMM oo �� b N o ® LL 0 ® U o m 0 (D so-cp - yo — 0 � m � � 0 1 w w CENT OM Y K 1 1 I LJJ VU) O S—ss OMM CENTURYLINI Z o W J z � x Us x w I my Q 3 CkIMCAST G ALL EXISTING UTILITY INFORMATION DEPICTED AT QUALITY LEVEL D UNLESS OTHERWISE NOTED. NOTES: UTILITY QUALITY LEVEL A: PRECISE HORIZONTAL AND VERTICAL LOCATION OF UTILITIES OBTAINED BY THE ACTUAL EXPOSURE OR VERIFICATION OF PREVIOUSLY EXPOSED AND SURVEYED UTILITIES) AND SUBSEQUENT MEASUREMENT OF SUBSURFACE UTILITIES, USUALLY AT A SPECIFIC POINT. MINIMALLY INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL FOR UTILITY DAMAGE. A PRECISE HORIZONTAL AND VERTICAL LOCATION, AS WELL AS OTHER UTILITY ATTRIBUTES, IS SHOWN ON PLAN DOCUMENTS. ACCURACY IS TYPICALLY SET TO 15-MM VERTICAL AND TO APPLICABLE HORIZONTAL SURVEY AND MAPPING ACCURACY AS DEFINED OR EXPECTED BY THE PROJECT OWNER. UTILITY QUALITY LEVEL B: INFORMATION OBTAINED THROUGH THE APPLICATION OF APPROPRIATE SURFACE GEOPHYSICAL METHODS TO DETERMINE THE EXISTENCE AND APPROXIMATE HORIZONTAL LEGEND - EXISTING UTILITIES: POSITION OF SUBSURFACE UTILITIES. QUALITY LEVEL B DATA SHOULD BE REPRODUCIBLE BY + y o SURFACE GEOPHYSICS AT ANY POINT OF THE DEPICTION. THIS INFORMATION IS SURVEYED TO —COMM AT&T— UTILITY: COMM - AT&T APPLICABLE TOLERANCES DEFINED BY THE PROJECT AND REDUCED ONTO PLAN DOCUMENTS. -COMM CENTURYLINK- UTILITY: COMM - CENTURYLINK I ® a UTILITY QUALITY LEVEL C: INFORMATION OBTAINED BY SURVEYING AND PLOTTING VISIBLE —COMM COMCAST— UTILITY: COMM — COMCAST ABOVE -GROUND UTILITY FEATURES AND BY USING PROFESSIONAL JUDGEMENT IN CORRELATING THIS INFORMATION TO QUALITY LEVEL D INFORMATION. —COMM VERIZON— UTILITY: COMM - VERIZON X UTILITY QUALITY LEVEL D: INFORMATION DERIVED FROM EXISTING RECORDS OR ORAL —COMM WSDOT— UTILITY: COMM - WSDOT RECOLLECTIONS. —COMM ZAYO— UTILITY: COMM - ZAYO —GAS PSE— UTILITY: GAS - PSE —Ss-sss— UTILITY: SANITARY SEWER - SOUTHWEST SUBURBAN nnN I —SD-COB— UTILITY: STORM DRAIN - CITY OF BURIEN —W-KCWD-20— UTILITY: WATER - KING COUNTY WATER DISTRICT 20 O —W-KCWD-49— UTILITY: WATER - KING COUNTY WATER DISTRICT 49 40 20 0 40 80 SCALE IN FEET DESIGNED BY: SCALE: DRAWING No.: PERTEET a W =4D I-405 BRT DRAWN BY: " 0 FILENAME: BURIEN TIC TO LYNNWOOD TC Bo1—ucP1o1 2707 COLBY AVENUE, SUITE 900 w `� CONCEPTUAL ENGINEERING PLANS LOCATION No.: CHECKED BY: PHASE 2 EVERETT, WA 98201 ? LL t t%, T CONTRACT ID: BURIEN 425.252.7700 1800.615.9900 7WrW7i, SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: COMPOSITE UTILITY PLAN No. DATE DSN ICHK!APR REVISION 4/10/2020 •• 12 0 SOUTFIWE: SANITARY y m- in m SW 148TH ST —► lZ 03 G^ _ l , CENTURYLINK COMM I Lu ca W W VJ Lu _ _ — Z J 0° ti 3° �u KCWD 20 WATER ALL EXISTING UTILITY INFORMATION DEPICTED AT QUALITY LEVEL D UNLESS OTHERWISE NOTED. 9611161; UTILITY QUALITY LEVEL A: PRECISE HORIZONTAL AND VERTICAL LOCATION OF UTILITIES OBTAINED BY THE ACTUAL EXPOSURE OR VERIFICATION OF PREVIOUSLY EXPOSED AND SURVEYED UTILITIES) AND SUBSEQUENT MEASUREMENT OF SUBSURFACE UTILITIES, USUALLY AT A SPECIFIC POINT. MINIMALLY INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL FOR UTILITY DAMAGE. A PRECISE HORIZONTAL AND VERTICAL LOCATION, AS WELL AS OTHER UTILITY ATTRIBUTES, IS SHOWN ON PLAN DOCUMENTS. ACCURACY IS TYPICALLY SET TO 15-MM VERTICAL AND TO APPLICABLE HORIZONTAL SURVEY AND MAPPING ACCURACY AS DEFINED OR EXPECTED BY THE PROJECT OWNER. UTILITY QUALITY LEVEL B: INFORMATION OBTAINED THROUGH THE APPLICATION OF APPROPRIATE SURFACE GEOPHYSICAL METHODS TO DETERMINE THE EXISTENCE AND APPROXIMATE HORIZONTAL POSITION OF SUBSURFACE UTILITIES. QUALITY LEVEL B DATA SHOULD BE REPRODUCIBLE BY SURFACE GEOPHYSICS AT ANY POINT OF THE DEPICTION. THIS INFORMATION IS SURVEYED TO APPLICABLE TOLERANCES DEFINED BY THE PROJECT AND REDUCED ONTO PLAN DOCUMENTS. UTILITY QUALITY LEVEL C: INFORMATION OBTAINED BY SURVEYING AND PLOTTING VISIBLE ABOVE -GROUND UTILITY FEATURES AND BY USING PROFESSIONAL JUDGEMENT IN CORRELATING THIS INFORMATION TO QUALITY LEVEL D INFORMATION. UTILITY QUALITY LEVEL D: INFORMATION DERIVED FROM EXISTING RECORDS OR ORAL RECOLLECTIONS. LEGEND — EXISTING UTILITIES: —COMM AT&T— UTILITY: COMM - AT&T -COMM CENTURYLINK- UTILITY: COMM - CENTURYLINK —COMM COMCAST— UTILITY: COMM - COMCAST —COMM VERIZON— UTILITY: COMM - VERIZON —COMM WSDOT— UTILITY: COMM - WSDOT —COMM ZAYO— UTILITY: COMM - ZAYO —GAS PSE— UTILITY: GAS - PSE N —ss-sss— UTILITY: SANITARY SEWER - SOUTHWEST SUBURBAN —SD-COB— UTILITY: STORM DRAIN - CITY OF BURIEN —W-KCWD-20— UTILITY: WATER - KING COUNTY WATER DISTRICT 20 40 20 0 40 80 —W-KCWD-49— UTILITY: WATER - KING COUNTY WATER DISTRICT 49 SCALE IN FEET PHASE 2 I /J/ PERTEET 2707COLBYAVENUE,SUfTE900 � 2707C T,BYA 98201 425.252.7700 800.615.9900 ¢ � Lo a O N a ' �T 1 -40 I-405 BRT BURIEN TIC TO LYNNWOOD TIC CONCEPTUAL ENGINEERING PLAN S BURIEN COMPOSITE UTILITY PLAN •• ✓"vV B01-UCP102 DRAWNBYy FILENAME: LOCATION No. CHECKED BY: CONTRACT ID: SHEET No.: REV: 13 0 APPROVED BY: SUBMITTED BY: I DATE: REVIEWED BY: DATE: 1 DATE: 1 4/10/2020 No. I DATE IDSN CHK APR IREVISION Xrefs: 405_BRLMP10 A405RX 405BRT_TB22x34 NE 1/4 NE 1/4 SEC 19, T 23 N, R 4 E; W.M. NW 1/4 NW 1/4 SEC 20, NE 1/4 NW 1/4 SEC 20, NW 1/4 NE 1/4 SEC 20, T 23 N, R 4 E; W.M. T 23 N, R 4 E; W.M. T 23 N, R 4 E; W.M. 74 = I - x - Tt� _ -L-1 L_L_L1 I SW 146TH STREET h " _ L -i— -L S 146TH STREET _ _ — � I__T___FTTT_F�TT��--� � I I f ;�--� -I �- T- --I ->J�-� y-IJ--�- �- i I I y Z-- ---- —� Z ~ I_-�_-� T F- 112_-� 10 SW148THSTREET ---- � _____ 4-1- -- 176 SECTION LINE 0103 0J nn 6 1 I -- BURIEN _ 518 I = T TRANSIT J I I� — — — 1I �— _ TRANSIT CENTERCO p —-----1 I I zl I I I ^ II � I I I --____ _----��- __ J G J�LJ-J LI �;� 116 _ SW 150TH STREET T�-��r-�I����S 1�TH STREETFT L / I II II I I L L J I I I I I I - 9 -- I I I I I IJ I I- J JLPL-��-�� 11J LJJ-- ------ --- ----SW 152ND STREET - TTT III TI �1/4SECTIONLINE -------aW152NDaREET---- ___ --- T I7 ---1 ,71 -- _ SE 1/4 NE 1/4 SEC 19, T 23 N, R 4 E; W.M. SW 1/4 NW 1/4 SEC 20, SE 1/4 NW 1/4 SEC 20, SW 1/4 NE 1/4 SEC 20, T 23 N, R 4 E; W.M. T 23 N, R 4 E; W.M. T 23 N, R 4 E; W.M. MONUMENT COORDINATE TABLE POINT NO. NORTHING EASTING ELEVATION DESC 103 175200.77 1269991.20 351.72 MON IN CASE 110 175242.58 1269317.51 343.97 MON IN CASE 112 175236.01 1268659.10 349.24 MON IN CASE 116 174577.53 1268054.62 345.38 MON IN CASE 119 173928.42 1269288.39 309.94 MON N CASE 121 173908.04 1269555.81 312.04 MON IN CASE P.FRANK DRAWN BY: A. ALIMPHASE 2 Y: CHECCKEDKEDBBY' J.BECKER N 200 100 0 200 400 SCALE IN FEET man SCALE: DRAWING No.: "� U I-405 BRT a 1"=200B01-RMP101 FILENAME: BURIEN TIC TO LYNNWOOD TIC I-405-B01-RMP101 CONCEPTUAL ENGINEERING PLANS LOCATION No.: w LIN &ASSOCIATES, INC. LL CONTRACT ID: Consulting Engineers Souwrwjw SHEET No.: REV: -TEDBY: DATE: REVIEWED BY: DATE: DATE: BURIEN RIGHT-OF-WAY MONUMENTATION PLAN 03/27/2020 1 ,,,,,,,,,,,--- 14 Xrefs: x1405RX 405BRT_TB22x34 x1405-B10-CEP001 x1405-B01-RPP100 X1405-801-CPP 100 1-405_13RT_Bud', 405_BRT_MP10 .0 NE 1/4 NE 1/4 SEC 19, T 23 N, R 4 E; W.M. NW 1/4 NW 1/4 SEC 20, T 23 N, R 4 E; W.M. L-i -LI -i -L I i I LL LL LI ILI---LII SW 144TH STREET- FTT SW 146TH STREET F-�T ---- -- ----- TT I I l l = L- R/W NO. BRI-102 I y - - - 1923049367 j KING COUNTY I- y TRANSIT_ ---� I F JL -T/ I � - I � - 11 � 1 L LTD ACCESS LINE Ij Jj Y SW 148TH STREET F �j I ,' BURIEN -I TRANSIT Ir i CENTERF I=-T� �---- �: I f I I � �Q J - I - L �J - - - I l R 5N 000005O. � R/W NO. BRI-XXX SW 150TH STREET J T I 1923049371 KING COUNTY I I I TRANSIT !I 1 ! ! ! Lam! SE 1/4 NE 1/4 SEC 19, T 23 N, R 4 E; W.M. L I 76 GAS STATION 1� T R/W NO. BRI-500 I\ 9999999999 _ WSDOT- T l I I I I I I SW 1/4 NW 1/4 SEC 20, T 23 N, R 4 E; W.M. NE 1/4 NW 1/4 SEC 20, T 23 N, R 4 E; W.M. L-1--L-L±T-L-J J-1 =�-J L���� � I I I I I I �T = L � J------L� i--- S 146TH STREET � � - - ----I i -TTTT 7- T-T� J-- -� z--= L T U T --- � - -�U1 -� I--T-L - 1/16 SECTION LI E_ i 0 O N O N O _ I I ��-+- F+ I LTD ACCESS LINE �S 150TH STREET T --F I I I I II II I I I;I L �_ F-j SE 1/4 NW 1/4 SEC 20, T 23 N, R 4 E; W.M. LEGEND SOUND TRANSIT PARCEL NO. PARCEL AREA FEE TAKE REMAINDER GUIDEWAY/ TEMPORARY KING CO. R/W NO. (TAX ACCOUNT NO.) OWNERS SQ. FT. SQ. FT. SQ. FT. PERMANENT CONSTRUCTION RECORDING ESMT SQ. FT. ESMT SQ. FT. NO. 1 BRI-102 1923049367 KING COUNTY TRANSIT 128,734 47,911 2 BRI-XXX 1923049371 KING COUNTY TRANSIT 65,110 23,365 3 BRI-XXX 3511000005 76 GAS STATION 23,417 2,226 4 BRI-500 9999999999 WSDOT 14,179 163,563 MP xX WSDOT MILE POST Z/ZZ�/Z/Ll/ZZZ/��� WSDOT LIMITED ACCESS PROPERTY LINE FEE TAKE N TEMPORARY CONSTRUCTION EASEMENT 200 100 0 200 400 WSDOTASL SCALE IN FEET P. FRANK Man U 1"=200' I-405 BRT B01-RPP101 DRAWN BY: 4 FILENAME: BURIEN TC TO LYNNWOOD TC A.ALIMOVA PHASE 2 w w I-405-B01-RPP101 LOCATION No. CHECKED BY: Z D CONTRACT ID: CONCEPTUAL ENGINEERING PLANS LIN &ASSOCIATES, INC. J. BECKER Consulting Engineers •n/'���� SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: BURIEN RIGHT-OF-WAY PLAN - - 1 1 03/27/2020 15 G s a z O 0 No. I DATE I DSN I CHK I APP I REVISION POTENTIAL LANDSCAPE BUFFER KCM LAYOVER STRIDE SHELTER - j &PYLON I I ' BUS ONLY LANES STRIDE PLATFORM BUS ONLY LANES B LAYOVER APPROXIMATE CROSS SECTION OF EX CANOPY EXISTING TRANSIT CENTER PLATFORM 1p GENERAL NOTE: A. SHELTER AND AMENITIES AT EACH STATION ARE BASED ON A PROTOTYPICAL LAYOUT AND MAY VARY AS THE PROJECT DEVLOPS. 1 BURIEN TIC SITE PLAN 1" = 20'-0" BUS ONLY LANES 2 BURIEN TIC SECTION DIAGRAM 1/8" = 1'-0.. DESIGNED BY: SCALE: DRAWING No.: xx � AS NOTED I-405 BRT I ) P V OT W BURIEN TC TO LYNNWOOD TIC B01-ASP101 DRAWN BY: � V FILENAME: BW/CD/JSP w N LOCATION No.: CHECKED BY: pN�+�" Z E SOUNDTRANS'T CONTRACT ID: CONCEPTUAL ENGINEERING PLANS KGT r BURIEN TRANSIT CENTER PLATFORM PLANS SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: 16 04/10/2020 G LANDSCAPE BUFFER DIRECTION OF TRAVEL POTENTIAL LANDSCAPE BUFFER 3 BURIEN TRANSIT CENTER SEPAASEPARATION RATION BRT VEHICLE SHOWN FOR REFERENCE ONLY FOR REFERENCE ONLY 1 BURIEN TRANSIT CENTER PLATFORM PLAN 3/16" = T-0" 48'-2" 1 12'-0" BIG STRIDE SHELTER ART BENCH, EL MACHINE, VENDING EX SHELTER BENCH, TP. MACHINE, STUB REALTIME SIGN STATION NAME SIGN CONDUIT I ' I � RAILING 2 BURIEN TIC PLATFORM ELEVATION 3/16" = 1'-0" 1 _ _ DESIGNED BY: SCALE: I DRAWING No.: VAS NOTED 1-405 BRT P VOT ¢ W BURIEN TC TO LYNNWOOD TIC 601-ASP102 DRAWN BY: � V FILENAME: BW/CD/JSP 2 N LOCATION No.: CHECKED BY: pNP�" LL SOUNDTRANS'T CONTRACT ID.. CONCEPTUAL ENGINEERING PLANS KGT r BURIEN TRANSIT CENTER PLATFORM PLANS SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: 17 Vo. DATE DSN CHK APP REVISION 04/10/2020 Y OF TUKUYILA I I— � __ � I � I = �_�-- ' i i III ► ►� � — �� -T--FT- B02-CPP101 I I I I I � B02-CPP106 -T nJL I L T -j- J�—J 300 150 0 300 600 SCALE IN FEET xx 1 30o I-405 BRT DRAWN BY: FILENAME: "=BURIEN TIC TO LYNNWOOD TIC B02-GZK1 00 U %l I - PHASE 2 . j 1405-Bog-GZK100 CONCEPTUAL ENGINEERING PLANS LOCATION No.: CHECKED BY: ? LL CONTRACT ID: r')iAI1w TUKWILA INTERNATIONAL BLVD STATION SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: KEY MAP / SUMMARY OF IMPROVEMENTS No. 1 DATE DSN CHK APP REVISION 4/10/2020 18 D n 0o r N N r Z m a � -- m m 00 m I r 0 ° PROPERTY LINE, TYP WSDOT LIMITED ACCESS SOURCE: AS -BUILT �liiiiiiii` i� � iiiTiiii�iiiiiii�: i'Ti � i / l / WSDOT LIMITED ACCESS SOURCE: AS -BUILT D EXISTING CHANNELIZATION, PAVEMENT EDGES, AND GUARDRAIL WEST OF r LLJ HERE ARE PER AERIAL IMAGERY, NOT O SURVEY Z EX BRIDGE COLUMN m (APPROX LOCATION, m PER AERIAL IMAGERY) Q o oo m w o m , , , , , , , , , , , , , , % % % �% % % % , , , Lu .�.. �...� Qom... �... - ...�"... ...-.. m w - — m - WB WA-518 a U I �bs 1y��� Q EB WA-518 0 -0 rn oo '0 N ul' N 40 20 0 40 80 SCALE IN FEET DESIGNED BY: SCALE: DRAWING No.: " ill 4o I-405 BRT =BURIEN TIC TO LYNNWOOD TICB02-CPP101 DRAWN BY: � O FILENAME: N 1405-B02-CPP100 CONCEPTUAL ENGINEERING PLANS LOCATION No.: CHECKED BY: PHASE 2 z LL r CONTRACT ID: scumo nmr TUKWILA INTERNATIONAL BLVD STATION SHEET No. REV APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: CIVIL PLANS No. DATE DSN CHK APP REVISION 4/10/2020 �9 0 END BUS LANE (ACCELERATION LANE FOR WB BUSES . PROPERTY LINE,.......................................�II TYP EX LINK COLUMN (APPROX LOCATION) - CABS „ WSDOT LIMITED ACCESS i \ SOURCE: AS -BUILT REALIGN CENTER BARRIER a i itii ® �L BRIDGE #000890 + + i i i .. ...... ....... ................... o ++++— +++++ ++: ++++++ +'+ o o +...++++ + - ++ +++ ++++ + ++ +++�-�++++ ++++��++++ + 0ON +++� ++ ++ BEGIN BUS LANE (DECELERATION LANE FOR EB BUSES) x � 0/1", 0 /WSDOT LIMITED /ACCESS SOURCE: AS -BUILT It Q U N Q m W W 2 U) W W U) W Z_ J U 40 20 0 40 80 SCALE IN FEET DESIGNED BY: PHASE 2 " a ? a U LL salmTi Aw SCALE: 1°=40 I-405 BRT BURIEN TIC TO LYNNWOOD TIC CONCEPTUAL ENGINEERING PLANS TUKWILA INTERNATIONAL BLVD STATION CIVIL PLANS DRAWING No.: B02-CPP102 DRAWN BY: FILENAME: 1405-B02-CPP100 LOCATION No.: CHECKED BY: CONTRACT ID: SHEET No.: REV: 20 APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: 4/10/2020 No. DATE DSN CHK APP REVISION I I I I DETENTION POND ACCESS ROAD — r z m cn m m U) m my�. I NEW RETAINING WALL FOR DETENTION POND (APPROX 11') / Ism 000000110 "� MATCHLINE - SEE SHEET B02-CPP104 EXISTING LINK STATION \ C) t� a a U N O ,NE co w ui i co i W w :co w _z J r U 40 20 0 40 80 SCALE IN FEET DESIGNED BY: PHASE 2 " a � ? a U LL slim# AAA SCALE: °= 1 ao' I-405 BRT BURIEN TC TO LYNNWOOD TC CONCEPTUAL ENGINEERING PLANS TUKWILA INTERNATIONAL BLVD STATION CIVIL PLANS DRAWING No.: B02-CPP103 DRAWN BY: FILENAME: 1405-B02-CPP100 LOCATION No.: CHECKED BY: CONTRACT ID: SHEET No.: REV: 21 APPROVED BY: SUBMITTED BY: DATE I REVIEWED BY: DATE: DATE: 4/10/2020 No. DATE DSN CHK APP REVISION J D r Z m m m m m O N -0 -o O N MATCHLINE - SEE SHEET B02-CPP103 NEW CURB :CESS CROSSWALK, TYP LIZATION, CURB, WALK ARE PER NOT SURVEY L 10.0, o_ N PEDESTRIAN BRIDGE WSDOT LIMITED ACCESS SOURCE: AS -BUILT PROPERTY LINE, TYP 40 20 0 40 80 SCALE IN FEET DESIGNED BY: SCALE: DRAWING No.: " 1 ao I-405 BRT °=BURIEN TC TO LYNNWOOD TC B02-CPP104 DRAWN BY: � U FILENAME: PHASE 2 1405-Bog-CPP100 CONCEPTUAL ENGINEERING PLANS LOCATION No CHECKED BY: z D CONTRACT ID: Salmntaw TUKWILA INTERNATIONAL BLVD STATION SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: CIVIL PLANS No. DATE DSN CHK jAPP REVISION 4/10/2020 22 0 "WSDOTD ACCESS UILT N 40 20 0 40 80 SCALE IN FEET DESIGNED BY: SCALE: DRAWING No.: " I-405 BRT 1"=4o BURIEN TIC TO LYNNWOOD TC B02-CPP105 DRAWN BY: O FILENAME: CHECKED BY: PHASE 2 1405-B02-CPP100 CONCEPTUAL ENGINEERING PLANS LOCATION No.: LL r CONTRACT ID: scumo nmr TUKWILA INTERNATIONAL BLVD STATION SHEET No.: REV APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: CIVIL PLANS No. DATE DSN CHK APP REVISION 4/10/2020 23 0 \\ / WSDOT LIMITED ACCESS y \ PROPERTY LINE, TYP t 5 SOURCE: AS -BUILT ,V lg—RIDGE#0007046B \\�� N C !k In + o �Wo- + + + + + +WA- 8 ++ +++ +++++++ +++++++++++ +_ + + + + + + + + + + + + + + + + + + + + + + + + + + + + w + + + +f+ + + + + + + _= = +f+ + _+ + + + + + + + + + + + + + ... + + + + + + + + + + + + + _ = + + + + + + + + + + + + / / \ BRIDGE #0007046A \ WSDOT LIMITED ACCESS--- �� SOURCE: AS -BUILT N 40 20 0 40 80 SCALE IN FEET DESIGNED BY: SCALE: DRAWING No.: " I-405 BRT 1°=ao BURIEN TIC TO LYNNWOOD TIC B02-CPP106 DRAWN BY: U FILENAME: PHASE 2 1405-B02-CPP100 CONCEPTUAL ENGINEERING PLANS LOCATION No.: CHECKED BY: ? LL CONTRACT ID: slim# AAA TUKWILA INTERNATIONAL BLVD STATION SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: CIVIL PLANS No. DATE DSN CHK APP REVISION 4/10/2020 24 SHLD TUKWILA INTERNATIONAL BLVD / SR 99 � EXISTING RETAINING WALL SHLD 4.0' SHLD 4'14' 11 4.0' MIN 2.0' MIN SHLD SHLD 4.0' 4.0' MIN 4 0' MIN SHLD SHLD 1 SHLD su©1I1©© AIRPORT EXPRESSWAY / SR 99 WB SR 518 EB SR 518 SR 518 AT TUKWILA INTERNATIONAL BLVD%A1 NTS B02-CPP103 ELEVATOR/ — CONNECTION TO STAIRS TIBS LRT STATION 16.0' STATION 2 VAR3.0' 11.0' PED BRIDGE BUS MIN SHLD ONLY LANE 11.0' 11.0' 11.0' 4.0' MIN LANE LANE LANE PED BRIDGE 4' MIN SHLD �I Fll'MIN SHLD *1 4 4 -F + + 4.0' SHLD AIRPORT EXPRESSWAY /SR99 WBSIR 518 BRT STATION WITH 9" LEVEL BOARDING PLATFORM SINGLE -SLOPE BARRIER WITH POTENTIAL NOISE WALL, TYP SR 518 AT TIBS BRT STATION %B1 NTS B02-C P P 103 \—/ 1. SHOULDER WIDTHS VARY NEAR TIBS STATION TO ACCOMMODATE CURVE RADII OF MULTIPLE FREEWAY RAMPS. f l f SHLD flf EX BRIDGE COLUMN, TYP \ AIRPORT EXPRESSWAY ON -RAMP TO EB SR 518 VARIABLE HEIGHT RETAINING WALL WITH SINGLE -SLOPE BARRIER FACE 16.0' CONNECTION TO TUKWILA 2 0' STATION INTERNATIONAL BOULEVARD SHLD 11' 4.0' BUS SHLD ONLY LANE ELEVATOR/STAIRS 11.0' LANE LANE II f f � POTENTIAL RETAINING WALL AIRPORT EXPRESSWAY EB SR 518 ON -RAMP TO EB SR 518 BRT STATION WITH 9" LEVEL BOARDING PLATFORM VARIABLE HEIGHT RETAINING WALL WITH SINGLE -SLOPE BARRIER FACE AND POTENTIAL NOISE WALL " I-405 BRT 1°=20' BURIEN TC TO LYNNWOOD TC eo2-cPx1o1 DRAWN BY: � U FILENAME: PHASE 2 1405-B02-CPP100 CONCEPTUAL ENGINEERING PLANS LOCATION No.: CHECKED BY: ? LL CONTRACT ID: 3arrna%iAn�T TUKWILA INTERNATIONAL BLVD STATION SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: TYPICAL SECTIONS No. DATE DSN CHK APP REVISION 4/10/2020 25 0 57 O w m w w W w z J 2 U H Q 75 SEATAC STORM /// //// ALL EXISTING UTILITY INFORMATION DEPICTED AT QUALITY LEVEL D UNLESS OTHERWISE NOTED. NOTES UTILITY QUALITY LEVEL A: PRECISE HORIZONTAL AND VERTICAL LOCATION OF UTILITIES OBTAINED BY THE ACTUAL EXPOSURE OR VERIFICATION OF PREVIOUSLY EXPOSED AND SURVEYED UTILITIES) AND SUBSEQUENT MEASUREMENT OF SUBSURFACE UTILITIES, USUALLY AT A SPECIFIC POINT. MINIMALLY INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL FOR UTILITY DAMAGE. A PRECISE HORIZONTAL AND VERTICAL LOCATION, AS WELL AS OTHER UTILITY ATTRIBUTES, IS SHOWN ON PLAN DOCUMENTS. ACCURACY IS TYPICALLY SET TO 15-MM VERTICAL AND TO APPLICABLE HORIZONTAL SURVEY AND MAPPING ACCURACY AS DEFINED OR EXPECTED BY THE PROJECT OWNER. UTILITY QUALITY LEVEL B: INFORMATION OBTAINED THROUGH THE APPLICATION OF APPROPRIATE SURFACE GEOPHYSICAL METHODS TO DETERMINE THE EXISTENCE AND APPROXIMATE HORIZONTAL POSITION OF SUBSURFACE UTILITIES. QUALITY LEVEL B DATA SHOULD BE REPRODUCIBLE BY SURFACE GEOPHYSICS AT ANY POINT OF THE DEPICTION. THIS INFORMATION IS SURVEYED TO APPLICABLE TOLERANCES DEFINED BY THE PROJECT AND REDUCED ONTO PLAN DOCUMENTS. UTILITY QUALITY LEVEL C: INFORMATION OBTAINED BY SURVEYING AND PLOTTING VISIBLE ABOVE -GROUND UTILITY FEATURES AND BY USING PROFESSIONAL JUDGEMENT IN CORRELATING THIS INFORMATION TO QUALITY LEVEL D INFORMATION. UTILITY QUALITY LEVEL D: INFORMATION DERIVED FROM EXISTING RECORDS OR ORAL RECOLLECTIONS. �)PERTEET DRAWN BYy P HAS E 2 2707 COLBY AVENUE, SUITE 900 EVERETT, WA 98201 CHECKED BY: 425.252.7700 1800.615.9900 LEGEND - EXISTING UTILITIES: -COMM CENTURYUNK- UTILITY: COMM - CENTURYLINK —COMM COMCAST— UTILITY: COMM - COMCAST —COMM WSDOT— UTILITY: COMM - WSDOT —COMM ZAYO— UTILITY: COMM - ZAYO —GAS PSE— UTILITY: GAS - ESE —PSE UG POWER— UTILITY: POWER - ESE UNDERGROUND —SCL OH POWER— UTILITY: POWER - SCL OVERHEAD —SCL UG POWER— UTILITY: POWER - SCL UNDERGROUND SS-w UTILITY: SANITARY SEWER - W �D-PVF UTILITY: STORM DRAIN - PRIVATE —SD-SEATAC— UTILITY: STORM DRAIN - SEATAC ♦ _ —SD TUKWILA— UTILITY: STORM DRAIN - TUKWILA —SD-WSDOT— UTILITY: STORM DRAIN - WSDOT 40 20 0 40 80 —W-KCWD-125— UTILITY: WATER - KING COUNTY WATER DISTRICT 125 66 —W - TUKWILA— UTILITY: WATER - TUKWILA SCALE IN FEET " a J ill =40 I-405 BRT N N FILENAME BURIEN TC TO LYNNWOOD TC CONCEPTUAL ENGINEERING PLANS LL CONTRACT ID: JlwTsAI1�iT TUKWILA INTERNATIONAL BLVD STATION REVIEWED BY: DATE: DATE: COMPOSITE UTILITY PLAN 4/10/2020 B02-UCP101 ATION No.: ET No.: REV: 26 0 WSDOT STORM // COMCAST COMM / / KCWD 125 WATER Vl MOVE DRAINAGE DITCH VALLEY VIEW / sy /// SANITARY SEWER Q c CONNECT TO EXISTING D IGHTING PIPE JV � � SEATAC STORM �ry s DAYLIGHT PIPE MOVE DRAINAGE DITCH TIE INTO EXISTING Q-w DRAINAGE DITCH �D Sp0 p.WSDOT� �� Q_WSDOT 0-�SDOT� o N--SD-WSDOT 'D-WSDOT ° 3 ° � t — S CONNECT TO EXISTING DAYLIGHTING PIPE 3 � ' D r m u rn L 10 N C 0 w �e MOVE DRAINAGE DITCH J ° D n 2 0 r Z ALL EXISTING UTILITY INFORMATION DEPICTED AT QUALITY LEVEL D UNLESS OTHERWISE NOTED. LSD-WSDOT m NOTES: y° UTILITY QUALITY LEVEL A: PRECISE HORIZONTAL AND VERTICAL LOCATION OF UTILITIES OBTAINED o o"" mm BY THE ACTUAL EXPOSURE OR VERIFICATION OF PREVIOUSLY EXPOSED AND SURVEYED UTILITIES) AND SUBSEQUENT MEASUREMENT OF SUBSURFACE UTILITIES, USUALLY AT A SPECIFIC POINT. MINIMALLY INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL FOR UTILITY DAMAGE. A PRECISE HORIZONTAL AND VERTICAL LOCATION, AS WELL AS OTHER ti Z UTILITY ATTRIBUTES, IS SHOWN ON PLAN DOCUMENTS. ACCURACY IS TYPICALLY SET TO 15-MM �yoo VERTICAL AND TO APPLICABLE HORIZONTAL SURVEY AND MAPPING ACCURACY AS DEFINED OR LEGEND — EXISTING UTILITIES. �o G�T)1 EXPECTED BY THE PROJECT OWNER. PRIVATE STORM W -COMM CENTURYLmI- UTILITY: COMM - CENTURYLINK UTILITY QUALITY LEVEL B: INFORMATION OBTAINED THROUGH THE APPLICATION OF APPROPRIATE / N SURFACE GEOPHYSICAL METHODS TO DETERMINE THE EXISTENCE AND APPROXIMATE HORIZONTAL —COMM COMCAST— UTILITY: COMM - COMCAST 1 POSITION OF SUBSURFACE UTILITIES. QUALITY LEVEL B DATA SHOULD BE REPRODUCIBLE BY —COMM WSDOT­ UTILITY: COMM - WSDOT SURFACE GEOPHYSICS AT ANY POINT OF THE DEPICTION. THIS INFORMATION IS SURVEYED TO (D^ APPLICABLE TOLERANCES DEFINED BY THE PROJECT AND REDUCED ONTO PLAN DOCUMENTS. —COMM ZAYO— UTILITY: COMM - ZAYO ## UTILITY QUALITY LEVEL C: INFORMATION OBTAINED BY SURVEYING AND PLOTTING VISIBLE —GAS PSE— UTILITY: GAS - PSE ABOVE -GROUND UTILITY FEATURES AND BY USING PROFESSIONAL JUDGEMENT IN CORRELATING O e� O THIS INFORMATION TO QUALITY LEVEL D INFORMATION. —PSE UG POWER— UTILITY: POWER - PSE UNDERGROUND UTILITY QUALITY LEVEL D: INFORMATION DERIVED FROM EXISTING RECORDS OR ORAL SCL OH POWER— UTILITY: POWER - SCL OVERHEAD RECOLLECTIONS. SCL UG POWER— UTILITY: POWER - SCL UNDERGROUND \/ ss-w UTILITY: SANITARY SEWER - VV SD-PVr UTILITY: STORM DRAIN - PRIVATE —SD-SEATAC— UTILITY: STORM DRAIN - SEATAC / A —SD TUKWILA— UTILITY: STORM DRAIN - TUKWILA V _ LEGEND — PROPOSED UTILITIES: - —so-wsoor— UTILITY: STORM DRAIN - WSDOT c+ --—w-Kcwo-t zs— UTILITY: WATER - KING COUNTY WATER DISTRICT 125 JD UTILITY: STORM DRAIN - 3 40 20 0 40 80 2 ----- —W - TUKWILA— UTILITY: WATER - TUKWILA SCALE IN FEET DESIGNED BY: SCALE: DRAWING No.: PE RTE ET = w =40 I-405 BRT DRAWN BY "� FILENAME: BURIEN TIC TO LYNNWOOD TC go2-ucP�o2 2707COLBYAVENUE, SUfTE900 w LOCATION No. CHECKED BY: PHASE 2 EVERETT, WA 98201 z a CONTRACT ID: CONCEPTUAL ENGINEERING PLANS 425.252.7700 1 800.615.9900 S=mTmA r TUKWILA INTERNATIONAL BLVD STATION SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: j DATE: COMPOSITE UTILITY PLAN No. 1 DATE jDSN CHK!APR REVISION 4/10/2020 27 0 LEGEND - EXISTING UTILITIES: -COMM CENTURYLINK- UTILITY: COMM - CENTURYLINK —COMM COMCAST— UTILITY: COMM - COMCAST —COMM WSDOT— UTILITY: COMM - WSDOT —COMM ZAYO— UTILITY: COMM - ZAYO —GAS PSE— UTILITY: GAS - PSE —PSE UG POWER— UTILITY: POWER - PSE UNDERGROUND —SCL OH POWER— UTILITY: POWER - SCL OVERHEAD —SCL UG POWER— UTILITY: POWER - SCL UNDERGROUND ss-w UTILITY: SANITARY SEWER - W ------SD-PVF UTILITY: STORM DRAIN - PRIVATE —SD-SEATAC— UTILITY: STORM DRAIN - SEATAC —SD TUKWILA— UTILITY: STORM DRAIN - TUKWILA —sD-wspoT— UTILITY: STORM DRAIN - WSDOT —W-KCWD-125— UTILITY: WATER - KING COUNTY WATER DISTRICT 125 —w - TUKWILA— UTILITY: WATER - TUKWILA 40 20 0 40 80 SCALE IN FEET ALL EXISTING UTILITY INFORMATION DEPICTED AT QUALITY LEVEL D UNLESS OTHERWISE NOTED. NOTES: UTILITY QUALITY LEVEL A: PRECISE HORIZONTAL AND VERTICAL LOCATION OF UTILITIES OBTAINED BY THE ACTUAL EXPOSURE OR VERIFICATION OF PREVIOUSLY EXPOSED AND SURVEYED UTILITIES) AND SUBSEQUENT MEASUREMENT OF SUBSURFACE UTILITIES, USUALLY AT A SPECIFIC POINT. MINIMALLY INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL FOR UTILITY DAMAGE. A PRECISE HORIZONTAL AND VERTICAL LOCATION, AS WELL AS OTHER UTILITY ATTRIBUTES, IS SHOWN ON PLAN DOCUMENTS. ACCURACY IS TYPICALLY SET TO 15-MM VERTICAL AND TO APPLICABLE HORIZONTAL SURVEY AND MAPPING ACCURACY AS DEFINED OR EXPECTED BY THE PROJECT OWNER. UTILITY QUALITY LEVEL B: INFORMATION OBTAINED THROUGH THE APPLICATION OF APPROPRIATE SURFACE GEOPHYSICAL METHODS TO DETERMINE THE EXISTENCE AND APPROXIMATE HORIZONTAL POSITION OF SUBSURFACE UTILITIES. QUALITY LEVEL B DATA SHOULD BE REPRODUCIBLE BY SURFACE GEOPHYSICS AT ANY POINT OF THE DEPICTION. THIS INFORMATION IS SURVEYED TO APPLICABLE TOLERANCES DEFINED BY THE PROJECT AND REDUCED ONTO PLAN DOCUMENTS. UTILITY QUALITY LEVEL C: INFORMATION OBTAINED BY SURVEYING AND PLOTTING VISIBLE ABOVE -GROUND UTILITY FEATURES AND BY USING PROFESSIONAL JUDGEMENT IN CORRELATING THIS INFORMATION TO QUALITY LEVEL D INFORMATION. CENTURYLINK COMM UTILITY QUALITY LEVEL D: INFORMATION DERIVED FROM EXISTING RECORDS OR ORAL RECOLLECTIONS. SEA TAC STORM ® n D_gFATq� / °or D W SDOT o - DIRECT FLOW TO f -STORM 12" J`� DETENTION POND t I A' _ L.J �D-WSOOT�-WSDC4L p p_WSDOT� IsooT' °_Ws°oT� PLACE DRAINAGE � STRUCTURE ON f - EXISTING PIPE — OFFSET ACCESS FOR A-518 �DRAINAGESTRUCTURE o OUT OF BUS LANE — EXTEND EXISTING PIPE s MOVE DRAINAGE DITCH 1I POTENTIAL CONFLICT WITH NEW STORM ANDS _ WSDOTSTORM PLACE DRAINAGE STRUCTURE 3 ON EXISTING PIPE MATCHLINE - SEE DWG B02-UCP104 DESIGNED BY: �)PERTEET DRAWN BY: 2707 COLBY AVENUE, SUITE 900 CHECKED BY: P HAS E 2 EVERETT, WA 98201 425.252.7700 1800.615.9900 LEGEND - PROPOSED UTILITIES: Sp UTILITY: STORM DRAIN Q �w Q g h Q W h ti ¢� o 3 u _e`iiv, FLOW CONTROL � 3 o STRUCTURE h m o POTENTIAL CONFLICT WITH NEW STORM AND CENTURYLINK COMM/SEA TAC STORMIWSDOT STORM 71 E 0 0 •-ncWD-12 \ N SEA TAC 12 STORM NO SANITARY'SEWER --INFO PROVIDED s FROM KCWW SEATAC STORM PSE \S� WSDOTCOMM KCWD 125\\0" WATER PSE 8" GAS 26' E CL. DEACTIVATED 8" 32' E CL. NOTE: MAIN ON BRIDGE SUSPENDED ON HANGERS.---__ CONFLICTPOTENTIAL AND KCWD 125ISTORM 10" WATER/PSE 8" STW GAS/WSDOT COMM/SEA TAC 12" STORM REMOVE EXISTING DRAINAGE STRUCTURE AND EXTEND MOVE DRAINAGE DITCH EXISTING PIPE TO NEW r POTENTIAL CONFLICT WITH NEW STORM WITH KCSW 125 - 10" WATER/PSE 8" STW GAS/WSDOT COMM/WSDOT STORM — CONNECT TO CONNECT TO EXISTING CATCH BASIN VADor- d� PLACE CATCH BASIN ON EXISTING PIPE _ALONG NEW BARRIER ALIGNMENT ADJUST RIM TO FINISHED GRADE -` or PLACE ON EXISTING PIPE - D ADJUST RIM TO FINISHED G RARE I - 1"-40' 1-405 BRT N N FILENAME BURIEN TIC TO LYNNWOOD TIC CONCEPTUAL ENGINEERING PLANS LL CONTRACT ID: �%AI�iT TUKWILA INTERNATIONAL BLVD STATION COMPOSITE UTILITY PLAN B02-UCP103 T No.: REV: 28 0 4/10/2020 D 0 Z m m m 0 z 03 0 N C n 0 N ALL EXISTING UTILITY INFORMATION DEPICTED AT QUALITY LEVEL D UNLESS OTHERWISE NOTED. NOTES UTILITY QUALITY LEVEL A: PRECISE HORIZONTAL AND VERTICAL LOCATION OF UTILITIES OBTAINED BY THE ACTUAL EXPOSURE OR VERIFICATION OF PREVIOUSLY EXPOSED AND SURVEYED UTILITIES) AND SUBSEQUENT MEASUREMENT OF SUBSURFACE UTILITIES, USUALLY AT A SPECIFIC POINT. MINIMALLY INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL FOR UTILITY DAMAGE. A PRECISE HORIZONTAL AND VERTICAL LOCATION, AS WELL AS OTHER UTILITY ATTRIBUTES, IS SHOWN ON PLAN DOCUMENTS. ACCURACY IS TYPICALLY SET TO 15-MM VERTICAL AND TO APPLICABLE HORIZONTAL SURVEY AND MAPPING ACCURACY AS DEFINED OR EXPECTED BY THE PROJECT OWNER. UTILITY QUALITY LEVEL B: INFORMATION OBTAINED THROUGH THE APPLICATION OF APPROPRIATE SURFACE GEOPHYSICAL METHODS TO DETERMINE THE EXISTENCE AND APPROXIMATE HORIZONTAL POSITION OF SUBSURFACE UTILITIES. QUALITY LEVEL B DATA SHOULD BE REPRODUCIBLE BY SURFACE GEOPHYSICS AT ANY POINT OF THE DEPICTION. THIS INFORMATION IS SURVEYED TO APPLICABLE TOLERANCES DEFINED BY THE PROJECT AND REDUCED ONTO PLAN DOCUMENTS. UTILITY QUALITY LEVEL C: INFORMATION OBTAINED BY SURVEYING AND PLOTTING VISIBLE ABOVE -GROUND UTILITY FEATURES AND BY USING PROFESSIONAL JUDGEMENT IN CORRELATING THIS INFORMATION TO QUALITY LEVEL D INFORMATION. UTILITY QUALITY LEVEL D: INFORMATION DERIVED FROM EXISTING RECORDS OR ORAL RECOLLECTIONS. DRAWN BY: �)PERTEET 2707 COLEY AVENUE, SUITE 900 PHASE 2 EVERETT, WA 98201 425.252.7700 1800.615.9900 ---------------- r- 3 - 5- 44 LEGEND - EXISTING UTILITIES: -COMM CENTURYLINK- UTILITY: COMM - CENTURYLINK —COMM COMCAST— UTILITY: COMM - COMCAST —COMM WSDOT UTILITY: COMM - WSDOT —COMM ZAYO— UTILITY: COMM - ZAYO —GAS PSE— UTILITY: GAS - PSE —PSE UG POWER— UTILITY: POWER - PSE UNDERGROUND SCL OH POWER— UTILITY: POWER - SCL OVERHEAD SCL UG POWER— UTILITY: POWER - SCL UNDERGROUND —SS-W— UTILITY: SANITARY SEWER - W SD-PV1 UTILITY: STORM DRAIN - PRIVATE —SD-SEATAC— UTILITY: STORM DRAIN - SEATAC —SD TUKWILA— UTILITY: STORM DRAIN - TUKWILA —SD-WSDo1— UTILITY: STORM DRAIN - WSDOT0 —W-KCWD-125— UTILITY: WATER - KING COUNTY WATER DISTRICT 125 40 20 0 40 80 —W - TUKWILA— UTILITY: WATER - TUKWILA SCALE IN FEET " a J 1"-40, 1-405 BRT A N N FILENAME BURIEN TC TO LYNNWOOD TC CONCEPTUAL ENGINEERING PLANS LL CONTRACT ID: JlwTsAI1�iT TUKWILA INTERNATIONAL BLVD STATION REVIEWED BY: DATE: DATE: COMPOSITE UTILITY PLAN 4/10/2020 B02-UCP104 ATION No.: ET No.: REV: 29 0 � VALLEY VIEW �_ �SANITARYSEWER `� o _ CONNECT TO EXISTING DRAINAGE STRUCTURE 0 iO \ \� PLACE ON EXISTING PIPE ALONG NEW BARRIERALIGNMEP SDpT- 0 441 � �� 411 U I7� ZJ - —/ PLACE DRAINAGE STRUCTURE N V) ON EXISTING PIPE NAGE ABANDON EXISTING DRAINAGE STRUCTURE - ALL EXISTING UTILITY INFORMATION DEPICTED AT QUALITY LEVEL D UNLESS OTHERWISE NOTED NOTES: UTILITY QUALITY LEVEL A: PRECISE HORIZONTAL AND VERTICAL LOCATION OF UTILITIES OBTAINED BY THE ACTUAL EXPOSURE OR VERIFICATION OF PREVIOUSLY EXPOSED AND SURVEYED UTILITIES) AND SUBSEQUENT MEASUREMENT OF SUBSURFACE UTILITIES, USUALLY AT A SPECIFIC POINT. MINIMALLY INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL FOR UTILITY DAMAGE. A PRECISE HORIZONTAL AND VERTICAL LOCATION, AS WELL AS OTHER UTILITY ATTRIBUTES, IS SHOWN ON PLAN DOCUMENTS. ACCURACY IS TYPICALLY SET TO 15-MM VERTICAL AND TO APPLICABLE HORIZONTAL SURVEY AND MAPPING ACCURACY AS DEFINED OR EXPECTED BY THE PROJECT OWNER. UTILITY QUALITY LEVEL B: INFORMATION OBTAINED THROUGH THE APPLICATION OF APPROPRIATE SURFACE GEOPHYSICAL METHODS TO DETERMINE THE EXISTENCE AND APPROXIMATE HORIZONTAL POSITION OF SUBSURFACE UTILITIES. QUALITY LEVEL B DATA SHOULD BE REPRODUCIBLE BY SURFACE GEOPHYSICS AT ANY POINT OF THE DEPICTION. THIS INFORMATION IS SURVEYED TO APPLICABLE TOLERANCES DEFINED BY THE PROJECT AND REDUCED ONTO PLAN DOCUMENTS. UTILITY QUALITY LEVEL C: INFORMATION OBTAINED BY SURVEYING AND PLOTTING VISIBLE ABOVE -GROUND UTILITY FEATURES AND BY USING PROFESSIONAL JUDGEMENT IN CORRELATING THIS INFORMATION TO QUALITY LEVEL D INFORMATION. UTILITY QUALITY LEVEL D: INFORMATION DERIVED FROM EXISTING RECORDS OR ORAL RECOLLECTIONS. L COMCAST COMM 9 1 ,1 SD TUKWILA �1 1 TUKWILA STORM O TUKWI A� // I Oa \\ 0- 0 i PLACE CATCH BASIN ON —EXISTING PIPE ALONG ­� NEW BARRIER ALIGNMENT �)PERTEET DRAWN BYy P HAS E 2 2707 COLBY AVENUE, SUITE 900 EVERETT, WA 98201 CHECKED BY: 425.252.7700 1800.615.9900 WB LEGEND — PROPOSED UTILITIES: Sp UTILITY: STORM DRAIN ---------------- 4_ 5 44 7 A Z r 2 I� A 133 N G - a PLACE CATCH BASIN ON EXISTING PIPE ALONG NEW BARRIER ALIGNMENT , I LEGEND — EXISTING UTILITIES: -COMM CENTURYuwK- UTILITY: COMM - CENTURYLINK —COMM COMCAST— UTILITY: COMM - COMCAST —COMM WSDOT— UTILITY: COMM - WSDOT —COMM ZAYO— UTILITY: COMM - ZAYO —GAS PSE— UTILITY: GAS - PSE —PSE UG POWER— UTILITY: POWER - PSE UNDERGROUND —SOL OH POWER— UTILITY: POWER - SCL OVERHEAD —SCL UG POWER— UTILITY: POWER - SCL UNDERGROUND SS-w UTILITY: SANITARY SEWER - W —SD-PVF UTILITY: STORM DRAIN - PRIVATE —SD-SEATAC— UTILITY: STORM DRAIN - SEATAC —SD TUKWILA— UTILITY: STORM DRAIN - TUKWILA —SD-WSDOT— UTILITY: STORM DRAIN - WSDOT -W-KCWD-125- UTILITY: WATER - KING COUNTY WATER DISTRICT 125 -W - TUKWILA- UTILITY: WATER - TUKWILA 40 20 0 40 80 SCALE IN FEET NN a J 1"-40, 1-405 BRT %l AN N FILENAME BURIEN TIC TO LYNNWOOD TIC CONCEPTUAL ENGINEERING PLANS LL CONTRACT ID: �mmimw TUKWILA INTERNATIONAL BLVD STATION REVIEWED BY: DATE: DATE: COMPOSITE UTILITY PLAN B02-UCP105 T No.: REV: 30 0 4/10/2020 y h � tiPa ss-W °P5 CULVERT (WDFWID 992651) TO BE MADE FISH PASSABLE CULVERT (WDFWID 998886) PSE GAS yy KCWD 125 - WATER BY OTHERS TO BE MADE FISH PASSABLE O BY OTHERS °gyas��° ZAYO COMM ya° VALLEY VIEW SANITARY SEWER TUKWILA STORM TUKWILA STORM C- EXTEND PIPE COMCAST COMM ° o rya # p - s � ° a 0 WSDOT STORM � � o � N � J 4 I 55,�1 0 ss / - $$_w -/ y� tiP P� LEGEND — PROPOSED UTILITIES: LEGEND EXISTING UTILITIES: SD UTILITY: STORM DRAIN -COMM CENTURYDNK- UTILITY: COMM - CENTURYLINK —COMM COMCAST— UTILITY: COMM - COMCAST ALL EXISTING UTILITY INFORMATION DEPICTED AT QUALITY LEVEL D UNLESS OTHERWISE NOTED. —COMM WSDOT— UTILITY: COMM - WSDOT NOTES: —COMM ZAYO— UTILITY: COMM - ZAYO UTILITY QUALITY LEVEL A: PRECISE HORIZONTAL AND VERTICAL LOCATION OF UTILITIES OBTAINED —GAS PSE— UTILITY: GAS - PSE BY THE ACTUAL EXPOSURE OR VERIFICATION OF PREVIOUSLY EXPOSED AND SURVEYED UTILITIES) —PSE UG POWER— UTILITY: POWER - PSE UNDERGROUND AND SUBSEQUENT MEASUREMENT OF SUBSURFACE UTILITIES, USUALLY AT A SPECIFIC POINT. MINIMALLY INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL —SCL OH POWER— UTILITY: POWER - SCL OVERHEAD FOR UTILITY DAMAGE. A PRECISE HORIZONTAL AND VERTICAL LOCATION, AS WELL AS OTHER UTILITY ATTRIBUTES, IS SHOWN ON PLAN DOCUMENTS. ACCURACY IS TYPICALLY SET TO 15-MM —SCL UG POWER— UTILITY: POWER - SCL UNDERGROUND VERTICAL AND TO APPLICABLE HORIZONTAL SURVEY AND MAPPING ACCURACY AS DEFINED OR ss-w UTILITY: SANITARY SEWER - W EXPECTED BY THE PROJECT OWNER. -------- SD-PVF UTILITY: STORM DRAIN - PRIVATE UTILITY QUALITY LEVEL B: INFORMATION OBTAINED THROUGH THE APPLICATION OF APPROPRIATE SURFACE GEOPHYSICAL METHODS TO DETERMINE THE EXISTENCE AND APPROXIMATE HORIZONTAL —SD-SEATAC— UTILITY: STORM DRAIN - SEATAC POSITION OF SUBSURFACE UTILITIES. QUALITY LEVEL B DATA SHOULD BE REPRODUCIBLE BY SURFACE GEOPHYSICS AT ANY POINT OF THE DEPICTION. THIS INFORMATION IS SURVEYED TO —SD TUKWILA— UTILITY: STORM DRAIN - TUKWILA APPLICABLE TOLERANCES DEFINED BY THE PROJECT AND REDUCED ONTO PLAN DOCUMENTS. —SD-WSDOT— UTILITY: STORM DRAIN - WSDOT UTILITY QUALITY LEVEL C: INFORMATION OBTAINED BY SURVEYING AND PLOTTING VISIBLE �- ��--- _ —W-KCWD-125— UTILITY: WATER - KING COUNTY WATER DISTRICT 125 ABOVE -GROUND UTILITY FEATURES AND BY USING PROFESSIONAL JUDGEMENT IN CORRELATING __J` ��� 1 40 20 0 40 80 THIS INFORMATION TO QUALITY LEVEL D INFORMATION. 2 _----'_ _ —W - TUKWILA— UTILITY: WATER -TUKWILA UTILITY QUALITY LEVEL D: INFORMATION DERIVED FROM EXISTING RECORDS OR ORAL \ ------------ SCALE IN FEET RECOLLECTIONS. t. DRAWN BY: �)PERTEET 2707 COLEY AVENUE, SUITE 900 PHASE 2 EVERETT, WA 98201 425.252.7700 1800.615.9900 " a J 1"-40, 1-405 BRT A N N FILENAME BURIEN TC TO LYNNWOOD TC CONCEPTUAL ENGINEERING PLANS LL CONTRACT ID: J11D?rsAI1�iT TUKWILA INTERNATIONAL BLVD STATION REVIEWED BY: DATE: DATE: COMPOSITE UTILITY PLAN 4/10/2020 B02-UCP106 ATION No.: ET No.: REV: 31 0 Xrefs: 405_BRLMP10 A405RX 405BRT_TB22x34 NW 1/4 SE 1/4 SEC 21, NE 1/4 SE 1/4 SEC 21, NW 1/4 SW 1/4 SEC 22, NE 1/4 SW 1/4 SEC 22, T 23 N, R 4 E; W.M. T 23 N, R 4 E; W.M. T 23 N, R 4 E; W.M. T 23 N, R 4 E; W.M. Q- I I O� --- + .4/ ,.320 S1 54TH STREET a \ \y _ _ I ----- O v — w �J' o I� I I y1� --------- a� w (4�309 ry I I + —r--�T— I— 0 1/16SECTI0NLINE -o- ----- ---- Jv- IZ /��'N - 9��� III , "Z i0 w —T I Wiz Q W co S 158TH STREET — -TPTFURE rT — Fes— T I — 332---S---- ----------J —STHSTREET----— —�LI -- I 323ECTIO--- LINE I+ I r r I I j l �T T \ TL_4�T i SW 1/4 SE 1/4 SEC 21, SE 1/4 SE 1/4 SEC 21, SW 1/4 SW 1/4 SEC 22, SE 1/4 SW 114 SEC 22, T 23 N, R 4 E; W.M. T 23 N, R 4 E; W.M. T 23 N, R 4 E; W.M. T 23 N, R 4 E; W.M. MONUMENT COORDINATE TABLE POINT NO. NORTHING EASTING ELEVATION DESC 309 172595.51 1280242.29 364.63 MON IN CASE 320 173332.25 1282313.96 231.31 MON IN CASE 323 171028.62 1282269.90 419.70 MON IN CASE 325 171091.53 1279634.65 352.65 MON IN CASE 329 171104.68 1278737.93 416.54 MON IN CASE P.FRANK DRAWN BY: A. ALIMOVA CHECKED BY: J.BECKER PHASE 2 N 200 100 0 200 400 SCALE IN FEET SCALE: DRAWING No.: manU 1-405 BRT a 1"=20o B02-RMP101 FILENAME: BURIEN TIC TO LYNNWOOD TIC `� N I-405-B02-RMP101 CONCEPTUAL ENGINEERING PLANS LOCATION No.: LIN &ASSOCIATES, INC. LL CONTRACT ID: Consulting Engineers .111191,11mrWAAf TUKWILA INTERNATIONAL BLVD STATION SHEET No.: REV: -TEDBY: DATE: REVIEWED BY: DATE: DATE: RIGHT-OF-WAY MONUMENTATION PLAN 03/27/2020 1 ,,,,,,,,,---- ,,,,,,,,,---- 32 Xrefs: 405_BRLMP10 A405RX 405BRT_TB22x34 x1405-B02-CPP100 X.-802-RPP100 A405-810-CEP001 .0 NW 1/4 SE 1/4 SEC 21, NE 1/4 SE 1/4 SEC 21, NW 1/4 SW 1/4 SEC 22, NE 1/4 SW 1/4 SEC 22, NW 1/4 SE 1/4 SEC 22, T 23 N, R 4 E; W.M. T 23 N, R 4 E; W.M. T 23 N, R 4 E; W.M. T 23 N, R 4 E; W.M. T 23 N, R 4 E; W.M. �- �r—'TTT�TT ITT---- ��—�-� �� -- -�- �_---- - �-� JI I I I — LJ �� I I I LT�T —� TTT---- -r---7 i T ��T RNVNO. BRI-XXX / — — — 9999999999 WSDOT l J O W ►to �--ITT-� SE 1/4 SE 1/4 SEC 21, T 23 N, R 4 E; W.M. ,- ---- y-- =i I ylLU I — W U. � Z = T w I I o' a / ZQ / 'o _ S 158TH STREET i _ ITT-7 ; r-7-T--T L SW 1/4 SW 1/4 SEC 22, SE 1/4 SW 1/4 SEC 221 SW 1/4 SE 1/4 SEC 22, T 23 N, R 4 E; W.M. T 23 N, R 4 E; W.M. T 23 N, R 4 E; W.M. SOUND TRANSIT PARCEL NO. PARCEL AREA FEE TAKE REMAINDER GUIDEWAY/ TEMPORARY KING CO. R/W NO. (TAX ACCOUNT NO.) OWNERS SQ. FT. SQ. FT. SQ. FT. PERMANENT CONSTRUCTION RECORDING ESMT SQ. FT. ESMT SQ. FT. NO. 1 BRI-XXX gggggggggg WSDOT 72.172 977,742 LEGEND MP Xx WSDOT MILE POST //////1//1//////// WSDOT LIMITED ACCESS PROPERTY LINE FEE TAKE N TEMPORARY CONSTRUCTION EASEMENT 200 100 0 200 400 SCALE IN FEET WSDOT ASL P. FRANK Man U 1"=200' I-405 BRT B02-RPP101 DRAWN BY: 4 FILENAME: BURIEN TIC TO LYNNWOOD TIC A. PHASE 2 W I-405-B02-RPP101 CONCEPTUAL ENGINEERING PLANS LOCATION No. CHECKED BY: LL CONTRACT ID: LASSOCIATES, INC. J. BECKER Consulting Engineers r��f TUKWILLA INTERNATIONAL BLVD STATION SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: RIGHT-OF-WAY PLAN - - 03/27/2020 33 G AIRPORT EXPRESSWAY ON -RAMP TO EB SR 518 a No. DATE I DSN I CHK INo. DATE I DSN I CHK I APP�REVISION 3 34 TO TIBS LINK STATION ^--------------------------- -_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_- li 188'-1" i WESTBOUND PLATFORM i I � I -------------------------------------------------------------------J 3fi 1 35 _—_—_—.-------------------------------------------------------- ------— EASTBOUND PLATFORM L _ L---------------------------------------- ---------------------------=- J STAIR ROOF, TBD ELEVATOR NOISE BARRIER WALL, HEIGHT TBD f 14' -6" EB PLATFORM BUS ONLY LANE (BEYOND) �I ES SR 518 DESIGNED BY: DRAWN BY: " BW/CD/JSP PNPgE Z CHECKED BY: KGT APPROVED BY: SUBMITTED BY: I DATE: WB SR 518 POVOT REVIEWED BY: 1 TIBS SITE PLAN 1" = 20'-0" PRELIMINARY PEDESTRIAN BRIDGE, DESIGN TBD RAIUNG/BARRIER TBD ,i !III!�III; I,�Ilhllll STAIR ROOF, TBD NOISE BARRIER WALL, HEIGHT TBD GENERAL NOTE: A. SHELTER AND AMENITIES AT EACH STATION ARE BASED ON A PROTOTYPICAL LAYOUT AND MAY VARY AS THE PROJECT DEVLOPS. BUS ONLY LANE 1 14' -6" WB PLATFORM AIRPORT EXPRESSWAY / SR 99 2 TIBS SECTION DIAGRAM SCALE: 1-405 BRT DRAWING No.: AS NOTED wmwrB02-ASP101 FILENAME: BURIEN TIC TO LYNNWOOD TIC N CONCEPTUAL ENGINEERING PLANS LOCATION No.: Z w ouNDTR A Nsa CONTRACT ID: ■V 11M�\.7f� TUKWILA INTERNATIONAL BLVD STATION SHEET No.: REV: DATE: DATE: 04/10/2020 PLATFORM PLANS 34 G MAINTENANCE VEHICLE PARKING SPACE O 2 '10'-0" BETWEEN BUSES ! 1 1 IL '�OETECTASLEZ -•AlW- — ��_ n PAVERS SHELTERr �� OVERHEADOOF VERS TICKET VENDING MACHI NE,STUB CONDUIT POTENTIAL SHELTER EXPANSION BENCH, TVP. BRT VEHICLE SHOWN FOR REFERENCE ONLY ADA/BIKE BOARDING ZONE SYMBOL 1� ACCESSIBLE CLEAR REFER N REFERENCE ONLY 80- �TAIRS ABOVE — X 100", FOR REFERENCE ONLY r - WINDSCREEN I—I� STRIDE SHELTER) ACOUSTIC ACCESSIBLE WAITING TRASH RECEPTACLE SEPARATION AREA -2'E"X4-4% FOR REFERENCE LIGHT POLE, TYP. CONDUITSTUB-UP; FLAG WINDSCREEN, ONLY POTENTIAL AREA FOR EMERGENCY TYR BRIT PYLON, STUB UP FOR ADDITIONAL PHONE TOWER CONDUIT FOR PLATFORM LENGTH ELECTRICALICOMM ELECTRICALAND 2'-O" 4'-8" COMM ENCLOSURE 25' - 11" 24' - 0" 22' - 0" 48' - 2" 11' 22' - 0" 187' - 8" 4 TIBS EB PLATFORM o: a No. DATE PEDESTRIAN BRIDGE ELEVATOR —I� I I T I MECHANICAL ROOM DOOR WALL OR RAILING AT PLATFORM EDGE, TBD PRELIMINARY STAIR CANOPY, DESIGN TBD STAIRS AND RAILING BRT PYLON, STUB UP • CONDUIT FOR ELECTRICAL/COMM STAIRS STAIRS SURGE ZONE CLEARANCE, 15' X 11' 21' -11" GENERAL NOTE: A. SHELTER AND AMENITIES AT EACH STATION ARE BASED ON A PROTOTYPICAL LAYOUT AND MAY VARY AS THE PROJECT DEVLOPS. PEDESTRIAN BRIDGE OVERHEARD WALL OR RAILING AT PLATFORM EDGE, TBD ELEVATOR SURGE ZONE CLEARANCE, 10' X 10' MECHANICAL ROOM 23'-2" 1 10,-9" 1 TIBS EB PLATFORM PLAN 1/8" = 1'-0" CONDUIT STUB -UP; FOR EMERGENCY PHONE TOWER LIGHT POLE, I NOISE BARRIER WALL, TBD ELECTRICAL AND COMM ENCLOSURE 2 TIBS EB ELEVATION 1" = 10'-01, _ DESIGNED BY: E 2 pNP�" r " PVOT • ¢ � z W V N LL SOUNDTRANsa SCALE: AS NOTED 1-405 BRT BURIEN TC TO LYNNWOOD TICB02-ASP102 CONCEPTUAL ENGINEERING PLANS TUKWILA INTERNATIONAL BLVD STATION PLATFORM PLANS DRAWING No.: DRAWN BY: BW/CD/JSP FILENAME: LOCATION No.: CHECKED BY: KGT CONTRACT ID: SHEET No.: REV: 35 APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: 04/10/2020 REVISION G a 188' - 2" 12'-0" 20'-11" 21'-11" 13'-5" 48'-2" 22'-0" 4'-8' ELEVATOR SURGE ZONE CLEARANCE, 10' X 10, PEDESTRIAN BRIDGE OVERHEARD BRT PYLON, STUB UP WINDSCREEN / TRASH RECEPTACLE ELEVATOR STAIRS SURGE ZONE CLEARANCE, 16' X 11' CONDUIT FOR ACOUSTIC ELECTRICAUCOMM SEPARATION CONDUIT STUB -UP;- FOR EMERGENCY PHONE TOWER TICKET VENDING STAIRS STUB STRIDE SHELTER CONDUIT MECHANICAL ROOM WALL OR RAILING AT PLATFORM EDGE, TBD 0 3 TIBS WB PLATFORM ACCESSIBLE WAITING BENCH, TVP. AREA -2'-6"X4'-D FLAG WINDSCREEN, FOR REFERENCE BOARDING ZONE TYR ONLY PAVERS SHELTER ROOF DETECTABLE OVERHEAD WARNING PAVERS -- _ - ADAIBIKE BOARDING " STAIRSABOVE ZONE SYMBOL ACCESSIBLE CLEAR BOARDINGAREA-6W _J X 100", FOR REFERENCE ONLY BRT VEHICLE SHOWN FOR REFERENCE ONLY ELEVATOR PEDESTRIF • 10'-0" BETNEEN BUSES MECHANICAL ROOM DOOR WALL OR RAILING AT PLATFORM EDGE, TBD 2 36 LIGHT POLE, TYP. PRELIMINARY STAIRCANDPY, _ DESIGN TBD l STAIRS AND RAILING BRT PYLON, STUB UP CONDUIT FOR ELECTRICAUCOMM 48' - 0" 1 BIG STATION NAME SIGN' IG STRIDE SHELTER -; TICKET VENDING BENCH, TYP. /.� MACHINE, STUB ART PANEL CONDUIT REALTIME SIGN ' 25' -10" ELECTRICALAND - COMMENCLOSURE POTENTIAL SHELTER EXPANSION GENERAL NOTE: A. SHELTER AND AMENITIES AT EACH STATION ARE BASED ON A PROTOTYPICAL LAYOUT AND MAY VARY AS THE PROJECT DEVLOPS. 26' - 5" POTENTIAL AREA FOR ADDITIONAL PLATFORM LENGTH / 1 TIBS WB PLATFORM PLAN 1/8" = 1'-0.. TRASH RECEPTACLE CONDUIT STUB -UP; FOR EMERGENCY PHONE TOWER NOISE BARRIER WALL, LIGHT POLE, TW. TBD ELECTRICAL AND COMM ENCLOSURE • D mi i 2 TIBS WB ELEVATION MAINTENANCE VEHICLE PARKING SPACE DESIGNED BY: SCALE: DRAWING No.: " AS NOTED 1-405 BRT PVOT ¢ W BURIEN TC TO LYNNWOOD TICB02-ASP103 DRAWN BY: � V FILENAME: BW/CD/JSP E 2 N LOCATION No.: CHECKED BY: pNP�- • LL SOUNDTRANS'T CONTRACTID: CONCEPTUAL ENGINEERING PLANS KGT r TUKWILA INTERNATIONAL BLVD STATION SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: PLATFORM PLANS 36 DATE DSN CHK APP REVISION 04/10/2020 I SW 7TH ST ■ LJ U L--I" LJLJ L—J I I u -- x �� CENTER STA I --� ----� LAKEAVE S I �— B04-CPP102 ��Y WAY GRpp sW ���' F2nA-( PP9n9 300 150 0 300 600 SCALE IN FEET DESIGNED BY: PHASE 2 " a Z ? Q U D LL Sor t'�iAI�T SCALE: 1"=30o I-405 BRT BURIEN TC TO LYNNWOOD TC CONCEPTUAL ENGINEERING PLANS SOUTH RENTON TRANSIT CENTER KEY MAP / SUMMARY OF IMPROVEMENTS DRAWING No.: B04-GZK100 DRAWN BY: FILENAME: 00 LOCATION No.: CHECKED BY: CONTRACT ID: CONTRACT SHEET No.: REV: 37 0 APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: 4/10/2020 No. DATE DSN CHK APP REVISION PROPERTY LINE, TYP �\ WSDOT LIMITED ACCESS N SOURCE: AS -BUILT O D a a U m SB WA-167 H W W NB WA-167 = C/) EXISTING BAT LANE \. N V .. ... --jo. 1 W M O Z O I WSDOT LIMITED ACCESS SOURCE: AS -BUILT f I END BUS ON SHOULDER SIGNING AND STRIPING U U BEGIN BUS ON SHOULDER / DECISION ON MERGE PRIORITY ENHANCEMENTS WILL & ASSOCIATED TRAFFIC 4 CONTROL DESIGN PENDING BE MADE TO THE Q CD COORDINATION EXISTING BAT LANE m \\ I I Lij W \\ U) W �. \ W U) c� 1 Z BEGIN BUS ONLY LT POCKET ^O 0 \ y INTERSECTION TO BE MODIFIED WITH TSP. QUEUE JUMP TO BE ADDED FOR SB BAT LANE. \ EXISTING CHANNELIZATION, CURB AND SIDEWALK BETWEEN HARDIE \ �AVEANDSW7THAVEISPERd &,ERIAL \ IMAGERY, NOT SURVEY. i b c N 40 20 0 40 80 SCALE IN FEET DESIGNED BY: SCALE: DRAWING No.: " 1 40 I-405 BRT -BURIEN TC TO LYNNWOOD TC B04-CPP101 FILENAME DRAWN BY: U : PHASE 2 Z 1405-B04-CPP100 CONCEPTUAL ENGINEERING PLANS LOCATION No CHECKED BY: ? LL �• ��..� CONTRACT ID: .aw1Ysr'RAIIw SOUTH RENTON TRANSIT CENTER SHEET No.: REV' APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: j DATE: CIVIL PLANS No. DATE DSN CHK jAPP REVISION I I i 4/10/2020 1 38 Q D SW G V WAY n WSDOT LIMITED ACCESS v SOURCE: AS -BUILT - MATCHLINE - SEE SHEET B04-CPP103 WSDOT LIMITED ACCESS SOURCE: AS -BUILT EXISTING BAT LANE SIGNING AND STRIPING ENHANCEMENTS WILL BE MADE I I I TO THE EXISTING BAT LANE ---------- P MATCHLINE - SEE SHEET B04-CPP101 40 20 0 40 80 SCALE IN FEET DESIGNED BY: PHASE 2 " a � Z ? U LL sallmr'liAIw SCALE: 1 40 - I-405 BRT BURIEN TIC TO LYNNWOOD TIC: CONCEPTUAL ENGINEERING PLANS SOUTH RENTON TRANSIT CENTER CIVIL PLANS DRAWING No.: B04-CPP102 DRAWN BY: FILENAME 1405-B04-CPP100 LOCATION No CHECKED BY: CONTRACT ID: SHEET No.: REV: 39 0 APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: 4/10/2020 No. 1 DATE DSN CHK jAPP REVISION MATCHLINE - SEE SHEET B04-CPP101 I / 1 W 72—PROPERTY LINE, TYP ---------- EXISTING CHANNELIZATION, CURB ��O• i I Q i / AND SIDEWALK BETWEEN HARDIE AVE AND SW 7TH AVE IS PER AERIAL I I I END BUS ONLY LT IMAGERY, NOT SURVEY. I I BUSES CAN TRAVEL THROUGH POCKET \ I \\ I INTERSECTION z a 2 z z z -- CROSSWALK, TYP I I L— a zz• z \ SIDEWALK, TYP I � I I PLANTER, TYP 12' UNLESS OTHERWISE NOTED i SUNLESS OTHERWISE NOTED / 1 _ NEW CURB RAMPS AT ALL I O720• �� I CROSSWALK LOCATIONS, TYP i NEW TC ISLAND WITH 9" , NEW HARDIE AVE SIGNALIZED � � // \\�` CURB HEIGHT & STRIDEPLATFORMS. INTERSECTION WITH TSP. 4\` e' SEE I EXISTING I UTILITY EASEMENT LINE PROP TC SHELTER OUTSIDE EXISTING TRUCK TURNING i z i 0 ® RAWING B04-ASP101 I POWER LINE EASEMENT, MOVEMENTS ARE +� FILL WALL. ELEVATION I PENDING UTILITY COORDIATION ACCOMMODATED IN NEW i i ' ° VARIES, MAX 5' LAYOUT I•¢ WaW �� ° 0l¢80q ' I \ r // PROP STAIR & ELEVATOR I o b EXISTING LANE CONFIGURATION + (SOUTH OF HARDIE) TO REMAIN ° o q : ' ., }r, - e. Ll 1� I FILTE ----- R SIGNING AND STRIPING ENHANCEMENTS WILL BE MADE TO THE EXISTING BAT LANE EXISTING BAT LANE b 631 I Mm 1 �� 4 At �l �i �ISM �f[v�����Mg "� SURPLE A�11.0,�� PROP .— j ,II� ■ 1j 1 /i �� [Moi Q Y O TYP •u EXISTING BAT LANE ��� - '.-•—�1�OWER �.IN�ES W ���� i MATCHLINE - SEE SHEET B04-CPP102 UN) 40 20 0 40 80 SCALE IN FEET DESIGNED BY: SCALE: DRAWING No.: " 1" ao' I-405 BRT =BURIEN TC TO LYNNWOOD TC B04-CPP103 DRAWN BY: � U FILENAME: PHASE 2 1405-B04-CPP100 CONCEPTUAL ENGINEERING PLANS LOCATION No.: CHECKED BY: ? LL CONTRACT ID: mumrliAIlw SOUTH RENTON TRANSIT CENTER SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: CIVIL PLANS No. I DATE IDSN CHK jAPP REVISION 4/10/2020 40 WSDOT COMM AAO N O T_ n U 4 0 0o 0 w w J 5 LEGEND - EXISTING UTILITIES: -COMM CENTURYDNK- UTILITY: COMM - CENTURYLINK —COMM COMCAST— UTILITY: COMM - COMCAST ALL EXISTING UTILITY INFORMATION DEPICTED AT QUALITY LEVEL D UNLESS OTHERWISE NOTED. —COMM WSDOT— UTILITY: COMM - WSDOT —COMM ZAYO— UTILITY: COMM - ZAYO NOTES: —GAS OLYMPIC PL— UTILITY: GAS - OLYMPIC PIPELINE UTILITY QUALITY LEVEL A: PRECISE HORIZONTAL AND VERTICAL LOCATION OF UTILITIES OBTAINED -GAS PSE— UTILITY: GAS - PSE BY THE ACTUAL EXPOSURE OR VERIFICATION OF PREVIOUSLY EXPOSED AND SURVEYED UTILITIES) AND SUBSEQUENT MEASUREMENT OF SUBSURFACE UTILITIES, USUALLY AT A SPECIFIC POINT. —PSE ON POWER— UTILITY: POWER - PSE OVERHEAD MINIMALLY INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL FOR UTILITY DAMAGE. A PRECISE HORIZONTAL AND VERTICAL LOCATION, AS WELL AS OTHER .. —PSE UG POWER— UTILITY: POWER - PSE UNDERGROUND UTILITY ATTRIBUTES, IS SHOWN ON PLAN DOCUMENTS. ACCURACY IS TYPICALLY SET TO 15-MM —POWER RENTON— UTILITY: POWER - CITY OF RENTON VERTICAL AND TO APPLICABLE HORIZONTAL SURVEY AND MAPPING ACCURACY AS DEFINED OR EXPECTED BY THE PROJECT OWNER. —ON POWER sa— UTILITY: POWER - SCL OVERHEAD UTILITY QUALITY LEVEL B: INFORMATION OBTAINED THROUGH THE APPLICATION OF APPROPRIATE ----- SS-RENTON— UTILITY: SANITARY SEWER - CITY OF RENTON SURFACE GEOPHYSICAL METHODS TO DETERMINE THE EXISTENCE AND APPROXIMATE HORIZONTAL POSITION OF SUBSURFACE UTILITIES. QUALITY LEVEL B DATA SHOULD BE REPRODUCIBLE BY —SS-KcwW— UTILITY: SANITARY SEWER - KCWW SURFACE GEOPHYSICS AT ANY POINT OF THE DEPICTION. THIS INFORMATION IS SURVEYED TO ----- —sS-Pvr UTILITY: SANITARY SEWER - PRIVATE APPLICABLE TOLERANCES DEFINED BY THE PROJECT AND REDUCED ONTO PLAN DOCUMENTS. ----SD-RENTON— UTILITY: STORM DRAIN - CITY OF RENTON UTILITY QUALITY LEVEL C: INFORMATION OBTAINED BY SURVEYING AND PLOTTING VISIBLE �� ABOVE -GROUND UTILITY FEATURES AND BY USING PROFESSIONAL JUDGEMENT IN CORRELATING �� ----- —SD-PVr— UTILITY: STORM DRAIN - PRIVATE THIS INFORMATION TO QUALITY LEVEL D INFORMATION. \� 40 20 0 40 80 —W-RENTON— UTILITY: WATER - CITY OF RENTON UTILITY QUALITY LEVEL D: INFORMATION DERIVED FROM EXISTING RECORDS OR ORAL RECOLLECTIONS. 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MINIMALLY INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL FOR UTILITY DAMAGE. A PRECISE HORIZONTAL AND VERTICAL LOCATION, AS WELL AS OTHER UTILITY ATTRIBUTES, IS SHOWN ON PLAN DOCUMENTS. ACCURACY IS TYPICALLY SET TO 15-MM VERTICAL AND TO APPLICABLE HORIZONTAL SURVEY AND MAPPING ACCURACY AS DEFINED OR EXPECTED BY THE PROJECT OWNER. UTILITY QUALITY LEVEL B: INFORMATION OBTAINED THROUGH THE APPLICATION OF APPROPRIATE SURFACE GEOPHYSICAL METHODS TO DETERMINE THE EXISTENCE AND APPROXIMATE HORIZONTAL POSITION OF SUBSURFACE UTILITIES. QUALITY LEVEL B DATA SHOULD BE REPRODUCIBLE BY SURFACE GEOPHYSICS AT ANY POINT OF THE DEPICTION. THIS INFORMATION IS SURVEYED TO APPLICABLE TOLERANCES DEFINED BY THE PROJECT AND REDUCED ONTO PLAN DOCUMENTS. UTILITY QUALITY LEVEL C: INFORMATION OBTAINED BY SURVEYING AND PLOTTING VISIBLE ABOVE -GROUND UTILITY FEATURES AND BY USING PROFESSIONAL JUDGEMENT IN CORRELATING THIS INFORMATION TO QUALITY LEVEL D INFORMATION. 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SHEET No.: REV: 42 0 APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: 4/10/2020 No. DATE DSN CHK APP REVISION (D 0 a m v� w w x a 6 U 0 0 m a m rn o �o ow Qa o of za z Of K- -o o z N 0 P O o N_ o X LEGEND PROPOSED UTILITIES: SD UTILITY: STORM DRAIN RENTONnS1103S KCWW PRIVATE SEWER POTENTIAL CONFLICT WITH NEW SD AND RENTON 12" WATER/POWER/STORM/COMCAST COMM PLACE FILTERRA ADJACENT TO EXISTING CATCH BASIN AND TIE INTO EXISTING CATCH BASIN o PLACE FILTERRA ADJACENT TO EXISTING CATCH BASIN AND TIE INTO EXISTING CATCH BASIN a I POTENTIAL CONFLICT WITH NEW SD AND RENTON 12" WATER/POWER/STORM/COMCAST COMM RELOCATE EXISTING CATCH BASIN AND FILTERRA TO NEW CURB 5 I POTENTIAL CONFLICT WITH NEW SD AND RENTON 12" WATER/POWER/STORM/COMCAST COMM RELOCATE EXISTING CATCH BASIN AND FILTERRA TO NEW CURB RENTON WATER 12"/POWER/STORM N 40 20 0 40 80 �A SCALE IN FEET I/ O�c cti�i POTENTIAL CONFLICT WITH NEW SD AND PSE GAS SVCS/WSDOT COMM 11 �- V / / / i 0 s I CONNECT TO EXISTING �TI STRUCTURE lol - __ I I PSE GAS SERVICES - -�� WSDOT COMM N I '� ''KE'. 4 i - _EWER CENTURYLINK COMM LEGEND EXISTING UTILITIES: -COMM CENTURYLINK- UTILITY: COMM - CENTURYLINK —COMM COMCAST— UTILITY: COMM - COMCAST ALL EXISTING UTILITY INFORMATION DEPICTED AT QUALITY LEVEL D UNLESS OTHERWISE NOTED. —COMM WSDOT— UTILITY: COMM - WSDOT —COMM ZAYO— UTILITY: COMM - ZAYO NOTES: —GAS OLYMPIC PL— UTILITY: GAS - OLYMPIC PIPELINE UTILITY QUALITY LEVEL A: PRECISE HORIZONTAL AND VERTICAL LOCATION OF UTILITIES OBTAINED —GAS PSE— UTILITY: GAS - PSE BY THE ACTUAL EXPOSURE OR VERIFICATION OF PREVIOUSLY EXPOSED AND SURVEYED UTILITIES) AND SUBSEQUENT MEASUREMENT OF SUBSURFACE UTILITIES, USUALLY AT A SPECIFIC POINT. —PSE OH POWER— UTILITY: POWER - PSE OVERHEAD MINIMALLY INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL FOR UTILITY DAMAGE. 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"" `" .-I""I"'I'"I""I'''"I'"'I"'I""I`I""I • MATCHLINE - SEE DWG B04-UCP102 DESIGNED BY. �)PERTEET DRAWN BY: " 2707COWYAVENUE, SUITE 900 CHECKED BY: P HAS E 2 EVERETT, WA 98201 425.252.7700 1800.615.9900 E' NEWMIE POTENTIAL CONFLICT WITH / NEW SD AND PSE POWER UG/RENTON WATER OF( p5E OG r P E OG TO o m ,,lLyc/r Y Y . k ON p� w 1" _ 40' - 4 FILENAME: w w z Z ScommmAW7•► CONTRACT ID: rfX FYI \ I 1 II _ � PRIVATE STORM / CONNECT TO EXISTING DRAINAGE STRUCTURE PSE UG POU�RpOWER 5 f PSE f p5E OH p / 1-405 BRT BURIEN TIC TO LYNNWOOD TIC CONCEPTUAL ENGINEERING PLANS SOUTH RENTON TRANSIT CENTER COMPOSITE UTILITY PLAN B04-UCP103 T No.: REV: 43 0 4/10/2020 PSE RENTON POWER DRAWN BY: �)PERTEET 2707 COLEY AVENUE, SUITE 900 PHASE 2 EVERETT, WA 98201 425.252.7700 1800.615.9900 NG UTILITY INFORMATION DEPICTED AT QUALITY LEVEL D UNLESS OTHERWISE NOTED. ALITY LEVEL A: PRECISE HORIZONTAL AND VERTICAL LOCATION OF UTILITIES OBTAINED :TUAL EXPOSURE OR VERIFICATION OF PREVIOUSLY EXPOSED AND SURVEYED UTILITIES) EQUENT MEASUREMENT OF SUBSURFACE UTILITIES, USUALLY AT A SPECIFIC POINT. INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL Y DAMAGE. A PRECISE HORIZONTAL AND VERTICAL LOCATION, AS WELL AS OTHER -RIBUTES, IS SHOWN ON PLAN DOCUMENTS. ACCURACY IS TYPICALLY SET TO 15-MM \ND TO APPLICABLE HORIZONTAL SURVEY AND MAPPING ACCURACY AS DEFINED OR BY THE PROJECT OWNER. ALITY LEVEL B: INFORMATION OBTAINED THROUGH THE APPLICATION OF APPROPRIATE 3EOPHYSICAL METHODS TO DETERMINE THE EXISTENCE AND APPROXIMATE HORIZONTAL )F SUBSURFACE UTILITIES. QUALITY LEVEL B DATA SHOULD BE REPRODUCIBLE BY )EOPHYSICS AT ANY POINT OF THE DEPICTION. THIS INFORMATION IS SURVEYED TO E TOLERANCES DEFINED BY THE PROJECT AND REDUCED ONTO PLAN DOCUMENTS. ALITY LEVEL C: INFORMATION OBTAINED BY SURVEYING AND PLOTTING VISIBLE OUND UTILITY FEATURES AND BY USING PROFESSIONAL JUDGEMENT IN CORRELATING RMATION TO QUALITY LEVEL D INFORMATION. ALITY LEVEL D: INFORMATION DERIVED FROM EXISTING RECORDS OR ORAL IONS. LEGEND - EXISTING UTILITIES: -COMM CENTURYLINK- UTILITY: COMM - CENTURYLINK —COMM COMCAST— UTILITY: COMM - COMCAST —COMM WSDOT— UTILITY: COMM - WSDOT —COMM ZAYG— UTILITY: COMM - ZAYO —GAS OLYMPIC PL— UTILITY: GAS - OLYMPIC PIPELINE —GAS PSE— UTILITY: GAS - PSE —PSE OH POWER— UTILITY: POWER - PSE OVERHEAD —PSE UG POWER— UTILITY: POWER - PSE UNDERGROUND —POWER RENTON— UTILITY: POWER - CITY OF RENTON —OH POWER SCL— UTILITY: POWER - SCL OVERHEAD —SS-RENTON— UTILITY: SANITARY SEWER - CITY OF RENTON —SS-KCWW— UTILITY: SANITARY SEWER - KCWW Ss-PVr— UTILITY: SANITARY SEWER - PRIVATE - N SD-RENTON— UTILITY: STORM DRAIN - CITY OF RENTON 1 Y SD-SDUTILITY: STORM DRAIN - PRIVATE —W-RENTON— UTILITY: WATER - CITY OF RENTON 40 20 0 40 80 SCALE IN FEET " a w 1"-40' 1-405 BRT A N N FILENAME BURIEN TC TO LYNNWOOD TIC CONCEPTUAL ENGINEERING PLANS LL CONTRACT ID: �mmimw SOUTH RENTON TRANSIT CENTER REVIEWED BY: DATE: DATE: COMPOSITE UTILITY PLAN B04-UCP104 No.: REV: 44 0 4/10/2020 Xis: 405_BRLMP10 A405R% 405BRT_TB22x34 NE 1/4 NW 1/4 SEC 19, T 23 N, R 5 E; W.M. NW 114 NE 1/4 SEC 199 T 23 N, R 5 E; W.M. NE 1/4 NE 1/4 SEC 19, T 23 N, R 5 E; W.M. SW 7TH STREET — �1� L-�// ---------- -- i I---�---- ------ r--� i --� y SECTION LINE V�lj` \ -- -IZ _ ;F / r - W / -- -- 1 � 411 — CO W 0 �- SWow GRT-T --- - --- --- --- Q dW �_— --�4 r _�L—i � +�- - a 412 S 7TH STREET 303 0� 29 -- 26.4 I N Zlx N � — _ __ D S 14T14 STREET �- - - �- 1.405 -�--- � II N SE 1/4 NW 1/4 SEC 19, T 23 N, R 5 E; W.M. SW 1/4 NE 1/4 SEC 19, T 23 N, R 5 E; W.M. MONUMENT COORDINATE TABLE POINT NO. NORTHING EASTING ELEVATION DESC 303 175885.41 1299146.18 24.27 MON IN CASE 401 174791.24 1297986.27 28.10 MON IN CASE 411 175083.39 1297993.38 28.13 MON IN CASE 412 175891.26 1298012.95 25.46 MON IN CASE 423 175017.14 1299002.77 25.50 MON IN CASE SE 1/4 NE 1/4 SEC 19, T 23 N, R 5 E; W.M. N 200 100 0 200 400 SCALE IN FEET P. FRANK • "� 1LENAM I-405 BRT B04-RMP101 DRAWN BY: G FILENAME: BURIEN TC TO LYNNWOOD TC A. ALIMOVA w 1-405-BO4-RMP101 CHECKED BY: PHASE 2 Z U LL r CONTRACT ID: CONCEPTUAL ENGINEERING PLANS LOCATION No.: LIN &ASSOCIATES, INC. �I SOUTH RENTON TRANSIT CENTER J. BECKER Consulting Engineers SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: RIGHT-OF-WAY MONUMENTATION PLAN 03/27/2020 45 IN, HATE f11N ('RK APP RF\/ISInN J_ BECKER 03/27/2()20 03/27/2()20 Xmfs: 405_BRT_MP10 x1405RX 4058RT_TB22x34 1 405-1304—CPP100 x1405-1304-11PP100 I_405_BRT_Renton_ 1405—B10—upool NE 1/4 NW 1/4 SEC 19, T 23 N, R 5 E; W.M. NW 1/4 NE 1/4 SEC 195 NE 1/4 NE 1/4 SEC 19, T 23 N, R 5 E; W.M. T 23 N, R 5 E; W.M. I V —�---� 5 RNV NO. BRI-XXX SW 7TH STREET �Q'P S 7TH STREET 1923059031 L J — — — — — — �-.."� � RENTONPROP HOLDING LLC I L---J / \ 1 I I I dW - -- -s-- I- 1� / I Izl I r----r / BRI-XXX — — I — — 1923059053 1 D & C INVESTMENTS LLIC. ;z II Ij co Q I YWAY SW GRAD I /1 1 w LTD ACCESS LINE z / >=j z r--- OADy WAY I ° RNV NO. BRI-150 i SG I I � 1923059032 ° R/W NO. BRI-XXX 1 �R 0' 'll KING COUNTY I yh, 30 1923059035, 9063, TRANSIT 9068 & 9074 � VICKI M DIAMBRI, S PROPERTIES LLC — --- - --" 1/16 SECTION LINE RNV NO. BRI-500 1 I d� 4io J Q 9999999999 `Z 1— W WSDOT '1Q g� MP, I � ly I � LTD ACCESS LINE— _ n g 14TH STREET ---I £'9Z d — \-- ------ I-405 � I � LTD ACCESS LINE — —T—�— I I N N I SE 1/4 NW 1/4 SEC 19, T 23 N, R 5 E; W.M. SW 1/4 NE 1/4 SEC 19, SE 1/4 NE 1/4 SEC 19, T 23 N, R 5 E; W.M. T 23 N, R 5 E; W.M. LEGEND MP XX WSDOT MILE POST Z-111/Ll/ZZZZ1ZZ WSDOT LIMITED ACCESS PROPERTY LINE SOUND TRANSIT PARCEL NO. PARCEL AREA FEE TAKE REMAINDER GUIDEWAY/ TEMPORARY KING CO. FEE TAKE R/W NO. (TAX ACCOUNT NO.) OWNERS SQ. FT. SQ. FT. SQ. FT. PERMANENT CONSTRUCTION RECORDING � ESMT SQ. FT. ESMT SQ. FT. NO. 1 BRI-XXX 1923059031 RENTON PROP HOLDING LLC 189,237 6,572 f i i ii TEMPORARY CONSTRUCTION EASEMENT 2 BRI-150 1923059032 KING COUNTY TRANSIT 291,362 20,447 3 BRI-XXX 1923059053 D & C INVESTMENTS LLC. 37,702 4,643 4 BRI-XXX 1923059035, 9063, 9068, 9074 VICKI M DIAMBRI, S PROPERTIES LLC 359,747 359,747 mum WSDOT ASL 5 BRI-500 9999999999 WSDOT 4,154 27,633 DESIGNED BY: P.FRANK DRAWN BY:MEN A. ALIMOVA PHASE 2 LIN &ASSOCIATES, INC. CHECKED BY: I RFftllFR Consulting Engineers SCALE: a w - ¢ 1LE FILENAMNAM E: w I-405-B04 K D CONTRACT N 200 100 0 200 400 SCALE IN FEET 1-405 BRT BURIEN TIC TO LYNNWOOD TIC 13 CONCEPTUAL ENGINEERING PLANS SOUTH RENTON TRANSIT CENTER RIGHT-OF-WAY PLAN B04-RPP101 SHEET No.: REV. 46 03/27/2020 G r o: a No. DATE \ / STR/OF SrR/oFp / � RM \• \•\. Grp l \ \ Z \ \ oRM as NOT \•\ // \f p�q FpRF</ F O Mi rq�T ocgT s� TewN F 0 POTENTIAL PEDESTRIAN BRIDGE FROM PARKING GARAGE TO PLATFORM GENERAL NOTE: A. SHELTER AND AMENITIES AT EACH STATION ARE BASED ON A PROTOTYPICAL LAYOUT AND MAY VARY AS THE PROJECT DEVLOPS. BIKE STORAGE POTENTIAL PARKING GARAGE s 1 SRTC PLATFORM SITE PLAN 1" = 20'-0" N STATION SHELTER DESIGN, TBD BUS ONLY LANES & LAYOVER +/- 40' BUS ONLY LANES TRANSIT CENTER 2 SRTC PLATFORM SECTION DIAGRAM 1/8" = V-0" DESIGNED BY: SCALE: DRAWING No.: AS NOTED I-405 BRT P VOT BURIEN TIC TO LYNNWOOD TICB04-ASP101 DRAWN BY: � V FILENAME: BW/CD/JSP E LOCATION No.: CHECKED BY: pNp�" • LL SOUNDTRANSIT CONTRACT ID: CONCEPTUAL ENGINEERING PLANS KGT r SOUTH RENTON TRANSIT CENTER SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: PLATFORM PLANS 47 APP REVISION 04/10/2020 G GENERAL NOTE: A. SHELTER AND AMENITIES AT EACH STATION ARE BASED ON A PROTOTYPICAL LAYOUT AND MAY VARY AS THE PROJECT DEVLOPS. `I BRT VEHICLE SHOWN FOR REFERENCE ONLY DETECTABLE L - WARNINGPAVERS FLAG SIGN ADA/BIKE BOARDING ZONESYMBOL BOARDING ZONE PAVERE A IBLE CLEAR PRELIMINARY SHELTER ROOF TICKETVENDING MACHINE, STUB EA-fi0 BOARDING AREA X 100", FOR OVERHEAD CONDUIT ONLY BRT PYLON, STUB UP _REFERENCE _— _ _ _ _ _ _ _ _ _ CONDUIT FOR ELECCO DUIT FOR MM BENCH, TYP. PRELIMINARY SHELTER STRUCTURE v � I `1 1 SRTC -PLATFORM PLAN 3/16" = V-0" N NOTE: PRELIMINARY SHELTER SHOWN, DESIGN TBD. 2 SRTC - STRIDE PLATFORM DESIGNED BY: SCALE: I DRAWING No.: AS NOTED 1-405 BRT P VOT ¢ W BURIEN TC TO LYNNWOOD TC B04ASP102 DRAWN BY: V FILENAME: BW/CD/JSP E 2 N LOCATION No.: CHECKED BY: pNP�" • LL SOUNDTRANS�T °°"T�'°T'°' CONCEPTUAL ENGINEERING PLANS KGT r SOUTH RENTON TRANSIT CENTER SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: PLATFORM PLANS 48 DATE DSN CHK APP REVISION 04/10/2020 O a No. DATE I DSN I CHK I APP I REVISION BRT PYLON, STUB UP CONDUIT FOR ACCESSIBLE WAITING ELECTRICAUCOMM AREA - 2'8" X P-0", FOR REFERENCE ONLY TICKET VENDING MACHINE, STUB CONDUIT ' a o ` NCH, TYP. L ACCESSIBLE CLEAR BOARDING A0' X Jr00. FOR REFERENCE ONLY BOARDING ZONE PAVERS ADA/BIKE BOARDING ZONE SYMBOL DETECTABLE FLAG SIGN WARNING PAVERS III BRT VEHICLE SHOWN FOR REFERENCE ONLY GENERAL NOTE: A. SHELTER AND AMENITIES AT EACH STATION ARE BASED ON A PROTOTYPICAL LAYOUT AND MAY VARY AS THE PROJECT DEVLOPS. 0 0 PRELIMINARY SHELTER STRUCTURE PRELIMINARY SHELTER ROOF OVERHEAD 1 SRTC -PLATFORM PLAN 3/16" = 1'-0" NOTE: PRELIMINARY SHELTER SHOWN, DESIGN TBD. 2 SRTC STRIDE PLATFORM DESIGNED BY: SCALE: DRAWING No.: " AS NOTED I-405 BRT P VOT ¢ BURIEN TICTO LYNNWOOD TC B04-ASP103 DRAWN BY: � V FILENAME: BW/CD/JSP E 2 NW LOCATION No.: CHECKED BY: p00 • LL SOUNDTRANS'T CONTRACT ID: CONCEPTUAL ENGINEERING PLANS KGT r SOUTH RENTON TRANSIT CENTER SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: PLATFORM PLANS 49 04/10/2020 T- I -imp-'--r BEGIN WORK —J— J----nlI� r� B05-CPP101 ,.. I I I I I I J DL'CL4=lVUE TRANSIT CE �1 AI ION J r_ ST---J L —� � LJ ---------�� 1- I I �T I i � Iy I00 F- y cn X N 2 �� T � \ �\\ I NE 11TH�T u_T —Jj --� rT—f ` \ �W I � - 1-405 I —�' I � ❑ � T �J T--r I �' I T �TTT li e I I I I I i I I t 300 150 0 300 600 SCALE IN FEET " wrv—ww 1°=5000' 1-405 BRT DRAWN BY: U FILENAME: BURIEN TC TO LYNNWOOD TC B05-GZK100 PHASE 2 Z 1405-BOS-GZK100 CONCEPTUAL ENGINEERING PLANS LOCATION No.: CHECKED BY: ? LL CONTRACT ID: r')iAIIw BELLEVUE SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: KEY MAP / SUMMARY OF IMPROVEMENTS No. DATE DSN CHK PP REVISION 4/10/2020 50 A I I I I I I I I - I I I j I w I I I Z I I I I = II I � I I I BUS STOP SIGNS FOR BAYS 3-5 TO BE I I I UJI RELOCATE TREES &LUMINAIRES I RELOCATED TO NEW CONFIGURATION I I I z I TO OLD CURB RAMP LOCATIONS I I Qi 1 0.0' 120.0' 120.0' 120.0' I I I o I FL I 0 e TABLETOP INTERSECTION TO BE EXISTING PAINTED BUFFER & Q — — — -- CONSTRUCTED BY CITY OF BELLEVUE 0 m CURB DRAWN PER FIELD --- — — — — — --— — — — — — — — — — — — — — — ------ MEASUREMENTS ' ©' / BA Y 3 S BAY 4 S S BAY 5 US BAY 6 e NE 6TH ST --- TABLETOP INTERSECTION I— A-1, N TO BE CONSTRUCTED BY —7L — — — — — — — — — CITY OF BELLEVUE --- 0 I ------------{ I I I I CURB LENGTH REDUCED TO T TO FACILITATE BAY 3 I I I FUTURE DOWNTOWN I INGRESS. DOUBLE TALL I I I BELLEVUE BUSES CAN'T USE BAY 3 I STRIDE BRT PLATFORM TO REMAIN 6" LINK STATION -----------J II SEE DRAWING B05-ASP101 I I I I i I PROPERTY LINE, TYP RELOCATED CROSSWALKS. EXISTING CONDITIONS UNDER TC I PARALLEL CURB RAMPS MAY SHELTER ARE PER ASBUILT II I I I I ----------—{ I BE REQUIRED (PENDING ADDITIONAL SURVEY) ON ISLAND TO AVOID SHELTER COLUMNS. RAILINGS MAY BE I I II I I I I I I I I I�---------------�- I I I i I I N 40 20 0 40 80 SCALE IN FEET DESIGNED BY: SCALE: DRAWING No.: " DRAWN BY: 40 I-405 BRT B05-CPP101 FILENAME: 1 - BUR TC TO LYNNWOOD TC U PHASE 2 1405-BOS-CPP100 CONCEPTUAL ENGINEERING PLANS LOCATION No.: CHECKED BY: ? LL CONTRACT ID: .i1/WY�'Rw61�� BELLEVUE SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: CIVIL PLANS No. DATE DSN CHK APP REVISION 4/10/2020 51 P-A will I -------------- ❑❑❑❑ ❑❑❑❑ ❑ ❑ ❑ ❑ ❑ n BELLEVUE LIBRARY EXISTING CONDITIONS ON THIS SHEET HAVE NOT BEEN SURVEYED BY WSP. EXISTING CONDITIONS ARE FROM WSDOT SURVEY & ARE OUT OF DATE. DRIVEWAY LOCATION HAS SINCE BEEN SHIFTED. FUTURE SUBMITTAL WILL INCLUDE WSP SURVEY. 495.0' PROPOSED LAYOVER SPACE EXISTING BUS STOP EXISTING ST LAYOVER SPACE USED BY ROUTE 550 TO BE REPURPOSED J AS LAYOVER SPACE J -- -- — — 110TH AVO NE I rjEXISTING PARKING ON WEST DE OF 110TH TO BE MOVED OEASTSIDE I 1 0 � o IF PROPERTY LINE, TYP II EXISTING PARKING N wW g3 c9 w Z `L ao a a a ui I I I IIc I I � I I I I I I I I I I I I I I I I I � I in of �� in I I I I I z i i I I I I I I I I I I I r 0 O I I l o I I I U ------ 7------� — I C I I I I --�--J- I — — — — -- r7I I I I I I EXISTING PAINTED MEDIAN \ / BE REPLACED WITH LEFT TURN POCKET ISLAND TO BE REMOVED I _ o0�- I r I I I I I I 111 TH AVE NE I I I I I I I I I I � I I I ❑� I IL — — — — - L I �� 40 20 0 40 80 SCALE IN FEET DESIGNED BY: PHASE 2 " a � Z ? U LL sawar'Rww SCALE: 1 40 - I-405 BRT BURIEN TC TO LYNNWOOD TC CONCEPTUAL ENGINEERING PLANS BELLEVUE CIVIL PLANS DRAWING No.: B05-CPP102 DRAWN BY: FILENAME: 1405-BOS-CPP100 LOCATION No.: CHECKED BY: CONTRACT ID: SHEET No.: REV: 52 0 APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: 4/10/2020 No. DATE DSN CHK APP REVISION o t ESE UG POWER o PSE UG POWER 0 0 Qj PSE UG POWER PSE UG POWER o x AS o a o o WAVE COMM z o LA 3 O U C O o BELLEVUE STORM ss-coe x 3 W PRIVATE STORM D-Pv sD-Pv so-Pv sD PVF zo Z o00 ZAYO COMM PSE POWER UG v v o 11 \BELLEVUE POWER Q� \ CENTURYLINK COMM So ��M' PSE UG POWER � ® y�I -COB Q m Q _ 0 —SD-COB o SD-C SD -CO UW W-COB w W Ber. s O OMM COMCAST G P _ ®� 0 �COMM CENTURYLIN PSE OG POWER PSE U OWER c B CO! CENTURYLIN o6WER 0 `ONC E -CO W_C 'SE UG POWER OWER CO _ OWER W-C B PSE UG PO E z B�POWER CO PSE UG POWER POWER PSE G POWER oW c OW C OWER COB�pOWER CO ER 0 0 a BELLEVUE WATER o ER Co OWER COB�PoWER COB PSE GAS o B _GGB _ BELLEVUE TRANSIT CENTER 5°-GD sD COB � SS -COB — SS -COB — W COB W-COBW_COB D-COB 3 � MM CENTURYLINK SS -COB W-COBS g 0 o C TURYLIN °�-C B SS -COB— SS -COBS W-C-COS S5 �Fi�L��_COB� SS -COB SS -COB SS -COB o GAS PSE GAS O� E UG POWER PSE UG F D-P \cp ; o S UG POWER PSE UG F S p a m OMM CENTURYLINI 7M CENTURYLIN='- 0 M CENTURYLINKi.COMM CENTURYLIN _ _ 3x KiCOMM C BELLEVUE SEWER s a aR M� ILF}ITO�idE c&0re&WHRK= OMM CENTURYLINK < PRIVATE STORM aA,�ks o o BELLEVUE STORM co OMM COMCAST� XO COMM z� o { I VERIZON COMM LEVEL 3 COMM 11� COMCAST COMM �OMM o--COMM x o o _ 3 O LEGEND — EXISTING UTILITIES: -COMM CENTURYLINK UTILITY: COMM - CENTURYLINK —COMM COMCAST— UTILITY: COMM - COMCAST ALL EXISTING UTILITY INFORMATION DEPICTED AT QUALITY LEVEL D UNLESS OTHERWISE NOTED. —COMM LEVEL 3— UTILITY: COMM - LEVEL 3 COMMUNICATIONS NOTES: —COMM VERIZON— UTILITY: COMM - VERIZON UTILITY QUALITY LEVEL A: PRECISE HORIZONTAL AND VERTICAL LOCATION OF UTILITIES OBTAINED —COMM WAVE— UTILITY: COMM - WAVE BY THE ACTUAL EXPOSURE OR VERIFICATION OF PREVIOUSLY EXPOSED AND SURVEYED UTILITIES) —COMM WSDOT— UTILITY: COMM - WSDOT AND SUBSEQUENT MEASUREMENT OF SUBSURFACE UTILITIES, USUALLY AT A SPECIFIC POINT. MINIMALLY INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL —COMM xO— UTILITY: COMM - XO COMMUNICATIONS FOR UTILITY DAMAGE. A PRECISE HORIZONTAL AND VERTICAL LOCATION, AS WELL AS OTHER UTILITY ATTRIBUTES, SHOWN ON PLAN DOCUMENTS. ACCURACY IS TYPICALLY SET TO 15-MM ----COMMIS ZAYO— UTILITY: COMM - ZAYO VERTICAL AND TO APPLICABLE HORIZONTAL SURVEY AND MAPPING ACCURACY AS DEFINED OR EXPECTED BY THE PROJECT OWNER. —GAS PSE— UTILITY: GAS - PSE —PSE UG POWER— UTILITY: POWER - PSE UNDERGROUND UTILITY QUALITY LEVEL B: INFORMATION OBTAINED THROUGH THE APPLICATION OF APPROPRIATE SURFACE GEOPHYSICAL METHODS TO DETERMINE THE EXISTENCE AND APPROXIMATE HORIZONTAL —POWER COB— UTILITY: POWER - COB POSITION OF SUBSURFACE UTILITIES. QUALITY LEVEL B DATA SHOULD BE REPRODUCIBLE BY n SURFACE GEOPHYSICS AT ANY POINT OF THE DEPICTION. THIS INFORMATION IS SURVEYED TO —SS-COB— UTILITY: SANITARY SEWER - COB 1 Y APPLICABLE TOLERANCES DEFINED BY THE PROJECT AND REDUCED ONTO PLAN DOCUMENTS. —SD-COB— UTILITY: STORM DRAIN - COB UTILITY QUALITY LEVEL C: INFORMATION OBTAINED BY SURVEYING AND PLOTTING VISIBLE —W-COB— UTILITY: WATER - COB ABOVE -GROUND UTILITY FEATURES AND BY USING PROFESSIONAL JUDGEMENT IN CORRELATING THIS INFORMATION TO QUALITY LEVEL D INFORMATION. 40 20 0 40 80 UTILITY QUALITY LEVEL D: INFORMATION DERIVED FROM EXISTING RECORDS OR ORAL RECOLLECTIONS. SCALE IN FEET DESIGNED BY. PHASE 2 PERTEET 2707 COLBY AVENUE, SUITE 900 EVERET,,WA98201 425.252.77001800.615.9900 " JA a w U 0z LL Scumne �r SCALE: 1 -40 I-405 BRT BURIEN TIC TO LYNNWOOD TIC CONCEPTUAL ENGINEERING PLANS BELLEVUE COMPOSITE UTILITY PLAN •• DRAWING No.: B05-UCP101 DRAWN BY: FILENAME: LOCATION No.: CHECKED BY: CONTRACT ID: SHEET No.: REV: 53 0 APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: 4/10/2020 No. DATE DSN ICHK jAPP REVISION Xrefs: 405_BRLMP10 A405RX 405BRT_TB22x34 o vi SW 1/4 NE 1/4 SEC 32, NW 1/4 NE 1/4 SEC 32, T 25 N, R 5 E; W.M. T 25 N, R 5 E; W.M. 108TH AVE NE -----�F ---T--\-- \ F------ i L SW 1/4 SE 1/4 SEC 29, T 25 N, R 5 E; W.M. NW 1/4 SE 1/4 SEC 29, T 25 N, R 5 E; W.M. _7 I : I i d -- W _ �h), T— T T��- L- -- r T 110TH AVE NE — 110TH AVE NE — — 7il)6 —� �POP -1 F _ TL 51 J II 111TH--T- LU ico: �—-_w LW—LTTT LU ct LD —� O —1U)y2 I � -T—��2?��Tw — co rt ��� -----L ----112THA --- — -- --- -- —---------—------—------,------ --- — -_1/16 SECTION LINE I I o M d ►-, E 0_ a - - 500n. 1-405 — — -- —T— — o 1-40501 — t- — r-4 w W u 1 I 2 SE 1/4 NE 1/4 SEC 32, SW 1/4 NE 1/4 SEC 32, SE 1/4 SE 1/4 SEC 29, NE 1/4 SE 1/4 SEC 29, T 25 N, R 5 E; W.M. T 25 N, R 5 E; W.M. T 25 N, R 5 E; W.M. T 25 N, R 5 E; W.M. MONUMENT COORDINATE TABLE POINT NO. NORTHING EASTING ELEVATION DESC 500 228787.57 1306048.08 177.87 MON NO CASE 501 229691.84 1306179.12 200.88 MON NO CASE 503 229506.70 1304962.36 194.13 NAIL & WASHER 506 228870,02 1104948,49 180,22 MON IN CASE 515 227499.34 1304927.70 165.96 MON IN CASE N 200 100 0 200 400 SCALE IN FEET P. FRANK xx% U 1"=200' I-405 BRT B05-RMP101 DRAWN BY: 4 FILENAME: BURIEN TIC TO LYNNWOOD TIC A.ALIMOVA I ) PHASE 2 w w I-405-BOS-RMP101 LOCATIONNo.: No CHECKED BY: Z D CONTRACT ID: CONCEPTUAL ENGINEERING PLANS LIN &ASSOCIATES, INC. J. BECKER Consulting Engineers SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: BELLEVUE RIGHT-OF-WAY MONUMENTATION PLAN 03/27/2020 54 IN, IIATF f)SN (:HK APP RF\/I.SI(1N J. BECKER 1 1 03/27/2020 03/27/2020 Xrefs: 405_BRLMP10 x1405RX 405BRT_TB22x34 x1405-B05-CPP100 x1405-805-RPP 100 1-405_BRT_Bellevm x1405-1310-CEP001 .0 SW 1/4 NE 1/4 SEC 32, T 25 N, R 5 E; W.M. SW 1/4 SE 1/4 SEC 29, T 25 N, R 5 E; W.M. -- I I I I ---� F------ -------J �J -�---- 110THAVENE -J 110THAVENE - I n i �J I I I WI I i� I I w W z I, L _W z — ti'p I W LJ L-� W J _- H = F — 'i� L1 L� ��T y;o co �_ ZU I 2�L T l IW )o L—� -----L--j �--112THAVENE 4--- _ _ _ ;-- \ 1 1111111 -11/16 SECTION LINE I II �—I -T— I yo,"" llll- 111T11i1/111/iiiiiii a 2 I � 2 _ I _ — 1-405 I 3 � I � I LTD ACCESS LINE' / \ �\ \ I / LTD ACCESS LINE NW 1/4 NE 1/4 SEC 329 T 25 N, R 5 E; W.M. I I I I I 108TH AVE NE ---- --- — _---1 SOUND TRANSIT PARCEL NO. PARCEL AREA FEE TAKE REMAINDER GUIDEWAY/ TEMPORARY KING CO. R/W NO. (TAX ACCOUNT NO.) OWNERS SQ. FT. SQ. FT. SQ. FT. PERMANENT CONSTRUCTION RECORDING ESMT SQ. FT. ESMT SQ. FT. NO. 1 BRI-XXX 6162000000 NE 12TH PARK PLACE CONDO 20,300 1,305 2 BRI-XXX 4307500000 LIBRARY SQUARE CONDO 20,228 1,309 NW 1/4 SE 1/4 SEC 29, T 25 N, R 5 E; W.M. I RI-XXX 10 -T- - PLACE II W� )h —� co -H2L-T L_L� _L_J L_L - I LJ—+—LJJ I I� \ I a 1-405 + - - I � 3 Ir�I I -- —� A LTD ACCESS LIN+ I FrFNII lit MP XX WSDOT MILE POST //1//1//////// WSDOT LIMITED ACCESS - - - - - - - - PROPERTY LINE FEE TAKE TEMPORARY CONSTRUCTION EASEMENT WSDOT ASL N 200 100 0 200 400 SCALE IN FEET P. FRANK Man U 1"=200' I-405 BRT B05-RPP101 DRAWN BY: 4 FILENAME: BURIEN TC TO LYNNWOOD TC A.ALIMOVA PHASE 2 w w I-405-BO5-RPP101 LOCATIONNo.: CHECKED BY: Z D CONTRACT ID: CONCEPTUAL ENGINEERING PLANS LIN &ASSOCIATES, INC. J. BECKER Consulting Engineers •n/'���� SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: BELLEVUE RIGHT-OF-WAY PLAN - - 1 1 03/27/2020 55 W W F U W F GENERAL NOTE: A. SHELTER AND AMENITIES AT EACH o STATION ARE BASED ON A a PROTOTYPICAL LAYOUT AND MAY VARY 0 AS THE PROJECT DEVLOPS. 58 _—_—_—_—_--------------- I BAY 5 I L- i —_—_—--'----- ---- fl-�ll BAY 6 1 BELLEVUE TRANSIT CENTER SITE PLAN 1. = 20'-0" BUS ONLY LANES 32' TRANSIT CENTER y BUS ONLY LANES �i T 6"PLATFORM a I i APPROXIMATE CROSS N� K SECTION OF EX CANOPY a 'o a_ U w 2 BELLEVUE TRANSIT CENTER 0 0 1/8" = 1'-0" a v 1 _ _ DESIGNED BY: DRAWN BY: " P VOT SCALE: AS NOTED 1-405 BRT ¢ U FILENAME: BURIEN TIC TO LYNNWOOD TC DRAWING No.: B05-ASP101 BW/CD/JSP E Lo N CONCEPTUAL ENGINEERING PLANS LOCATION No.: w CHECKED BY: pNP�" • LL SOUNDTRANS'T CONTRACTID: z KGT r BELLEVUE TRANSIT CENTER PLATFORM SHEET No.: REV: a APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: PLANS 56 04/10/2020 No. DATE DSN CHK APP REVISION O a No. DATE I DSN I CHK I APP I REVISION nrwsww>.Rt>•wwww��w�ll 3 BELLEVUE TRANSIT CENTER (BAY 6) GENERAL NOTE: A. SHELTER AND AMENITIES AT EACH STATION ARE BASED ON A PROTOTYPICAL LAYOUT AND MAY VARY AS THE PROJECT DEVLOPS. sT BRT VEHICLE SHOWN FOR REFERENCE 2 ONLY 11 DIRECTION OF TRAVEL EX CROSSWALK T• E%DETECTABLE BOARDING ZONE /� /I EX FLAG SIGN -- WARNING PAVERS PAVERS ACCESSIBLE CLEAR ADAIBIKE BOARDING BOARDING AREA - 60" EX SHELTER ROOF ZONE SYMBOL X 100", FOR OVERHEAD REFERENCE ONLY _ F EX COLUMN, TYP. I TICKET VENDING EX SHELTER ROOF _ I MACHINE, STUB OVERHEAD CONDUIT EX BENCH & ACCESSIBLE WAITING BRT PYLON, STUB UP EX BENCH & - WINDSCREEN AREA -2'-6"X4'-0", CONDUIT FOR WINDSCREEN FOR REFERENCE ELECTRICAVCOMM ONLY EX STORAGEI MAINTENANCE ROOM - EX CROSSWALK— 1 BELLEVUE TRANSIT CENTER PLATFORM PLAN 3/16" = 1'-0" N EX BENCH & TICKET VENDING WINDSCREEN MACHINE, STUB CONDUIT EX STORAGE/ MAINTENANCE ROOM T FOUNDATIONS FOR PYLON & TICKET VENDING MACHINE, TBD 2 BELLEVUE TRANSIT CENTER (BAY 6)- 3/16" = 1'-0" DESIGNED BY: E 2 p00 r xx P V OI • ¢ � � V W N LL SOUNDTRANS'T SCALE: AS NOTED I-405 BRT BURIEN TC TO LYNNWOOD TCB05-ASP102 CONCEPTUAL ENGINEERING PLANS BELLEVUE TRANSIT CENTER PLATFORM PLANS DRAWING No.: DRAWN BY: BW/CD/JSP FILENAME: LOCATION No.: CHECKED BY: KGT CONTRACT ID: SHEET No.: REV: 57 APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: 04/10/2020 O o: a No. DATE w�•>A■ �� rn rrr - 58 BRT VEHICLE SHOWN 2 FOR REFERENCE ONLY _ � DIRECTION OF TRAVEL EX DETECTABLE WARNING PAVERS ADA/BIKE BOARDING ZONESYMBOL ACCESSIBLE CLEAR ''\\ EX FLAG SIGN BOARDING ZONE BOARDING AREA - 60" PAVERS X 100', FOR REFERENCE ONLY _ I EXCOLUMN,TYP. I _ EX BENCH & WINDSCREEN I EX SHELTER ROOF - OVERHEAD GENERAL NOTE: A. SHELTER AND AMENITIES AT EACH STATION ARE BASED ON A PROTOTYPICAL LAYOUT AND MAY VARY AS THE PROJECT DEVLOPS. T— T -TT T i )-T 1 i-' - -� i l T i� (i- R 1 T ► i 1 T f- T C -(i r I f � t l t r -t t T ♦ , t- t 1 - . �T-� "-v 1-r'r-P r-v rT-9-p-► 3 BELLEVUE TRANSIT CENTER (BAY 5) 1 BELLEVUE TRANSIT CENTER PLATFORM PLAN 3/16" = 1'-0" EX BENCH & WINDSCREEN 2 BELLEVUE TRANSIT CENTER (BAY 5y 3/16" = 1'-0" DESIGNED BY: SCALE: DRAWING No.: " AS NOTED 1-405 BRT P VOT w BURIEN TC TO LYNNWOOD TICB05-ASP103 DRAWN BY: � V FILENAME: BW/CD/JSP E 2 w N LOCATION No.: CHECKED BY: p00 • z LL SOUNDTRANS'T CONTRACT ID: CONCEPTUAL ENGINEERING PLANS KGT r BELLEVUE TRANSIT CENTER PLATFORM SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: PLANS 58 REVISION 04/10/2020 J I I I � �� 116TH AVE NEB -� ( I B06-CPP101 I I ORKJzL��--�--�- —L � TJ !I � I 1 300 150 0 300 600 SCALE IN FEET DESIGNED BY: PHASE 2 " a � m w ` U LL rmAIIl�iT SCALE: 1 "=5000 I-405 BRT BURIEN TC TO LYNNWOOD TC CONCEPTUAL ENGINEERING PLANS TOTEM LAKE STATION / KINGSGATE PARK & RIDE KEY MAP / SUMMARY OF IMPROVEMENTS DRAWING No.: B06-GZK100 DRAWN BY: FILENAME: 1405-B06-GZK100 LOCATION No.: CHECKED BY: CONTRACT ID: SHEET No.: REV 59 0 APPROVED BY: 1 SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: 4/10/2020 No. DATE DSN CHK jAPP REVISION PROPERTY WSDOT LIMITED ACCE SOURCE: AS -BUILT SIGNAL (OWNED BY WSD( TO BE MODIFIED WITH TS Q R'FY 11 A'FX 11 A'FX .1 ell w 11 A'FX 11 A'FX QR'FX WALKWAY HOT LANE HOT LANE HOT LANE BUS ONLY STATION LANE 0 � 0 � 0 t t TOTEM LAKE STATION NB PLATFORM A NTS BRT STATION WITH 6" PLATFORM 9.8'EX 11.8'EX 11.8'EX ITATION BUS ONLY HOT LAN LANE 3=-_�4� o BRT STATION WITH 6" PLATFORM 11.8'EX 7.9' OT LANE SH t 0 TOTEM LAKE STATION SB PLATFORM B NTS N 40 20 0 40 80 SCALE IN FEET " IC TO BRT a Q � 1"=ao' BURIEN TIC TO LYNNWOOD TC 806-CPP101 DRAWN BY: � U FILENAME: PHASE 2 I405-B06-CPP100 LOCATION No.: CHECKED BY: LL CONTRACT ID: CONCEPTUAL ENGINEERING PLANS �� r'liAI1w TOTEM LAKE STATION / KINGSGATE PARK & RIDE SHEET No.: REV APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: CIVIL PLANS (TOTEM LAKE STATION) No. I DATE IAPP I I 1 1 4/10/2020 60 0 FA INTERIM SURFACE ` PARKING = INTERIM SECONDARY ENTRANCE/EXIT KINGSGATE PARK -AND -RIDE INITIAL GARAGE WILL PROVIDE 400 NET / NEW SPACES AND APPROX 166 REPLACEMENT SPACES ADDITIONAL LANDSCAPING PROPOSED ALONG SOUTH WALL OF THE GARAGE PROPERTY LINE, TYP BIORETENTION SWALE BY ST ------ WALL TO BE INCORPORATED INTO GARAGE FOUNDATION. 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MATCHLINE - SEE DWG B06-UCP102 WW03-1005M W4N0/ OOSM WWOO--l00SM WWOO—l00SM WWOO1—l00SM WWOO1—l00SM TIM—MAtl005M WWOO—l00SM WW00-10 WSDOT COMM J///} ��� 1�'IVJ NOTES: LEGEND EXISTING UTILITIES: UTILITY QUALITY LEVEL A: PRECISE HORIZONTAL AND VERTICAL LOCATION OF UTILITIES OBTAINED —COMM COMCAST— UTILITY: COMM - COMCAST BY THE ACTUAL EXPOSURE OR VERIFICATION OF PREVIOUSLY EXPOSED AND SURVEYED UTILITIES) —COMM FRONTIER— UTILITY: COMM - FRONTIER AND SUBSEQUENT MEASUREMENT OF SUBSURFACE UTILITIES, USUALLY AT A SPECIFIC POINT. MINIMALLY INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL —COMM LEVEL 3— UTILITY: COMM - LEVEL 3 COMMUNICATIONS FOR UTILITY DAMAGE. A PRECISE HORIZONTAL AND VERTICAL LOCATION, AS WELL AS OTHER UTILITY ATTRIBUTES, IS SHOWN ON PLAN DOCUMENTS. ACCURACY IS TYPICALLY SET TO 15-MM —COMM WSDOT— UTILITY: COMM - WSDOT VERTICAL AND TO APPLICABLE HORIZONTAL SURVEY AND MAPPING ACCURACY AS DEFINED OR —COMM ZAYO— UTILITY: COMM - ZAYO EXPECTED BY THE PROJECT OWNER. —GAS PSE— UTILITY: GAS - PSE UTILITY QUALITY LEVEL B: INFORMATION OBTAINED THROUGH THE APPLICATION OF APPROPRIATE SURFACE GEOPHYSICAL METHODS TO DETERMINE THE EXISTENCE AND APPROXIMATE HORIZONTAL —PSE OH POWER— UTILITY: POWER - PSE OVERHEAD POSITION OF SUBSURFACE UTILITIES. QUALITY LEVEL B DATA SHOULD BE REPRODUCIBLE BY n SURFACE GEOPHYSICS AT ANY POINT OF THE DEPICTION. THIS INFORMATION IS SURVEYED TO —PSE UG POWER— UTILITY: POWER - PSE UNDERGROUND 1 Y APPLICABLE TOLERANCES DEFINED BY THE PROJECT AND REDUCED ONTO PLAN DOCUMENTS. —SS-NUD— UTILITY: SANITARY SEWER - NORTHSHORE UTILITY DISTRICT UTILITY QUALITY LEVEL C: INFORMATION OBTAINED BY SURVEYING AND PLOTTING VISIBLE ----SD-KIRKLAND— UTILITY: STORM DRAIN - KIRKLAND ABOVE -GROUND UTILITY FEATURES AND BY USING PROFESSIONAL JUDGEMENT IN CORRELATING THIS INFORMATION TO QUALITY LEVEL D INFORMATION. —SD-WSDDT UTILITY: STORM DRAIN - WSDOT 40 20 0 40 80 UTILITY QUALITY LEVEL D: INFORMATION DERIVED FROM EXISTING RECORDS OR ORAL W-NUD UTILITY: WATER - NORTHSHORE UTILITY DISTRICT RECOLLECTIONS. \ SCALE IN FEET pE RTE ET = w 1„=40' 1-405 BRT DRAWN BY: "� 0 WON FILENAME: BURIEN TC TO LYNNWOOD TC B06-UCP101 2707 COLBY AVENUE, SUITE 900 w LOCATION No.: CHECKED BY: PHASE 2 EVERETT, WA 98201 z a CONTRACT ID: CONCEPTUAL ENGINEERING PLANS 425.252.7700 1800.615.9900 S=mTmAw TOTEM LAKE STATION / KINGSGATE PARK & RIDE SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: COMPOSITE UTILITY PLAN 4/10/2020 63 0 No. DATE DSN CHK APP REVISION �o ow <a o a za z M Of — 0 o z w 0 o O o X LEGEND - PROPOSED UTILITIES: Sp UTILITY: STORM DRAIN ALL EXISTING UTILITY INFORMATION DEPICTED AT QUALITY LEVEL D UNLESS OTHERWISE NOTED NOTES: UTILITY QUALITY LEVEL A: PRECISE HORIZONTAL AND VERTICAL LOCATION OF UTILITIES OBTAINED BY THE ACTUAL EXPOSURE OR VERIFICATION OF PREVIOUSLY EXPOSED AND SURVEYED UTILITIES) AND SUBSEQUENT MEASUREMENT OF SUBSURFACE UTILITIES, USUALLY AT A SPECIFIC POINT. MINIMALLY INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL FOR UTILITY DAMAGE. A PRECISE HORIZONTAL AND VERTICAL LOCATION, AS WELL AS OTHER UTILITY ATTRIBUTES, IS SHOWN ON PLAN DOCUMENTS. ACCURACY IS TYPICALLY SET TO 15-MM VERTICAL AND TO APPLICABLE HORIZONTAL SURVEY AND MAPPING ACCURACY AS DEFINED OR EXPECTED BY THE PROJECT OWNER. LEGEND - EXISTING UTILITIES: UTILITY QUALITY LEVEL B: INFORMATION OBTAINED THROUGH THE APPLICATION OF APPROPRIATE SURFACE GEOPHYSICAL METHODS TO DETERMINE THE EXISTENCE AND APPROXIMATE HORIZONTAL —COMM COMCAST— UTILITY: COMM - COMCAST POTENTIAL CONFLICT WITH NEW POSITION OF SUBSURFACE UTILITIES. QUALITY LEVEL B DATA SHOULD BE REPRODUCIBLE BY —GOMM FRONTIER— UTILITY: COMM - FRONTIER CONSTRUCTION AND KIRKLAND SURFACE GEOPHYSICS AT ANY POINT OF THE DEPICTION. THIS INFORMATION IS SURVEYED TO APPLICABLE TOLERANCES DEFINED BY THE PROJECT AND REDUCED ONTO PLAN DOCUMENTS. —COMM LEVEL s— UTILITY: COMM - LEVEL 3 COMMUNICATIONS 12" STORM/NUD 10" WATER ry'Npp \\ UTILITY QUALITY LEVEL C: INFORMATION OBTAINED BY SURVEYING AND PLOTTING VISIBLE —COMM WSDOT— UTILITY: COMM - WSDOT i ABOVE -GROUND UTILITY FEATURES AND BY USING PROFESSIONAL JUDGEMENT IN CORRELATING THIS INFORMATION TO QUALITY LEVEL D INFORMATION. —COMM ZAYO— UTILITY: COMM - ZAYO / UTILITY QUALITY LEVEL D: INFORMATION DERIVED FROM EXISTING RECORDS OR ORAL —cAs PSE— UTILITY: GAS - PSE o / RECOLLECTIONS. —PSE OH POWER— UTILITY: POWER - PSE OVERHEAD —PSE UG POWER— UTILITY: POWER - PSE UNDERGROUND NORTHSHORE UTILITY i SS-NUD— UTILITY: SANITARY SEWER - NORTHSHORE UTILITY DISTRICT DISTRICT 10" WATER S POTENTIAL CONFLICT WITH NEW STORM —SD-KIRKUNo— uTlun: STORM DRAIN -KIRKLAND AND KIRKLAND 12" AND 8" STORM —SD-WSDOT— UTILITY: STORM DRAIN - WSDOT —W-NUD— UTILITY: WATER - NORTHSHORE UTILITY DISTRICT KIRKLAND 12" STORM CONNECTTO KIRKLAND 8" STORM POTENTIAL CONFLICT WITH NEV WITH KIRKLZD 12" STORM ST TO REPLACE DETENTION- • .: ���������V�a� il� :mom L�l'i►" I ".h " �� 0 II d - — 1 A p s il - s � - - - - - - - - - 9 U R y s ZAYO COMM �� # 11 KIRKLAND 12" STORM TERRA BY ST POTENTIAL CONFLICT WITH NEW STORM AND KIRKLAND 12" STORM/NORTHSHORE UTILITY DISTRICT 8" SEWER/FRONTIER COMM 0I% COMCAST COMM PSE POWER OH a ' A� 1 SZ rya Rr BEGIN LOWERING DRAINAGE WITHIN 116TH WAY NE POTENTIAL CONFLICT WITH NEW STORM AND ; 11 NORTHSHORE UTILITY DISTRICT 8" SEWER AND 12" WATER/ZAYO AND FRONTIER COMM/PSE 4" GAS —anN-M�nN-M�anN-M N-M - PSE GAS 4" FRONTIER COMM 116TH AVE NE NORTHSHORE UTILITY CONNECT TO EXISTING STORM zz FLOW CONTROL STRUCTURE a3Mo KIRKLAND 12" STORM DISTRICT 12" WATER WITHIN 116TH WAY NE s a d _= - PSE GAS 4" 7 a3Mod o sd a3Mod on 3sd a3M 3Mod on 3Sd POTENTIAL CONFLICT WITH NEW ; _ _ PSE POWER UG rya A STORM AND NEW CONSTRUCTION _ _ _ _ _ WITH NORTHSHORE UTILITY LEVEL 3 COMM a DISTRICT 10" WATER/PSE GAS 4"VIVO 13 1 moo WSDOT STORM 13A31 WW00 £ 13A31 WW00—£ 13131 WW00—£ 13-1 WW00—£ 13.1 WW00—£ 13A31 WW00—f 13-1 WVtl00—f 13A31 W 1 D 13A31 WWOo ��� A31 ` - - - 1005M-0 1005M-0 lOUSM-OS lOUSM-OS ?�� / 40 20 0 40 80 MATCHLINE - SEE DWG B06-UCP101 SCALE IN FEET P HAS E 2 " PERTEET 2707COLBYAVENUE, SUfTE900 EVERETT, WA 98201 425.252.7700 1800.615.9900 - w z 0 0BURIEN D �T?64tw - 1 40 I-405 BRT TIC TO LYNNWOOD TICCONCEPTUAL ENGINEERING PLANS TOTEM LAKE STATION / KINGSGATE PARK & RIDE COMPOSITE UTILITY PLAN (KINGSGATE PARK & RIDE PHASE 1) 606-UCP102A DRAWN BY: FILENAME: LOCATION No.: CHECKED BY: CONTRACT ID: SHEET No.: REV: 64 0 APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: 4/10/2020 No. DATE DSN CHK APR REVISION Xrefs: 405_BRLMP10 A405RX 405BRT_TB22x34 NE 1/4 SE 1/4 SEC 29, T 26 N, R 5 E; W.M. SE 1/4 NE 1/4 SEC 29, NE 1/4 NE 1/4 SEC 299 o vi T 26 N, R 5 E; W.M. T 26 N, R 5 E; W.M. SE 1/4 SE 1/4 SEC 20, T 20 N, R 5 E; W.M. y \ \ : �2013 —4, � ) NW 1/4 SW 1/4 SEC 28, \�!F,�,F / �CO;�/ T 26 N, R 5 E; W.M. / / \�% /� ���\F�\/ tiw 2014 ----- KINGSGATE PARK & RIDE N M � 2012 o o a N i a 116TH WAYNE --- --- — o N i •- _ � a 1-405 ------- 3 — �/ TOTEM LAKE BLVD 0 — \ / -- --- --- �] oo o -- -- /� 2001 AVE/VE FCr70Nj�116T � NE14, SW 1/4 NW 1/4 SEC 28, NW 1/4 NW 1/4 SEC 28, SW 1/4 SW 1/4 SEC 21, T 26 N, R 5 E; W.M. T 26 N, R 5 E; W.M. T 26 N, R 5 E; W.M. MONUMENT COORDINATE TABLE POINT NO. NORTHING EASTING ELEVATION DESC 2001 264980 1307380 173 MON NO CASE 2011 263967 1307311 184 MON IN CASE 2012 263669 1307335 167 MON IN CASE 2013 262358 1307290 125 MON IN CASE 2014 265005 1306552 161 MON IN CASE MONUMENT NOTE: THIS SITE HAS NOT BEEN SURVEYED. THE LOCATIONS SHOWN HEREON ARE FOR INFORMATION PURPOSES ONLY. THE MONUMENT DATA WILL BE UPDATED ONCE THEY ARE FIELD LOCATED. N 200 100 0 200 400 SCALE IN FEET P. FRANK • "� U 1EI-405 BRT B06-RMP101 DRAWN BY:in 4 FILENAME: BURIEN TIC TO LYNNWOOD TC A.ALIMOVA PHASE 2 W I-405-BO6-RMP101 CONCEPTUAL ENGINEERING PLANS LOCATION No.: CHECKED BY: LL CONTRACT ID: LIN &ASSOCIATES, INC. �r�r TOTEM LAKE STATION / KINGS GATE PARK & RIDE J. BECKER Consulting Engineers SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: RIGHT-OF-WAY MONUMENTATION PLAN PHASE 1 & 2) - - 03/27/2020 64 Xrefs: 405_BRLMP10 A405RX A405P 405BRT_TB22.34 .5-806-CPP100 X,405-1306-RPP100 .0 NE 1/4 NE 1/4 SEC 29, R/W NO. BRI-XXX �4c, / \ 2926059005 KING COUNTY--/ TRANSIT / \ INTERIM � N S��F / / / AIRSPACE / \ / l LEASE LTD ACCESS LINE j / EXISTING AIRSPACE LEASE TO BE VERPFIED IN FUTURE ROJECT PHASE T 26 N, R 5 E; W.M. K/NGSGATE PARK & R/DEy�v� w QUITmrrTmci N LTD ACCESS LINE o w 116TH WAY_NE o 0 /-405 W � \\—�OTEris M— L—AK—E B LVD SF�Ti 4 HF 5� i LTD ACCESS LINE R/W NO. 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BECKER Consulting Engineers r�f TOTEM LAKE STATION / KINGS GATE PARK AND RIDE SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: RIGHT-OF-WAY PLAN (PHASE ) 03/27/2020 67 --------------- I� SOUTHBOUND PLATFORM -----------------.---~ 571� ------- ------- to'-0°+/- BUS SBPLATFORM ONLY EX EX STATION C z 70 69 -------' ---------------- ------------ i NORTHBOUND PLATFORM i L-i-- _-------------------- - - - - - - - - J HOV ON -RAMP DESIGNED BY: DRAWN BY: " BW/CD/JSP Qc 2 CHECKED BY: e{.�p✓G KGT r1 APPROVED BY: SUBMITTED BY: I DATE: DATE I DSN I CHK I APP I REVISION Bus taro ONLV NB 'PLATFORM EX SHELTER HANG GENERAL NOTE: A. SHELTER AND AMENITIES AT EACH STATION ARE BASED ON A PROTOTYPICAL LAYOUT AND MAY VARY AS THE PROJECT DEVLOPS. 1 TOTEM LAKE SITE PLAN r V = 20'-0" 2 TOTEM LAKE SECTION DIAGRAM 1/8" = 1'-0„ AS NOTED P VOT ` LL W r FILENAME: U • J CONTRACT ID: SOUNDTRMSIT REVIEWED BY: DATE: DATE: 04/10/2020 1-405 BRT DRAWING BURIEN TIC TO LYNNWOOD TIC B06-ASP101 CONCEPTUAL ENGINEERING PLANS LOCATION No.: TOTEM LAKE/KINGSGATE PLATFORM PLANS SHEET No.: REV: 69 G Le a No. DATE DIRECTION OF TRAVEL 3 TOTEM LAKE SOUTHBOUND EX PLATFORM GENERAL NOTE: A. SHELTER AND AMENITIES AT EACH STATION ARE BASED ON A PROTOTYPICAL LAYOUT AND MAY VARY AS THE PROJECT DEVLOPS. 70 — Z BRT VEHICLE SHOWN FOR REFERENCE ONLY EX DETECTABLE WARNING PAVERS EX SHELTER EX BENCH & EX BARRIER WINDSCREEN EX FLAG SIGN TICKET VENDING - MACHINE, STUB CONDUIT / f „ ADA/BIKEBOARDING ZONE SYMBOL -- — ACCESSIBLE CLEAR BOARDING AREA - 60" X 100", FOR REFERENCE ONLY STUB UP L TICKET VENDING ACCESSIBLE WAITING BRT PYLON,MACHINE, STUB AREA -2'-6"X4'-0", CONDUI CONDUIT FOR REFERENCE ELECTRICAUCOMM ONLY 1 TOTEM LAKE SB PLATFORM PLAN r 3/16" = 1'-0" BRT PYLON, STUB UP CONDUIT FOR ELECTRICAUCOMM EX WINDSCREEN, TYP. EX BARRIER IEX SHELTEIR `Ill I PYLON & TICKET VENDING MACHINE ON BASE PLATES ANCHORED TO 2 TOTEM LAKE SB ELEVATION STATION OVERHANG 3/16" = 1'-0" DESIGNED BY: SCALE: DRAWING No.: AS NOTED I-405 BRT B06-ASP102 P Y O I ¢ W BURIEN TICTO LYNNWOOD TIC DRAWN BY: 11 1 � V FILENAME: BW/CD/JSP E 2 w N LOCATION No.: CHECKED BY: pNP�" LL SOUNDTRANS'T CONTRACT ID' CONCEPTUAL ENGINEERING PLANS KGT r TOTEM LAKE/KINGSGATE PLATFORM PLANS SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: 70 REVISION 04/10/2020 O DATE ACCESSIBLE CLEAR BOARDING AREA - 60" X 100", FOR REFERENCE ONLY PAVERS EX FLAG SIGN - EX DETECTABLE WARNING PAVERS BRT VEHICLE SHOWN FOR REFERENCE ONLY 1 ai=i1(�� 3 TOTEM LAKE NORTHBOUND ACCESSIBLE WAITING AREA - 2'8- X 4'-0-, FOR REFERENCE ONLY EX BENCH & WINDSCREEN 2 71 TICKET VENDING MACHINE, STUB CONDUIT BRT PYLON, STUB UP CONDUIT FOR EX BARRIER �ELECTRIC�AVCOMMM DIRECTION OF TRAVEL GENERAL NOTE: A. SHELTER AND AMENITIES AT EACH STATION ARE BASED ON A PROTOTYPICAL LAYOUT AND MAY VARY AS THE PROJECT DEVLOPS. 1 TOTEM LAKE NB PLATFORM PLAN r 3/16" = T-0" BRT PYLON, STUB UP EX SHELTER CONDUIT FOR ELECTRICAUCOMM TICKET VENDING MACHINE, STUB CONDUIT EX WINDSCREEN, TYP. EX FLAG SIGN L EX BARRIER PYLON&TICKET PYLON &TICKET VENDING MACHINE ON VENDING MACHINE ON BASE PLATES BASE PLATES _ N - - R ANCHOREDTO STATION OVERHANG STATION OVERHANG 2 TOTEM LAKE NB ELEVATION 3/16" = V-0" DESIGNED BY: SCALE: DRAWING No.: AS NOTED 1-405 BRT P VOT w BURIEN TC TO LYNNWOOD TCB06-ASP103 DRAWN BY: V FILENAME: BW/CD/JSP E 2 Lo N LOCATION No.: CHECKED BY: pNP�" LL SOUNDTRANsa G°NTRACTID: CONCEPTUAL ENGINEERING PLANS KGT r TOTEM LAKE/KINGSGATE PLATFORM PLANS SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: 71 REVISION 04/10/2020 zj L ---�- I - B07 CPP103 r--- J L — — — — — — — — -- - RK II �� -- L NN OD II II ni TRANS T CENER STAT1dN . v L-----�-- L----- DRAWN BY: PHASE 2 44k L_JJ r� L 1 I i II IF _ J� -J �- h Q 196TH ST SW L__ _ rr T-Tr—r-�1 �` i �T °� F -FL-L--T - - ¢ 1" = 5000' FILENAME: w 1405-B07-GZK100 Soulmro w w CONTRACT ID: B07-CPP102 I - B07-CPP101 ALDERWOOD MALL PKWY 300 150 0 300 600 SCALE IN FEET 1-405 BRT DRAWING No.: BURIEN TC TO LYNNWOOD TC B07-GZK100 CONCEPTUAL ENGINEERING PLANS LOCATION No.: LYNNWOOD SHEET No, REV KEY MAP / SUMMARY OF IMPROVEMENTS 72 0 4/10/2020 CABS 8.0' 14.0' SHLD LANE PROPERTY LINE, TYP / DETENTION POND y is .,.. / DETENTION POND ACCESS ROAD WSDOT LIMITED ACCESS SOURCE: AS -BUILT . � a EXISTING GUARDRAIL.O ��eassse�\s\s —i O �,se `� � mess• sew s. ss \ a NEW RAMP METER MAST ARM \ >• \ \ �Qp / \ ` ` BRIDGE #0007134B N,`esess %\ END BUS ON SHOULDER BEGIN �BUS LANE \ CIO \O O EXISTING CELL TOWER \ / • \ / \ / \ \ EXISTING a s \ / � � � � •X y \ RETAINING WALL, \ /'Cj ` �► ♦ * * \ \ EXISTING O BS POWER POLE d o � 181' 0 Q 00 0 0 lill\ 10 O `V iiiiiiiiiiiiii P, sss, eyp` ss �F` cssa cs ea. ZVI P11P�AP WAY _ i� A�PSG / BEGIN BUS ON — — _ — VAR 2.7' MIN SHLD' 14.0' 14.0' -ANE BUS ONLY LANE t t SECTION A EXISTING RETAINING WALL NTS BUS ON SHOULDER TRANSITIONS INTO BUS LANE AT THIS LOCATION. SHOULDER ------------ -7' - - - - - -/- O:N) _ - -LL,LL, /11 L1FL, , , , , , , , , I �� a❑❑ LJO��, © * 0 • r� 40 20 0 40 80 LINE WORK FOR BRIDGE IS PER*0 WSDOT LIMITED ACCESS POPLAR BRIDGE DESIGN, NOT SURVEY SCALE IN FEET SOURCE: AS -BUILT DESIGNED BY: xx% a a U SCALE: 1°=ao' I-405 BRT BUR TC TO LYNNWOOD TC DRAWING No.: B07-CPP101 DRAWN BY: FILENAME: PHASE 2 1405-B07-CPP100 CONCEPTUAL ENGINEERING PLANS LOCATION No.: CHECKED BY: ? LL r*Ajw CONTRACT ID: LYNNWOOD .Fou SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: CIVIL PLANS No. IDATE IDSN CHK APP IREVISION 4/10/2020 73 sees o _ Q U NB�S O MERGE/7-R 406' ANSIT/ON CURVE - _ PARALL 197 MAINL 2co ro rn g o \ _ 300, �l e ... _ .. / Cl _= rr^^ N 0 0.......... = a �� Q •. © 00 os 300' EXISTING CHANNELIZATION IS PERY, AERIAL IMAGER NOT SURVEY FUTURE RETAINING WALL (TO BE CONSTRUCTED BY POPLAR P BRIDGE EXTENSION PROJECT) /' -_-_=_ _ _ 200' WSDOT MITED SOURCE: AS -BUILT � _ E toa'j. PROPERT END MERGE 1✓ ti /. O I jy� / �I�_ o•�� tT� \ � .- � � .�ilil ,lip* // _���___ N 2.0' SHLD FUTURE BARRIER / LINE WORK FOR BRIDGE IS PER POPLAR BRIDGE p DESIGN, NOT SURVEY END BUS LANE / BEGIN MERGE FUTURE POPLAR WAY BRIDGE ABUTMENT no SECTION KB 40 20 0 40 80 NTS SCALE IN FEET DESIGNED BY: SCALE: DRAWING No.: " 1 ao' I-405 BRT °=BURIEN TC TO LYNNWOOD TC 807-CPP101 DRAWN BY: � U FILENAME: PHASE 2 1405-B07-CPP100 CONCEPTUAL ENGINEERING PLANS LOCATION No.: CHECKED BY: ? LL CONTRACT ID: VMMYi�7W111ii� LYNNWOOD SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: CIVIL PLANS No. DATE DSN CHK APP REVISION 4/10/2020 73 ------------ s 1 I I I A I I I I I I I I I I I I J ------ ice► -- ------------ _ SIGNAL (OWNED BY CITY OF LYNNWOOD) TO BE L------ I I MODIFIED WITH TSP I I II I I II PROPERTY LINE, TYP I I I I I I I I I I Ijl I I I I I I I I I I I I I I I I ff II II ff I J ,�---- �I�III EXISTING LINEWORK WITHIN LYNNWOOD I TC IS PER AERIAL SURVEY. ALL OTHER I EXISTING LINEWORK IS PER LYNNWOOD I I I LINK STATION DESIGN I I al_1L_n n I I 1 BUS BAY D1 TO BE CONVERTED TO LAYOVER of I DROP OFF STATION TO REMAIN 6" HIGH L 77.0' 6.0' STRIDE PICKUP PLATFORM & APPROX. REGRADING EXTENTS SEEDRAWINGB07-ASP101 \ — IUIII mil& �] I — — — — — — — — - - — — — — — — — —1 L-----------------------------�z ----UDESIGN ---I = lmll-- 1 r o I Ll `I ,I, I APPROACH LAYOUT CURRENTLY SHOWN CENT LYNNWOOD LINK DESIGN. THIS MODIFIED TO SHOW TWO NB/SB LANES ONH, AND EAST/WEST STOP CONTROL. - a! 40 20 0 40 80 SCALE IN FEET DESIGNED BY: PHASE 2 " a � Z ? U LL r')iAI1w SCALE: 1 40 - I-405 BRT BURIEN TC TO LYNNWOOD TC CONCEPTUAL ENGINEERING PLANS LYNNWOOD CIVIL PLANS DRAWING No.: B07-CPP102 DRAWN BY: FILENAME: 1405-B07-CPP100 LOCATION No CHECKED BY: CONTRACT ID: SHEET No.: REV: 74 APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: 4/10/2020 No. 1 DATE DSN CHK jAPP REVISION \ / g- di`\ \ \ I / \ I \ I / o \ Y \ /PLACE CATCH BASIN WHERE DITCH FLOW LINES CONVERGE ADJUST RIM TO FINISHED GRADE AND PLACE SOLID LID o /\ o / \ o \ a ° 2 \ L zz \ o 01' ° c ALSO COMCAST AND i FRONTIER ON SNO PUD POLES \ \ y _ (NEED 15' CLEARANCE) yo 3sd 0 �AWW �� PSE G j�L ,V / —i" DIRECT FLOW TO CABS FLOW CONTROL STRUCTURE DIRECT FLOW TO EXISTING STORM DRAIN SNO PUD POWER UG / / \ LEVEL 3 COMM / / \ CELL TOWER I / 'VERIZON COMM / MAY BE SOME D \ 0 ABANDONED / AWWD IN HERE 0 0/ x \ / \ REDIRECT DRAINAGE DITCH n TO NEW CATCH BASIN \/ ZAYO COMM 0 O / # o s � Q 0 / CULVERT UNDER \ ACCESS ROAD / ADJUST RIM TO FINISHED POTENTIAL CONFLICT WITH GRADE AND PLACE SOLID LID NEW STORM AND ZAYO COMM O v v v , v � v v O O O O O O 0\ O FILLrz�ua�x L4Av — I MAA �Vd— 14 .q Sn .r P a \ LEVEL 3 COMM 41 oyy' -MOVE DRAINAGE DITCH 2F D O O \O O O �-- ZAYO COMM AWWD 8- (ABANDONED) - - LYNNWOOD STORM / POPLAR WAY 2 POLE PEDESTAL PSE GAS LEGEND — EXISTING UTILITIES: —COMM COMCAST— UTILITY: COMM - COMCAST —COMM FRONTIER— UTILITY: COMM - FRONTIER —COMM LEVEL 3— UTILITY: COMM - LEVEL 3 COMMUNICATIONS —COMM VERIZON— UTILITY: COMM - VERIZON —COMM WAVE— UTILITY: COMM - WAVE ---COMM WSDO� UTILITY: COMM - WSDOT —COMM ZAYO— UTILITY: COMM - ZAYO —GAS PSE— UTILITY: GAS - PSE -POWER SNOPUD OR- UTILITY: POWER - SNOPUD OVERHEAD -POWER SNOPUD JG- UTILITY: POWER - SNOPUD UNDERGROUND —SS-LYNNWOOD— UTILITY: SANITARY SEWER - LYNNWOOD —SD-LYNNWOOD— UTILITY: STORM DRAIN - LYNNWOOD —W-AWWD— UTILITY: WATER - AWWD —W-LYNNWOOD— UTILITY: WATER - LYNNWOOD 40 20 0 40 SO SCALE IN FEET ALL EXISTING UTILITY INFORMATION DEPICTED AT QUALITY LEVEL D UNLESS OTHERWISE NOTED. NOTES UTILITY QUALITY LEVEL A: PRECISE HORIZONTAL AND VERTICAL LOCATION OF UTILITIES OBTAINED BY THE ACTUAL EXPOSURE OR VERIFICATION OF PREVIOUSLY EXPOSED AND SURVEYED UTILITIES) AND SUBSEQUENT MEASUREMENT OF SUBSURFACE UTILITIES, USUALLY AT A SPECIFIC POINT. MINIMALLY INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL FOR UTILITY DAMAGE. A PRECISE HORIZONTAL AND VERTICAL LOCATION, AS WELL AS OTHER UTILITY ATTRIBUTES, IS SHOWN ON PLAN DOCUMENTS. ACCURACY IS TYPICALLY SET TO 15-MM VERTICAL AND TO APPLICABLE HORIZONTAL SURVEY AND MAPPING ACCURACY AS DEFINED OR EXPECTED BY THE PROJECT OWNER. UTILITY QUALITY LEVEL B: INFORMATION OBTAINED THROUGH THE APPLICATION OF APPROPRIATE SURFACE GEOPHYSICAL METHODS TO DETERMINE THE EXISTENCE AND APPROXIMATE HORIZONTAL POSITION OF SUBSURFACE UTILITIES. QUALITY LEVEL B DATA SHOULD BE REPRODUCIBLE BY SURFACE GEOPHYSICS AT ANY POINT OF THE DEPICTION. THIS INFORMATION IS SURVEYED TO APPLICABLE TOLERANCES DEFINED BY THE PROJECT AND REDUCED ONTO PLAN DOCUMENTS. UTILITY QUALITY LEVEL C: INFORMATION OBTAINED BY SURVEYING AND PLOTTING VISIBLE ABOVE -GROUND UTILITY FEATURES AND BY USING PROFESSIONAL JUDGEMENT IN CORRELATING THIS INFORMATION TO QUALITY LEVEL D INFORMATION. UT LIT LEQUALITY LEVEL D: INFORMATION DERIVED FROM EXISTING RECORDS OR ORAL PHASE 2 pERTEETNN%la 2707COLBYAVENUE,SUITE90o EVERETT, WA 98201 425.252.7700 1800.615.9900 Z W 0 LL T'R/Q�� 1"-40' 1-405 BRT BURIEN TC TO LYNNWOOD TC CONCEPTUAL ENGINEERING PLANS LYNNWOOD COMPOSITE UTILITY PLAN •• Boy-ucP1o1 DRAWN BY: FILENAME: LOCATION No.: CHECKED BY: CONTRACT D. SHEET No.: REV: 76 0 APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: 4/10/2020 No. I DATE IDSN CHK APP REVISION LE —COMM FRONTIER— UTILITY: COMM - FRONTIER ...... „ ., ........ NOTES: —COMM LEVEL 3— UTILITY: COMM - LEVEL 3 COMMUNICATIONS UTILITY QUALITY LEVEL A: PRECISE HORIZONTAL AND VERTICAL LOCATION OF UTILITIES OBTAINED —COMM VERIZON— UTILITY: COMM - VERIZON .. BY THE ACTUAL EXPOSURE OR VERIFICATION OF PREVIOUSLY EXPOSED AND SURVEYED UTILITIES) —COMM WAVE— UTILITY: COMM - WAVE AND SUBSEQUENT MEASUREMENT OF SUBSURFACE UTILITIES, USUALLY AT A SPECIFIC POINT. MINIMALLY INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL / —COMM WSDOT— UTILITY: COMM - WSDOT FOR UTILITY DAMAGE. A PRECISE HORIZONTAL AND VERTICAL LOCATION, AS WELL AS OTHER ;,� 2 UTILITY ATTRIBUTES, IS SHOWN ON PLAN DOCUMENTS. ACCURACY IS TYPICALLY SET TO 15-MM -----COMM ZAYO— UTILITY: COMM - ZAYO VERTICAL AND TO APPLICABLE HORIZONTAL SURVEY AND MAPPING ACCURACY AS DEFINED OR T\A60 EXPECTED BY THE PROJECT OWNER. —GAS PSE— UTILITY: GAS - PSE —POWER SNOPUD OH— UTILITY: POWER - SNOPUD OVERHEAD 1 UTILITY QUALITY LEVEL B: INFORMATION OBTAINED THROUGH THE APPLICATION OF APPROPRIATE SURFACE GEOPHYSICAL METHODS TO DETERMINE THE EXISTENCE AND APPROXIMATE HORIZONTAL —POWER SNOPUD UG— UTILITY: POWER - SNOPUD UNDERGROUND --w_ POSITION OF SUBSURFACE UTILITIES. QUALITY LEVEL B DATA SHOULD BE REPRODUCIBLE BY w SURFACE GEOPHYSICS AT ANY POINT OF THE DEPICTION. THIS INFORMATION IS SURVEYED TO —SS-LYNNWOOD— UTILITY: SANITARY SEWER - LYNNWOOD ' APPLICABLE TOLERANCES DEFINED BY THE PROJECT AND REDUCED ONTO PLAN DOCUMENTS. —SD-LYNNWOOD— UTILITY: STORM DRAIN - LYNNWOOD UTILITY QUALITY LEVEL C: INFORMATION OBTAINED BY SURVEYING AND PLOTTING VISIBLE —W-AWWD— UTILITY: WATER - AWWD Iff ABOVE -GROUND UTILITY FEATURES AND BY USING PROFESSIONAL JUDGEMENT IN CORRELATING 40 20 0 40 80 THIS INFORMATION TO QUALITY LEVEL D INFORMATION. —W-LYNNWOOD— UTILITY: WATER - LYNNWOOD UTILITY QUALITY LEVEL D: INFORMATION DERIVED FROM EXISTING RECORDS OR ORAL SCALE IN FEET RECOLLECTIONS. DRAWN BYy �)PERTEET 2707COLBYAVENUE, SUfrE900 CHECKED BY: P HAS E 2 EVERET ,, WA 98201 425.252.7700 1800.615.9900 " a J -40 I-405 BRT N N FILENAME BURIEN TIC TO LYNNWOOD TIC CONCEPTUAL ENGINEERING PLANS LL CONTRACT ID: '� T,t4 �iT LYNNWOOD REVIEWED BY: DArE: DATE: COMPOSITE UTILITY PLAN 4/10/2020 B07-UCP103 ATION No.: ET No.: REV: 78 0 LEGEND EXISTING UTILITIES: —COMM COMCAST— UTILITY: COMM - COMCAST —COMM FRONTIER— UTILITY: COMM - FRONTIER —COMM LEVEL 3— UTILITY: COMM - LEVEL 3 COMMUNICATIONS —COMM VERIZON— UTILITY: COMM - VERIZON —COMM WAVE— UTILITY: COMM - WAVE —COMM WSDo1— UTILITY: COMM - WSDOT —COMM ZAYO— UTILITY: COMM - ZAYO —GAS PSE— UTILITY: GAS - ESE -POWER SNOPUD OI-I- UTILITY: POWER - SNOPUD OVERHEAD -POWER SNOPUD UG- UTILITY: POWER - SNOPUD UNDERGROUND —SS-LYNNWOOD— UTILITY: SANITARY SEWER - LYNNWOOD —SD-LYNNWOOD— UTILITY: STORM DRAIN - LYNNWOOD —W-AWwD— UTILITY: WATER - AWWD —W-LYNNWOOD— UTILITY: WATER - LYNNWOOD O L � POW R OPUD U g1pO o z � OMM III ,..- " m ALL EXISTING UTILITY INFORMATION DEPICTED AT QUALITY LEVEL D UNLESS OTHERWISE NOTED. NOTES: UTILITY QUALITY LEVEL A: PRECISE HORIZONTAL AND VERTICAL LOCATION OF UTILITIES OBTAINED BY THE ACTUAL EXPOSURE OR VERIFICATION OF PREVIOUSLY EXPOSED AND SURVEYED UTILITIES) AND SUBSEQUENT MEASUREMENT OF SUBSURFACE UTILITIES, USUALLY AT A SPECIFIC POINT. MINIMALLY INTRUSIVE EXCAVATION EQUIPMENT IS TYPICALLY USED TO MINIMIZE THE POTENTIAL FOR UTILITY DAMAGE. A PRECISE HORIZONTAL AND VERTICAL LOCATION, AS WELL AS OTHER UTILITY ATTRIBUTES, IS SHOWN ON PLAN DOCUMENTS. ACCURACY IS TYPICALLY SET TO 15-MM VERTICAL AND TO APPLICABLE HORIZONTAL SURVEY AND MAPPING ACCURACY AS DEFINED OR EXPECTED BY THE PROJECT OWNER. UTILITY QUALITY LEVEL B: INFORMATION OBTAINED THROUGH THE APPLICATION OF APPROPRIATE SURFACE GEOPHYSICAL METHODS TO DETERMINE THE EXISTENCE AND APPROXIMATE HORIZONTAL POSITION OF SUBSURFACE UTILITIES. QUALITY LEVEL B DATA SHOULD BE REPRODUCIBLE BY OMM E N 410 SURFACE GEOPHYSICS AT ANY POINT OF THE DEPICTION. THIS INFORMATION IS SURVEYED TO - — 6n41DP^lvA�' MINML�A�/E�'F�A^Ma cOM I APPLICABLE TOLERANCES DEFINED BY THE PROJECT AND REDUCED ONTO PLAN DOCUMENTS. - n) UTILITY QUALITY LEVEL C: INFORMATION OBTAINED BY SURVEYING AND PLOTTING VISIBLE \ Y ABOVE -GROUND UTILITY FEATURES AND BY USING PROFESSIONAL JUDGEMENT IN CORRELATING roo LYN Woor,=, I�MI THIS INFORMATION TO QUALITY LEVEL D INFORMATION.-D-LYNNWO ^— UTILITY QUALITY LEVEL D: INFORMATION DERIVED FROM EXISTING RECORDS OR ORAL J owER sNopuD UG—POWER SNOPU kR uD RECOLLECTIONS. -LYrittJ — SY=LYNMNODD- 0 C SL W--LYNNW006- + _ -= -S5_LYNNW00 200TH ST S _ _ - W00�5_i YN 'UD OH�ppWER SNOPUD OWER SNOPUD 0 D 'vn'N -LXNN AY NW00 a J j II III 4I O U 4 O � � I� O D-LYNNWOI I I I DI -LYI NNIWOOIICI I I I I I I o I coI� W SI NJ O PI UO 00S-LYNWOODSS-LYNNWT 5-LYNNW00° OMM COMCAS-LYNNWOO� I U DI- Oo�I�N - I D-L- YNNWOOD� M L E3 00 COMCAST COMM � I' j Lu 3 J�� UNKCOMM W OF 0 f LYNNWOOD Q 3 SEWER = 12" CONC. LYNNWOOD WATER 8" DI BONN,�Illll�e DRAWN BY: PHASE 2 LYNNWOOD DRAINAGE 12" ADS UNK COMM LYNNWOOD POTENTIAL CONFLICT WITH STORM 12" ADS ISH"I \ \ 3 3 \ SNO PIU1ID�UyG POWER LYNNWOOD £ WATER 8" AR SNOPUD UC_ 0 Oy OMM COMCAST I ► Y 1 LYNNWOOD 12" STORM o \ LINK SANITARY SEWER c LINES/LEVEL 3 COMM = o !� WOOD�SD-L Op. !-----SD-LYNNW00 NOPUD U YNNW00^— h D-L NW ' — D- NNW00 ® IV E \ - 0 W LY WOOD \ O 6 + LYNNWOOD ° \ -L NNwao 40 20 0 40 80 UNK COMM o \ D 00 WATER 8" DI o +E. o\\ z \ Y 8 SCALE IN FEET SCALE: DRAWING No.: pERTEET " a '" I-405 BRT -40' B07-ucP101 FILENAME BURIEN TIC TO LYNNWOOD TIC 2707COLBYAVENUE, SUITE 900 w `� CONCEPTUAL ENGINEERING PLANS LOCATION No.: EVERETT, WA 98201 ? LL 4CONTRACT ID: 425.252.7700 1800.615.9900 SGUMT114AW LYNNWOOD SHEET No.: REV: UBMITTED BY: DATE: REVIEWED BY: DATE: DATE: COMPOSITE UTILITY PLAN 4/10/2020 76 0 NW 1/4 NW 1/4 SEC 22, SE 1/4 SW 1/4 SEC 15, SW 1/4 SE 1/4 SEC 159 Xrefs: 405_BRLMP10 A405RX 405BRT_TB22x34 T 27 N, R 4 E; W.M. T 27 N, R 4 E; W.M. T 27 N, R 4 E; W.M. 79 ALDERWOODMALLBLVD — — — — — g /-5 :2 /' 2 `\\\ 199THPLSW\� /\ \ �TT TT� / \ y _ ?tip, l \/T /�—\�/ y 200THPLS / tira- "51 // \ Ix SE 1/4 NW 1/4 SEC 22, x �� �`�i, �' , �x, / v v/ / T 27 N, R 4 E; W.M. MONUMENT COORDINATE TABLE POINT NO. NORTHING EASTING ELEVATION DESC 349 302726.52 1287250.99 359.18 MON IN CASE 351 301937.31 1286521.47 353.34 MON IN CASE 353 301958.92 1285775.42 395.22 MON IN CASE 357 301138.79 1285322.85 405.36 MON IN CASE 379 302803.08 1284601.37 413.83 MON IN CASE P.FRANK DRAWN BY: A. ALIMPHASE 2 Y: CHECCKEDKEDBBY' J.BECKER SW 1/4 NE 1/4 SEC 22, NW 1/4 NE 1/4 SEC 22, NE 1/4 NE 1/4 SEC 22, T 27 N, R 4 E; W.M. T 27 N, R 4 E; W.M. T 27 N, R 4 E; W.M. N LIN &ASSOCIATES, INC. Consulting Engineers 200 100 0 200 400 SCALE IN FEET - w a SCALE: 1°=200' pURIEN TIC TO LYNNWOOD TIC DRAWING No.: B07-RMP101 FILENAME: w LL �� I-405-B07-RMP101 CONCEPTUAL ENGINEERING PLANS LOCATION No.: CONTRACT ID: LYNNWOOD RIGHT-OF-WAY MONLIMENTATION PLAN SHEET No.: REV: 03/27/2020 79 Xref.: 405_BRLMP10 A405RX 405BRT_TB22x34 SW 1/4 NE 1/4 SEC 21, T 27 N, R 4 E; W.M. NE 1/4 NE 1/4 SEC 21, T 27 N, R 4 E; W.M. y / \\ y��s �,/ // \� ���^ �� �\��\ �\ /�\ NW 1/4 NW 1/4 SEC 22„/ \ \� // `�x T 27 N, R 4 E; W.M. \ \\x\ \ X �< SE 1/4 NE 1/4 SEC 21, , / , q / /' `C / \� ,!A NW 1/4 SE 1/4 SEC 21, T 27 N R 4 E• W.M. / `�/ / T 27 N, R 4 E; W.M. / \�� \ �\ //P,/� / /%/ \ ' `y000 / /\ */4, �` X\, _ _ M r LN FO — — a — — w— — — -- — -- f° --- _ / �-5 01105 .. SW 1/4 NW 1/4 SEC 22, /� \ T 27 N, R 4 E; W.M._TLh NE 1/4 SE 1/4 SEC 21, \� ` y T 27 N, R 4 E, W.M. ,���, co co 200THPL SW MONUMENT COORDINATE TABLE POINT NO. NORTHING EASTING ELEVATION DESC 1089 300297.97 1279290.91 344.74 MON IN CASE 1105 302026.48 1284049.44 425.67 MON IN CASE 3049 302858.84 1281992.83 404.45 MON IN CASE 6021 300919.43 1282019.20 356.57 NAIL & WASHER 32838 299549.43 1280562.58 364.01 MON NO CASE P.FRANK DRAWN BY: A. ALIMOVA CHECKED BY: J.BECKER PHASE 2 I ��� LIN &ASSOCIATES, INC. Consulting Engineers N 200 100 0 200 400 SCALE IN FEET SCALE: DRAWING No.: w � 1°=200' B07-RMP102 N N FILENAME: BURIEN TIC TO LYNNWOOD TIC I-405-B07-RMP102 CONCEPTUAL ENGINEERING PLANS LOCATIONNo.: w CONTRACT ID: _ CONTRACT LYNNWOOD RIGHT-OF-WAY MONLIMENTATION PLAN SHEET No.: REV: 03/27/2020 77 Xmfs: 405_BRT_MP10 405RX 4058RT_TB22x34 1405-1307-RPP100 xl405-B07-CPP100 o vi NW 1/4 NW 1/4 SEC 22, NE 1/4 NW 1/4 SEC 22, T 27 N, R 4 E; W.M. T 27 N, R 4 E; W.M. \ i -F \77\\ X ,/ SE 1/4 NW 1/4 SEC 22, T 27 N, R 4 E; W.M. TTT-F7 \1 I -L-_ / SE 1/4 SW 1/4 SEC 15, T 27 N, R 4 E; W.M. ♦ � 9r9 SW 1/4 NE 1/4 SEC 22, T 27 N, R 4 E; W.M. 00372601000110 CITY OF LYNNWOOD SOUND TRANSIT R/W NO. PARCEL NO. (TAX ACCOUNT NO.) OWNERS PARCEL AREA SQ. FT. FEE TAKE SQ. FT. REMAINDER SQ. FT. GUIDEWAY/ PERMANENT ESMT SQ. FT. TEMPORARY CONSTRUCTION ESMT SQ. FT. KING CO. RECORDING NO. 1 BRI-218 00372601000204 CITY OF LYNNWOOD 10,454 10,454 2 BRI-219 00372601000201 CITY OF LYNNWOOD 8,276 8,276 3 BRI-220 00372601000202 CITY OF LYNNWOOD 16,117 16,117 4 BRI-221 00372601000102 CITY OF LYNNWOOD 10,890 10,890 5 BRI-222 00372601000112 CITY OF LYNNWOOD 19,166 19,166 6 BRI-223 00372601000108 SEATTLE INVEST. PROP. 47,480 859 46,621 8,681 7 BRI-224 00372601000101 CITY OF LYNNWOOD 31,799 2,838 28,961 13,141 8 BRI-225 00372601000110 CITY OF LYNNWOOD 19,602 1,614 17,988 4,660 9 BRI-226 00372601000103 CITY OF LYNNWOOD 23,958 2,428 21,530 8,176 10 BRI-227 00372601000111 CITY OF LYNNWOOD 20,038 2,586 17,452 18,013 11 BRI-228 00372601000104 CITY OF LYNNWOOD 5,663 284 12 BRI-500 9999999999 WSDOT 1 18,460 1 183,272 SW 1/4 SE 1/4 SEC 15, T 27 N, %R 4 E; W.M. RW NO. BRI-220 \ ` 00372601000202 /Jr� CITY OF LYNNWOOD 4 0, �- "Kt6, / NE 1/4 NE 114 SEC 22, T 27 N, R 4 E; W.M. 103t1d\Isl MP XX WSDOT MILE POST el11/L//ZZZZ1ZZ WSDOT LIMITED ACCESS PROPERTY LINE OHM FEE TAKE TEMPORARY CONSTRUCTION EASEMENT WSDOT ASL N 200 100 0 200 400 SCALE IN FEET P. RAWNB ' • xx%l U ; -NA I-405 BRT a B07-RPP101 DRAWN BY: ¢ FILENAME: BURIEN TIC TO LYNNWOOD TIC A. ALIMOVA w 1-405-B07-RPP101-2020 413 LOCATION No.. CHECKED BY: PHASE 2 Z LLIJ111QTAT CONTRACT ID: CONCEPTUAL ENGINEERING PLANS LIN &ASSOCIATES, INC. J. BECKER Consulting Engineers SHEET No.: REV. APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: LYNNWOOD RIGHT-OF-WAY PLAN 03/27/2020 81 Xr f.: 405_BRT_MP10 A405RX 405BRT_TB22x34 1405-B07-CPP100 1405-807-RPP100 1-405_BRT_Lynnwoi x1405-1310-CEP001 .0 NE 1/4 NE 1/4 SEC 21, T 27 N, R 4 E; W.M. R/W NO. BRI-XXX If 00372600600800 CENTRAL PUGET SOI ,' v p /' \\ LTD ACCESS LINE / \ SE 1/4 NE 1/4 SEC 21, T 27 N, R 4 E; W.M. X\ Ix —� LTD ACCESS LINE a o_ � v � \� --—T----- — SOUND TRANSIT PARCEL NO. PARCEL AREA FEE TAKE REMAINDER GUIDEWAY/ TEMPORARY KING CO. R/W NO. (TAX ACCOUNT NO.) OWNERS SQ. FT. SQ. FT. SQ. FT. PERMANENT CONSTRUCTION RECORDING ESMT SQ. FT. ESMT SQ. FT. NO. 1 BRI-XXX 00372600600800 CENTRAL PUGET SOUND REGIONAL 225,205 4,202 TRANSIT J- - jil N ♦ � �� 199TH PL SW -J"�TTT /---��" 2O0TH PL SW LEGEND MP XX WSDOT MILE POST WSDOT LIMITED ACCESS PROPERTY FEE TAKE TEMPORARY CONSTRUCTION EASEMENT WSDOT ASL N 200 100 0 200 400 SCALE IN FEET P. FRANK man U 1"=200' I-405 BRT BO7-RPP1O2 DRAWN BY: 4 FILENAME: BURIEN TC TO LYNNWOOD TC A.ALIMOVA PHASE 2 w w I-405-B07-RPP102 LOCATION No. CHECKED BY: Z D CONTRACT ID: CONCEPTUAL ENGINEERING PLANS LIN &ASSOCIATES, INC. J. BECKER Consulting Engineers •n/'���� SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: LYNNWOOD RIGHT-OF-WAY PLAN 1 1 03/27/2020 82 G BS _ -- -------------- STRIDE LAYOVER BAY I1 I STRIDE PICK-UP BAY L----------------------- -J STRIDE PYLON EX CANOPY r I EX SIDEWALK LANDSCAPING a O 0 No. I DATE I DSN I CHK I APP I REVISION 14' - 0" +/- PLATFORM EX CANOPY AND LANDSCAPING EX SHELTER CANOPY, TYP. EX TRANSIT CENTER DESIGNED BY: DRAWN BY: " BW/CD/JSP Qc 2 CHECKED BY:✓G KGT r1" APPROVED BY: SUBMITTED BY: DATE: EX RIDE STORE i i i STRIDE DROP-OFF BAY L----------_---- 84 EX COFFEE SHOP 1 LYNNWOOD TC SITE PLAN 1" = 20'-0" EX CANOPY 13'-7"+/- EXSIDEWALK M M i PLATFORM LANDSCAPING 2 LYNNWOOD TIC SECTION 1/8" = 1'-0" _ SCALE: 1-405 BRT DRAWING AS NOTED P ` j O T Q W p B07-ASP101 ►►YY// I � � FILENAME: pURIEN TICTO LYNNWOOD TIC N CONCEPTUAL ENGINEERING PLANS LOCATION No.: Z LL SOUNDTRANSIT CONTRACT ID: LYNNWOOD TRANSIT CENTER PLATFORM SHEET No.: F REVIEWED BY: DATE: DATE: PLANS 83 04/10/2020 G EX SHELTER ROOF EX FLAG SIGN ACCESSIBLE CLEAR BOARDING AREA - 60' X 100", FOR REFERENCE ONLY BIT VEHICLE SHOWN FOR REFERENCE ONLY — 3 O 1 LYNNWOOD TIC PLATFORM PLAN (DROP OFF) 3/16" = 1'-0" U 0 0 3 LYNNWOOD TIC(DROP OFF 3/16" = 1'-0" a 0 0 No. I DATE I DSN I CHK I APP I REVISION EX WINDSCREEN, EX SHELTER- LOCKERS EXSHELTER ROOF EX PAVING EX DETECTABLE WARNING PAVERS ®r—m—OF TRAVEL DESIGNED BY: DRAWN BY: " BW/CD/JSP PNPgE Z CHECKED BY: KGT APPROVED BY: SUBMITTED BY: I DATE J EX RIDE STORE 0 � I 1 1 ' r EX RIDE STORE TO REMAIN GENERAL NOTE: A. SHELTER AND AMENITIES AT EACH STATION ARE BASED ON A PROTOTYPICAL LAYOUT AND MAY VARY AS THE PROJECT DEVLOPS. 2 LYNNWOOD TIC (DROP OFF) DRAWING No.: 1-405 BRT B07-ASP102 BURIEN TIC TO LYNNWOOD TC PVOT Q W SCALE: AS NOTED FILENAME: • Lo Z N W COuw111�� A I�IC•T ND 1L1�\s CONCEPTUAL ENGINEERING PLANS LOCATION NO.: CONTRACT ID: LYNNWOOD TRANSIT CENTER PLATFORM SHEET No.: REV: REVIEWED BY: DATE: DATE: PLANS 84 04/10/2020 G a 6-0" DIRECTION OF TRAVEL 1- I i =1 ! - I - DETECTABLE WARNING PAVERS EX CUSTOMER INFORMATION SIGNAGE EX PAVING - EX LANDSCAPING 1 LYNNWOOD TIC PLATFORM PLAN (BOARDING) 3/16" = 1'-0" BRT PYLON, STUB UP CONDUIT FOR ELECTRICAUCOMM y -4 _- FOUNDATIONS FOR PYLON & TICKET VENDING MACHINE, TBD 3 LYNNWOOD TIC ELEVATION (BOARDING) 3/16" = 1'-0.. ( WINDSCREEN, TYP. BRT VEHICLE SHOWN FOR REFERENCE ONLY 6'-0" EX FLAG SIGN BOARDING ZONE PAVERS AD BIKE BOARDING ZONE SYMBOL ACCESSIBLE CLEAR BOARDINGAREA-60" X 100', FOR REFERENCE ONLY TICKET VENDING ACCESSIBLE WAITING MACHINE, STUB AREA-2'-6"X4'-0", BRT PYLON, STUB UP CONDUIT FOR REFERENCE ONLY CONDUIT FOR ELECTRICAUCOMM EX SHELTER • 1 1 _ i - I - - - i i 0 GENERAL NOTE: A. SHELTER AND AMENITIES AT EACH STATION ARE BASED ON A PROTOTYPICAL LAYOUT AND MAY VARY AS THE PROJECT DEVLOPS. • 2 LYNNWOOD TIC (BOARDING) DESIGNED BY: SCALE: DRAWING No.: " AS NOTED 1-405 BRT P VOT W BURIEN TC TO LYNNWOOD TICB07-ASP103 DRAWN BY: � V FILENAME: BW/CD/JSP E 2 w N LOCATION No.: CHECKED BY: pNP�" • z LL SOUNDTRANsa CONTRACT ID: CONCEPTUAL ENGINEERING PLANS KGT r LYNNWOOD TRANSIT CENTER PLATFORM SHEET No.: REV: APPROVED BY: SUBMITTED BY: DATE: REVIEWED BY: DATE: DATE: PLANS 85 DATE DSN CHK APP REVISION 04/10/2020 I-405 / NE 132ND ST INTERCHANGE cO ry G�OG�adQaD � - A f TO 1-5 (TUKWILA) i z BEGIN PROJECT 1-405 MP 21.65 NB405 3000+00 1-405 BRICKYARD PARK AND RIDE INLINE FREEWAY STATION BRT PROJECT SB 1-405 1-405 / NE 160TH ST INTERCHANGE V NB 1-405 VICINITY MAP NTS INDEX SHEET NO. PLAN REFERENCE NO. TITLE 1 2 GN01 GN02 COVER, INDEX & VICINITY MAP GENERAL NOTES & LEGEND 3 GN03 ALIGNMENT DATA TABLES 4 - 8 AL01 - AL05 ALIGNMENT PLAN 9 - 13 EU01 - EU05 EXISTING UTILITIES 14 - 19 RP01 - RP06 ROADWAY PROFILES 20 - 22 DR02 - DR04 DRAINAGE PLAN 23 FP01 FISH PASSAGE PLAN & PROFILE 24 - 32 LS01 - LS09 LANDSCAPE & URBAN DESIGN PLAN 33 - 37 PV01 - PV05 PAVING PLAN 38 - 42 MK01 - MK05 PAVEMENT MARKING PLAN 43 WA01 WALL PROFILES 44 ITD01 ITS LEGEND 45 - 48 ITS01 - ITSO4 ITS, SIGNALS, ILLUMINATION PLAN 49 - 52 SN01 - SN04 SIGNING PLAN 53 - 54 BR01 - BR02 BRIDGE PLAN & ELEVATION FILE NAME c:lusers\vyple TIME 6:01:58 AM DATE 12120/2019 PLOTTED BY vyplemi DESIGNED BY M.VYPLEL ENTERED BY M.VYPLEL CHECKED BY M.ROHILA PROJ. ENGR. C. BARNETT REGIONAL ADM. K. HENRY 01XL6138 PS GN 01 I-405 / SR-527 INTERCHANGE 1-405 / SR 522 y�INTERCHANGE IA �� I,c C�04�1 \ B04 ELL I-405 / SR TO 1-5 (LYNNWOOD) INTERCHA PROJECT END PROJECT 1-405 MP 23.52 NB405 3098+64 1-405 INTEF REGION STATE FED.AID PROJ.NO. NO. 10 WAS REVIEW COPY 5% CONCEPTUAL DESIGN JOB NUMBER NOT FOR CONSTRUCTION CONTRACT NO. LOCATION NO. XL6138 REVISION DATE BY I-dnS / I_S PROJECT LOCATION MAP NTS 1-405 PLAN REF NO TTAP BRICKYARD PARK AND RIDE INLINE GN01 Washington State FREEWAY STATION BRT PROJECT SHEET Department of Transportation OF sSHEETS COVER, INDEX & VICINITY MAP GENERAL NOTES 1. THE CONCEPTUAL PLANS ARE FOR REFERENCE ONLY -NOT FOR CONSTRUCTION. 2. THE INFORMATION CONTAINED IN CONCEPTUAL PLANS DOES NOT REPRESENT A COMPLETE DESIGN. MANY DESIGN ELEMENTS ARE NOT INCLUDED IN THE CONCEPTUAL PLANS (GUARDRAIL, CONCRETE BARRIER, ETC), BUT ARE INCLUDED IN THE PROJECT SCOPE OF WORK. THE CONCEPTUAL PLANS REPRESENT A DESIGN THAT WAS DEVELOPED TO ESTABLISH CONSTRUCTION FEASIBILITY AND TO PROVIDE BASE DOCUMENTS FOR THE DEVELOPMENT OF THE DESIGN -BUILDER'S PROPOSAL. 3. IF THERE IS A CONFLICT BETWEEN THE CONCEPTUAL PLANS AND THE CONTRACT DOCUMENTS,THE CONTRACT DOCUMENTS SHALL GOVERN. GENERAL LEGEND: EX RIGHT OF WAY AND LIMITED ACCESS PROPOSED RIGHT OF WAY AND LIMITED ACCESS PROPOSED RIGHT OF WAY EXISTING RIGHT OF WAY 79!90_ CONSTRUCTION ALIGNMENT PROPOSED NOISE WALL PROPOSED RETAINING WALL - EX WETLAND -- — — — — — —- IMPACT LINE FILE NAME c:lusers\vyple TIME 8:11:05 AM DATE 12/19/2019 PLOTTED BY vyplemi DESIGNED BY M.VYPLEL ENTERED BY M.VYPLEL CHECKED BY M.ROHILA PROJ. ENGR. C. BARNETT REGIONAL ADM. K. HENRY 533101XL61 REVISION DATE REGION I STATE FED.AID PROJ.NO. NO. 10 WAS JOB NUMBER CONTRACT NO. I LOCATION NO. XL6138 REVIEW COPY 5% CONCEPTUAL DESIGN NOT FOR CONSTRUCTION AdElk v7jrm Washington State Department of Transportation 1-405 BRICKYARD PARK AND RIDE INLINE FREEWAY STATION BRT PROJECT GENERAL NOTES & LEGEND PLAN REF NO GN02 SHEET 2 OF SHEETS 101416 NM RMIMq PC 14 rT OLTA R L T N r14'17' ( )000�40.00 N 7'0� 17' ( 3007425.l9 N r24Vr E JOM#29.93 3029►W.26 3031444.Si 1'1730r 139ST91 ' 314AS ' 257.33 ' N lvrlr w 3=*Q.14 30 3,614.29 30SI+91.5I T31'20r 12m-v ' 2139.17 ' =.15 ' N O'SS'I6' ( IOS34t1.S1 IOSS«46 t7 30w10.9S ra4y' 12022 00 ' 429.47 ' 214 76 ' N 4'3 r4r E 307:499.50 3075427.94 3o774S6.23 r19'11' 716i 35 ' 456.73 ' 228 44 ' 11 w3rw E 307:•56.23 30q*S7.36 301547.716 Mor MI.65 ' BO1.SJ ' 401-13 ' 112slar 4-( 10111547.76 109".I$ 1016414.11 lyl4w 397a00' 10S6.SP' $3142' N 2V417r E 3097475.E6 309F63.9i •�416 � RiMRNO PC rl rT OLTA R l N WSCI I"( 20006MOD N 7ww- E 200-I411.4i 200Sr90.96 2006.50 26 r4wir MS+" ' U& M ' 159 46 ' N ral)w ( 2025»l ap 2000s III ) 2ol7. m r29^Or u9m oo ' 72S 4S ' 364 34 ' N S'474S' E 204D+S221 mQ+74.29 2044495.73 r06'Sr 12000A0 ' 442.92 ' 22148, N wsv23' E ;Iaw 5.73 204d+56 23 2052.1630 rsrzr aww, ' 720.57 1056.12 33 CONTROL LINE DATA AND PLAN ABBREVIATIONS AHD AHEAD PC POINT OF CURVATURE BCK BACK PI POINT OF INTERSECTION BEARING AHEAD TANGENT BEARING PT POINT OF TANGENT BK BIKE LANE OR BACK R CURVE RADIUS (-LEFT/+RIGHT) CLR CLEARANCE S SUPERELEVATION DELTA CURVE ARC SD SLOPE TO DRAIN, 1.5% MIN TO 2% MAX CROSS SLOPE EX EXISTING SH SHOULDER LC LENGTH OF CURVE STA STATION LN LANE SW SIDEWALK LT LENGTH OF TANGENT T CURVE TANGENT LENGTH MD MATCH DESIGN (ADJACENT ROADWAY), SEE ROADWAY PROFILES VAR VARIES ME MATCH EXISTING CROSS SLOPE NC NORMAL CROWN NTS NOT TO SCALE NO41Y LIN2 NiA1tlN0 PC rl PT DELTA R L T N 4105W E 350000 o0 3S3.91.83 353►*"56 r 11'26' 664481 ' 3t3 56 ' 191a3 ' N 0^02'Sl' W lS1+i1 S6 3SS41414 3S6#-".61 41w49" %%62 ' 261.06 ' 130 Si ' N r462r E 3%# 23 357*02.SS 3S7.29.E4 rSl'14' 312.00 ' 5462 ' 27.32 ' N rSl'24' E 35iw-Q N r46'SOr ( 361.25 i3 362441114 %&.0 eS llorw 16451.72 ' 309.02 , 15452, N WWAW E 36&34SS 36S.13.06 365.91.2S r26'0r 3679 99 ' 11%.41 7S21 ' 372�i4.0�3 SS -BY LINE NMINO PC Pl ►T DELTA R L T N r2ow E 249.59.94 259624, 39 r3wss- r2Y27' N r4asr E 2%*25.29 2S6.74.92 7800.00 ' 44= 11 All 249.64 ' N 0 lvw ( 261•1999 261.1171 261o494) 500.00 ' 14.73 ' N r3yor E 26147401 263#24.33 264 XS16 r1942- 5200.00 ' Th '.. ISO )2 ' ?67•SS 33 Nf 140.ii40i LIM �i11111N0 PC rl ►T DELTA R L T N 5199'OS' E 1500MIZI N rair ( I%*n46 1SMsta 162.1113 32 rSI'45' 17171.15 ' 8S7.16 ' 429421 N 4'5W ( 365*20 Sl 167•15 4 169*09 S) I'SC)9' 12086.00 ' 3110Ol ' 194 S) ' N WIS'11' W 169«09.53 170*09.36 171*o4.S4 30'lill' 369.73 ' 195.cn ' 99.83 ' l72419.99 FILE NAME c:luserslvyplemilpw_wsdotkd02533101XL6138_PS_GN_03.dgn REVIEW COPY 5% CONCEPTUAL DESIGN NOT FOR CONSTRUCTION AIIIIIIIIIIIIII11L � vI/ Washington State Department of Transportation 1-405 BRICKYARD PARK AND RIDE INLINE FREEWAY STATION BRT PROJECT PLAN REF NO GN03 TIME 1:59:16 PM RENIION I TATE FED.AID PROJ.NO. DATE 12/19/2019 10 WAS PLOTTED BY vyplemi DESIGNED BY K. MONROE JOB NUMBER SHEET 3 OF sSHEETS ENTERED BY M.VYPLEL CHECKED BY M. ROHILA CONTRACT NO. LOCATION NO. XL6138 PROJ. ENGR. C. BARNETT ALIGNMENT DATA TABLES REGIONAL ADM. K. HENRY REVISION DATE BY T.26N.R.5E.W.M. —7� I --------- j ;E�jjj' ------ ----- ------ ------------- l3fH AVE Ni > - j T, JE ------ CDC ----------- low zt % El cl 110 \,�-/ - r M.P. 21.65 N 268878 89 130675� E .21 -------- --- ------------ ---------- ---- ------------ — ------ < :77:7:- 1-405 cli < -SB4 05 LINE Z Lu ---- ------------------ --------- -------------- Lu ----------- —777CB ------ ---- ----- ---------- N1 -�7.� -7�� --- Lu -14115 ROSS,!! 7 — Z — ----- 00 0 ----------- + ................. v < ------ - — — — — — — — — — — NB405 3000+00.00 M.P. 21.65 f N = 2688 �,4 62.94 rT--: Lu E =1306865.30 AVE KINGARK SGATE P X -El CJ ALIGNMENT LEGEND: EX RIGHT OF WAY AND LIMITED ACCESS — PROPOSED RIGHT OF WAY AND LIMITED ACCESS 79 .490 CONSTRUCTION ALIGNMENT NOTES: 0 100 200 -------- IMPACT LINE 1 1. FOR ALIGNMENT DATA, SEE SHEET GN03. SCALE IN FEET FILE NAME cAuserslvypIemiXpw wsdotkd025331OXXL6138-PS-AL-Ol.dgn TIME 8:12:13 AM REGIONSTATESTATE FED.AID PROJ.NO. Amok 1-405 PLAN REP NO DATE 12119/2019 10 WASH REVIEW COPY AL01 PLOTTED BY vyplemi 5% CONCEPTUAL DESIGN TrAf BRICKYARD PARK AND RIDE INLINE DESIGNED BY K.MONROE JOB NUMBER NOT FOR CONSTRUCTION FREEWAY STATION BRT PROJECT SHEET ENTERED BY M.VYPLEL Washington State 4 CHECKED BY M. ROHILA CONTRACT NO. LOCATION NO. Department of Transportation OF PRO.I. ENGR. C.BARNETT XL61 38 ALIGNMENT PLAN SHEE54TS REGIONAL ADM. K.HENRY REVISION DATE BY T.26N.R.5E.W.M. I iF �m 3.3;;_L x I' \ \� /%� + � � �, �' x I% I -x- �"- -x- ' I I I k _x � �-� i � ' "; z � I '--i _ Q i II I 1 • I _ t � t � � (( � E C � (� `� � J _ "i III I\ x 1-i'-_•li _ .�-____ f 1 r r 114TH AVE NE 1 �''yh \ /h`�_x ~ ..✓-"'i�.,.,�--.,.•✓�'`,% -- �I /.=—=yt'�-r--- T ,•1 �? \��+r+r% �I� II1•� `� r'r� `� C� mmm� I - - - - - -''3:-&'4'-"'r-=-x - �•< _ _ r_r 114TH AV�E_CNE a I I I __ Q \' — m na,.rin ri,,.m n,,,.m n,,,.,rn m,..m„mm,;m„m„ � ��' - - - - - - - - - _ �l I ' T -- I- v m mn �.------------- a �_____. 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FOR ALIGNMENT DATA, SEE SHEET 111 0 100 200 SCALE IN FEET FILE NAME c:1users1vyplemilpw_wsdotkd02533101XL6138_PS_AL_02.dgn REVIEW COPY 5% CONCEPTUAL DESIGN NOT FOR CONSTRUCTION � TIA Washington State Department of Transportation I-405 BRICKYARD PARK AND RIDE INLINE FREEWAY STATION BRT PROJECT TIME 8:12:18 AM REGION N0 STATE FED.AID PROJ.NO. PLAN REF NO AL02 DATE 12/19/2019 10 WAS PLOTTED BY vyplemi DESIGNED BY K. MONROE JOB NUMBER SHEET OF SHsEEE TS ENTERED BY M. VYPLEL CHECKED BY M. ROHILA CONTRACT NO. LOCATION NO. XL6138 PROD. ENGR. C. BARNETT ALIGNMENT PLAN REGIONAL ADM. K. HENRY REVISION DATE BY T.26N.R.5E.W.M. X, ice � �+,���� - ate\ �-'_�-"- L_�\ =--= ------ ---- \- - •\ �\ `::—_7—AlI�LWW6 I ""' •w�. '"' =X--x =1 --_--- � � --'���''�f8i �i �y�ini' ��� ',v, I( I�, '` "`�� I � _ i a• .�,. .,�,. � � X 1 II 1. � =�-� - .,cam � Ty c _ �-. 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Department of Transportation OF PROJ. ENGR. C. BARNETT XL6138 EXISTING UTILITIES SHsEEE TS REGIONAL ADM. K. HENRY REVISION DATE BY 340 330 320 310 300 >-50 240 300' VC 525':VC K.=397.20 K.=666.85 SD=1578.79' SD=2443.14' ----------- L_______________J---------- co Ml _L---------------- L_______________ IIf----------- L---------------- L--------------- J--------------- U I aUN OD Mw I + o - --- T-- o � M I � C J+ W zn _I - - - - - - H U > I w 1.12% r------------- M a W a w --- _ P,x 1L--2- __ ------ + ro 4------- 1.87%—_—___—--------------- ----- L--------------------------------L---- r _ N J -- a-- - -- -- I -----------L-------------> I I I > --------------------- w ------------------------------------------------ PROPOSED GRADE --------------------7-------- 157+00 158+00 159+00 160+00 161+00 162+00 163+00 164+00 165+00 166+00 NE 160TH TO SB 1-405 ON -RAMP HZ SCALE : 1"=100' VERT SCALE :1"=20' 167+00 168+00 c� z w + -Itw 0 m2 F NH a- w E EXISTING GROUND 7 169+00 170+00 171+00 DATUM (NAVD) 88 340 330 320 310 300 290 280 270 260 250 ---1 240 172+00 FILE NAME c:\usersltaylorsu\pw_wsdot\d0253310\XL6138_PS_RP_01.dgn REVIEW COPY 5% CONCEPTUAL DESIGN NOT FOR CONSTRUCTION � TI/ Washington State Department of Transportation I-405 BRICKYARD PARK AND RIDE INLINE FREEWAY STATION BRT PROJECT PLAN REF NO RP01 TIME 11:31:02 AM RENIION 11 TATE FED.AID PROJ.NO. DATE V212020 10 WAS PLOTTED BY taylorsu DESIGNED BY K. MONROE JOB NUMBER SHEET 14 OF 54 SHEETS ENTERED BY M.VYPLEL CHECKED BY M. ROHILA CONTRACT NO. LOCATION NO. XL6138 PROJ. ENGR. C. BARNETT ROADWAY PROFILES REGIONAL ADM. K. HENRY REVISION DATE BY Z x zF Lu W o 0 0 o to J 2 U 0 10 0000 10 o ON 00 X ON W F Ul NN U) I N N 104 F NN2 2% LT PROFILE GRADE & EXISTING GROUND -2% LT 330 330 320 -= --- --- --- --- --- --- -=------------------I-------------------------------------------I ------ 320 676' VIC 495' VC K.-347.21 K.=194.62 310 -- =892.60 ----------------------------- --- --- SD=665.-- 310 I I I I a I I o v 300---------- ---- -----------------------------------------------------------------,------;------------------------ --- N 300 M M M r O Ln Ln + yf Mi a OD ui OO M OD 290-------------------------------------------------------------- --- N --- ---T ---- ---- ---- --- ---------------- FF - -- _ `_" --- 290 o + OD 4 J a W a OM u1 N r M n r r D.UU+� ' o +I- _ W 0.00+/-°/5----=-------------------o---------------------- _ NI I I 1.94__- �---------- -- + M U - - - - - - - - r S - - - - - - - M N a w 280 ,T ---_ --t - - - ---- ---- ---- r- - - -- ---- -- 280 N i i +IL% -----0' -- J.94 PROFILE GRADE & EXISTING GROUND 140' BUS PLATFORM 260---I---- — -------------- --I-- ---- ---- -- ---- ---- --- - - -I - - - 260 250 -- -- -- ---------------------------------- - 250 240 240 349+00 350+00 351+00 352+00 353+00 354+00 355+00 356+00 357+00 358+00 359+00 360+00 361+00 362+00 363+00 DATUM NB -BY STATION HZ SCALE : 1"=100' VERT SCALE :1"=20' (NAVD) 88 FILE NAME c:lusers\taylorsu\pw_wsdotkd0253310%XL6138_PS_RP_02.dgn TIME 11:31:04 AM RENIION STATE FED.AID PROJ.NO. AdElk I-405 DATE V212020 REVIEW COPY 10 WAS PLOTTED BY taylorsu CONCEPTUAL �� BRICKYARD PARK AND RIDE INLINE DESIGNED BY K. MONROE ,os NUMBER NOTOR CONSTRUCTION FREEWAY STATION BRT PROJECT ENTERED BY M.VYPLEL Washington State CHECKED BY M. ROHILA CONTRACT NO. LOCATION NO. Department of Transportation PROJ. ENGR. C. BARNETT XL6138 ROADWAY PROFILES REGIONAL ADM. K. HENRY REVISION DATE BY PLAN REF NO RP02 SHEET 15 OF 54 SHEETS 330 330 320------------------ =-- ---------------------- 320 310 - --- --- -- ------------------------------ 310 300 - ----- ----------------- 300 n 290--------------------- ------ 290 M r- N CR -------------- ---- [ i -�_-'-- -- --- --- -------------------r M 0 270 v — __ > 00 Lu + In PROFILE GRADE — — _ o- _ _ _ cli _—_ & EXISTING GROUND f' 260-------,----------------T------------ - 260 --- ------ > w ----o 250--------------------- t--------------------------------'---------------- t----------------r-------- 250 240 240 363+00 364+00 365+00 366+00 367+00 368+00 369+00 370+00 371+00 372+00 373+00 DATUM NB -BY STATION HZ SCALE : 1"=100' VERT SCALE : 1"=20' (NAVD) 88 FILE NAME c:lusers\taylorsu\pw_wsdotkd0253310%XL6138_PS_RP_03.dgn TIME 11:31:06 AM RENIION STATE FED.AID PROJ.NO. AdElk I-405 PLAN REF NO DATE V212020 REVIEW COPY � PLOTTED BY taylorsu 10 WAS 5% CONCEPTUAL DESIGN TI/ BRICKYARD PARK AND RIDE INLINE RP03 DESIGNED BY K. MONROE JOB NUMBER NOT FOR CONSTRUCTION FREEWAY STATION BRT PROJECT SHEET ENTERED BY M.VYPLEL Washington State 16 CHECKED BY M. ROHILA CONTRACT NO. LOCATION NO. Department Of Transportation OF PROJ. ENGR. C. BARNETT XL6138 ROADWAY PROFILES SHsEEE TS REGIONAL ADM. K. HENRY REVISION DATE BY 340 340 330 7 ----------------'-------- ------------------ - - - - --7 ------------ --------------------- - - - - -- 330 320 ------------------ - ----------------- --------------- ------ =2u.61 320 K. 310 ---------------- SD -------------------------------- =775i28' --------------- ------ 310 300 - c - -- -- - o-------------------------- r 00 cm, 300 ----------------,---------------- OD N _________________________________ O1 Ni co N Ni d Ji i W --- --- 280 - ----------------- ----- ---- - ---- ----------------------- ---- ---- ---; -_--- -_---_ -- o-� �- — - - -----o-T--------- ---- --r--- - --------------------- 280 270 ----- > M --I-- ---- ---- ---' ---- - w --------------------- ------r--- — - --- ---' ------------- ---------------,- -- - - --- ---- -- 140' 270 260 �_---- ------------------ -------- --------------------;----------------r---------------- BUS PLAT ORM ----------------; ----- 260 250 250 249+00 250+00 251+00 252+00 253+00 254+00 255+00 256+00 257+00 258+00 259+00 260+00 261+00 262+00 263+00 SB-BY STATION DATUM HZ SCALE : 1"=100' VERT SCALE : 1"=20' (NAND) 88 FILE NAME c:\users\taylorsu\pw_wsdotkd0253310%XL6138_PS_RP_04.dgn TIME 11:31:08 AM RENIION STATE FED.AID PROJ.NO. I-405 PLAN REF NO DATE V212020 10 WAS REVIEW COPY � RP04 PLOTTED BY taylorsu 5% CONCEPTUAL DESIGN TI/ BRICKYARD PARK AND RIDE INLINE DESIGNED BY K. MONROE JOB NUMBER NOT FOR CONSTRUCTION FREEWAY STATION BRT PROJECT SHEET ENTERED BY M.VYPLEL Washington State 17 CHECKED BY M. ROHILA CONTRACT NO. LOCATION NO. Department of Transportation OF PROJ. ENGR. C. BARNETT XL6138 ROADWAY PROFILES 54 SHEETS REGIONAL ADM. K. HENRY REVISION DATE BY n n K N N F e e N 0) N (n N 2% RT PROFILE GRADE & EXISTING GROUND -2% RT 340 340 330 --- ----------------------------;--------- 330 320---------- ------ ------ ---- ----------320 250' VC — K.=130.08 SD=686.50' 310 —--------------------------------- 310 300 ;------------- N--------------;------------ 300 N N n OD v a oo Mi N nj + N C m In + %D + N a wD i n cq co:�290 HI-- N---------- - N-------------- - o- 290 5 J: a � 033% aw �w a w 280---------- --------------------------------------------------- ---- -- ------ 280 I M 270 V7 co D1 + fD tnD G N c4 N 260-----'----------------t--------------------------------- ------ > w---- 260 250 250 263+00 264+00 265+00 266+00 267+00 268+00 DATUM SB-BY STATION HZ SCALE :1"=100' VERT SCALE : 1"=20' (NAVD) 88 FILE NAME c:\users\taylorsu\pw_wsdotkd0253310%XL6138_PS_RP_05.dgn TIME 11:31:09 AM RENIOON STATE FED.AID PROJ.NO. I-405 PLAN REF NO DATE V212020 REVIEW COPY � PLOTTED BY taylorsu 10 WAS 5% CONCEPTUAL DESIGN TI/ BRICKYARD PARK AND RIDE INLINE RP05 DESIGNED BY K. MONROE JOB NUMBER NOT FOR CONSTRUCTION FREEWAY STATION BRT PROJECT SHEET ENTERED BY M.VYPLEL Washington State 18 CHECKED BY M. ROHILA CONTRACT NO. LOCATION NO. Department of Transportation OF PROJ. ENGR. C. BARNETT XL6138 ROADWAY PROFILES SHsEEE TS REGIONAL ADM. K. HENRY REVISION DATE BY 320 310 300 290 280 270 260 250 240 J N C 1-405 SB EXISTING CROWN - - ------------------------------- 345' VC K.=159.00 SD=669.14' N i i i 04 + w A h 01 v04 m C4 co d J N -0.40% > Lu u F N -2.S6/ ----------------------------- 2_56a/o PROFILE GRADE & EXISTING GROUND 320 310 300 290 280 270 260 250 240 2046+00 2047+00 2048+00 2049+00 2050+00 2051+00 2052+00 SB 1.405 MAINLINE HZ SCALE :1"=100' VERT SCALE :1"=20' 2053+00 2054+00 2055+00 DATUM (NAVD) 88 FILE NAME c:lusers\taylorsu\pw_wsdotkd0253310%XL6138_PS_RP_06.dgn REVIEW COPY 5% CONCEPTUAL DESIGN NOT FOR CONSTRUCTION � TI/ Washington State Department of Transportation I-405 BRICKYARD PARK AND RIDE INLINE FREEWAY STATION BRT PROJECT TIME 11:31:11 AM RENIION 11 TATE FED.AID PROJ.NO. PLAN REF NO RP06 DATE V212020 10 WAS PLOTTED BY taylorsu DESIGNED BY K. MONROE JOB NUMBER SHEET 19 OF 54 SHEETS ENTERED BY M.VYPLEL CHECKED BY M. ROHILA CONTRACT NO. LOCATION NO. XL6138 PROJ. ENGR. C. BARNETT ROADWAY PROFILES REGIONAL ADM. K. HENRY REVISION DATE BY T.26N.R.5E.W.M. + — JUANITA- _•r:;.,;.. 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LOCATION NO. XL6138 PROJ. ENGR. C. BARNETT DRAINAGE PLAN REGIONAL ADM. K. HENRY REVISION DATE BY DRAINAGE LEGEND: -, EXISTING DRAINAGE STRUCTURE WSDOT RIGHT OF WAY LINE m ❑ O PROPOSED DRAINAGE STRUCTURE ....''.r:'.C.'.I EXISTING WETLAND -MFD EXISTING MEDIA FILTER DRAIN (MFD) ' • • • • • • • • • • • • • • • • • • WETLAND MITIGATION BUFFER PROPOSED COMPOST AMENDED STREAM BUFFER BIOFILTRATION SWALE (CABS) .... .... .... .. 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I a EXISTING PAVING m j & CROSSWALK p NEWLY STRIPED DISABLED \\ SOUTH PARKING STALLS PARKING \ LOT \\ NORTH PARKING LOT EL=271.0' o \ o COMFORT STATION �.\ + \ \\\ TO REMAIN \ / \ \\ EL=276.0' EXISTING WALKWAY GUARDRAIL \ 7?, STAIRS WITH PRECAST CONCRETE BIKE RUNNELS EXISTING TREES ENHANCED PLANTING WITH IRRIGATION \\ TO REMAIN a 72;p BIKE RACKS (CURRENT PHASE)'-, \\\ \ \\ TREE IN GRATE BIKE RACKS (FUTURE PHASE) 8T (� BIKE LOCKERS (CURRENT PHASE -FIRST TIER TRASH RECEPTACLE 8,4 FUTURE PHASE -SECOND TIER) '78" BENCH EL=276.3' 'p % 0•• SCORED CONCRETE �' \ PLANTER BENCH ,b y ? EL=289.0' tv ' EXISTING VEGETATION ��' ' p•. Y TO REMAIN 7 ' 7p'p' 13 T ELEVATOR -6„ UP 0 �TT/T77T/T7TT/T7TT/77TT/77TT/77TfT�7�P/�7 /T77T /T7 /�7TT/% 77 n \ ELEVATOR MACHINE ROOM 12'-10" 11111 1 STAIRS EL=280.0' 36._8.. COMMUNICATION ROOM HALLWAY I I ELECTRICAL ROOM PEDESTRIAN BRIDGE ABOVE 1 I n 0 10 20 PLAZA SITE PLAN SCALE IN FEET FILE NAME c:luserslvyplemilpw_wsdotXd02533101XL6138_PS_LS_01.dgn REVIEW COPY 5% CONCEPTUAL DESIGN NOT FOR CONSTRUCTION AdElk � TI/ Washington State Department of Transportation I-405 BRICKYARD PARK AND RIDE INLINE FREEWAY STATION BRT PROJECT TIME 8:57:01 AM RENIION 11 TATE FED.AID PROJ.NO. PLAN REF NO LS01 DATE 12/23/2019 10 wAS PLOTTED BY vyplemi DESIGNED BY M. McWREATH JOB NUMBER SHEET 24 OF 54 SHEETS ENTERED BY M.VYPLEL CHECKED BY B. ELROD CONTRACT NO. LOCATION NO. XL6138 PROJ. ENGR. C. BARNETT LANDSCAPE & URBAN DESIGN PLAN REGIONAL ADM. K. HENRY REVISION DATE BY T.26N.R.5E.W.M. \ +\ \ SOUTH \ \ PARKING LOT \\ \\ NORTH PARKING LOT 9- o � \ IN 0 � o y ELEVATO o �rr�rrrrr�rr�rr�nrr�nrr�nr�rr��� PEDESTRIAN BRIDGE SCORED +\ Y CONCRETE i i � STAIRS ENHANCED PLANTING WITH IRRIGATION - EL=309.0' SEISMIC JOINT \ II i In i I II u 0 10 20 PLAZA SECOND FLOOR PLAN SCALE IN FEET FILE NAME c:kusemkvyplemilpw_wsdotkd025331OXXL6138_PS_LS_02.dgn REVIEW COPY 5% CONCEPTUAL DESIGN NOT FOR CONSTRUCTION Admok � TI/ Washington State Department Of Transportation -405 BRICKYARD PARK AND RIDE INLINE FREEWAY STATION BRT PROJECT TIME 8:54:25 AM RENIION I STATE FED.AID PROJ.NO. PLAN REF NO LS02 DATE 12123/2019 10 wAS PLOTTED BY vyplemi DESIGNED BY M. McWREATH JOB NUMBER SHEET 25 OF 54 SHEETS ENTERED BY M.VYPLEL CHECKED BY B. ELROD CONTRACT NO. LOCATION NO. XL6138 PROJ. ENGR. C. BARNETT LANDSCAPE & URBAN DESIGN PLAN REGIONAL ADM. K. HENRY REVISION DATE BY STRIP�� ••� T.26N.R.5E.W.M. I I I I I I II II II I SB 1-405 I I COMMUNICATION CLOSET SPRINKLER VALVE ROOM 4'-6" J PEDESTRIAN BRIDGE ABOVE 2'-0" I I 10'-0" 12'-7" 10'-0" ELEVATOR MACHINE ROOM I� J 12'-7" = z m o 3'-4" GUARDRAIL 8'HT.TRANSPARENT NOISE PANEL GUARDRAIL ON MEDIAN BARRIER BETWEEN ELECTRICAL CLOSET EDGES OF PLATFORMS TACTILE WARNING —SPRINKLER VALVE ROOM STRIP ELEVATOR MACHINE ROOM --J ELEVATOR STAIRS SCORED CONCRETE 4'-6" COMMUNICATION CLOSET NB 1-405 T— — I I I I I I I I I , > I I I I I I I — — — — — — — — — — — — — — — — — — — — — — — — — — — — - SITE PLAN 0 10 20 SCALE IN FEET FILE NAME c:luserslvyplemilpw_wsdotkd02533101XL6138_PS_LS_03.dgn REVIEW COPY 5% CONCEPTUAL DESIGN NOT FOR CONSTRUCTION � TI/ Washington State Department Of Transportation I-405 BRICKYARD PARK AND RIDE INLINE FREEWAY STATION BRT PROJECT TIME 8:51:37 AM REGION N� STATE FED.AID PROJ.NO. PLAN REF NO LS03 DATE 12/23/2019 10 wAS PLOTTED BY vyplemi DESIGNED BY M. McWREATH JOB NUMBER SHEET 26 OF 54 SHEETS ENTERED BY M.VYPLEL CHECKED BY B. ELROD CONTRACT NO. LOCATION NO. XL6138 PROJ. ENGR. C. BARNETT LANDSCAPE & URBAN DESIGN PLAN REGIONAL ADM. K. HENRY REVISION DATE BY T.26N.R.5E.W.M. 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PLAN REF NO DATE 12123/2019 N� REVIEW COPY � PLOTTED BY taylorsu 10 WAS 5% CONCEPTUAL DESIGN TIA BRICKYARD PARK AND RIDE INLINE MK02 DESIGNED BY K. MONROE JOB NUMBER NOT FOR CONSTRUCTION ENTERED BY M. VYPLEL Washington State FREEWAY STATION BRT PROJECT SHEET39 CHECKED BY M. ROHILA CONTRACT NO. LOCATION NO. Department Of Transportation OF PROJ. ENGR. C. BARNETT XL6138 PAVEMENT MARKING PLAN SHsEEE TS REGIONAL ADM. K. HENRY REVISION DATE BY T.26N.R.5E.W.M. / \ \ \ \ C—: _ 71 SB405 2035+20 -- BEGIN LANE ME GE TAPE - 1 /- -L o NE1Ct0-$$405 166+47 END 1 HO- LQ _ T ' Y ,I \I 1 !� Is HOULDERS \ \ \ - - w SB405 04 +40'J �. I _ E D LAN MERGE TAP R II I I '°•/ / \ SB4 2 47+81 II •I \ �, r' Al \ \ � I III jk+/ S 405 2041+6� �g�\ BEGIN S U ER TAPER \� ; {I I /)END SHOULDER TA E \ ` \�� Ijl \� SB40' 2640+26 I° Il_) /" / / // `..\ a� B405 047+98 L ` - �. - II lil ems_ erU \` / ;,03H(�. 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'X p�' \J—--�,II l'I' III /,%;/ l l / )/ti _= PAVEMENT MARKING (DOUBLE LANE LINE) -------------- • • • • • • • • • • • • • PAVEMENT MARKING (WIDE DOTTED LANE LINE) PAVEMENT MARKING (LANE LINE)k, - - - - - - PAVEMENT MARKING (EDGE LINE & SOLID LANE LINE) PAVEMENT MARKING (STOP BAR) 0 100 200 -------- IMPACT LINE SCALE IN FEET FILE NAME c:\users\taylorsu\pw-wsdotkd0253310\XL6138_PS_MK_03.dgn TIME 10:17:03 AM REGION STATE FED.AID PROJ.NO. I-405 PLAN REF NO DATE 12/23/2019 N� REVIEW COPY PLOTTED BY taylorsu 10 WAS 5% CONCEPTUAL DESIGN WAP BRICKYARD PARK AND RIDE INLINE MK03 DESIGNED BY K. MONROE JOB NUMBER NOT FOR CONSTRUCTION ENTERED BY M. VYPLEL Washington State FREEWAY STATION BRT PROJECT SHEET40 CHECKED BY M. ROHILA CONTRACT NO. LOCATION NO. Department of Transportation OF PROJ. ENGR. C. BARNETT XL6138 PAVEMENT MARKING PLAN SHsEEE TS REGIONAL ADM. K. HENRY REVISION DATE BY T.26N.R.5E.W.M. / �...�• � ,n-��� ��� ,�� gel p i NB405 3087+30 \Fa,- \ NB405 3079+15 BEGIN SHOULDER TAPER BEGIN SHOULDER TAPER SEE SR522-SR527 PLANS / B405 3086+85 _. ... . � END SHOULDER TAPER ^2 �'f . • �ymm�mmm�mmm�mn_mmm�m � '�"mnirdl7r.77Ti immm� imn�inimisni \ '-- y--� -,- - - - - - - - - - - - -- - - - - - �j ' mn'm A� mmm�mmm�mmm�mmm�---I—.------•.:---,--�-- --'— - - -'-�°- —'—�-� -.- b----_ w-----_-_ -- -- -- - -- - - - - - - - - 405 __ SB 1---- -- -- _ -- -- -- -- ------------- ---- - I Y w-- ....... - .... ...... .30 ............ .......... _ _ _ - - - - - - - - __-- _ N6405• LINE - - - - -` w MULU co _ _ — —__ _ _ _ _ — 6 _ 0' a. tt' p,r— —_ a• ---- ------ __ -- — — — — --- — — — — — --------- — — 'fi• to N- s- --- __ __ __ - __ -- - ---------- --- _ -- - - - - - - - - Z_ _ 4. m--------- -- -- — --- ------- �---� --x- - --- ------------- --- - --�-- _ __--_ w --- - - - - - - - --------- _------�--ti - - - o Z -- ---- - ---- - - . uw�nwraurwuar eurrwmwuw�cw�•wwa o Lij NB405 3076+00 rIF "-` END SHOULDER TAPER t N OS 8 +4�� J NB405 3070+ 46 1 BEGIN SHOULDER TAPER /E SHO LD A`T. 1 L - NB405 3070+96 BEGIN SHOULDER TAPER END SHOULDER TAPER NB405 3080+ BEGIN S OUL ER -TAPER", i17TH CT NE, �L' � _ � - I + � � r ' Wiz.. \^�✓ ` � ������ \ I � � + \\� '°� r -r - - PAVEMENT MARKING LEGEND:El EXISTING PROPOSED EDGE OF PAVEMENT IF %r +I ,X l /_,\ y'`�i / 7 r \X-f _= PAVEMENT MARKING DOUBLE LANE LINE J� -------------- • • • • • • • • • • • • • PAVEMENT MARKING (WIDE DOTTED LANE LINE) /' _ _ '// -- - - - - PAVEMENT MARKING (LANE LINE) e —T-r--_--r.-r- PAVEMENT MARKING (EDGE LINE & SOLID LANE LINE) I PAVEMENT MARKING (STOP BAR) 0 100 200 -- - - - - -- IMPACT LINE SCALE IN FEET FILE NAME c:\users\taylorsu\pw_wsdotkd0253310\XL6138_PS_MK_04.dgn TIME 10:17:06 AM REGION STATE FED.AID PROJ.NO. PLAN REF NO DATE 12123/2019 N� I-405 REVIEW COPY � PLOTTED BY taylorsu 10 WAS 5% CONCEPTUAL DESIGN TI/ BRICKYARD PARK AND RIDE INLINE MK04 DESIGNED BY K. MONROE JOB NUMBER NOT FOR CONSTRUCTION ENTERED BY M. VYPLEL Washington State FREEWAY STATION BRT PROJECT SHEET41 CHECKED BY M. ROHILA CONTRACT NO. LOCATION NO. Department of Transportation OF PROJ. ENGR. C. BARNETT XL6138 PAVEMENT MARKING PLAN SHsEEE TS REGIONAL ADM. K. HENRY REVISION DATE BY _, Vim- a{_', -__ ,;� - �' x�� •'�•._ I 1 I DI i � fig♦ 1 V t ml � ♦��tl � �1- ♦dui w BEGIN .sIj6q T P 1 t T.26N.R.5E.W.M. PAVEMENT MARKING LEGEND: \� EXISTING PROPOSED \\;�\ �.•'� ~•----------- EDGE OF PAVEMENT �'� _� �\ \•�,\\� \\\ .yo,` ___= PAVEMENT MARKING (DOUBLE LANE LINE) �09 PAVEMENT MARKING (WIDE DOTTED LANE LINE) \ \ �� ^ \1 \ ♦`� /"r UQFc'FF - - - - PAVEMENT MARKING (LANE LINE) r \\ \ 4\ \ ♦ • PAVEMENT MARKING (EDGE LINE &SOLID LANE LINE) \ \\\\\• \ \ ,\ \• \ t� �♦ \ y\ \\ \, \ \ \ \ PAVEMENT MARKING (STOP BAR) �, ` �\\ • � `� \'' °. \ ``\ IMPACT LINE \ \. I `� I III Ili ♦ ♦ `\\�\\ \\ \\',\ '� Pit' �''. ♦`.♦`,\\.\\ �..\\ \\, \\\`�\\' `�� , 1 �I limit ♦ �`\\\ ,\' \S ��\ \ � \ `` \`•` ♦` \ \\ py: ♦ \ \ \ \ ♦ \ \� ` 41 N 405 3 97+7 /� `tVA�A\ \` . �� A` ♦♦ �`> , v\ `♦ EN SH ULDE \ PER / /;' -�\\\ \ \ \ ♦ \ \ `'� \`\ ., `�� SEE SR522-SR527 PLANS co \\\ \\` ' \�\ • \ ` ` t 1= `� 1=� a ��"\F\ \�� `,�` t `� � t^ e. \\ \ 1\ \ �I ♦t P 1= � `� � C= ♦ ��\ \ \� `� t � ��� `� \ �"'' ��� �' \` /O \ \n `�I `� C t `t- � `� �+� n �r �t ------------"y/t 41 �------- IV �� \ x \ 1 J 7 \\ / — — \ —-------- ♦ - \ / -------_ -x--� + 1_\ � ♦__e" �---' '` �, +. ��I", \\ ' x / � 'ill III \I��1 , I` 1 \ ,ice i%`�� / �d _ s_--'"� �� I ' ♦_aw' r 111 i ✓/;"� r I11 II I' III',`" \\ � `� � � I � � �. � j ji%r r TIA �I'---- ���- .+'• �'lllll( I \ \\ ✓P�'a t�/it Jl i it O \Y lr i I1 i PAP I ❑ �,`�' 6 ��/�f*;� ICI �_=--�=Y- � I< �� —,� �I I I� I��1• ' ,'//,�• /r P1 �1 P��r �P����f A_- 111 m- 0 100 200 SCALE IN FEET FILE NAME c:lusers\taylorsu\pw_wsdot\d0253310\XL6138_PS_MK_05.dgn REVIEW COPY 5% CONCEPTUAL DESIGN NOT FOR CONSTRUCTION TrAf Washington State Department of Transportation 1-405 BRICKYARD PARK AND RIDE INLINE FREEWAY STATION BRT PROJECT PLAN REF NO MK05 TIME 10:17:09 AM RENIOON I STATE FED.AID PROJ.NO. DATE 12/23/2019 10 WAS PLOTTED BY taylorsu DESIGNED BY K. MONROE JOB NUMBER SHEET42 OF SHsEEE TS ENTERED BY M. VYPLEL CHECKED BY M. ROHILA CONTRACT NO. LOCATION NO. XL6138 PROJ. ENGR. C. BARNETT PAVEMENT MARKING PLAN REGIONAL ADM. K. HENRY REVISION DATE BY 340 320 300 280 260 EXISTING GROUND (TOP OF WALL) NB405 PAVEMENT, FINISHED, GRADE (TOE OF WALL/BARRIER WALL) 340 320 300 280 260 240 ' ' 240 10+00 11+00 12+00 13+00 14+00 15+00 16+00 17+00 18+00 19+00 20+00 21+00 22+00 FILE NAME c:luserslvyple TIME 7:09:47 AM DATE 12120/2019 PLOTTED BY vyplemi DESIGNED BY K. MONROE ENTERED BY M.VYPLEL CHECKED BY M.ROHILA PROJ. ENGR. C. BARNETT REGIONAL ADM. K. HENRY wsdotld02533101XL6138 PS PR REVISION WALL 22.35R DATE 340 320 300 280 260 TOP OF BARRIER (32" ABOVE SB405 ON -RAMP) FiROP. SB 405 ON -RAMP OP (AT TOE _OF_ BARRIER ) I I I _______ EXPOSED FACE BOTTOM FINISH GRADE 340 320 300 280 260 240 ' ' 240 10+00 11+00 12+00 13+00 14+00 15+00 WALL 22.45L DATUM HZ SCALE :1"=100' VERT SCALE :1"=20' (NAVD) 88 REGION No. STATE FED.AID PROJ.NO. REVIEW COPY 5% CONCEPTUAL DESIGN NOT FOR CONSTRUCTION � TI/ I-405 BRICKYARD PARK AND RIDE INLINE FREEWAY STATION BRT PROJECT PLAN REF NO WA01 was JOB NUMBER SHEET Washington State Department of Transportation OF CONTRACT NO. LOCATION NO. WALL PROFILES XL6138 SEES ITS LEGEND: EXISTING NEW r s, TOLL RATE SIGN (TRS) x -_y EA9 TOLL GANTRY TL TOLL CABINET o LOOP DETECTOR J o TYPE WR LOOP DETECTOR _ CABLE VAULT PULL BOX ED PERMANENT TRAFFIC RECORDER y y ® ELECTRICAL SERVICE CABINET TYPE 2 RAMP METER POLE (SINGLE/TWO-LANE) } OR TRAFFIC SIGNAL STANDARD O UPS CABINET J ❑T TRANSFORMER CABINET i INTERMEDIATE POWER AND COMMUNICATIONS CABINET PEN, F. GENERATOR ® DATA STATION, RAMP METER CABINET OR TRAFFIC SIGNAL CABINET ® ROAD WEATHER INFORMATION SYSTEM to CCTV CAMERA ® CCTV CABINET _ _ — — —_ — r VARIABLE MESSAGE SIGN (VMS) ® VMS, TRS OR HSR CABINET HIGHWAY ADVISORY RADIO SIGN (HARS) ® HAIRS CABINET HIGHWAY ADVISORY RADIO TRANSMITTER �F FLASHING BEACONS COMMUNICATIONS HUB ® JUNCTION BOX TYPE 1 O JUNCTION BOX TYPE 2 JUNCTION BOX TYPE 8 4— TYPE 1 RAMP METER POLE ' . LIGHT STANDARD o SIGN BRIDGE — — G CANTILEVER SIGN STRUCTURE ADDITIONAL ILLUMINATION DESIGN AREAS ________ IMPACT LINE FILE NAME c:lusersltaylorsulpw_wsdotkd02533101XL6138_PS_ITD_01.dgn TIME 2:19:34 PM RENIOON I STATE FED.AID PROJ.NO. DATE 12/19/2019 10 WAS PLOTTED BY taylorsu DESIGNED BY Z. HAJIFATHALI JOB NUMBER ENTERED BY M.VYPLEL CHECKED BY J. PRZYCHODZEN CONTRACT NO. LOCATION NO. XL6138 PROJ. ENGR. C. BARNETT REGIONAL ADM. K. HENRY REVISION DATE BY REVIEW COPY 5% CONCEPTUAL DESIGN NOT FOR CONSTRUCTION AIIIIIIIIIIIIIIIIIIINk vI/ Washington State Department of Transportation 1-405 BRICKYARD PARK AND RIDE INLINE FREEWAY STATION BRT PROJECT ITS LEGEND PLAN REF NO ITD01 SHEET 44 OF 54 SHEETS T.26N.R.5E.W.M. _---_ 113TH-AVE-- ---------- _. 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PLAN REF NO SN03 DATE 12/19/2019 10 was PLOTTED BY taylorsu DESIGNED BY Z. HAJIFATHALI JOB NUMBER SHEET OF 54 SHEETS ENTERED BY M. VYPLEL CHECKED BY J. PRZYCHODZEN CONTRACT NO. LOCATION NO. XL6138 PROJ. ENGR. C. BARNETT SIGNING PLAN REGIONAL ADM. K. 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BRICKYARD PARK & RIDE I BIKE LOCKER SCORED CONCRETE FILE NAME c:luserslvyplemi TIME 10:14:11 AM DATE 12/19/2019 PLOTTED BY vyplemi DESIGNED BY A. HEITZMANN ENTERED BY M.VYPLEL CHECKED BY T.SCHNETZER PROJ. ENGR. C. BARNETT REGIONAL ADM. K. HENRY � I { WALL 22 wsdotld0253310\XL6138 PS BR 01.dgn REVISION ,45L ' 1/ w Lu I -i z O J LL w OD I o m LD N r J m ? U, (L o co I z Z I m 'ONIV z I I m / I I N m F r� C IT o IT ' Ln m w z_ I z I 1 �7 J m I OD M I W I I Z I I � I I I I 1 V I 11' 11' 11' 11' 8' L VATOR �1N0 SH LN LN LN LN LN LN SH 1 STAIRS ' 1 I I 1 1 12 LINE ® I I ®I I IELIE I I ATOR , 1 I 131.0' 56.8' 106.1 0. BIR 3 =P ER 2 PI R 3 , PIE 1 I I � , STpIIRS R I I PII 8' 11' 11' 10' VARIES 11' 11' 11' 11' 8' O LL I Q10 1 SH LN LN SH LN LN LN LNILN SH 5 I a I Z 1 O I I I a I u~i I 1 I 1 , � 1 o a N O 0 I 1 I I 1 I 1 ' N 1 DATE REGION I STATE FED.AID PROJ.NO. NO. 10 WAS JOB NUMBER CONTRACT NO. I LOCATION NO. XL6138 REVIEW COPY 5% CONCEPTUAL DESIGN NOT FOR CONSTRUCTION I I I II I IMPACT LINE tG ER 4 WALL 22.35L Y Y EXISTING �\ NOISE WALL AdElk v7jrm Washington State Department of Transportation 0 25 50 SCALE IN FEET 1-405 BRICKYARD PARK AND RIDE INLINE FREEWAY STATION BRT PROJECT BRIDGE PLAN PLAN REF NO BR01 SHEET 53 OF 54 SHEETS EL 350 EL 340 EL 330 EL 320 EL 310 EL 300 EL 290 EL 280 EL 270 EL 260 j BRIG PIER 1 I TOP OF PEDESTRIAN BARRIER ELEVATOR I -------- --- FINISHED GRADE (SB405 ON -RAMP) 10+00 STRUCTURE DEPTH O I STRUCTURE DEPTH O PED LINE - 17.5' MIN. PROFILE GRADE VERT. CLR. q I STAIRS B (ELEVATOR BEYOND) ELEVATOR I (STAIRS A 17.5' MIN. VERT. CLR. I I I ---------------- BEYOND) -------- - - - - - - - - - - - - - - - - - - - STAIRS I I I EXISTING BARRIER EXISTING NOISE WALL EXISTING GROUND STATION WALL TO BE REMOVED SB405 WIDENING @ PED LINE PLATFORMS RETAINING NB405 WIDENING WALL 22.35L HSS FENCE ATIVE 3 11+00 ELEVATION -LOOKING NORTH GRADE ELEVATIONS ARE FINISH GRADES AT THE TOP OF BRIDGE DECK ON THE PROFILE GRADE 12+00 UMB HSS P OF ROW FENCE 1DGE CORATIVE JLING STRUCTURE DEPTH O 13+00 STRUCTURE LJ LJ WF50G DEPTH(A) J) 12" A DIMENSION 50" GIRDER DEPTH (P.C. GIRDERS WF50G) = 62" ASSUMED STRUCTURE DEPTH DATUM �2 31" ASSUMED STRUCTURE DEPTH SECTION A SECTION B LIVE LOAD: AASHTO PED (NA VD) 88 FILE NAME c:luserslvyplemilpw_wsdotkd02533101XL6138_PS_BR_02.dgn AdMIL 1-405 TIME 6:43:56 AM RENIOON STATE FED.AID PROJ.NO. PLAN REF NO DATE 12/20/2019 10 WAS REVIEW COPY � BR02 PLOTTED BY vyplemi 5% CONCEPTUAL DESIGN NOT FOR CONSTRUCTION vI/ BRICKYARD PARK AND RIDE INLINE FREEWAY STATION BRT PROJECT DESIGNED BY A. HEITZMANN JOB NUMBER SHEET ENTERED BY M.VYPLEL Washington State Department of Transportation 54 OF CHECKED BY T. SCHNETZER CONTRACT NO. LOCATION NO. BRIDGE ELEVATION & DETAILS PROJ. ENGR. C. BARNETT XL6138 SHsEEE TS REGIONAL ADM. K. HENRY REVISION DATE BY THIS PAGE INTENTIONALLY BLANK. Rainier/Grady Junction TOD Subarea Planned Action January 2024 ■ Draft EIS Ch.5 ■ Appendices Transportation b) Rainier/Grady Subarea Planned Action Traffic Operations Analysis, Perteet 2023 5-7 THIS PAGE INTENTIONALLY BLANK. 7 PERTEET MEMORANDUM 801 2nd Avenue, Suite 302, Seattle, WA 98104 1 P 206.436.0515 To: City of Fbton From Lauren McBrrurry, FE, STP Rebeoca O'Sullivan, BT Date: February7, 2023 Fb: Fbi nier/ Grady Subarea Ranned Action -Appendix B Traffic OperationsAnalyss The FM peakhourwlun-esproduoed inthetravel demand model forAlte-natiie 1NoActionand Altemativo3 High Rse-Fbquired Public Benefit were post -processed prior to Traffic Operationsn-odeling usingt1-le- pro modeling platform Fbr each alterneitive, the2022travel demand model outputswe-esubtracted fromthe2044 travel demand model outputs Thedifferenoein volumewasthei added tothe2022 oountsto produoeestirreted 2044 volumes. Fbst-processing the estimated 2044 volumes continued with theaddition of tripsgenerated for thenew700-stall garageand vo ification of balanced volumesthroughout thestudyarea. Sncethereare drivomysand intersectionsbetween study intersections, volumesapproaching a study intersection do not retain the same quantity of volumesdeparting an adjacent study intersection. Theapproach/departure pair differences for theeAsting conditions between each of thestudy intersectionsserved asa basisfor the anticipated pair diffe-encesfor both alternatives Both altennatiiesdid not requirefurther post-prooesdng following thesesteps, as the approach/departure pair differeneeswe-e consistent with anticipated growth, typologies and travel patterns in 2044. Without AM peak hour eountseollected in 2022, a different approach wastaken to produeevolumssfor Wro modeling. TheTransportation Technical Fbport (TTF� for the 1-405 D.sRapid Transit providesAM and F IVI peak hour turning movernentsforthestudyintersections, exduding Talbot Fd1 Sand S7th El, foreadsting (201B in the 1 T7�, 2024 no build, 2024 build, 2042 no build, and 2042 build conditions Exduding Talbot Rd Sand S7th St volumes thetotal 201B TTRFM peakhourvolumeswe-ecorrparedtothetotal R\4 peak houroountseollected in October 2022 for this project to establish a linear growth rate. Overall, the201B TTRRVI peak hour volumeswe-e higher than the2022 F\/I peakhocr counts This may beduetheCOVID-19 panderric, reducing tnpsand increasing work frorrt-horneoptionsfor rrenyerrployes. To approArretethe201B TTRtuming movernentsat Talbot Fb Sand S7th a, volumeswere balanced with adjacent intersections The linear growth rate wasthen applied to the 20'B TTRAM peak hoer wlumssto produoeestirrated 2022 AM peak hour volumes From here, the same proeessasdescribed abovefor the F1VI peak hour volumeswasfollowed to estirrete2044 AM peak hourvolumss. Thedifferenceinvolurrebetween the2022travel demand model outputsandthe2044 travel demand model outputs isassummed to havo rearsetrip distribution for theAM peak hour. The post -processed volumesfor both alternatives in theAM and RM peak hou-swe-ethen modeled utiliang Wro modeling softwarewithoptirrized splits It isunknom if all future, planned projectswill beoorFstructed by 2044, but forthepurposeof thisanalyssit isassumed that theyareall completed and operational, and are reflected so in the Wro models For instance, the intersection of SGrady Wayand Rainier A\e S is modeled reflecting an as -built condition of thefuture planned GradyWay Overpass based on current project descriptions describing one lane in each direction of SGrady Way being routed over Rainie-Ave &Aa the overpass This intersection ismndded with one less eastbound -through and westbound -through lanedueto theproposed grade File location: https://perteet.sharepoint.com/sites/ActiveProjects/20210283-Renton-Rainier_Grady_Junct_EIS-Internal/Planning/02- Analysis/Transportation pERTEET LTA l= LTA [01Z�O0U111►Til separation, with only50%of theantidpated eastbound/vvestbound-through volumesusng thesngleat-grade lane, assurringtheothertnpsWill bypassoverthe intersection ontheovapass.AsrrilarEmarrple®dstsin neighboring Tukwila wheretwo lanesof SDuthoenter Parkwey bypassthe i ntemdion Wth bidatat Drive, a roadwaythat feedstothe 1-5on-ramp. An additional eastbound -right turn lane isalso irrplaTEnted at this intersection in then -odd. FEsultsobeerved fromtheWro models ir)dude intersection delaysand 95th percentile queue lengths The 95th peroentilequeuelengthsareoutput in unitsofvehidesper lane. Tocorwrt to feet, the9yrdrooutput is multiplied byan assumed averagevehide length of 25 feet. File location: https://perteet.sharepoint.com/sites/Active Projects/20210283-Renton-Rainier_Grady_Junct_EIS-Internal/Planning/02- Analysis/Transportation Rainier/Grady Junction TOD Subarea Planned Action Ch.5 ■ Appendices January 2024 ■ Draft EIS Transportation c) Travel Demand Model Documentation, Transpo, February 2023 5-8 THIS PAGE INTENTIONALLY BLANK. City of Renton TRAVEL DEMAND MODEL DOCUMENTATION February 2023 Prepared by: transpogroup ',,IF 12131 113th Avenue NE, Suite 203 Kirkland, WA 98034 Phone: 425-821-3665 Fax: 425-825-8434 www.transpogroup.com 1.22304.00 © 2023 Transpo Group Renton Travel Demand Model Documentation February 2023 Table of Contents Chapter1. Introduction............................................................................................................1 1.1 Model Overview............................................................................................................... 1 1.2 Model Documentation Outline......................................................................................... 1 Chapter 2. Travel Demand Inputs...........................................................................................3 2.1 Land Use.......................................................................................................................... 3 2.2 Daily Trip Generation....................................................................................................... 4 2.3 Mode Split and Vehicle Occupancy................................................................................. 5 2.4 Time-of-Day..................................................................................................................... 5 2.5 Truck Model..................................................................................................................... 6 2.6 Trip Distribution................................................................................................................ 7 2.7 Externals.......................................................................................................................... 7 2.8 Traffic Counts................................................................................................................... 8 Chapter 3. Travel Supply Inputs.............................................................................................9 3.1 Existing Street Network................................................................................................... 9 3.2 Future Street Network...................................................................................................... 9 3.3 Link Types........................................................................................................................ 9 3.4 Node Types and Turn Capacities.................................................................................... 9 3.5 Volume -Delay Functions................................................................................................ 10 3.6 Other Inputs................................................................................................................... 10 Chapter 4. Validation and Reasonableness Checks..........................................................12 4.1 Screen Line Analysis..................................................................................................... 12 4.2 Link Volume Analysis..................................................................................................... 14 4.3 Distribution Checks........................................................................................................ 15 4.4 Validation and Reasonableness Summary .................................................................... 16 Figures Figure 1. Renton Travel Demand Model Extents............................................................... 2 Figure 2. Screen Lines in Renton Model.......................................................................... 13 Figure 3. Link Analysis Scatterplot................................................................................... 15 Tables Table 1. Land Use Categories........................................................................................... 3 Table 2. Trip Generation Rates......................................................................................... 4 Table 3. Hourly Trip Types and PM Peak Time -of -Day Factors ....................................... 6 Table 4. Gravity Model Distribution Parameters................................................................ 7 Table 5. Screen Line Results.......................................................................................... 12 Table 6. Link Volume Statistics....................................................................................... 14 Table 7. Trip Length Statistics......................................................................................... 15 transpo�roup 7% Renton Travel Demand Model Documentation February 2023 Chapter 1. Introduction The City of Renton Travel Demand Model (Renton Model) was developed to provide a solid technical basis for evaluating transportation system needs in coordination with long-term planning for the City of Renton. The Renton Model was built using Visum software and is consistent with local and regional growth plans within the region. The scope of the model is the City of Renton, its UGA, and some adjacent areas (approximately 9 miles wide and 9 miles tall). Figure 1 illustrates the Renton Model extents. 1.1 Model Overview The Renton Model has a base year of 2022 and future forecast of 2044. The 2022 year is based on the year of the latest available land use and traffic counts for the area at time of model development. The model trip assignment represents the PM peak hour period (one - hour volume) between 4 p.m. and 6 p.m. on a typical weekday. The model has a total of 423 Transportation Analysis Zones (TAZs). The 2022 Renton Model has 582 lane miles coded that represent expressways, arterials, collectors, and local streets. Trip generation is based on daily trips, then converted to peak hour trips by time -of -day factors. This model documentation was developed based on the Visum 22.01-22 (64-bit) software version. 1.2 Model Documentation Outline This report provides details about the structure of the model and the assumptions used in constructing the model. Chapter 2 - Travel Demand Inputs. This section explains the various model inputs relative to estimating travel demands including land use, trip generation, trip distribution, mode choice, and other parameters. • Chapter 3 - Travel Supply Inputs. This section explains the various model inputs relative to the supply or capacity of the network including planned improvements, roadway capacities, and other parameters. Chapter 4 - Validation and Reasonableness Checks. This section explains how existing data sets compare to the modeled travel conditions. transpo-�roup 7% Renton Travel Demand Model Documentation February 2023 Figure 1. Renton Travel Demand Model Extents transpogroup T% 2 Renton Travel Demand Model Documentation February 2023 Chapter 2. Travel Demand Inputs Travel demand inputs relate to any element that places trips on study area roadways. Land use inputs, trip generation rates, and trip distribution parameters are discussed. Trips linked to areas outside the model study area (external trips) are discussed, as well as traffic counts. 2.1 Land Use Socio-economic information is the basis for estimating the quantity of travel activity in the study area. This land use information was summarized by the categories shown in Table 1 These land use categories are the basic building blocks of travel demand. Table 1. Land Use Categories Type Code Units Description Residential HH1 Households Households with 1 person HH2 Households Households with 2 persons HH3 Households Households with 3 persons HH4+ Households Households with 4 or more persons Employment MIWTU Employees Manufacturing, industrial, wholesale trade, transportation, warehousing, utilities FIRES Employees Office, financial, insurance, real estate, professional services, other RETAIL Employees Retail, food services GOV Employees Government EDU Employees Education RESOURCE Employees Construction, agriculture, forestry, extraction Source: PSRC, 2022 To generalize travel activity by small areas, transportation analysis zones (TAZs) were developed. The Renton Model has a total of 423 TAZs. These TAZs were established by reviewing current GIS data sets (geography, roads, and parcels), US Census boundaries, and administrative boundaries. Figure 1 show the general size and extents of the model TAZs. 2.1.1 Land Use Development Land use for the Renton Model was developed by PSRC. PSRC maintains GIS database of residential households and employment at a very fine level for the purposes of their modeling efforts. The TAZ boundaries were provided to PSRC and they populated the TAZ with land use information. PSRC information was based on their 2018 and 2050 land use information. This data was interpolated to create the 2022 and 2044 horizon year land use inputs. 2.1.2 Rainier/Grady Subarea Study Land Use In a separate effort, Berk developed existing and future land use in the Renton area within the Rainier/Grady Subarea. Future 2044 horizon year land use included two scenarios: one which reflects the recently adopted Renton Village zoning; and one that includes more intense development. These more refined existing and future land use assumptions superseded the PSRC land use inputs. transpo�roup 7% 3 Renton Travel Demand Model Documentation February 2023 2.2 Daily Trip Generation Daily person trips are generated by land uses and are assigned a trip type (In Visum, trip types are called "demand strata"). In the Renton Model, there are five basic daily trip types, indicative of the general purpose of the trip: • Home -Based Work (HBW): Daily person trips between the place of residence and the resident's place of employment. • Home -Based Other (HBO): Daily person trips between the place of residence and locations other than work or school. • Home -Based School (HBSch): Daily person trips between the place of residence and the resident's place of schooling. • Non -Home Based (NHB): Daily person trips with no residential trip end. • Regional Truck Trips (TRKREG): Truck trips with one trip end entering or exiting the model area. Trip generation rates used in the Renton Model reflect daily person trips. Households generate a certain amount of daily person trips, and employment areas also generate daily trips. Households generate "production" trips based on household size and rates range from 3.7 to 19.3. Trip rates for employee "attraction" trips range from 1.7 to 17.2 depending on the land use classification. These rates are based on similar models and generalized values in NCHRP 716 Travel Demand Forecasting: Parameters and Techniques (TRB, 2012). During calibration, these trip rates were adjusted based on 2022 traffic counts (see Calibration chapter). Detailed trip generation rates by trip type are included in Table 2. At the daily person trip level, the total amount of productions and attractions are balanced with each other by trip type (except the regional trucks that are balanced at the peak hour level). Table 2. Trip Generation Rates Productions2 Attractions' Code' HBW HBO HBSch NHB TRKREG" HBW HBO HBSch NHB HH1 0.4500 1.6200 0.0000 1.1700 0 0 0.2118 0 0.1985 HH2 1.0800 3.1500 0.1000 2.2500 0 0 0.4118 0 0.3817 HH3 1.8000 5.4000 0.8000 3.4200 0 0 0.7059 0 0.5802 HH4+ 2.1150 8.1900 2.1000 4.9500 0 0 1.0706 0 0.8397 MIWTU 0 0 0 0 0.150 0.8 0.5 0 0.4 FIRES 0 0 0 0 0.001 1.0 2.5 0 2.5 RETAIL 0 0 0 0 0.001 1.2 11.5 0 4.5 GOV 0 0 0 0 0.001 0.8 0.5 0 0.4 EDU 0 0 0 0 0.001 0.9 0 7.2 0.4 RESOURCE 0 0 0 0 0.005 0.8 0.5 0 0.4 Source: Transpo Group, 2023 1. Code represents the land use category. See Table 1 for land use definitions and units. 2. Productions represent trips generated based on residential land uses, in general. 3. Attractions represent trips generated based on non-residential land uses, in general. 4. 'TRKREG' represents regional truck trips generated with the model and will be linked to external truck trips. Trip generation for this trip purpose is only applicable for "Productions" transpo-�roup 7% 4 Renton Travel Demand Model Documentation February 2023 2.3 Mode Split and Vehicle Occupancy Mode split and vehicle occupancy factors convert person trips into auto trips to be assigned in the model. The Renton Model has static mode split and vehicle occupancy factors that are TAZ specific. Mode split is calculated for each TAZ by trip purpose. This process is discussed in more detail in the following sections. 2.3.1 Mode Split Calculation The Renton model has factors for vehicles, walk/bike, and transit. Walk/bike mode splits were assumed to be 8 percent for all TAZs. Transit mode splits varied based on districts within the City of Renton, generally ranging from 1 to 18 percent. For some TAZs the transit mode splits were set even higher during the model calibration process. The vehicle mode splits were then calculated based on the walk/bike and transit percentages. These mode split factors were based on information from the Census Bureau's 2016-2020 American Community Survey (ACS) for the City of Renton. After the trip distribution step of the model procedures, the vehicle trips were further subdivided into high -occupancy vehicles (HOV) and single - occupancy vehicles (SOV). For work and school related trips, the HOV portion was assumed to be 10 percent of vehicle trips. For other trip types, the HOV portion was assumed to be 15 percent. 2.3.2 Vehicle Occupancy Factor (VOF) The VOF converts "person -trips -in -automobiles" into "automobile -trips", by taking account of the average number of people in car trips. A VOF of 1.0 would be for trips made by car drivers with no passengers, a VOF of 2.0 would be for trips made by car drivers with 1 passenger, and so on. An average VOF of 1.3 was used in converting trips, which is based on similar models and regional studies. 2.4 Time -of -Day The time -of -day factors convert daily trips into trips occurring within a specific time period, such as the PM peak hour. Time -of -day factors are different depending on the directionality of the trip. For example, in the PM peak, trips traveling from work to home have a much higher time -of -day factor compared to trips traveling from home to work. Table 3 shows the vehicle PM peak hour time -of -day factors used in the Renton Model, which are a percent of daily vehicle trips. The time -of -day factors are based on information found in NCHRP 716 Travel Demand Forecasting: Parameters and Techniques (TRB, 2012). transpo�roup 7% Renton Travel Demand Model Documentation February 2023 Table 3. Hourly Trip Types and PM Peak Time -of -Day Factors PM Peak Hour PM Peak Hour Code Description Time -of -Day Factor' External Trips Factor HW Home -to -Work Vehicle Trips 0.3% 2% WH Work -to -Home Vehicle Trips 9.6% 30% HO Home -to -Other Vehicle Trips 2.4% 15% OH Other -to -Home Vehicle Trips 4.2% 18% HSch Home -to -School Vehicle Trips 1.3% 0% SchH School -to -Home Vehicle Trips 3.7% 0% NHB Non -Home -Based Vehicle Trips 5.4% 35% Source: Transpo Group, 2023 1. Time -of -day factor converts daily vehicle trips to PM peak hour vehicle trips. Factor represents a percent of daily trips. 2. External trip factor assigns trips entering or exiting the model to a specific hourly trip type. This does not include trips traveling through the model without stopping (external -to -external trips). 2.5 Truck Model For the purposes of this model, "trucks" are any vehicle with more than 4 tires on the pavement. Vehicles with 4 tires towing recreational vehicles, trailers, and boats would not be considered trucks. This is consistent with how "heavy vehicles" are counted at intersections and used in intersection Level -of -Service (LOS) operations analysis. In the FHWA vehicle classification scheme, it is any vehicle in Class 5 thru 13. In the Renton Model, there are two types of truck trips generated in the model: regional truck trips and local truck trips. Before traffic assignment, both truck trip types are combined into a single truck trip matrix. The following sections describe how trucks are generated for each type. 2.5.1 Regional Truck Trips Each trip has two sides, the starting location and the ending location. The truck trips classified as "regional truck trips" are any truck trip that has one side outside the model area and the other side inside the model area. The trip generation for regional truck trips are explicitly controlled by the truck trips assumed at each external TAZ (in other words, external truck volume inputs dictate regional truck trip generation). Regional truck trips have one trip side within the model area at TAZs that have employment. These productions of internal regional trips act as placeholders for the location and relative magnitude of regional truck trips generated at internal zones. The total regional internal truck units are scaled to match the external truck trips when the model procedures run. In summary, all regional truck trips have one side at an external TAZ and another side at an internal TAZ, with the external TAZ dictating magnitude. 2.5.2 Local Truck Trips The truck trips classified as "local truck trips" are any truck trip that has both trip ends completely within the model area. The trip generation for local truck trips are based on the auto Non -Home -Based trips. After PM peak hour auto trips are calculated for the Non -Home - Based trip type, 2 percent of the total NHB trips are converted to local truck trips (see demand strata "TRLOC" in Visum). transpo�roup 7% Renton Travel Demand Model Documentation February 2023 2.6 Trip Distribution Trips are distributed to trip matrices after the mode split and time of day calculations. This allows for mode split factors to be unique by TAZ, better calibration of external trip patterns, and faster model run times. Trips are distributed between TAZs using the "gravity" model, which is incorporated into the Visum software. This gravity model is built on the theory that, all else being equal, the attraction between two masses will be proportional to the size of the masses and inversely proportional to the distance between the masses. In the travel demand model, the number of trips in a TAZ is used to reflect the size of the mass, and combined route travel time and distance is used to reflect the distance factor in the gravity model. The gravity model has parameters to adjust these relationships for each trip purpose. Simply put, these parameters influence average trip lengths of each trip type. In the Renton Model, the "Combined" utility function controls the impact of the distance factor in the gravity model. In equation form, the function is f(U) = a*(Ub)*(ecu) where U is travel time between zones. Congested travel times are used for distributing trips. The parameters differ by trip type as shown in Table 4 and are based on guidance in NCHRP 716 Travel Demand Forecasting: Parameters and Techniques (TRB, 2012). Table 4. Gravity Model Distribution Parameters Trip Type Distribution Function Parameters a b c Home -Based Work Auto Trips (HW, WH) 1 -0.50 -0.10 Home -Based Other Auto Trips (HO, OH) 1 -0.60 -0.07 Home -Based School Auto Trips (HSch, SchH) 1 -0.80 -0.10 Non -Home -Based Auto Trips (NHB) 1 -0.60 -0.07 Local Truck Trips (TRLOC) 1 -0.60 -0.07 Regional Truck Trips (TRXI, TRIX) 1 -0.25 -0.05 Source: Transpo Group, 2022 Trip distribution in the Renton Model assigns origins to destinations for PM peak hour trips, which creates origin -destination matrices. These origin -destination matrices are used directly in the model trip assignment steps. 2.7 Externals External TAZs account for trips which start and/or end outside the model study area. The Renton Model has 26 external TAZs. External TAZ were not defined at local roadways that have relatively low volumes. Note that the future 2044 model includes the new external TAZ connection at S 27th Street that is not present in existing conditions. Depending on the number of trip ends outside the study area, external trips are divided into two categories. • External -External Trips: These are trips with both ends outside the study area. They are denoted by XX and also often referred to as "through" trips. transpo-)roup V% rl Renton Travel Demand Model Documentation February 2023 External -Internal or Internal -External Trips: These trips have one trip end (either origin or destination) inside the study area whereas the other trip end is outside the study area. These trips are denoted by XI (External -to -Internal Trips) and IX (Internal - to -External Trips). Trip generation for these TAZs is based on traffic counts obtained from recent traffic counts or WSDOT sources. The total traffic flows were divided into passenger vehicle traffic (auto) and truck traffic and then further split into XX traffic and XI/IX traffic using "through traffic factors". The through traffic factors were based on referencing both PSRC model information and Replica information. Replica is a national dataset that models traffic based on Census information, cell phone data, fleet data, and other sources. For future 2044 forecasts of external TAZ trips, the PSRC model was referenced. Annual growth factors were developed by comparing existing and future PSRC model forecasts at external locations. If the PSRC model suggested a negative growth rate, then in most cases a nominal 0.1 percent annual growth rate was used. 2.8 Traffic Counts Existing traffic counts are significant in the development of the model because they directly account for existing travel demands. These existing volume inputs are used in key metrics that determine the validation and reasonableness of the existing year model. For the Renton Model, classified traffic counts were obtained from two sources: 1. WSDOT Permanent Traffic Recorders (PTR) and Online GIS: Historical traffic data was available on WSDOT online traffic data GIS portal. The available data contains daily (ADT) and hourly traffic counts data for PTR locations. The data was accessed in late 2022 or early 2023. 2. Turning movement counts (TMC): Recent traffic counts were collected at 50 locations by the City of Renton. This traffic counts are from fall 2022. transpo�roup 7% Renton Travel Demand Model Documentation February 2023 Chapter 3. Travel Supply Inputs Travel supply inputs relate to any elements that process trips on study area roadways. Overall network structure is explained as well as link and node types. Volume -delay relationships for various link and nodes types are also discussed. 3.1 Existing Street Network The street network models the available travel supply. In the travel demand model, the street network is composed of links (roadways segments) and nodes (intersections). At the nodes, capacities at turns (turning movements) are used to represent basic traffic control constraints. Travel demand enters and exits the street network at nodes called TAZ centroids. These centroids are connected to the network with special links called connectors. In the Renton Model, the scope of the street network includes most major roads in the City, its UGA, and nearby areas. Street alignments and attributes of the existing street network (such as posted speeds, lanes, and traffic controls) were obtained from GIS data sources and field observation in spot areas. Visum software allows direct integration with available GIS information. 3.2 Future Street Network The 2044 horizon year model include street network improvements anticipated between 2022 and 2044. These future planned improvements were based on the City's current Transportation Comprehensive Plan, 2022-2027 Transportation Improvement Program(2021), and adopted transportation plans/programs for Renton, Sound Transit, King Country Metro, and WSDOT. 3.3 Link Types Link types are used to define the basic roadway attributes assumed by the model. Specific link capacities are assigned to each link type based on access control type, posted speeds, restricted vehicle modes, and number of lanes. For consistency and quality control purposes, the Renton Model automatically updates link speeds and capacities based on a link type lookup table (when the model runs). This reduces the risk for link attribute errors in the model. 3.4 Node Types and Turn Capacities Similar to link types, node types are used to define basic intersection control types. These types account for most basic types of intersections. These node types set the assumed turn capacities and basic turn delays from the major and minor approaches. Specific turn capacities are assigned to each node type, based on whether the intersection is uncontrolled, stop -controlled, or controlled with a traffic signal or roundabout. For consistency purposes, the Renton Model automatically updates capacities and base delays of turns based on the node type and approach link capacity. This reduces the risk for model coding error and reduces the effort in maintaining the model. Node types include signals (Type 30), roundabouts (Type 20 and 25), all -way stops (Type 10), and partial -way stops (Type 5). No delays are assumed for other node types. transpo-)roup 7% Renton Travel Demand Model Documentation February 2023 The default turn capacities can be adjusted manually with the "TURNFACTOR" attribute for Visum turns. This is a multiplier number that can adjust the capacity up or down when the model runs. This is usually applied for key intersections, such as interchange ramps, and areas with duel left -turn lanes or other unique characteristics. 3.5 Volume -Delay Functions Volume -delay functions dictate the level of delay along roadways or at intersections as traffic volumes approach network capacity. In other words, they calculate traffic congestion. Volume -delay functions are used to calculate both link (roadway) delays and turn (intersection -related) delays. In the Renton Model, link delays are calculated with "Conical' functions and generally follow the characteristics outlined below: Expressway Links. Congested speeds remain at freeway speeds until approximately 80 percent of capacity. At 90 percent, speeds drop close to 45 mph. At capacity, speeds represent stop and go conditions (about 30 mph). Non -Expressway Links. At 80 percent of capacity, congested speeds drop to about 60 to 70 percent of free -flow speeds. At capacity, congested speeds drop to about 30 to 35 percent of free -flow speeds. In the Renton Model, base turn delays are assigned to each turn based on intersection type. Additional turn delays are calculated with the "TModel Nodes" function. This function is sensitive to the volume -to -capacity ratios at the turning movement level. Characteristics of this function parameter set include: • At 50 percent of turn capacity, additional delays are less than 5 seconds per vehicle. • At 80 percent of capacity, additional delays are approximately 20 seconds per vehicle. • At capacity, additional delays are approximately 45 seconds per vehicle. 3.6 Other Inputs The following items are other inputs that were used in the Renton Model. 3.6.1 Multipoint Assignment Multipoint assignment (MPA) is used for several TAZs in the Renton Model. MPA refers to assigning a specific percentage of travel demand to a connector for TAZs that have multiple connectors, rather than allowing the shortest path to the centroid to dictate connector traffic. However, the default setting for each TAZ is to not use MPA, unless it is needed. 3.6.2 Truck Model Notes During trip assignment, all truck trips are assumed to have a passenger -car -equivalent of 2.0 for the determination of volume -delay functions and volume -to -capacity ratios. This allows the model to reflect how trucks can have a larger impact on traffic operations compared to a transpo�roup 7% `M Renton Travel Demand Model Documentation February 2023 passenger car. The 2.0 factor represents an average of both small box trucks and the larger semi -tractor -trailer trucks. 3.6.3 Impedances Impedances reflect the attributes along a trip path that will be used to determine the shortest route. In the Renton Model, all trips have an impendence based on travel time and route distance. This reflects that some trips may choose a shorter more direct path that may be slower, then a higher speed circuitous path. transpo-�roup Tr 11 Renton Travel Demand Model Documentation February 2023 Chapter 4. Validation and Reasonableness Checks The process of model validation and reasonableness checks confirms if the model building blocks, when correctly applied, reasonably predict real world travel patterns and the model is valid for forecasting and other transportation planning purposes. Several statistics were reviewed that were associated with screen line volumes and individual link volumes. Distribution and trip generation characteristics were also reviewed using various checks. 4.1 Screen Line Analysis Screen lines (a boundary line which identifies all links between two areas) were defined to compare model travel patterns to actual travel patterns between two areas. Screen line locations are shown in Figure 2. Table 5 shows the screen line results for the Renton Model. Percent difference maximums vary by volume and are based on guidance from Travel Model Validation and Reasonableness Checking Manual (FHWA, 2010), but generally anything less than a 22- percent variation is acceptable. Table 5. Screen Line Results WB/SB/Inbound' EB/NB/Outbound2 Both Directions Model3 Count° Diff5 Model Count Diff Model Count Diff East-West Flows Downtown east of 1-405 4,650 3,975 17% 5,816 6,065 -4% 10,466 10,040 4% West of Rainier Ave 2,924 2,605 12% 3,506 3,530 -1% 6,430 6,135 5% Corridor Highlands east of Duvall 1,687 1,830 -8% 2,080 2,535 -18% 3,767 4,365 -14% Ave North -South Flows Downtown north of 1-405 6,182 5,210 19% 3,970 3,325 19% 10,152 8,535 19% South of Petrovitsky Rd 2,714 2,495 9% 1,928 1,875 3% 4,642 4,370 6% Source: Transpo Group, 2022 1. WB is Westbound; SIB is Southbound 2. EB is Eastbound; NB is Northbound 3. Represents the sum of all model volumes crossing the screen line in that direction 4. Represents the sum of all count volumes crossing the screen line in that direction 5. Represents to percent difference between the count and model volumes. Percent difference maximums vary by volume and are based on guidance from Travel Model Validation and Reasonableness Checking Manual (FHWA, 2010), but generally anything less than 22 percent is acceptable. As shown in Table 7, all screen lines performed within an acceptable difference of 22 percent, based on recommendations in the FHWA Manual. Given overall model travel patterns these results were considered acceptable. transpo�roup 7% Renton Travel Demand Model Documentation February 2023 Red lines show screen line locations. Gray lines are the model road network Figure 2. Screen Lines in Renton Model transpogroup T% 13 Renton Travel Demand Model Documentation February 2023 4.2 Link Volume Analysis The analysis of roadway link volumes compares roadway model volumes to actual traffic counts, by direction, for all locations where actual traffic counts are provided. Two common link volume statistics were reviewed to evaluate the model validity: Percent Root -Mean - Square -Error (RMSE) and R-squared or "goodness of fit". Percent RMSE was calculated by roadway group to understand model behavior on key facilities. Percent RMSE is essentially the average of all the link -by -link percent differences — a good statistic to understand percent difference variability on links of a particular functional class. Table 6 shows the percent RMSE results for the different roadway groups. Generally, results below 40 percent RMSE are considered acceptable for Expressways and Principal Arterials, as well as overall Total RMSE. Lower volume streets such as local streets have such low volumes that it is typically difficult to get below 40 percent RMSE. R-squared indicates how well the model volumes represent the actual traffic counts. If model volumes exactly matched the actual counts, the R-squared value would be 1.00. For the Renton Model the overall model R-squared was 0.86, which is slightly smaller than the 0.88 value suggested in the Travel Model Validation and Reasonableness Checking Manual (FHWA, 2010). However, that standard usually includes a high number of observations of high -volume expressways that inherently raise the R-squared value for models calibrated in a similar manner. Table 6. Link Volume Statistics RMSE' R-squared2 Difference Observations° 1.Interstate/Expressways 34% 0.82 27% 8 2. Principal Arterials 22% 0.78 16% 176 3. Minor Arterials 40% 0.69 32% 57 4. Collectors 43% 0.71 32% 62 5. Local Roads 88% 0.14 70% 17 6. Ramps to Expressways 46% 0.51 33% 24 Total 30% 0.86 21 % 344 Source: Transpo Group, 2022 1. Percent Root -Mean -Square -Error (RMSE) refers to the percent difference on an average link -by -link basis. 2. R-squared indicates how well the model volumes represent the actual traffic counts. If model volumes exactly matched the actual counts, the R-squared value would be 1.00. 3. Refers to the percent difference on a total volume basis (sum total of all links). 4. This indicates the size of the sample set that is being referenced. A lower number of observations can make achieving calibration statistics difficult and/or not as meaningful. Based on the data shown in Table 6 the Renton Model link -by -link variability (Percent RSME and R-squared) was considered acceptable. Maximums were established based on guidance from FHWA (Travel Model Validation and Reasonableness Checking Manual, FHWA, 2010). The link analysis scatterplot for all volumes is shown in Figure 3. transpogroup 7% 14 Renton Travel Demand Model Documentation February 2023 Assignment analysis, Network: 2022 Renton (2023.01.11)_Existing 4 —3 a t 3 a 0 2 -a 2 m -, 1 0 5 500 0 X F.9 On, X X 500 1 2 2 3 3 4 4 5 Observed attribute (CountsPM22) Figure 3. Link Analysis Scatterplot - - - - Regression Target value NumObs 344 AvgObs 765 %RMSE 30 R2 0.86 Slope 0.97 Ylnt 41.12 MeanRelError% 21 4.3 Distribution Checks Distribution checks relate to how the model is distributing and assigning trips through the model. The following types of distribution checks were performed. 4.3.1 Averaae TriD Lenaths Travel times were compiled for each trip purpose and compared to travel times identified from the national standard NCHRP 716 Travel Demand Forecasting: Parameters and Techniques (TRB, 2012). This average value was calculated for each trip purpose and is reported in Table 7. Table 7. Trip Length Statistics National Averages for Similar Model Results Areas (minutes)' (minutes)2 Home -Based Work 15.1 15-20 Home -Based Other 14.2 13-17 Home -Based School 9.3 10-14 Non -Home -Based 15.2 13-17 Source: Transpo Group, 2022 1. Model results from 2022 Renton Model by trip purpose. This includes an average 2 minute "terminal time" on each end of the trip, to account for parking and general access to buildings. 2. National averages based on national travel time survey information found in NCHRP 716 Travel Demand Forecasting: Parameters and Techniques (TRB, 2012). transpo,�roup Tr 15 Renton Travel Demand Model Documentation February 2023 As shown in Table 7, most trip purposes were within ranges based on national averages for urban areas. There is no standard threshold for the amount of acceptable error, but this comparison shows that the model is producing reasonable results. However, the Renton Model has a relatively small geographic area (9 miles by 9 miles) and average trips times don't include travel times to Seattle, Bellevue, or South Sound areas. This comparison is for general reasonableness testing. In reality, the average travel times within the Puget Sound area are much longer. 4.3.2 Select -Link and Select -Zone Analysis Select -link and select -zone refers to isolating a roadway or TAZ and flagging only those trips on the model network that are associated with that link or zone. This can identify problems with trip generation, trip distribution, and/or trip assignment model parameters. Select -link and select -zone analysis was performed at key roadways and TAZs to test the reasonableness of the model. This included major bridges, external TAZs, and major employment centers. For the Renton Model this process resulting in adjustments to external distribution parameters and improved network coding (nodes, links, and centroid connectors). 4.4 Validation and Reasonableness Summary The Renton Model is considered a reasonable and acceptable model of traffic conditions for both existing and future horizon years. Using industry best practices, including guidance from the Travel Model Validation and Reasonableness Checking Manual (FHWA, 2010), the model was compared using a variety of metrics to determine the validity of the model for use in traffic volume forecasts and long-range planning applications. transpo�roup 7% 16 Rainier/Grady Junction TOD Subarea Planned Action Ch. 5 • Appendices 5.4 Utilities a) Rainier/Grady Way Hydraulic Analysis, Carollo, July 2023 5-9 THIS PAGE INTENTIONALLY BLANK. InNk Long -Range Wastewater Management Plan On Call Services TECHNICAL MEMORANDUM 1 Rainier/Grady TODI Hydraulic Analysis FINAL / July 2023 _rCa;'iii *0N. Long -Range Wastewater Management Plan On Call Services TECHNICAL MEMORANDUM 1 Rainier/Grady TODI Hydraulic Analysis FINAL / July 2023 �V a ll w S� of asy�� Cl) — . °z i4 0 43049 BOA' RFGISTER�� SS/ONAL ENG TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO Contents TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS 1.1 Background and Purpose 1.2 TODI Flow Development and Allocation 1.3 Design and Performance Criteria 1.3.1 Performance Criteria 1.3.2 Design Storm 1.3.3 Design Criteria 1.4 Hydraulic Modeling Results 1.5 Recommended Improvements Tables Table 1.1 Alt 3 ADWF's Table 1.2 Recommended Improvements Figures Figure 1.1 TODI Study Area Figure 1.2 Alt 3 ADWF Allocation Figure 1.3 Design Storms Figure 1.4 Existing System Deficiencies Figure 1.5 Buildout System Deficiencies Figure 1.6 Recommended Improvements 1-3 1-9 CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES pw://CarolloMA/Renton/201274-000000/03 Reports and Studies/02 Deliverables/TM01/TM01_RainerGrady_TODI_HydraulicAnalysis Abbreviations ADWF Carollo City d/D gpd 1/1 LRWWMP PWWF TM TODI TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO average dry weather flow Carollo Engineers, Inc. City of Renton depth over diameter gallons per day infiltration and inflow Long Range Wastewater Management Plan peak wet weather flow technical memorandum Transportation Orientated District Improvements CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO TM RAINIER/GRADY TODI HYDRAULIC ANALYSIS 1.1 Background and Purpose Carollo Engineers, Inc. (Carollo) is assisting the City of Renton (City) with the sanitary sewer hydraulic analysis of the potential impacts of the Rainier/Grady Transportation Orientated District Improvements (TODI). This technical memorandum (TM) discusses the sanitary flow development and allocation for TODI, system and performance criteria, hydraulic modeling results, and recommended improvements. 1.2 TODI Flow Development and Allocation Carollo updated the City's Mike Urban collection system hydraulic model in 2019 for the Long Range Wastewater Management Plan (LRWWMP). The calibrated existing system was used as the baseline for this project. TODI Alt 3 additional average dry weather flows (ADWF) were developed and added to the model's existing system scenario to create a new project load scenario. Figure 1.1 outlines the TODI study area. ADWF's were developed for parcels within this study area based on the BERK, 2022 Report' and the following flow assumptions. ■ 100 gallons per day per person. ■ 20 gallons per day per employee. ■ Peaking factor of 2.0. ■ 2.62 people per household. Using these assumptions, an additional ADWF was developed for every parcel within the study area. Parcels were then allocated to manholes in the model. Figure 1.2 outlines the parcel allocation and amount of ADWF added to the collection system manholes. Table 1.1 summarizes the additional ADWF added to the system, by manhole, with a total of 4.79 million gallons per day (mgd) added. The model was setup with the additional 4.79 mgd allocated for both the existing system and buildout system. The modeling assumed no change to infiltration and inflow (1/1) or any wet weather flow assumptions. 'BERK, 2022. CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES 1 1 T Of Wand y's O'Reilly Auto 900 Parts Firestone T Mobile •,I 0 Fied Myer Jim"John l .lack JCS in the BOX f y O z� P Jeep of Z- Renton 7th St bia k Mini Mart TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO Thai c 1 Pho C Legend Cafe Pao 7i � Study Area pa, Q E mr Ce US Feet vi S 3 rd St y0i, Frames 0 300 600 F reddie's La t a Data Sources: City of Renton, ESRI - Club Q rn Disclaimer. Features shown in this figure are for planning purposes and S represent approximate locations. .00 �� �� .. .1 z Engineering and/or survey accuracy is not implied. 1 1 S 4th St S „11' 29 ft �o �- S 51t1 St N 1 a Ln 1 � � 1 1 S 6th St rr, cn 1 J C v t Peni Gz � t c ..................% Sam SClub o` w a: 1 Y, 'Diem 1 Fargo Fishd Pets 1 a 1 Rde ' of Aid 1 0 1 Discount Tire Z'Urvajimaya O n_, Teriyaki S C'tadv \434 S 1491 St S 1 5th St Figure 1.1 TODI Study Area CITY OF RENTON LONG-RANGE WW MANAGEMENT PLAN ON CALL SERVICES S Renton Village 515�5 T c it 0 N G U TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO Table 1.1 Alt 3 ADWF's Model Manhole 1645 TEE MH0061 MH0062 MH-2252 MH2254 Additional ADWF ••• 411,749 118,512 151,478 82,969 0 MH2255 402,807 MH2256 210,226 MH-2258 0 MH2260 221,750 MH2261 221,750 MH2399 1,091,194 MH2401 71,574 M H2419 54,858 MH2420 104,572 MH2423 88,833 MH2596 767,562 M H2610 239,182 RE*ESH R01-10 201,622 RE*ESI1.R01-11 283,801 RE*ESH R01-12 0 SSMH001 62,308 Total 4,786,747 — Gallons CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES 1-3 TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO 3 —J I --, Ir G — Legend S 3rd St „ 3 900 S 3rd St Lj a� b _ — Modeled Manhole Additional KeyBanA Au. FIOW j r:..mww O 0 - 100,000 gpd �ae care (ie,i--�.�„t� - cgs , r.r.,, ��` Q 100,000 - 200,000 gpd T•rlyah (� O 200,000 - 300,000 gpd s� B•r h� \\ O E More than 300,000 gpd 16 % \\ Wastewater Pipelines red Me / jhn \\ 1 � Parcel Allocation MH2399 r•• Study Area .1 / `r _ m �MH2401 US Feet 0 250 500 Data Sources: City of Renton, ESRI ♦` MH2423 1 Disclaimer. Features shown in this figure are for planning purposes and represent approximate locations. Engineering and/or survey accuracy is not implied. F M H 2419 MH2 20 1 �`41 1 v3i �Lirbuc 4.; � Q RE*ESI1.R01-10-• 1645 TEE RE*ESI1.R01-12 —, RE*ESI1.R01-11 •• •• •• --� MH2610 ,r 5,11,LF 'o �- � — � MH2261 Knilmry ' 111 2 MH0062 a 000s 1 Fpgo MH2260 Far9a MH2254 H2255 MH0061 y ii Ripe nod chern • da Pon TI. ! Tire / � 1 � Uwalmaya ,� H2256 MH2596 SSMH001 ' •�., M 258 J��' c l mh Figure 1.2 Alt 3 ADWF Allocation CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO 1.3 Design and Performance Criteria The design and performance criteria used in this analysis were unchanged from what was used in the LRWWMP. 1.3.1 Performance Criteria Capacity evaluation of the wastewater collection system was performed in accordance with the following criteria, using the hydraulic model: ■ 20-year and 30-year, multi -day design storms are used for evaluating the City's sewer infrastructure. Essentially, these design storms have a three to five percent chance (1/30 - 1/20) that a peak of 3.7 inches of rain will fall in any 24-hour period in a given year. ■ During peak wet weather flow (PWWF), water levels were allowed to rise no more than three feet from the manhole rim. Sewers were allowed to surcharge under these maximum flow conditions during the design storms presented above. Additionally, pipes that surcharged to a ratio of depth/diameter (d/D) greater than two were flagged as well in the hydraulic model results. 1.3.2 Design Storm The LRWWMP used four separate multi -day, 20-30-year recurrence design storms for the capacity evaluation. These storms were identified in the 2012 King County 1/1 Study and correspond to the recurrence interval within historical King County rainfall. There are five of these historical rain gauges which are used in different areas of the system. The TODI study area corresponded to two of those design storms, the Nov-98 and Feb-96. Figure 1.3 shows each of the two design storms, the spatial extent of these storms is outlined on Figure 1.4. 0.9 o.8 0.7 r o.6 c m 0.5 c 0.4 0.3 0.2 0.1 0 0 20 40 6o 80 Hours Figure 1.3 Design Storms 100 120 — Nov-98 Feb-96 CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES 1-5 TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO 1.3.3 Design Criteria New facilities shall be designed to prevent the hydraulic grade line from exceeding a d/D of 0.85 during PWWF. 1.4 Hydraulic Modeling Results The LRWWMP had previously identified deficiencies within the TODI study area. Due to elevated 1/1, the LRWWMP recommended mini basin 45A undergo 1/1 evaluation prior to sizing any new pipelines. This section outlines the extent of improvements needed in this area, to address the additional ADWF's within the planned action area without performing the 1/1 evaluation. The outcome of an 1/1 evaluation may alter the improvements necessary to support the TODL The model was run for both existing and buildout conditions. Figure 1.4 shows the existing system, with the added TODI flow, deficiencies, with d/D ratios greater than two in red and flooding manholes also shown in red. Figure 1.5 outlines the buildout system deficiencies, with the same symbology as Figure 1.4. For both existing and buildout conditions, no new deficiencies emerge in the northern portion of the study area. The deficient areas where improvements are needed are highlighted on Figures 1.4 and 1.5. The maximum hydraulic grade line during ADWF was also checked in the model and revealed surcharging without any 1/1 in Area 1 and 3. CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES 1-6 Q a Area 2 Figure 1.4 Existing System Deficiencies CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO Legend Potentially Deficient Manhole O 3 Feet from Rim • Flooding Pipeline d/D d/D <1 d/D 1 - 2 d/D > 2 CO Study Area Renton Design Storm Feb-96 Nov-98 m US Feet 0 250 500 Data Sources: City of Renton, ESRI Disclaimer. Features shown in this figure are for planning purposes and represent approximate locations. Engineering and/or survey accuracy is not implied. 1' Area 3 j 1 1 1 1 • O :••'•• O TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO Legend Potentially Deficient Manhole O 3 Feet from Rim —,.—..—••— • Flooding 1 Pipeline d/D 1 d/D <1 1 d/D 1 - 2 1 d/D > 2 CO Study Area 1 Renton Design Storm 1 Feb-96 1 Nov-98 1 m 1 US Feet 0 250 500 1 ; _ Data Sources: City of Renton, ESRI -. Disclaimer. Features shown in this ' 1 figure are for planning purposes and represent approximate locations. Engineering and/or survey accuracy 1 1 1 t is not implied. Q a Area 2 Area 3 Figure 1.5 - Buildout System Deficiencies CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES q TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO 1.5 Recommended Improvements Recommended improvements that address the deficiencies caused by the additional AWDFs were set up in the model. The system recommendations are based on the future buildout scenario including the TODI and 1/1 from design storms. Figure 1.6 shows the recommended pipeline improvements. Table 1.2 outlines the recommended pipeline upsizing and length of pipe to meet the City's design criteria. Table 1.2 Recommended Improvements Area 1 18 36 2,221 Area 2 8 12 566 Area 3 8 12 609 Area 3 8 18 153 CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES 1-9 TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO 3 J o ti s� E - `-�1 Fs J J t� o'r.4 J may': n o— Fi•gmw �I'¢Ca rE f18't - •�••� J J,mm. � Jjhris Jack in �¢e�Sdx oocl J ,• J j I — Gam. --i Legend 90o S3r0 St I-i 7 _J dI " I r — O Manholes = Proposed Pipeline Upsizing 12" 18.. — Other Wastewater Main TFr36" r••1 Study Area US Feet 0 250 500 Data Sources: City of Renton, ESRI It Disclaimer. Features shown in this figure are for planning purposes and represent approximate locations. Engineering and/or survey accuracy a is not implied. I O KnitOary Area 2 NJ�y GIadY SPO RTI _ Goo Area 3 Walle - - /��o•n FaAf ' ,eft iz Fti� we aid n�T= r i Area 1 m v; N K B I mh Figure 1.6 - Recommended Improvements CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES Rainier/Grady Junction TOD Subarea Planned Action Ch. 5 • Appendices b) Selected Maps, Renton Long -Range Wastewater Management Plan, Carollo, 2017 5-10 THIS PAGE INTENTIONALLY BLANK. CHAPTER 61 LONG-RANGE WASTEWATER MANAGEMENT PLAN I CITY OFRENTON JrA_l =: . noyw� vj, sv� E:\KRC D DRIVE\Renton\Fig_o6_04SumCriticality.mxd Legend 1 1 City of Renton L — — —1 Criticality Criteria Rank Level 1 (Negligible) Level 2 (Low) Level 3 (Moderate) Level 4 (Severe) Street Centerlines Miles 0 0.25 0.5 1 Data Sources: City of Renton, WA Disclaimer: Features shown in this figure are for planning purposes and represent approximate locations. Engineering and/or survey accuracy is not implied. CHAPTER 1 LONG-RANGE WASTEWATER MANAGEMENT PLAN I CITY OF RENTON ,)14 5 Legend City of Renton L — — — Level 1 (Negligible) Level 2 (Low) Level 3 (Moderate) Level 4 (Severe) Street Centerlines Miles 0 0.25 0.5 1 Data Sources: City of Renton, WA Disclaimer: Features shown in this figure are for planning purposes and represent approximate locations. Engineering and/or survey accuracy is not implied. Figure 6.3 Last Revised: September zo, 2017 Vulnerability Criteria Results E:\KRC D DRIVE\Renton\Fig_o6_o5Sumvulnerability.mxd CHAPTER 5 1 LONG-RANGE WASTEWATER MANAGEMENT PLAN I CITY OF RENTON Legend ❑M Flow and Monitoring Program Sewer Upsizing Projects Pipe Reconfiguration Projects 1/1 Evaluation Program City Limits Street Centerlines Miles * 0 0.5 1 A 1 Data Sources: City of Renton Disclaimer: Features shown in this r figure are for planning purposes and r represent approximate locations. '.; Engineering and/or survey accuracy 1 - is not implied. I r — { NE Sunset Blvd.. 4* 0 7th St �}.. 7 —. 7A: Mini -Basin 7 3A: Mini -Basin ; 3 1 3 45A: Mini -Basin 1 _ 1 < 2A: Mini -Basin 2 ' a w J v o ❑M 05A:. o it i a���-C ��rf L" ■ r� ' _..� ` ♦ } wr ` 'A* SE Jones Rd w .., ` f i 7, J I V -EZL_J�© ­t_i'iss c: ,ple b6 ,.8, z 9ag to-fs-i\Data\GIS\GISBarkup\Renton\ W ate rSystem Plan201AFig5.6. mxd Figure 5.8 Deficiency Improvement Recommendations '1. THIS PAGE INTENTIONALLY BLANK. Rainier/Grady Junction TOD Subarea Planned Action Ch.5 • Appendices c) Water Pipe Diameter Excerpt 5-11 THIS PAGE INTENTIONALLY BLANK. `Z) - 6 12" f 2" 1 1.d 12 z J U) PIPES LEGEND q1 `� � 111! 2 n d Pi o-I �8� �'q T 12 12 co 12" DIAMETER AND LARGER co t 8 J rd t ti7 - to ry �L ra•DraMFrER - _ Ct — 8 • DraME T ER Fa $ $ '']] �_ rd __ � w � 12 r t — N fir` 8' DIAMETER ANO SMALLER V J'�j � r 04 12 yQj xzxxacju AVAILABLE FLOW CAPACITY jAT 8 r 4% + I v� _ �� co co 12�6 6�t66 Q- eODco OIL f A ess Rd , z� r �Z 4� co ol Ir a crx _ ? l ,`� � trJ � � � � r 12 A ess d 2 � j � '� � ti� K' N O Z � � �0 8 06 Q a' th P1 12 12 r Z �, `° j 1 1 Q 7- 10 4 C co 0- g 1 f2 0 2 r �n � S 7t t � U c h Gt 12 f ja J� 12 12 12 ti7 t� t �7 st 1$ i i2 "_ 8 � 12 co 12 00 7 > N 12" f 2 cti h �° ( ^� °° co 00 7 a 1 U V €P Y N co V, QD � '� > > U 12 oo �2 f $ 8 4 cress _ ° c 12 8 10 d co 12 0 1 $ to D 10 r �, S\N A Qth � $ o T a N 2 ,2 aY �2 6 - t� � f 2 1? 2 12 f 2 ��` �`� 0 N cressco co 0 _ r v p �'m co a �� 'a c or-& n r� �� > 167 Ramp co 1, 4th St--- $c � - co 8 � n N c oo �1 12 °0 B h o co /" c � 1r� 12 I 1 �7t 1 �1 12 t t 12 12 12 CDt— :cr- co co h � ~- r � 6 B 6 � d T < 5 S 16th �.. s cress 4 � � 4 A c s s _ r�1 /� 4 r 1 7th 1 1 1 $ tar h fo 10 1010 Oa �} cc '- 1 it 1 /f Q t V• r1 p AA 12r I �t ` Y Y aJ� L 9th St of 4 8 � co V �' J b 8 � hry 2 f 2 12 fo 16 ' 6 fi Ia' Z) ! L ~ N O 40 a! e r � ! o A ess Dr o °� ,Q 1 - s r S P a > S 20th Dr 4:... 6 < 1 et D r co - 8 8 1 st st � j cv D 12 � 1 .. a6 �� � 4 $ 10 M. 10 � 10R �, � � '1 6 6 12 cc � THIS PAGE INTENTIONALLY BLANK. ORDINANCE NO. 6150 Attachment B: Summary of Mitigation Measures Introduction This section includes B-1 Mitigation Measures referenced in the Planned Action EIS and adopted codes and regulations in Section B-2. Performance standards are included to ensure conformity with mitigation measures that were incorporated into the Rainier/Grady Junction TOD Overlay. Exhibit B-3 provides a Planned Action Checklist. Definitions of mitigation measures and performance measures include: Mitigation Measure: means to prevent, reduce or control adverse environmental effects of a planned action consistent with WAC 197-11-768, as described in the Final EIS and incorporated into Attachment B of this Ordinance. Performance Measure: A criterion that a planned action must adhere to in order to demonstrate mitigation is achieved consistent with the Final EIS. B-1. Mitigation Measures Natural Environment Performance Measure: Planned Action Projects shall provide trees and native vegetation consistent with Title IV of the Renton Municipal Code. 2. Performance Measure: Planned Action Projects shall incorporate stormwater techniques improving water quality and maintaining a pedestrian -focused environment. Examples include: Green infrastructure, such as Silva Cells and other best management practices, to support tree growth, protect sidewalks from root spread, and provide on -site stormwater management. 3. Mitigation Measure: The City shall require Planned Action Projects to conduct a project review with State Department of Archaeology and Historic Preservation (DAHP) to determine whether the property is considered to have archaeological resources. If it is found to have potential to affect known or suspected archaeological resources, an archaeological review shall be conducted by a qualified professional at the applicant's expense. Tribal and state consultation and appropriate mitigation shall be required as appropriate. 4. Mitigation Measure: The City shall condition Planned Action Projects to incorporate Inadvertent Human Remains Discovery Language recommended by DAHP as a condition of project approval consistent with RCWs 68.50.645, 27.44.055, and 68.60.055. Land Use 5. Performance Standard: The City shall condition Planned Action Projects containing sensitive uses such as schools, daycares, and residential uses to be located and designed in accordance with RMC 4-3-030 Rainier/Grady Junction TOD Overlay (Ordinance 6151 to reduce exposure to air emissions and noise. 11 ORDINANCE NO. 6150 6. Performance Standard: Planned Action Projects shall set back from piped streams per RMC 4-3-050G.7. The City shall require daylighting of Rolling Hills Creek if development would relocate the creek. The City may allow onsite or within subarea transfers of density or increased development yields (e.g., through height incentives) to create the opportunity for future daylighting of Rolling Hills Creek and buffers consistent with City policies and codes. 7. Performance Standard: Planned Action Projects shall meet transition standards along Shattuck Avenue S and S 71h Street where human -scale design standards would address compatibility of building scales with adjacent lower intensity areas. Site and building design standards could include greater setbacks and upper -level step backs (e.g., 20 feet setback at ground floor, and similar step backs at one or more upper floors for adequate light such as above 40 and 75 feet). Transportation 8. Performance Standard: Planned Action Projects shall demonstrate consistency with frontage and street design standards established in the Rainier/Grady Junction TOD Subarea Plan and in accordance with City street standards. 9. Mitigation Measure: All construction and other work activity affecting King County Metro Transit Operations or Facilities must be coordinated through the King County Metro System Impacts workgroup. Planned Action Projects shall demonstrate they have contacted King County Metro prior to approval of construction plans. 10. Mitigation Measure: In addition to payment of systemwide improvements through transportation impact fees (RMC 4-1-190) Planned Action Projects shall implement site development standards and pay a fair share of planned system improvements necessary to support growth. The proportionate share of costs of the Planned Action Projects shall be determined based on their proportionate share of trips identified in Subsection III(D)(3) of this ordinance. If the fair share projects are incorporated into the City's impact fee basis, a separate fair share calculation will not be required. Exhibit 1. Transportation Mitigation Measures by Alternative Improvement Type Alt 2 Primary, secondary, main streets, and internal through- Site Development X block connections throughout the planned action area Standards per Error! Not a valid bookmark self -reference. of this Attachment consistent with Rainier/Grady Junction TOD Subarea Plan cross sections. Intersection improvements geared toward pedestrians Fair Share X and bicycles on S Grady Way, Talbot Road S, Rainier Avenue S, and S/SW 7th St. Transit corridors throughout the area, shown in Exhibit 3 Fair Share X of this Attachment. Pa ORDINANCE NO. 6150 Improvement Type Alt 2 Sidewalk minimum widths of 8-ft on primary and Site Development X secondary streets, and sidewalk minimum widths of 1 2-ft Standards on main streets. Midblock crossings at bus stops and open spaces Site Development X between buildings. Standards Open space/parks around transmission lines used as a Site Development X trail for pedestrians and/or bicycles. Standards, Park Impact Fee Bicycle parking incentive when provided in front of Site Development X Mixed Use -Base buildings. Standards Incentive for developers to create open spaces between Site Development X buildings when developing more than one building within Standards a block. ORDINANCE NO. 6150 Exhibit 2. Conceptual Illustration of New Street Network Build on Pedestrian Improvements along Rainier Ave S Over Time A future light rail station at the city's preferred location may require wider sidewalks on both sides of Rainier Ave S to promote a strong connection. Consider requiring setbacks with redevelopment, to retain opportunities for increasing the sidewalk width and landscape buffer in the future. Lind Ave SW Study feasibility of reducing corridor to 3 lanes, particularly north of SW Grady Way, to add bike lanes and increase space for Lake Ave S Due to complex traffic patterns and bus circulation around the transit center, bicycle facilities may not be feasible the southern portion of Lake Ave S. Provide sidewalks along corridor to increase pedestrian access. Connections to Light Rail Once final station location is determined, assess feasibility of new street connections. Shattuck Ave S - North of Grady Provide buffered sidewalks on both sides of street and extend 1 planned 2-way cycle track to S Grady Way. ......... • Softening along S Grady Way Expand landscape buffers and add a new shared use path to help soften S Grady Way. New Streets - Proposed Concepts Existing Streets - Multimodal Improvements (Conceptual locations only) Generally retain existing roadway configuration, but .....■ Primary street explore options to add or expand bike and pedestrian ••`••• Secondary street facilities and improve multimodal safety at key intersections. (May require additional ROW.) ""`■ Main street - -- Add and/or expand bike and pedestrian facilities into existing '••••••• Internal through -block streets through changes in roadway configuration, lane connections (ped/bike) reductions, etc. (May require additional ROW.) Potential Future Light Rail Connections Planned transit center City's preferred location for potential light rail station q:, Important connections to potential future light rail station Source: Subarea Plan, 2021. 4 ORDINANCE NO. 6150 Exhibit 3. Existing Transit Network within the Subarea O p VO — O O p o O O �. O O O 4 4L 0_ 0 0 0 ao� 0 0 0 :yN# F � O O 7,1 �Tm rip 1 �Yc O O O OD O Op - O O rodYy� t'? * "0001) O ,� 9 0 EIS Study Area ® Planned Action Area +*+ Railroads • Bus Stop (Source: King County) King County Metro Route 101 King County Metro Route 102 King County Metro Route 107 Source: Perteet, 2023. King County Metro Route 148 King County Metro Route 153 King County Metro Route 160 King County Metro Route 167 Sound Transit 560 Sound Transit 566 King County RapidRide F Line 0 500 1,000 0 Feet Existing Transportation Network 10 PERTEET:111 BERK Map Date: January 2023 5 ORDINANCE NO. 6150 Public Services 11. Performance Standard: The City may condition approval of planned action projects on providing on -site security services to reduce calls for police services. 12. Performance Standard: Planned Action Projects shall provide public space consistent with RMC 4-3-100 and RMC 4-3-030 (Ordinance 6151). Planned Action Projects shall pay impact fees per RMC 4-1-190 to address park and trail system improvements. Planned Action Projects shall incorporate public realm improvements consistent with frontage requirements in the Rainier/Grady Junction TOD Subarea Plan. 13. Mitigation Measure: New development shall provide fire impact fees consistent with RMC 4-1-190. For development that creates a demand for services not addressed by the Renton Regional Fire Authority or Renton Capital Facility Plan the City may require a mitigation agreement at to address additional staffing needs and needed capital investments at stations serving the Study Area (e.g., stations, ladder trucks, or other). Utilities 14. Performance Measure: Development shall protect Rolling Hills Creek stream buffers. The City may require development to enhance native growth protection areas within the Rolling Hills Creek stream buffer to encourage use of native and riparian vegetation (RMC 4-3-050). 15. Performance Standard: The City may require installation of educational signage around wetlands in accordance with RMC 4-3-050, Critical Areas Regulations. 16. Mitigation Measure: Planned Action Projects will be required to install new water mains, including replacement and upsizing of existing mains, to meet the required fire flow demand for future development and redevelopment projects within the portion of the subarea east of Rainier Avenue S, including Renton Village. Additional water main improvements, including looping of water mains around proposed development/redevelopment and the installation of additional hydrants and fire sprinkler systems will be required to meet fire codes. Water line extensions for domestic water uses and to meet fire flow demands for development and redevelopment projects in the City shall be constructed by and as part of the developer's project. Water main improvements and extensions shall be installed in existing and new streets. 17. Performance Standard: Planned action development that installs new or redeveloped landscaped areas will be required to comply with the Landscape Water Budgeting Requirements in effect at the time of application. 18. Mitigation Measure: King County has multiple facilities and sewers in the EIS Study Area. In order to protect these wastewater facilities and sewers during construction, the City shall require Planned Action Projects to submit construction drawings prior to permit approval where the Planned Action Projects lie within 500-feet of the King County Wastewater Treatment Division (WTD) facilities and sewers, so that WTD can assess its potential impacts. King County has permanent easements for facilities and sewers in the EIS study area and must be assured the right to maintain and repair the facilities and sewers. The City may condition Planned Action Projects to assure access to easements based on King County WTD review comments. 1.1 ORDINANCE NO. 6150 19. Mitigation Measure: Planned Action shall implement wastewater improvements required to serve the planned action development and RMC 4-6-040. 20. Wastewater projects necessary to address future growth, based on the City's hydraulic model analysis of the Planned Action Area, include upgrading 1,175 LF to 12-inch pipe, 153 LF to 18-inch pipe, and 2,221 LF to 36-inch pipe. The specific locations of these upgrades are depicted in Exhibit 4 below. a) Planned actions are responsible for replacing the required pipes. The City may allow upon request cost -sharing among other planned action developments. 7 ORDINANCE NO. 6150 Exhibit 4. Planned Action Wastewater Improvements TM t - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO Figure 1.6 - Recommended Improvements CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES ORDINANCE NO. 6150 B-2. Codes and Regulations Serving as Mitigation The Planned Action EIS identifies specific regulations that act as mitigation measures. These regulations are summarized below by EIS element. All applicable federal, state, and local regulations shall apply to Planned Action Projects. Planned Action Project applicants shall comply with all adopted regulations in place at time of development application where applicable including those listed in the Planned Action EIS and those not included in the Planned Action EIS. Natural Environment Endangered Species Act. Federal review applies to any projects performed in critical habitats for listed endangered species. State of Washington Laws Pertaining to Waters of the State. State review applies to any project affecting waters of the State and thus requiring review by Ecology and/or WDFW. Such projects must commonly show that impacts have been minimized and permit requirements often include mitigation for irreducible impacts. Critical Areas Regulations. City review applies to projects in critical areas and requires compliance with Renton Municipal Code 4-3-050. Critical areas protected under these regulations include flood hazard areas, steep slopes, habitat conservation areas, streams and lakes, wellhead protection areas, and wetlands or sites within 200 feet of a wetland. In all flood hazard areas, new construction and substantial improvements shall be constructed to minimize flood damage. Requirements for elevating the lowest floor at least 1' above the base flood elevation apply for non-residential construction. Areas below the lowest floor must meet additional design criteria. Aquifer Protection Areas. The City requires projects to comply with Renton Municipal Code 4- 9-015 which protects aquifers used for potable water from contamination by hazardous materials. Flood Plain Management (RCW 86.16 and WAC 173-158). Washington state requires base (one hundred year) floods and designated special flood hazard areas to be subject to floodplain management regulation, which is at a minimum equal to the minimum federal requirements for the National Flood Insurance Program. Environmental Health Regulations. The Model Toxics Control Act (MTCA) is Washington's environmental cleanup law. MTCA governs the cleanup and prevention of contaminated sites that can threaten people's health and the environment. Archaeological Excavation and Removal Permit (WAC 25-48). Washington state requires compliance for all development or redevelopment occurring on archaeological sites. Archaeological Sites and Resources (RCW 27.53). Washington state requires compliance for all development or redevelopment occurring on archaeological sites. 01 ORDINANCE NO. 6150 Land Use Zoning: The City of Renton's Zoning Code (RMC Title IV) regulates land use, landscaping, parking, and other aspects of development to ensure development meets the City's long-term vision. Noise: Per RMC 4-4-110.D.8.c, the City of Renton adopts the Environmental Designation for Noise Abatement (EDNA), which regulates maximum sound levels between residential, commercial, and industrial districts. Noise is allowed at 60-75 dB(A) during the day and 50-65 during the night in residential areas. Mixed -use commercial areas are allowed 65-80 dB(A), and industrial 70-85 dB(A) depending on duration with lower range values for continuous sound. Airport Height and Use: Per RMC 4-3-020 Airport Related Height and Use Restrictions, the City regulates building heights and land uses to ensure airport compatibility and safety. Transportation Transportation Codes: The following sections in the RMC are relevant to the Rainier/Grady transportation analysis: Section 4-6-060 provides street standards to ensure reasonable and safe access to public and private properties. Section 4-6-070 ensures Renton transportation level of service standards are achieved concurrently with development. RMC 10-13 establishes plans and goals for Commute Trip Reduction. Public Works Department Standard Details for Construction (chapter 9-7 RMC). Relevant details include: Section F — Curbs, Approaches, Gutters, and Sidewalks Section G — Signs and Sign Supports Section H — Delineators and Miscellaneous Construction ■ Section J — Illumination and Signals Public Services Police Primary funding sources for public safety services include property taxes, sales taxes, and utility taxes. New development will increase the tax base for each of these funding sources, which will help partially offset additional service costs associated with housing and employment growth. The City will need to review growth in existing homes as well as new growth to determine its revenue sources and ability to respond with capital improvements and operational changes in its six -year capital facility plans. The Renton Police Department promotes "Business Watch," a free crime prevention program that works towards collaboration between business owners and police to help reduce crime in commercial areas. R01 ORDINANCE NO. 6150 Fire EMS The City collects fire impact fees to help fund Renton Regional Fire Authority (RRFA) system improvements needed to serve new growth (see RMC Chapter 4-1-190). Ongoing capital facilities improvements, budgeting, and operational planning by the RRFA are anticipated to address incremental increases and other changes in demand for fire services, including the need for additional personnel, additional equipment, and facility improvements. Schools The City of Renton collects school impact fees on behalf of the Renton School District (see RMC Chapter 4-1-190) to help fund system improvements needed to serve new growth. Future residential development in the Study Area contributes impact fees to help fund the cost to construct new or expanded facilities needed for growth. Ongoing capital facilities improvements, budgeting, and operational planning by Renton School District will be needed to accommodate projected student enrollment at acceptable levels of service and to meet capacity needs at schools serving the Study Area. The Renton School District will continue its programs of construction, acquisition, and renovations per its capital facility plans. Parks and Recreational Facilities The City identifies its level of service and desired capital improvements in its PROS Plan and Trails and Bicycle Master Plan. This includes improvements in or near the study area. The City of Renton collects park impact fees to help fund system improvements needed to serve new growth (see RMC Chapter 4-1-190). With the passage of the King County Parks, Recreation, Trails, and Open Space Levy, the City receives a percentage of funding for park acquisition, trail development, and operations and maintenance of existing parks and trails. The City receives approximately $1.94 M from 2020 and 2025. Utilities See "Natural Environment" of the Planned Action EIS and: Stormwater Regulations. All development and redevelopment projects are required to comply with the City of Renton Stormwater Management Program Plan, National Pollutant Discharge Elimination System (NPDES) Phase II Stormwater Permit, RMC Section 8-2: Storm and Surface Water Drainage, Renton's Surface Water Design Manual, King County Surface Water Design Manual, and Stormwater Management Manual for Western Washington. Water Regulations. All development and redevelopment projects are required to comply with the 1972 Clean Water Act, and RMC Section 8-4: Water. Wastewater Regulations. All development and redevelopment projects are required to 11 ORDINANCE NO. 6150 comply with the City of Renton Long -Range Wastewater Management Plan, RMC Section 8- 5: Sewers, and King County Wastewater Treatment Division. 12 ORDINANCE NO. 6150 Exhibit B-3 Supplemental Checklist This form supplements the standard SEPA Checklist at WAC 197-11-960. This form supports the City's determination of consistency. The applicant shall fill in fields referenced for applicants. City staff shall complete the consistency fields referenced. Table B.3-1. Proposal Elements and Planned Action Consistency Property Information Land Use Transportation ApplicantComplete) Address: In Planned Action Area? Parcel #: — Yes Parcel Acres: No Dwellings ■ Existing # ■ Gross # ■ Net # Employment Sq Ft (Net): ■ Office ■ Retail ■ Industrial Average Tenant Space Sq Ft: Estimated Jobs (Net): Building Height Ft: Stories #: Frontage Type: Trips (Total): Trips (Net): Transportation Impact Fee Due: TDM Strategies: Consistent with Planned Action Land Uses and RMC? Yes No Beginning Housing Unit Balance: Post Project Housing Unit Balance #: Beginning Job Balance: Post Project Job Balance #: Beginning Trip Balance: Post Project Trip Balance: Traffic Impact Fee Addresses Project Contribution to System Need: ❑ Yes ❑ No Includes TDM Measures C Yes ❑ No Transportation Improvements required per Traffic improvements address impacts of Exhibit 1 to this Attachment or City Planned Action Project: standards to address safety, circulation, and Yes access: No 13 ORDINANCE NO. 6150 Parks & Stormwater Impervious Area: Green Infrastructure Element: Plaza/Open Space Sq Ft: Landscaping (sq ft): Park Impact Fee Due: Consistent with RMC? F' Yes C No Park Impact Fee Addresses Project Contribution to System Need: Yes No Utilities Water Fee Due: System Development Charges Address Sewer Fee Due: Project Contribution to System Need: C Yes L- No Table E-1 Applicant Narrative Table E-1 City Discussion 14 ORDINANCE NO. 6150 E-2. Mitigation Measure Consistency EIS Topic Description of B-1 Mitigation Consistent Discussion (Applicant Information) (City to (City to Complete) Complete) Natural 1. :1 Yes Environment 2 -1 No 3. 4. Land Use 5. Yes 6 No 7. Transportation 8. Yes 9. No Public Services 10. Yes 11. No 12. Utilities 13. Yes 14. No 15. 16. 17. Table E-2 Applicant Narrative Table E-2 City Discussion 15 ORDINANCE NO. 6150 Attachment C: Planned Action Area