HomeMy WebLinkAboutRenton-Comp-Plan-Transportation Element-DRAFT-Sept2025 Transportation
Transportation
Transportation investments shape development patterns
that, in turn, influence the economic health, safety, and
character of a community. The design, construction,
maintenance, operation, and location of city streets,
roads, sidewalks, trails and other transportation facilities
impacts all Renton residents, employees, and visitors. The
ownership, control, development, and maintenance of
public rights-of-way are primary functions of city
government.
Older transportation facilities built in preceding decades
are reaching the end of their design life and require
maintenance, rehabilitation, or retrofitting. Securing
revenue for transportation investments is increasingly
difficult as the purchasing power of gas tax revenue has
eroded steadily over time, along with the increasing
difficulty of generating greater revenue through taxes. The
public’s concerns about transportation issues have also
expanded beyond cost and mobility to include
neighborhood impacts, sustainability, and
accommodations for all types of users. With more
residents, there is growing demand for alternatives to
single-occupancy vehicles and reducing the impacts of
transportation on the environment.
While specific responsibility and authority for
transportation choices is divided amongst various
governments and agencies, users expect local and
regional transportation facilities to function as a unified
system. Achieving that requires coordination with federal,
state, regional, county, and municipal stakeholders and
decision makers.
Renton has been designated a Core City by the Puget
Sound Regional Council (PSRC). A Core City contains a
regionally designated growth center – Renton’s Urban
Center encompassing Boeing, The Landing, and the
Downtown Business District – serves as a key hub for the
region’s long-range multimodal transportation system,
and also provides major civic, cultural, and employment
centers.
This Transportation Element assists the City of Renton in
coordinating transportation and land use planning within
its municipal boundaries, guides the development of a
multimodal system that provides transportation choices
for all users and facilitates inter-jurisdictional
coordination of transportation-related projects. This
element is consistent with Puget Sound Regional
Plans Adopted by Reference
Arterial Streets Map
Renton Trails and Bicycle Master Plan
Parks, Recreation, and Natural Areas Plan
King County Metro’s Strategic Plan for Public
Transportation 2021 – 2031, or as thereafter
amended
Washington State Freight Mobility Plan
Transportation Improvement Program (TIP)
Sound Transit 3 (ST3) Plan
Washington State Freight Mobility Plan
Transportation Improvement Program (TIP)
Transportation Improvement Projects and Programs
City of Renton’s Commute Trip Reduction (CTR)
Ordinance and CTR Plan
Barrier Free Mobility Plan
Rainier/Grady Junction TOD Subarea Plan
Renton Comprehensive Walkway Plan
Transportation Transportation Framework
CITY OF RENTON COMPREHENSIVE PLAN 2024 3
ED. Transportation
Framework
Council’s VISION 2050 and Transportation 2050 and
includes goals and policies addressing the following
topics:
▪ Maintenance, Management and Safety
▪ Transportation Demand Management
▪ Street Network
▪ Pedestrian and Bicycle Transportation
▪ Transit and High Occupancy Vehicles (HOV)
▪ Transportation Options and Mobility
▪ Growth Strategy, Land Use, and Transportation
▪ Level of Service Standards, Design, and
Concurrency
▪ Freight
▪ Airport
▪ Finance, Investment, and Implementation
▪ Intergovernmental Coordination
Coordinate transportation investments with the pace of
growth and land use development patterns to ensure
Renton maintains an efficient, balanced, multimodal
transportation system.
Goals
Goal TR-A: Continue to develop and operate a
transportation system that stimulates, supports, and
enhances the safe, efficient and reliable movement of
people, vehicles, goods, and services, using best
practices and context sensitive design strategies.
Goal TR-B: Balance transportation needs with other
community values and needs by providing facilities that
promote vibrant commerce, clean air and water, and
health and recreation.
Goal TR-C: Maintain, preserve, and extend the life and
utility of transportation investments.
Goal TR-D: Emphasize investments that provide
alternatives to single occupant vehicle travel.
Goal TR-E: Apply technological solutions to improve the
efficiency and safety of the transportation system.
Goal TR-F: Promote and develop local air transportation
facilities in a responsible and efficient manner.
Goal TR-G: Establish a stable, long-term financial
foundation for continuously improving the quality,
effectiveness, safety, and efficiency of the transportation
system.
Policies
Policy TR-1: Develop a connected network of
transportation facilities that foster a sense of place in the
public realm with attractive design amenities where
public streets are planned, designed, constructed, and
maintained for the safe, convenient travel of all users,
including pedestrians, bicyclists, transit riders of all ages
and abilities, and freight and motor vehicle drivers.
Policy TR-2: Implement a multimodal level of service that
maximizes access to available alternative transportation
modes such as walking, biking, carpooling, and transit.
GOAL
Coordinate transportation investments with
the pace of growth and land use
development patterns to ensure Renton
maintains an efficient, balanced,
multimodal transportation system.
Transportation Maintenance, Management, and Safety
CITY OF RENTON COMPREHENSIVE PLAN 2024 4
Policy TR-3: Develop a transportation system that
preserves and protects natural resources and complies
with regional, state, and federal air and water quality
standards.
Policy TR-4: Promote clean energy transportation
programs and facilities. Identify actions to reduce air
pollution and greenhouse gas emissions from
transportation.
Policy TR-5: Prepare for and support changes in
transportation modes and technologies that are energy-
efficient and improve system performance to support
communities with a sustainable and efficient
transportation system.
Policy TR-6: Reduce stormwater pollution from
transportation facilities through retrofits and updated
design standards to improve fish passage. Where
feasible, integrate other improvements to achieve
multiple benefits and cost efficiencies.
ED. Maintenance,
Management, and
Safety
The design, construction, operation, and maintenance of
the transportation system impacts long-term use and
safety for all users. Safety planning and mitigation,
including strategies for protecting the transportation
system from disasters, requires multidisciplinary efforts
that can significantly improve the livability of Renton.
According to Washington State Department of
Transportation (WSDOT), from 2020 to 2024, about
5,400 collisions were reported along streets within the
City’s limits, excluding mainline freeway segments such
as I-405 and SR 167. High frequency of collisions were
along NE 3rd Street, Sunset Boulevard N, Benson Drive S,
and SW 43rd Street/SE Carr Road/SE Petrovitsky Road.
In addition, heavily traveled roads such as I-405, SR 169,
SR 167, and Rainier Avenue S also show a high frequency
of crashes at ramp intersections with city streets.
Additional safety analysis and maps can be found in
Appendix D.
To improve transportation safety, the City has a Traffic
Safety Program that provides funding for special, small-
scale traffic safety improvements that are typically
identified through citizens’ concerns, crash history, or
observations by traffic operations or maintenance staff.
Policies
Policy TR-7: Coordinate road right-of-way preservation and
maintenance activities to minimize expected life-cycle
costs and maximize asset management.
Policy TR-8: Ensure maintenance and preservation of the
transportation system is given high priority in resource
allocations. Maintain and preserve the transportation
system mindful of life-cycle costs associated with delayed
maintenance.
Policy TR-9: Increase and maintain the resiliency of the
transportation system by incorporating redundancies and
preparing for disasters and other impacts. Develop and
coordinate prevention and recovery strategies and
disaster response plans with regional and local agencies
to protect the transportation system against major
disruptions.
Policy TR-10: Optimize the performance of the
transportation network and improve efficiency and safety
for various travel modes through signal timing
coordination, signal retiming on a regular basis,
maintenance and capital replacement programs, and
other operational improvements of existing and planned
transportation facilities.
Policy TR-11: Limit direct access onto arterials when
access opportunities via another route exist.
Policy TR-12: Invest in and maintain Renton’s Intelligent
Transportation Systems (ITS) Program to optimize
emergency response and communications, optimize trips
and traffic flow through traffic center management,
Transportation Transportation Demand Management
CITY OF RENTON COMPREHENSIVE PLAN 2024 5
reduce vehicle miles travelled, encourage the use of other
modes, and reduce greenhouse gas emissions from
idling.
Policy TR-13: Secure sustainable funding sources for the
preservation and maintenance of the transportation
system.
Policy TR-14: Coordinate arterial operations and
enhancements to improve transit service operated by
local and regional transit authorities.
ED. Transportation
Demand Management
Transportation Demand Management (TDM) focuses on
more effectively using existing and planned transportation
capacity, ensuring compatibility with planned uses,
accommodating growth consistent with land use
objectives, offering alternatives to Single Occupancy
Vehicle (SOV) travel, mitigating impacts, and better
meeting mobility needs.
Reducing trip-making, dispersing travel demand
throughout the day, and increasing transit usage and ride-
sharing are significantly less costly means of
accommodating increased travel demand than
constructing new or widening existing transportation
facilities. Reducing the number of trips made via single
occupant vehicles is also an effective way of reducing
automobile-related air pollution, traffic congestion, and
energy use.
Intelligent Transportation Systems (ITS) can be used to
apply technological solutions to problems such as
congestion, safety, and mobility. Substantial investment
in ITS, such as signs and internet sites providing real time
feedback on travel times and alternatives, continues in
the Puget Sound Region. Renton has installed an
Adaptive Signal Control System (ASCS) on the SW 43rd
Street/Carr Road/Petrovitsky Road corridor which adjusts
the timing of intersection stop lights (green, yellow, red
lights) to accommodate changing traffic patterns and
ease traffic congestion. Renton is currently developing
plans to implement an additional ASCS along Rainier
Avenue South, SR 169 (Maple Valley Highway) and SR
900 Sunset Boulevard corridors.
The location and supply of parking is an integral part of
the local transportation system and TDM strategies are
important to commerce and private enterprise.
Inadequate parking can increase congestion on streets as
people circle and look for available spaces. Too much
parking can deter the use of alternative travel modes,
including transit. Providing for “right size” parking ratios
based on a district’s land use intensity and access to
transit is important to community character and mobility
and can help reduce the total cost of development.
Satellite parking with shuttle services and collective
structured parking are potential physical methods for
managing and increasing the parking supply.
Renton adopted a Commute Trip Reduction Plan and
Ordinance requiring employers with 100 or more regular
employees who arrive to work weekdays between the
hours of 6 and 9 a.m. to have transportation benefit
programs for their workforce. The aim is to reduce
commute trips made by single occupancy vehicles (SOV)
and encourage commuters to use other means of
transportation to work, such as carpooling or vanpooling,
taking transit (buses and trains), or if possible, bicycling
or walking. This improves air quality, reduces fuel
consumption and reduces congestion on local and
regional roads during commute hours.
Renton’s mixed-use centers offer opportunities to reduce
single occupant vehicle (SOV) travel. Regional plans call
for Regional Growth Centers such as Renton’s to work
towards reducing SOV shares.
In 2022, PSRC estimated the following work trip mode
shares in Renton’s Regional Growth Center:
Transportation Street Network
CITY OF RENTON COMPREHENSIVE PLAN 2024 6
Single Occupant Vehicle
66.2%
High Occupancy Vehicle
5.3%
Walk and Bike
3.7%
Transit
8.5%
Work from Home
15%
Other
1.3%
Source: PSRC, 2022.
The combination of increased land use density,
development patterns and investments in expanding
transit, walk, and bike facilities would increase the
accessibility and mobility options. By 2044, the
transportation model forecasts the SOV mode share
would decrease by up to six percentage points in
Renton’s Regional Growth Center. This corresponds to
two percentage points increase in people carpooling and
four percentage points increase across the transit, walk,
and bike modes.
Policies
Policy TR-15: Implement transportation demand
management (TDM) programs to reduce disruptive traffic
impacts and to support mixed-use development,
commercial centers, and employment areas.
Policy TR-16: Encourage a reduction in drive alone work
trip shares to below 60% by 2044 within the Regional
Growth Center through investments in non-motorized
facility connections, collaboration with transit providers,
and commute trip reduction programs with employers.
This goal aligns with WSDOT’s drive-alone goals.
Policy TR-17: Invest in and maintain Renton’s Intelligent
Transportation Systems (ITS) Program coordinated with
other agencies.
Policy TR-18: Encourage ridesharing through
requirements for parking reserved for carpool and
vanpool vehicles in the zoning code or as allowed under
state law.
Policy TR-19: Provide education and awareness to
employers about their commute trip reduction obligations
under the City of Renton’s Commute Trip Reduction (CTR)
Ordinance and CTR Plan.
Policy TR-20: Regularly review and refine parking ratios to
account for existing parking supply, land use intensity,
and access to transit, as allowed under state law.
Policy TR-21: Encourage shared and structured parking in
downtown Renton to achieve land use and economic
development goals as expressed in the City Center
Community Plan and to coordinate parking for the benefit
of the district businesses and residents.
ED. Street Network
Federal and State highways such as I-405, SR 900
(Sunset Boulevard), SR 169 (Maple Valley Highway),
SR 515 (Benson Highway), and SR 167 (Rainier Avenue)
are integral elements of Renton's arterial system, as well
as routes for regional commuters. These five interstate,
freeway, and state highways converge in central Renton
within a half mile radius of each other. This results in a
complex traffic flow as regional and local trips interact
within a relatively short distance. Local arterial streets link
commercial, industrial, and residential neighborhoods to
the freeways and state highways. Within neighborhoods,
local access streets provide internal circulation and
connections to the arterials. Local access streets primarily
Transportation Street Network
CITY OF RENTON COMPREHENSIVE PLAN 2024 7
provide direct access to abutting land uses and are
designed to discourage through traffic.
Arterials in the City of Renton are divided into three
classifications that are used to identify appropriate uses,
establish eligibility for road improvement funding, and
define appropriate street design standards:
▪ Principal Arterials are streets and highways that
connect major intra-city activity centers and have
high traffic volumes and relatively fast vehicle
speeds. The focus is on through travel instead of
property access.
▪ Minor Arterials are streets that provide links
between intra-city activity centers or between
principal and collector arterials. Minor arterials
carry moderately high traffic volumes and vehicle
speeds are typically lower than principal arterials.
▪ Collector Arterials are streets that distribute
traffic between local streets and principal or
minor arterials and provide circulation within
commercial, industrial, or residential areas. The
collector system distributes traffic to local streets
to support property access.
Generally, local access streets include all public streets
not classified as principal, minor, or collector arterials. A
conceptual arterial map is shown in Map TR- 1Error!
Reference source not found.. The City has adopted more
specific street classifications in the Renton Sunset area.
The Transportation Element seeks to balance local and
regional mobility needs. The following policies and
priorities address issues related to the street network as
a system, the physical design of individual roadways,
traffic flow, and traffic operations control. The intent is to
reduce the amount of traffic on city streets that has
neither an origin nor destination in the City of Renton,
while providing reasonable levels of traffic flow and
mobility for users of the local street system.
Transportation Street Network
Map TR- 1. Renton Functional Classification Map
Source: City of Renton, 2025.
Transportation Pedestrian and Bicycle Infrastructure
Future Plans
While the street network is mostly built out, anticipated
changes to the street network to provide more direct
multimodal connections include converting S 2nd Street
and S 3rd Street from one-way to two-way operations with
wider sidewalks and parking. In addition, protected bike
lanes are proposed on S 2nd Street. With the I-405
Express Toll Lanes Project described below, additional
direct access ramps are being considered at N 8th Street,
as well as a potential new ramps to and from I-405 at
Lind Avenue SW.
I-405 Renton to Bellevue Widening and Express Toll
Lanes Project1
Travelers on I-405 between Renton and Bellevue
experience one of the state’s roughest commutes. The I-
405 Renton to Bellevue Widening and Express Toll Lanes
Project includes transportation and safety improvements
for different modes to offer more reliable travel choices
and keep drivers, transit riders, and freight moving
smoothly through the region. This project is designed to
improve speeds and trip reliability for all travelers and
shorten Sound Transit Stride S1 Line travel times
between Renton and Bellevue.
The City’s Transportation Improvement Program is a six-
year planning document that is updated annually. The TIP
identifies and prioritizes planned transportation programs
and projects and includes project descriptions, status,
and funding sources. The current TIP 2025-2030 has 60
programs and projects.
Policies
Policy TR-22: Work with the state and neighboring
jurisdictions to provide capacity on regional transportation
systems and to reduce regional traffic on local streets.
1 https://www.soundtransit.org/system-expansion/stride-
bus-rapid-transit/wsdot-partner-projects
Policy TR-23: Increase the person-carrying capacity of the
Renton arterial system by encouraging transit and other
modes.
Policy TR-24: Adopt and implement street standards
based on assigned street classification, land use
objectives, and user needs.
Policy TR-25: Design for and maintain connectivity
throughout and within the street network by avoiding cul-
de-sacs and dead end streets.
Policy TR-26: Support vacating streets when they meet
the criteria in Renton Municipal Code, Chapter 14,
Vacations.
ED. Pedestrian and Bicycle
Infrastructure
Investments in the non-motorized components of
Renton’s transportation system enhance the quality of life
in Renton, improve walking and bicycling safety, support
healthy lifestyles, and support pedestrian and bicycle
transportation modes as alternatives to the use of
automobiles. Non-motorized facilities serve commuters
and recreational users.
Inventory
The City's existing non-motorized transportation system is
comprised primarily of on-street sidewalks, multi-use
paths, on-street bicycle facilities, and recreational off-
street trails or paths. These facilities provide safe non-
motorized mobility for pedestrians and cyclists outside of
business districts. Within business districts, sidewalks are
restricted to pedestrians. Many streets were constructed
before the existing code requiring sidewalks was enacted.
As a result, numerous local and arterial roadways are
currently without sidewalks. The City of Renton
Transportation Pedestrian and Bicycle Infrastructure
CITY OF RENTON COMPREHENSIVE PLAN 2024 10
Comprehensive Citywide Walkway Study (March 2008
and 2024 update) addresses the sidewalks and walkways
within Renton and identifies a priority roster to construct
"missing" sidewalk/walkway sections throughout the city.
Many areas within Renton are walkable, and the city has
at least 343 miles of existing sidewalk. However, there
are gaps in the pedestrian network – particularly along
local neighborhood streets – with at least 188 miles of
missing sidewalk and low levels of pedestrian comfort in
some areas. Map TR- 2 shows the existing sidewalks in
Renton. In addition to sidewalks, Renton has combined
bicycle/pedestrian facilities along Logan Avenue and
portions of Garden Avenue North and North 8th Street,
and striped bicycle lanes on portions of SW 16th Street,
Oakesdale Avenue SW, Duvall Avenue NE, and NE 4th
Street. The Renton Trails and Bicycle Master Plan (2019)
lists routes that have been identified as important bicycle
transportation elements. Map TR- 3 shows the existing
bicycle network in Renton.
Many cities in the region have policies and partnerships in
place for microtransit services like bike and scooter
share programs as a travel option for
shorter trips. There are no programs
currently available in Renton, however
pilot programs could expand into Renton
as more dense, diverse, development
occurs over time.
The City of Renton Parks, Recreation,
and Natural Areas Plan (January 2020)
provides an in-depth description of
proposed walking, bicycle, and mixed-use
trails. By nature, these types of trails are
primarily used for recreational purposes
and supplement the City's non-motorized
transportation system and their
development should be encouraged.
Future Plans
Over the last century, Renton's
transportation system has been oriented towards
accommodating cars, trucks, and buses rather than
pedestrians or bicycles. The policies and priorities of this
section provide guidelines for reevaluating the existing
system and making incremental improvements in the
City’s walking and biking environment. The Rainier/Grady
Junction TOD Subarea Plan (2021) identifies
opportunities to make the area just south of Downtown
develop with smaller block sizes and identifies
multimodal connections across Rainier Avenue S and S
Grady Way to make it more walkable, bikeable, and
accessible by transit. More facilities are also needed for
bicycle storage and parking in shopping areas,
employment centers, and in public places. Specific
recommendations on improvement projects are included
in the Renton Trails and Bicycle Master Plan and
subsequent amendment (January 2019 and amended
January 2024).
Cedar River Trail Bridge
Source: City of Renton
Transportation Pedestrian and Bicycle Infrastructure
CITY OF RENTON COMPREHENSIVE PLAN 2024 11
Policies
Policy TR-27: Coordinate transportation planning activities
with the Renton Trails and Bicycle Master Plan and the
Parks, Recreation, and Natural Areas Plan.
Policy TR-28: Enhance pedestrian and bicycle movement
and safety by:
▪ Providing adequate separation between non-
motorized and motorized traffic;
▪ Separating foot and bicycle traffic when possible,
but giving preference to foot traffic when
necessary;
▪ Improving arterial intersection crossings for non-
motorized users;
▪ Minimizing obstructions and conflicts that restrict
the movement of non-motorized users; and
▪ Providing convenient access to all transit stops
and transit centers.
Policy TR-29: Develop and designate appropriate
pedestrian and bicycle commuter routes along minor
arterial and collector arterial corridors.
Policy TR-30: Ensure provision of safe and convenient
storage and parking facilities for cyclists.
Policy TR-31: Promote safe and convenient access for
healthy communities and livability through active, non-
motorized transportation infrastructure.
Transportation Pedestrian and Bicycle Infrastructure
Map TR- 2. Renton Existing Pedestrian Facility Map
Source: City of Renton, 2025.
Transportation Pedestrian and Bicycle Infrastructure
Map TR- 3. Renton Existing Bicycle Facility Map
Source: City of Renton, 2025.
Transportation Pedestrian and Bicycle Infrastructure
CITY OF RENTON COMPREHENSIVE PLAN 2024 14
ED. Transit and H igh
Occupancy Vehicles
As Renton’s population continues to grow, there is a
greater need to move people efficiently on the local
roadway network. A well-managed, attractive, and
convenient transit system reduces traffic demand by
encouraging the use of alternatives to single occupant
vehicles for trips within the city limits and for trips to
regional destinations. The following policies and priorities
seek to maximize the use of transit and other alternatives
to single occupant vehicles in Renton.
Inventory
The Downtown Renton Transit Center is the current hub of
transit service in Renton. The Transit Center acts as both
a destination and a major transfer center. Bus service in
Renton is currently provided by King County Metro and
Sound Transit.
Metro provides internal city routes and regional service.
Local transit service includes RapidRide, buses, shuttles,
and Dial-a-Ride (DART). The RapidRide F-line connects
The Landing and Boeing plant with Downton Renton,
Tukwila, SeaTac, and Burien. It connects with the regional
Sounder (commuter rail) and Link Light Rail systems. As
of 2022, Renton has over 1,100 park and ride spaces
located throughout the city to serve local commuters.
Map TR- 4 shows Renton’s existing transit facilities.
Bus Service
King County Metro’s serves Renton with
• RapidRide F
• 160 & 101 frequent all-day routes,
• 102, 105, 106, 107, 148, 153 & 240 all-day
routes, and
3 https://kingcounty.gov/en/dept/metro/travel-
options/metro-flex
• 907 Dial-A-Ride Transit (DART)
Sound Transit serves Renton with
• 560 and 566 express buses
Additionally, King County Metro’s Flex3 is an on-demand
neighborhood transit service operating in the Renton
Highlands to provide rides with minivans for the same
cost as a Metro bus trip.
High Occupancy Vehicle (HOV) lanes, available to buses
and vehicles with two or more occupants, currently exist
north and southbound on I-405 and SR 167. HOV queue
jump lanes are provided at some interchange ramps in
Renton. Rainier Avenue has business access and transit
only (BAT) lanes.
Future Plans
VISION 2050 and Transportation 2050 call for channeling
future growth into regional growth centers such as Renton
and providing transit links between centers. Transit
investments are critical to providing local and regional trip
alternatives to single occupant vehicles.
Transit service and facility improvements are needed to
support and encourage increased transit use in the City of
Renton. Renton has been and will continue to work with
King County Metro and Sound Transit to develop transit
system service improvements (e.g., new routes, increased
frequency) and capital investments (e.g., signal queues,
park and ride facilities) to adequately serve Renton’s
developing residential and employment areas.
A future King County Metro RapidRide I Line is expected
to begin service in 2026 and connect the Renton Transit
Center with Auburn’s transit station to the south. Sound
Transit’s Stride S1 Line will connect communities along I-
405 and SR 518 from Bellevue to Burien and include five
Stride stations including the Renton Transit Center and a
new transit center in Renton at NE 44th Station. Parking
Transportation Pedestrian and Bicycle Infrastructure
CITY OF RENTON COMPREHENSIVE PLAN 2024 15
improvements at these two stations are expected to be
completed in 2034.
The City is very supportive of Sound Transit’s project to
add Bus Rapid Transit (BRT) to the I-405 corridor,
including direct HOV ramps at a new WSDOT interchange
at N 8th Street. The project also includes a new transit
center in South Renton and inline station at I-405 and NE
44th Street with the addition of 700 parking stall garage
at the transit center and 200 parking stalls at the
interchange.
Planned HOV facility investments, such as HOV lanes or
intersection queue jumps, are planned in several Renton
corridors and direct access HOV interchange ramps are
planned at the following locations between 2023 and
2030:
▪ Rainier Avenue Corridor Improvements:
Implement Adaptive Signal Control System
(ASCS) along corridors that support transit
operations and emergency management
services.
▪ Safe Routes to Transit Program provides non-
motorized improvements along major transit
corridors such as the future Rapid Ride I line
between the Regional Growth Centers of Auburn,
Kent, and Renton.
▪ NE Sunset Boulevard (SR 900) Corridor
Improvements from I-405 on the west to city
limits to the east: Reconstruct arterial to enhance
pedestrian and bicycle facilities and transit
facilities/develop street to latest adopted
Principal Arterial street standards. The City is also
discussing extension of BRT to this corridor,
which would connect the Sunset Area with The
Landing, Boeing, and other employment centers.
▪ Grady Way Corridor Improvements from Lind
Avenue to Main Avenue: Reconfigure traffic lanes
and add turn lanes and other traffic signal
improvements to enhance traffic operations and
transit reliability.
These HOV investments will improve transit travel time,
accessibility, and reliability and contribute to a reduction
in congestion and pollution by providing an attractive
alternative to the single occupant vehicle.
Policies
Policy TR-32: Work with other jurisdictions and transit
authorities to plan and provide frequent, coordinated, and
comprehensive transit service and facilities in residential
and employment areas.
Policy TR-33: Support direct HOV ramps to/from I-405 in
the vicinity of The Landing (N 8th Street) per the City
Center Community Plan.
Policy TR-34: Work to improve the frequency and
reliability of transit serving the Regional Growth and
Countywide Centers and promote the new South Renton
Transit Center as part of a regional high capacity transit
system.
Policy TR-35: Increase transit service and access in
commercial and mixed-use corridors and nodes.
Policy TR-36: Coordinate transit, bike, and pedestrian
planning efforts and evaluate opportunities to leverage or
support investments in transit infrastructure, service
improvements, and transit stations/facilities for the
benefit of more users.
Policy TR-37: Construct improvements and implement
actions to facilitate the flow of HOV’s into, out of, and
through Renton.
Policy TR-38: Support exclusive freeway/arterial HOV
facilities that improve transit travel times by enabling
buses to bypass congestion.
Policy TR-39: Allow park-and-ride facilities in appropriate
locations subject to design considerations.
Transportation Pedestrian and Bicycle Infrastructure
CITY OF RENTON COMPREHENSIVE PLAN 2024 16
Map TR- 4. Renton Existing Transit Facility Map
Source: City of Renton, 2025.
Transportation Growth Strategy, Land Use, and Transportation
CITY OF RENTON COMPREHENSIVE PLAN 2024 17
ED. Transportation Options
and Mobility
As described in Renton’s Housing Action Plan (2021) and
Housing and Human Services Element, lack of mobility
creates obstacles for individuals and families to access
the services they need. Lack of mobility and
transportation services can limit a household’s ability to
obtain basic goods and services, receive medical or
dental care, commute to a job, and maintain employment.
Current barriers to mobility in Renton include:
▪ Uneven access to public transit, with limited
options for those who do not live Downtown, do
not commute during peak travel times, or who
need to travel within Renton (instead of between
Renton and other destinations in the region). The
most vulnerable groups include low-income
households that are unable to afford vehicle
ownership, as well as residents who are unable
to drive.
▪ Elderly residents and others with personal
physical mobility issues also face the challenge
of not being able to walk longer distances to and
from a bus stop, further limiting their
opportunities to use public transit.
▪ Many of the pedestrian and bike routes
connecting Renton’s residential areas with basic
services are unsafe, which further limits
transportation alternatives for households
without an automobile.
Policies
Policy TR-40: Invest in the connection of non-motorized
facilities across Renton. Provide improvements at
intersections to improve safety and comfort of
pedestrians and bicyclists.
Policy TR-41: Support transit agencies’ investment in
transit service to Renton neighborhoods within and
beyond the Transit Center.
Policy TR-42: Develop a connected transportation system,
through implementation of transportation programs and
improvements, that provides equitable mobility choices
and access to opportunities, while preventing or
mitigating negative impacts to marginalized communities,
people with low income, and people with special
transportation needs.
Policy TR-43: Implement the Barrier Free Mobility Plan
adopted by the City Council in December of 2021.
Policy TR-44: Prepare and respond to changes in mobility
patterns and needs for both people and goods, and
encourage partnerships with the private sector, where
applicable.
ED. Growth Strategy, Land
Use, and
Transportation
Renton has been designated a Core City and has a
Regional Growth Center called the Renton Urban Center.
Renton’s adopted Urban Center boundary includes two
primary sections: the northern portion borders Lake
Washington and emphasizes mixed use and regional
employment, including Boeing’s Renton plant and The
Landing, a retail and residential development; the
southern portion of the center includes the downtown
core and adjacent residential area.
The City is obligated to meet the 2044 Growth Targets
contained in the King County Countywide Planning
Policies and much of its growth capacity is in mixed use
zones such as the Central Business District (CBD). The
City must also estimate its growth to the year 2044 to
provide the required 20-year planning period under GMA.
Transportation Growth Strategy, Land Use, and Transportation
CITY OF RENTON COMPREHENSIVE PLAN 2024 18
Table TR-1 shows the City’s growth targets, capacity, and
transportation modeling assumptions.
Table TR-1. Growth Targets
Housing Jobs
2019-2044 Growth Target per 2019 Urban Land
Capacity Analysis
17,000 31,780
Growth Capacity Estimated
2024 Urban Land Capacity
Analysis and Pipeline
Projects Capacity
16,503 -
24,454
26,210 –
32,832
Transportation Model
Assumptions (2024-2044)
Growth 25,000 28,000
Sources: King County, Puget Sound Regional Council, Fehr &
Peers, 2025.
The City has tested the future land use, desired mode
split, and planned transportation improvements in the
City’s transportation model. The model results show that
the projected growth can be supported by the City’s
planned improvements, and the City’s level of service
policies (see Policy TR-53) can be met. Increased
congestion is expected to continue to occur near
interstate and state route ramp intersections. The model
tested Renton’s planned growth and improvements in the
context of regional growth and networks consistent with
Puget Sound Regional Council’s VISION 2050 and
Transportation 2050 plans.
Testing Renton’s planned growth and improvements
shows the following summary model results in selected
corridors:
▪ SW 43rd Street/SE Carr Road/Petrovitsky Road
Corridor: Planned physical improvements to
intersections and lanes together ASCS, and the
LOS E Mitigated designation per policies, are
appropriate. Increased congestion requires
continued coordination with WSDOT for potential
changes to increase capacity at the SR 167 ramp
intersections.
▪ Grady Way: Planned improvements such as
grade separation at Rainier Avenue S would
improve transit operations even in areas of
projected continued congestion.
More detailed transportation analysis of planned
improvements would occur through the design process.
Policies
Policy TR-45: Provide multimodal transportation
improvements that support land use plans and are
compatible with surrounding land uses.
Policy TR-46: Plan for land use densities and mixed-use
development patterns that encourage walking, biking,
and transit use in designated areas.
Policy TR-47: Continue to implement the following design
guidelines in Renton’s Regional Growth and Countywide
Centers:
▪ Encourage a mix of complementary land uses.
▪ Encourage compact growth by addressing
density.
▪ Link neighborhoods and connect streets,
sidewalks, and trails.
▪ Complete missing links and connections in the
pedestrian and bicycle systems.
▪ Integrate activity areas with surrounding
neighborhoods.
▪ Locate public and semipublic uses near Renton’s
transit center(s).
▪ Design for pedestrians and bicyclists.
▪ Provide usable open spaces such as the Renton
Piazza, Burnett Linear Park, Cedar River Trail,
and others.
▪ Manage the supply of parking.
▪ Promote the benefits of on-street parking.
▪ Reduce and mitigate the effects of parking.
Policy TR-48: Promote the development of an efficient,
multimodal transportation system, in collaboration with
Transportation Level of Service Standards, Design, and Concurrency
CITY OF RENTON COMPREHENSIVE PLAN 2024 19
other jurisdictions and agencies, while prioritizing
investments in Renton’s Regional Growth and Countywide
Centers.
ED. Level of Service
Standards, Design, and
Concurrency
Transportation concurrency – ensuring the programs,
projects, and services needed to serve growth are in
place when or soon after growth occurs – is a key
requirement of the Washington State Growth
Management Act (GMA). The City established the
following objectives for its multimodal concurrency
system:
▪ Meet requirements of GMA and be defensible.
▪ Be meaningful to measure transportation system
versus development.
▪ Be simple to explain.
▪ Be simple and cost efficient to implement and
monitor.
▪ Incorporate other travel modes.
▪ Be receptive to various TDM and parking
strategies.
▪ Consider the potential for different standards for
different parts of the City.
▪ Help fund/implement multimodal transportation
improvements.
▪ Provide a basis for interjurisdictional
coordination on transportation.
Following a review of different systems and methods, the
City developed a multimodal LOS and concurrency system
that considers all modes of travel (vehicle, transit, walk
and bike person trips).
The multimodal LOS system address transportation at the
following scales: 1) citywide, 2) community planning area,
and 3) development level.
The primary component of the system is a plan-level
estimate of person trips based on the land use forecasts.
Person trips are the number of persons making trips by all
modes of travel. Bicycle and pedestrian trips typically
involve one person, thus one person trip. But motor
vehicles often have more than one occupant. For
example, if the average vehicle occupancy was 1.3, and a
concurrency service area (like a community planning
area) had 1,000 p.m. peak vehicle trips, the person trips
would be 1,300. Similarly, if a transit vehicle carries 65
passengers, there would be 65 person trips. Using person
trips provides a common metric for use in concurrency
and assessment of transportation impacts or mitigation
fees.
To ensure that growth is occurring in a pattern and
intensity proposed by the Land Use Element, the person
trips could be tracked by consolidated Community
Planning Areas that share a common circulation system
and that do not place undue administrative burden.
The last component of the LOS program is at a
development scale. Applicants for development would
need to provide an analysis of the effect of their proposed
development on safety, operations and local access
considering a measurement of delay per vehicle of LOS D
or LOS E mitigated using Highway Capacity Manual
definitions. See Table TR-2 for a description of the key
steps in the LOS/Concurrency system.
LOS standards guide the types of street, pedestrian,
bicycle, and transit improvements needed to meet
planned levels of growth. The transportation system’s
quality of design, sensitivity to human needs, and
integration with the surroundings impact the City’s urban
character and quality of life. Transportation improvements
should be designed accordingly.
Transportation Level of Service Standards, Design, and Concurrency
Table TR-2. Level of Service and Concurrency System
Program
Component or
Characteristic Attributes
Person Trips Person trips are the number of persons making a trip regardless of mode of travel. Using person trips
provides a common metric for use in concurrency and for impact or mitigation fees.
Multimodal Levels
of Service
▪ See policy TR-53.
Multiple Service
Areas The City will consider monitoring a person trip bank to specific service areas, such as consolidated
Community Planning Areas, that reflect differences in transportation opportunities, needs and capacities,
as well as differences in existing and future land uses.
However, the City will determine system needs and collect fees at a citywide scale in order to preserve the
City’s flexibility to prioritize projects, and to avoid creating smaller accounts that do not collect enough to
fund any projects before the legal deadlines to spend the money or refund it.
Trip Calculator,
Fee Calculator,
Trip Bank
Applicants will provide the type(s) of land uses they will develop, and the number of units they propose for
each type (i.e., # of apartments, or # of square feet of retail, office, etc.). The Trip Calculator will convert the
applicant’s data to the number of person trips in their service area using trip generation rates. The trip
calculator results will be used for concurrency by comparing the applicant’s person trips to the balance
available in the trip bank. The trip calculator results will be used for fee calculations by multiplying the
applicant’s person trips times the fee per trip.
Multimodal
Mitigation Fees A separate SEPA-based mitigation fee schedule will collect each applicant’s proportionate share of their
direct impact on the other modes of travel.
Strategies such as TDM and parking can earn credits that reduce the mitigation fees.
Safety, Operations,
and Local Access
Analysis
Applicants for development will be required to submit an analysis of the effect of their proposed
development on safety, operations and local access using guidelines outlined in the City of Renton Policy
Guidelines for Traffic Impact Analysis for New Development.
Transportation Level of Service Standards, Design, and Concurrency
Policies
Policy TR-49: Ensure adequate transportation facilities
are in place at the time of development approval or that
an adopted strategy is in place to provide adequate
facilities within six years.
Policy TR-50: 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 TR-51: Maintain a multimodal level of service that
maximizes mobility, is coordinated with level of service
standards of adjacent jurisdictions, and meets
concurrency requirements.
Policy TR-52: Incorporate all transportation modes in
concurrency determinations.
Policy TR-53: Apply the following multimodal LOS
standards at a citywide level and development level:
• Auto: Arterials and Collectors: Except as listed
below, apply a standard of LOS D.
o Alternative Arterial and State Route LOS:
Apply a standard of LOS E Mitigated for
the following:
o Specific Corridors: Carr Road, Logan
Avenue, Rainier Avenue, Grady Way, SR
900, and SR 515.
o Centers: Renton Regional Center and
Center Village
o For the above Corridors and Centers,
congestion should be mitigated (such as
increasing transit or other modes) when
p.m. peak hour LOS falls below LOS E.
• Pedestrian: Expand the pedestrian network as
identified in Renton’s Comprehensive Walkway
Study.
• Bicycle: Expand the bicycle network as identified
in Renton’s Trails and Bicycle Master Plan.
▪ Transit: Facilitate transit speed and reliability
improvements. Provide quality pedestrian and
bicycle connections to high-capacity transit stops
to encourage multimodal travel options.
▪ Citywide Person Trips: Based on the City’s land
use and growth strategy, establish a citywide
level of person trips, and support each mode with
capital improvements and programs. The general
mode categories include: motor vehicle trips,
transit trips, and non-motorized trips.
▪ Operational LOS: Through the SEPA review
process, apply the Auto LOS standard at
intersections that could be impacted by a
proposed development.
Policy TR-54: Recognize LOS standards for highways of
statewide significance in Renton: I-405 LOS D, SR 900
LOS E, SR 169 LOS D, SR 515 LOS E, and SR 167 LOS D.
Policy TR-55: Encourage development that can be
supported by transit and other non-single occupant
vehicle modes.
Policy TR-56: Design transportation facilities to fit the
neighborhood context. Apply urban design principles.
Policy TR-57: Support continued development of the
27th/Strander Corridor into Tukwila.
Policy TR-58: Take one or more of the following actions if
the City is unable to fund the programs, projects and
services identified (not in priority order):
▪ Delay development until the needed programs,
facilities or services can be funded; or
▪ Amend the Land Use Plan to reduce the demand
placed on the transportation system; or
▪ Obtain needed revenue or revise the
Transportation Improvement Plan to reflect
known financial resources; or
Transportation
CITY OF RENTON COMPREHENSIVE PLAN 2024 22
▪ As a last choice, change the transportation level
of service standard.
Transportation Freight
CITY OF RENTON COMPREHENSIVE PLAN 2024 23
ED. Freight
Safe and efficient movement and distribution of goods is
important for attracting and retaining businesses in the
City of Renton.
Inventory
Truck and rail freight are important to the regional and
local economy. The Washington State Freight Mobility
Plan identifies T1 freight corridors (those carrying more
than 10 million tons per year), T2 freight corridors
(carrying 4 to 10 million tons per year), and other freight
routes within the City that are important to the state
economy. Error! Reference source not found.5 identifies
the state-designated freight routes and annual tonnage
moved by classification.
Renton has a system of truck routes for trucks weighing
over 26,000 pounds gross vehicle weight. In accordance
with the City’s truck route ordinance, trucks needing to
make deliveries off the designated truck routes are
required to take the most direct arterial route to/from one
of the designated truck routes and to combine multiple
trips off designated truck routes when feasible. The truck
route ordinance does not apply to the operation of school
buses or public transit on designated routes, garbage
trucks, city maintenance vehicles, or emergency vehicles.
Freight rail service is currently available to several
industrial and commercial areas of the City. Existing rail
lines bordering the City of Renton include the Union
Pacific (UPRR) and Burlington Northern Santa Fe Railroad
(BNSF) main line tracks between Seattle and Tacoma.
The BNSF main line runs in a north-south direction and is
located along the City of Renton's western city limits,
separating Renton from the City of Tukwila. The BNSF
main line carries a considerable volume of freight service,
as well as passenger service. Two spur lines provide
intermittent, as-needed freight service from the main line
to the Renton Valley industrial area (southwest Renton)
and the Container Corporation of America plant in the
Earlington industrial area. The BNSF 18th Subdivision
Branch Line splits from the BNSF main line at the Black
River Junction and continues through Downtown Renton
and the North Renton industrial area. Spur tracks off the
branch line provide freight service to the Earlington
industrial area in west central Renton.
The UPRR mainline track, located 200 to 300 feet west of
the BNSF mainline and Renton's city limits, also runs in a
north-south direction. The UPRR mainline is a single track,
carrying a somewhat lower level of freight-only service.
The infrequent use of the spur tracks and branch lines
within city limits results in minimal disruption to vehicular
traffic movement in Renton. Future land use development
is not anticipated to result in a significant increase in rail
freight service in Renton.
The following policies and priorities seek to balance the
needs of freight (trucks and trains) with the needs of
other users of the local street network.
Freight Policies
Policy TR-59: Work with local, regional, state, and federal
agencies to address regional freight needs and mitigate
local impacts.
Policy TR-60: Maintain and improve freight access to and
from Renton industrial areas.
Policy TR-61: Minimize the impact of freight traffic on
transportation facilities and general traffic circulation.
Policy TR-62: Limit heavy through truck traffic to
designated truck routes.
Policy TR-63: Support railroad crossing improvements
that minimize maintenance and protect the street
surface. Where warranted, provide protective devices,
such as barriers and warning signals, on at-grade
crossings.
Transportation Freight
CITY OF RENTON COMPREHENSIVE PLAN 2024 24
Map TR- 5. Freight Transportation System in Renton
Source: Washington Department of Transportation
Transportation Airport
CITY OF RENTON COMPREHENSIVE PLAN 2024 25
ED. Airport
The Renton Municipal Airport is a major general aviation
airport and a designated Reliever Airport for SeaTac
International Airport in the Federal Aviation
Administration’s National Plan of Integrated Airport
Systems.
Both federal and state governments recognize its
importance as part of the transportation system and
require Renton to protect and maintain it so that it can be
used safely. Renton's airport is more than a
transportation facility. It is a vital element to Renton's
commercial and industrial economy, providing aircraft
services, manufacturing support, flight training, and other
airport activities. The airport is a self-sufficient enterprise
fund within the City’s operations.
According to the 2020 WSDOT Aviation Economic Impact
Study, Renton Municipal Airport accounts for the third
largest economic impact in Washington State at over 16
percent of the business revenues into the state.
Inventory
The Renton Municipal Airport is owned by the City of
Renton. The Airport consists of approximately 165.5
acres; it has one runway with two parallel taxiways.
The runway, running southeast to northwest, is 5,379 feet
long and 200 feet wide. It is equipped with medium
intensity runway lighting, Runway End Identification
Lighting (REIL), and Precision Approach Path Indicators
(PAPI). Taxiways are also equipped with lighting, a rotating
beacon, a windsock, and a non-directional radio beacon.
The Federal Aviation Administration operates a contracted
Air Traffic Control Tower year-round during established
hours (generally 7 a.m. to 8 p.m.).
Renton airport serves general aviation demand (aviation
uses except scheduled commercial passenger airlines)
generated by Renton, Boeing, and other communities
generally within a 30-minute drive. Aircraft services
available at the Airport include aircraft maintenance and
service, fuel, flight instruction, aircraft charter and rental,
and aircraft storage. Fixed Base Operators (FBO's), which
are aviation-oriented businesses offering a variety of
services and products to aircraft owners and operators,
provide these services to the aviation public.
Contiguous to the Renton airport is the Will Rogers-Wiley
Post Memorial Seaplane Base which, during the summer
months, is one of the busiest seaplane bases in the
Northwest.
The Renton Municipal Airport is a Landing Rights Airport,
with US Customs services available for both floatplane
and wheeled aircraft arriving by water or by land.
Future Plans
The Airport Layout Plan establishes future development
and improvement priorities and timelines that will yield a
safe, efficient, economical, and environmentally
acceptable public facility with capacity for the future air
transport needs of the City of Renton and the Puget
Sound region.
The number of aircraft and the number of operations are
projected to grow only modestly in the coming decades;
however, the region has a large unmet need for hangars
for aircraft storage.
Renton Municipal Airport Staff
Source: City of Renton:
Transportation Finance, Investment, and Implementation
CITY OF RENTON COMPREHENSIVE PLAN 2024 26
The airport has begun an update to the Airport Layout
Plan.
Policies
Policy TR-64: Recognize the regional significance of
Renton Municipal Airport for economic development. Also,
acknowledge that there are certain impacts to the
community with the existence of the airport, such as
noise generation, but that these impacts have historically
been accepted by the community in exchange for the
economic and transportation-related benefits that are
also associated with the airport.
Policy TR-65: Promote coordinated planning and effective
management to optimize the region’s aviation system in a
manner that minimizes health, air quality, and noise
impacts to communities, including historically
marginalized communities.
Policy TR-66: Maximize available space on the Airport site
for uses that require direct access to taxiways and
runways.
Policy TR-67: Continue operation of the Airport as a
Landing Rights Airport.
Policy TR-68: Recognize the benefit of Airport access for
emergency medical and disaster response in the
community.
Policy TR-69: Promote and develop airport facilities and
services for all wheeled and float-equipped aircraft,
owners, pilots, and passengers in a manner that
maximizes safety, efficiency, and opportunity for use.
Policy TR-70: Lease airport property for aviation-related
uses that create jobs and expand the City’s tax base.
Policy TR-71: Maintain the northern shoreline of the
airport as the only major publicly-owned seaplane access
and protect its use for that purpose.
Policy TR-72: Develop appropriate land use plans and
regulations for structures and vegetation within the
airport’s runway approach zone.
ED. Finance, Investment,
and Implementation
This section contains details of transportation revenue
sources that the City can reasonably expect to receive
during the life of the transportation plan. Revenue
sources contained in the Financial Program vary widely in
terms of the amounts available and the types of projects
for which they may be used. In most cases, individual
transportation projects are funded by a combination of
funding sources, reflecting the fact that transportation
projects have multiple purposes and serve multiple
beneficiaries.
Transportation Improvements
Through this planning process a full list of transportation
improvement projects and programs were considered,
however a subset was prioritized to be included in the
City’s fiscally constrained project list (Table TR-4) that
would fit within the 20-year projected budget. These
transportation improvement projects to the City of
Renton’s multimodal roadway system will address
capacity and operational issues based on the forecast
travel demands. The table includes programs covering
pedestrian and bicycle travel consistent with the City’s
other adopted plans, such as the Renton Trails and
Bicycle Master Plan. Programs covering preservation,
traffic operations and Intelligent Transportation Systems
(ITS), safety, and transportation project development are
also included. Without programs addressing these items,
the City’s existing infrastructure will be less efficient and,
ultimately, will cost more to reconstruct transportation
facilities.
Appendix D: Transportation Improvement Project List
section summarizes the remaining potential projects
considered that did not fit within the fiscally constrained
list. Key improvements from other agencies, including
Washington State Department of Transportation
(WSDOT), Sound Transit, King County, and adjacent cities,
are also listed to illustrate the interdependence of
Transportation Finance, Investment, and Implementation
CITY OF RENTON COMPREHENSIVE PLAN 2024 27
Renton’s transportation element within the regional and
sub-regional framework are also listed.
To better support the use of alternative travel modes,
most of the identified roadway improvements include
facilities for pedestrians, and others also include
improvements for bicycle travel and improving transit
service reliability. The roadway projects focus on
improving traffic safety and operations along major
corridors. These include adding turn lanes (including
center, two-way left-turn lanes) and upgrading traffic
signals at major intersections. These include projects
along Lake Washington Boulevard, Sunset Boulevard,
Grady Way, Carr Road/Petrovitsky Road, and 116th
Avenue SE. In addition to the listed corridor projects, the
traffic operations and ITS program provide for adjusting
the traffic signal phasing and operations at signals
throughout the city.
The only project that adds additional travel lanes for a
significant distance is the widening of Monster Road
between Oakesdale Avenue and Martin Luther King Jr
Way (SR 900). This project completes the 4/5 lane
arterial corridor and would be constructed in partnership
with King County.
The Transportation Element also incorporates
improvement projects from Community Plans and other
planning studies. These include the plan to convert the
one-way roadways in downtown Renton to two-way
operations to support the vision identified in the City
Center Community Plan. In addition, the Transportation
Element includes the key transportation improvements
identified in the Sunset Area Community Planned Action
Study, and the Benson Hill Community Plan.
Transportation Program Costs
In emphasizing multiple travel modes, this plan requires
resources to be spread and balanced among all modes.
Many of the identified improvement projects address
multiple travel modes in an integrated manner. In
addition, the City’s Transportation Element relies on
WSDOT, Sound Transit, King County Metro and other
agencies to fund and implement regional and sub-
regional transportation improvement projects. Ongoing
transportation planning will include continued refinement
of the 20-year transportation plan and costs.
As shown in Table TR-3, $82 million (38%) of the City’s
transportation costs are for multimodal roadway
improvement projects in key corridors throughout the city.
Pedestrian, bicycle, and trail projects are estimated to
cost $85 million based on the current plans. The
remaining $47 million is needed to fund ongoing
operations, including street overlays, system
preservation, traffic signals, signs, implementation of ITS,
and overall administration and development of projects.
Table TR-3. Summary of 2025– 2044 Transportation Costs
Type of Project
Costs
(1,000s)
Multimodal Roadway
Improvement Projects $ 82,000
Non-Motorized Projects and
Programs $85,000
Preservation, Safety, ITS, and
Project Development Programs $47,000
Total Costs $ 214,000
Note: Planning level cost estimates were developed in 2025.
Source: City of Renton
The fiscally constrained 20-year transportation project list
is shown in TR-4.
Transportation Finance, Investment, and Implementation
CITY OF RENTON COMPREHENSIVE PLAN 2024 28
Table TR-4. Fiscally Constrained 20-year Transportation Project List
ID Rank Project Location Description
Community
Planning
Area
Estimated Cost
(1,000s)
MULTIMODAL ROADWAY IMPROVEMENT PROJECTS
2 High
Rainier Ave Phase 5
(NW 3rd Pl to North City Limits)
Convert existing arterial to 3 to 4 lanes with
pedestrian and bicycle facilities. City Center $28,000
3 High
Bronson Way
(S 2nd St to Park Ave N) Rehabilitate or replace existing bridge. City Center $2,500
6
High
SW 7th St Improvement Project
(Rainier Ave S to Oakesdale Ave)
Install 6 ft sidewalk and 5 ft buffer on both sides, a
12 ft cycletrack with 2 ft buffer protection, two 11
ft lanes and a center turn lane. City Center $1,500
19 High
SW 43rd St/Carr Rd/SE 176th St/SE
Petrovitsky Rd
(Oakesdale Ave to 134th Ave SE)
Implement adaptive signal control system (ACSC)
along corridor and construct westbound right-turn
lane from Carr Rd to Benson Dr SE.
Valley -
Talbot -
Benson $500
25 High
Petrovitsky Rd
(Benson Dr S to134th Ave SE)
Implement sidewalk infill and HAWK signal
projects along this arterial corridor to improve
traffic operations and enhance non-motorized
facilities. Benson $3,400
4 Medium
South 2nd and South 3rd Street
Couplet Conversion
Convert S. 2nd street from a one way to two-way
street with 12 ft. sidewalk on both sides, 10 ft
protected cycletrack, 11 ft lanes, and 7ft parking
on one side. Convert 3rd St from a one-way street
to two way with 12 ft sidewalk on both sides, 8 ft
parking on both sides, and 12 ft lanes. City Center $24,000
9 Medium NE 12th St/Edmonds Ave
Modify intersection channelization and add bike
lanes at approaches on Edmonds Ave. Highlands $500
13 Medium
NE 3rd St/NE 4th St Corridor (Sunset
Blvd to East City Limits)
Modify intersection channelization and traffic
signals and upgrade pedestrian and bicycle
facilities.
Highlands -
East Plateau $500
17 Medium
Grady Way
(Rainier Ave to West City Limits)
Construct additional turn lanes at Grady Way
intersections with Lind Ave and with Oakesdale
Ave. Valley $3,000
1 Low
NE 31st St (May Creek) Bridge
Replacement
Replace the existing substandard bridge based on
low sufficiency rating. Kennydale $6,750
18 Low
Lind Ave SW
(SW 16th St to SW 43rd St)
Widen arterial to provide a center two-way left
turn lane and upgrade sidewalks, as needed.
Modify traffic signals. Valley $2,000
20 Low
Talbot Rd
(SW 43rd St to South City Limits)
Widen existing 2-lane roadway to provide a center
two-way left turn lane, where needed, and bike
lanes. Talbot $5,000
24 Low
116th Ave SE/Edmonds Ave SE
(Puget Dr SE to S 192nd St)
Widen arterial to provide a center two-way left
turn lane and upgrade sidewalks, as needed.
Modify traffic signals. Benson $4,207
NON-MOTORIZED TRANSPORTATION SYSTEM PROJECTS AND PROGRAMS
27 High Lake Washington Loop Trail
Construct a shared use regional trail from the
Cedar River Trail and extending to the north City
limits along Airport Way and Rainier Ave N. City Center $6,500
28 High Lake to Sound Trail
The Lake -to-Sound (L2S) Trail is a joint partnership
between the cities of Renton, SeaTac, Tukwila,
Burien, and Des Moines, in coordination with King
County.
City Center -
Valley $4,500
Transportation Finance, Investment, and Implementation
CITY OF RENTON COMPREHENSIVE PLAN 2024 29
ID Rank Project Location Description
Community
Planning
Area
Estimated Cost
(1,000s)
29 High Walkway/Bicycle/Trails Program
Construct sidewalks, bicycle facilities, and multi-
use trails per Comprehensive Walkway Study and
Renton Trails and Bicycle Master Plan. Citywide $70,000
30 High
Oakesdale Road Diet (SW 27th St to
SW 43rd St)
Narrow roadway width from 5 to 4 lanes with bike
lanes on both sides Valley $2,900
31 High
Other Annual Walkway and Barrier-
free Transition Plan Program
Construct missing sidewalks, walkways, and other
pedestrian facilities based on ADA Transition Plan.
Also includes removal of barriers to pedestrian
travel. Citywide $1,000
PRESERVATION, SAFETY, ITS, AND TRANSPORTATION DEVELOPMENT PROGRAMS
32 High Preservation Programs
Annual City programs including Street Overlay,
Arterial Rehabilitation, Sidewalk Rehab and
Replacement, and Bridge Inspection and Repair. Citywide $30,000
33 High Safety Programs
Annual City programs including Roadway Safety
and Guardrails, Intersection Safety and Mobility,
and Traffic Safety. Citywide $6,500
34 High
Traffic Signal Operations and
Intelligent Transportation Systems
(ITS) Program
Provides for improvements to the operational
efficiency of the transportation retiming and
modifying traffic signals, coordinating traffic
signals, and implementation of various Intelligent
Traffic Systems (ITS) improvements including
adaptive signal control systems (ACSC). Citywide $5,000
35 High
Arterial Circulation and Project
Development Programs
Provide for the short and long-range planning and
traffic analyses to evaluate transportation
improvements projects. Include other support
activities such as funding and public involvement. Citywide $5,000
Note: Planning level cost estimates were developed in 2025.
Source: City of Renton, 2025.
Transportation Finance, Investment, and Implementation
CITY OF RENTON COMPREHENSIVE PLAN 2024 30
Inventory of Funding Sources
Having established a 20-year transportation funding level
of $214 million, an annual average funding level of
approximately $11 million would be needed to fully
implement the Transportation Element by 2044. Sources
of revenue to provide this annual funding need are
identified on Table TR-5. The forecast revenues are based
on historical data extrapolated out to 2044. From existing
transportation revenue sources, the City would be
expected to generate somewhere between $150 million
and $215 million from 2025 to 2044 for capital projects.
This is approximately the total estimated costs of the 20-
year list of transportation projects and programs
assuming the higher end of range of forecasted revenues.
Table TR-5. Summary of 2024 – 2044 Transportation Revenues
Existing Revenue Sources Revenue
(1,000s)
Property Tax, B&O, Fuel Tax $ 1,000
Transportation Benefit
District $ 3,500
Traffic Impact Fees $ 500 – 2,000
Real Estate Excise Tax $ 2,000
Transfers from other City
Sources $ 3,000 – 5,000
Grants* $ 3,000
Total Annual Transportation
Funding $ 13,000 – 16,500
Estimated Sum over 20 Years $ 220,000 – 330,000
Total Annual Funding for
Rehabilitation $ 2,900
Estimated Sum for
Rehabilitation over 20 Years $ 58,000
Amount Available for Capital
Projects Over 20 Years $ 150,000 – 215,000
Note: Estimated revenues based on assessment in 2025
dollars.
*Grant application success is out of the City’s control
Source: City of Renton, 2025.
Existing revenues are not able to keep pace with
transportation costs for several reasons, including:
▪ Declining revenue available from several existing
sources, such as the half-cent gas tax and grants;
▪ Transportation needs and costs growing faster
than available revenues;
▪ Local, state, and federal requirements on
transportation improvements lengthening the
design process and increasing cost;
▪ Increased needs for preservation of the existing
infrastructure;
▪ Additional focus on incorporating complete
streets concepts into transportation projects
which adds costs due to right-of way and street
standards;
▪ The undetermined potential for new funding
sources; and
▪ The continued inability of regional agencies to
address regional transportation needs.
Ongoing transportation planning work will include a
review and update of current revenue sources to reflect
federal, state, and regional decisions regarding these
revenue sources. Should the City’s transportation funding
approach result in shortfalls, the City will reassess its land
use plan, level of service standards, and funding
strategies, accordingly.
To help address potential shortfalls in funding, the City is
considering two new funding sources and potential future
modifications to the existing Transportation Impact Fee
(TIF) program rates.
▪ Transportation Benefit District (TBD) – The City
established a city-wide TBD in August 2023,
assumed the responsibilities of the District in
October 2023, and adopted an additional tax of
one-tenth of one percent (0.1%) of sales/use tax
in December 2023 for a period of ten (10) years,
as allowed under state law. This is projected to
Transportation Intergovernmental Coordination
CITY OF RENTON COMPREHENSIVE PLAN 2024 31
generate over $3.5 million (2023 dollars)
annually over the life of the plan.
▪ Transportation Impact Fee – The City revised its
TIF in 2011. As part of that update, the City set
the TIF rate per new PM peak hour trip at the
maximum rate developed in the Rate Study (Rate
Study for Impact Fees, City of Renton).
The City’s current program is focused on
improvements that add capacity to roadways and
streets that serve growth. With the recent
expansion of the Washington State Law in 2023
allowing impact fees to be used for non-
motorized modes of travel and with the increased
focus on completing key segments of the
sidewalk, bicycle, and trails system, the City will
be considering integrating other transportation
modes into the TIF adapting the fee to a
Multimodal Impact Fee which will be integral to
the multimodal concurrency program. Specific
rates and projects/costs are yet to be fully
defined and would be adopted as part of a
subsequent change to the City’s existing
concurrency requirements (RMC 4-6-070).
Preliminary estimates suggest such a program
could generate approximately $8 million for
separate pedestrian, bicycle, and multi-use trail
projects as well as those needed to add capacity
to roadways and streets.
This Element provides a summary of six and 20-year
transportation system proposals (see Level of Service
Standards, Design, and Concurrency) needed to support
the land use plan. The City has developed a six-year
Transportation Improvement Program (TIP) that details
projects and funding by year for 2025-2030 and the full
20-year multimodal project list (Table TR-4). The
unconstrained project list showing all improvements
considered are summarized in Appendix D.
Policies
Policy TR-73: Ensure the transportation system funding
and implementation program supports land use policies,
advances equity, inclusion, sustainability, safety, and
distributes transportation costs equitably.
Policy TR-74: Pursue federal, state and local sources of
funding (e.g. loans, matching funds) for transportation
improvements in an efficient and equitable manner.
Policy TR-75: Use business license fees and impact fees
charged to new development to fund growth related
traffic improvements.
Policy TR-76: Coordinate equitable public/private
partnerships to help pay for transportation improvements.
Policy TR-77: Seek opportunities for multi-jurisdictional
cooperation to fund transportation improvements (e.g.
joint transportation mitigation systems or funding
mechanism) to address the impact of growth outside
municipal boundaries on the City’s transportation system.
Policy TR-78: Expedite implementation of transportation
projects that protect neighborhoods against the impacts
of through traffic, improve HOV flow, increase transit
service, and enhance pedestrian and bicycle facilities.
Policy TR-79: Reassess the Land Use Element, Level of
Service standard, and funding strategies if probable
funding falls short of meeting existing needs and to
ensure that the Land Use Element, transportation plans,
and financing plan are coordinated and consistent.
ED. Intergovernmental
Coordination
A significant amount of travel that occurs in Renton is
regional in nature – with either the origin or destination
(sometimes both) outside city limits. Effectively managing
flow within and through the City requires extensive
Transportation Intergovernmental Coordination
CITY OF RENTON COMPREHENSIVE PLAN 2024 32
coordination with neighboring jurisdictions, transit service
providers, and regional, state, and federal entities.
Intergovernmental Coordination Policies
Policy TR-80: Develop and maintain relationships
between Renton and other agencies and local
jurisdictions for cooperative planning of common
transportation improvements.
Policy TR-81: Continue to coordinate Renton's
Transportation Element with adjacent jurisdictions'
transportation and land use goals, countywide policies,
regional land use and transportation plans, and statewide
goals outlined in the GMA.
Policy TR-82: Pursue strategies to address
inconsistencies (i.e. interlocal agreements) and adjust
Renton’s Transportation Element, as needed.
Policy TR-83: Allocate staff resources to advocate for and
to identify opportunities to increase capacity at WSDOT
owned facilities where increased vehicle congestion is
expected to occur (SR 167, SR 169, I-405).
Capital Facilities
Capital Facilities
The City of Renton provides facilities and services for
Renton’s residents and businesses to create a functional,
safe, and efficient environment. City-owned capital
facilities include infrastructure, property, and services
such as police protection, parks, streets, water and
sanitary sewer service, and storm drainage service.
The Capital Facilities Element of the Comprehensive Plan
consists of this 20-year Element and the Capital
Investment Program (CIP).
The Capital Facilities Element contains goals and policies
related to capital facilities that are consistent with other
elements of the Comprehensive Plan, including the
Utilities, Land Use, Transportation, and Parks, Recreation,
Natural Areas, and Trails Elements. Analyses and policies
presented in the other elements help inform this Capital
Facilities Element. Capital facilities belonging to privately
owned utilities serving Renton are addressed in the
Utilities Element.
The CIP is a 6-year plan that inventories existing and
proposed capital facilities, forecasts future needs,
identifies deficiencies and necessary improvements, and
provides a financing plan. The CIP is supplemented by the
most current adopted City Budget and city functional
plans prepared by city departments and other service
providers.
Goals
Goal CF-A: Establish policies that enable the development
and implementation of the Capital Investment Program in
order to provide high-quality, well-maintained facilities
and affordable services that support the social, economic,
cultural, public health, safety, transportation,
environmental, communication and other needs of the
community.
Goal CF-B: Prioritize capital facility investments to support
growth in the locations targeted in the Land Use Element
and ensure facilities will be in place concurrent with
development.
Goal CF-C: Identify capital facilities service standards that
meet community expectations for municipal services and
are consistent for existing and new development.
Plans Adopted by Reference
Most current Adopted Budget
Most current Capital Investment Program
Parks, Recreation and Natural Areas Plan
Renton Water System Plan Update
City of Renton Long Range Wastewater Management
Plan
Stormwater Management Program Plan
Renton Transportation Improvement Program
Renton School District’s Capital Facilities Program
Issaquah School District’s Capital Facilities Plan
Kent School District’s Capital Facilities Plan
Renton Regional Fire Authority Capital Facilities Plan
King County Comprehensive Solid Waste Management
Plan
Hazard Mitigation Plan
Comprehensive Emergency Management Plan
Disaster Recovery Framework
Capital Facilities
CITY OF RENTON COMPREHENSIVE PLAN 2024 34
Goal CF-D: Ensure adequate long-term financial capacity
to provide capital facilities and services needed to
support expected growth at the adopted level of service
standards.
Goal CF-E: Promote affordable and equitable access to
public services for all Renton residents, especially
underserved and historically marginalized communities.
Ensure the siting of public facilities equitably distributes
the burdens and benefits.
Policies
Policy CF-1: Update the Capital Investment Program in
conjunction with the City's regular budget adoption
process and ensure anticipated funding is adequate to
finance capital facilities that are necessary for
development at predetermined levels of service and in
conformance with the Comprehensive Plan. If funding is
insufficient, adjustments should be made to the levels of
service, the Land Use Element, sources of revenue, or any
combination thereof.
Policy CF-2: Ensure adequate public facilities are in place
concurrent with development. Concurrent with
development shall mean the existence of adequate
facilities, strategies, or services when development
occurs or the existence of a financial commitment to
provide adequate facilities, strategies, or services within
six years of when development occurs.
Policy CF-3: Pursue funding from a mix of sources for new,
improved, or expanded public facilities or services.
Policy CF-4: Levy impact fees on development that are
commensurate with the cost of funding new or expanded
capital facilities and services necessary for the
development.
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 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.
Policy CF-6: 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 new facility investments are
needed to accommodate projected growth.
Policy CF-7: Support private/public partnerships to plan
and finance infrastructure development, public uses,
structured parking, and community amenities to stimulate
additional private investment to attract mixed uses and
transit-oriented development.
Policy CF-8: Design, site, and install public facilities to
protect public health, enhance environmental quality, and
promote the conservation of man-made and natural
resources.
Policy CF-9: Promote conservation and demand-
management programs that reduce the impact on public
facilities and maximize their efficiency.
Policy CF-10: Promote projects that are energy efficient or
enhance energy conservation efforts by the City and its
residents and businesses, and support investments that
move to low-carbon energy sources.
Policy CF-11: Encourage investments in renewable and
alternative energy sources.
Policy CF-12: Coordinate with federal, state, regional and
local jurisdictions, private industry, businesses and
residents in the planning, design, siting, and development
of facilities serving and affecting the community.
Policy CF-13: Consider land use compatibility, capital
facility needs, financial costs, climate change, potential
hazards, and economic and health impacts when siting
essential public facilities.
Policy CF-14: Work with school districts on school siting
and design to support safe, walkable access, including
strategies to provide adequate urban capacity for new
Capital Facilities
CITY OF RENTON COMPREHENSIVE PLAN 2024 35
schools and to avoid serving urban students with schools
in the rural area.
Policy CF-15: Locate community facilities and services,
including civic places like parks, schools, and other public
spaces in centers and near transit, with consideration for
climate change.
Levels of Service
Levels of Service are objective standards of capacity or
services that specify minimum metrics and provide an
unbiased basis for assessing the need for new facilities or
capacity. These standards are established at the local
level and influenced by residents, City Council, and
Planning Commission recommendations, national and
regional standards, state and federal laws, the City’s
population, and fiscal resources.
Coulon Park, Source:
City of Renton
Capital Facilities
Table CF- 1. Level of Service Standards
Capital Facilities
(necessary for
development) Level of Service
Domestic Water
Minimum of 30 psi at the meter
during normal demand
conditions and a minimum of 20
psi during an emergency.
Surface Water
1. Development shall treat
stormwater runoff and not
increase pre-developed
stormwater discharge rates.
2. Development shall convey
stormwater discharge
without system surcharging
during a 25-year storm event
and result in no increased
flooding during a 100-year
storm event.
Sanitary Sewer
20-year total population
projection, as well as, Dept. of
Ecology Criteria
Fire and Emergency
Services
Avg. response time to Fire calls:
< 7 minutes
Avg. response time to EMS calls:
< 6.5 minutes
Police Enforcement
Avg. response time to Priority I
calls: 3 minutes, 48 seconds
Avg. response time to Priority II
Capital Facilities
(necessary for
development) Level of Service
calls: 5 minutes, 26 seconds
Avg. response time to Priority III
calls: 9 minutes, 56 seconds
Avg. response time to Priority IV
calls: 10 minutes, 54 seconds
Capital Facilities
(necessary for
development) Level of Service
Parks and
Recreational
Facilities
Developed Parks: 4.12 acres/1,000
population
Natural Areas: Minimum of 6.14
acres/1,000 population
Transportation
Motor Vehicles (SOV & HOV)
Transit
Pedestrians
Bicycles
See policy
TR-53.
Airport 100% compliance with FAA
Municipal Buildings
(e.g., City Hall,
libraries)
As needed
Municipal Parking
Facilities As needed
Source: City of Renton, 2025.
Glossary
Accessory housing: Dwellings constructed within an
existing single-unit home, usually for use as a rental unit.
Accessory unit: A dwelling physically separated from the
primary dwelling unit, which includes kitchen, sleeping,
and bathroom facilities. Also known as a "mother-in-law
apartment."
Activity node: An area of clustered higher density, mixed
land uses.
Adaptive use: The use of an older building that is no
longer suited for its original use but may be modified and
used for a different use, such as housing. A common
example is the conversion of older public school buildings
to rental or condominium apartments.
Affordable housing: Housing that meets the needs of a
household earning at or below eighty percent (80%) of
county median income (adjusted for household size), for
which the household pays no more than thirty percent
(30%) of its gross income toward housing costs, including
utilities.
Aquifer: Groundwater-bearing geologic formations or
formations that contain enough saturated permeable
material to yield significant quantities of water to wells.
Aquifer protection zones: Zones of an APA designated to
provide graduated levels of aquifer protection. Each APA
may be subdivided by the City into two aquifer protection
zones.
▪ Zone 1: The land area situated between a well or
well field owned by the City of Renton and the
365-day groundwater travel time contour.
▪ Zone 2: The land area situated between the 365-
day groundwater travel time contour and the
boundary of the zone of potential capture for a
well or well field owned or operated by the City of
Renton
Arterial, minor: Right-of-way that serves as a distributor of
traffic from a principal arterial to lower classified streets,
directly to secondary traffic generators such as
community shopping areas and high schools, and serves
trips between neighborhoods within a community. Minor
arterials are more intensive than collectors, but less
intensive than principal arterials.
Arterial, principal: Right-of-way that connects regional
arterials to major activity areas and directly to traffic
destinations. Principal arterials are the most intensive
arterial classification, serve major traffic generators such
as the Urban Center and major shopping and commercial
districts, and move traffic from community to community.
Basin (Surface Water Utility): An area drained by a river
and its tributaries.
Basin (Water Utility): An area defined by the natural
features of the landscape such that any flow of water in
said area will flow toward one low point.
Best Management Practices (Surface Water Utility):
Conservation practices or systems of practices and
management measures that:
▪ Control soil loss and reduce water quality
degradation caused by nutrients, animal waste,
toxins, and sediment;
▪ Minimize adverse impacts to surface water and
groundwater flow, circulation patterns, and to the
chemical, physical, and biological characteristics
of wetlands; and
▪ Include allowing proper use and storage of
fertilizers/pesticides.
Glossary
CITY OF RENTON COMPREHENSIVE PLAN 2024 38
Bicycle facility: An improvement designed to facilitate
bicycle use, including bicycle trails, bicycle lanes, storage
facilities, etc.
Boulevards: A broad thoroughfare that is often separated
by a landscaped median or center divider that has the
potential to function as linear open space. Boulevard
designation implies a higher priority for landscape,
sidewalk, or trail improvements.
Buildable Lands Analysis (BLA): An assessment required
by Washington State law that requires six counties to
determine the amount of land suitable for urban
development and its capacity for growth, based upon a
five-year measurement of actual development activity.
King County (and five others) must report the results of
the Buildable Lands Analysis to the State every five years.
Capacity: The space to accommodate population growth
or increases in employment or residential uses as
determined by the methodology used in the Buildable
Lands Analysis.
Capacity problem (Wastewater Utility): When flow rates
exceed what the facility is designed to convey.
Capital facilities: Infrastructure, structures,
improvements, pieces of equipment or other major
assets, and land that serve public purposes and provide
public services, such as police and fire, schools, and
water, sewer, and stormwater systems.
Cell (Cellular Telephone Service): The geographic cellular
telephone coverage area, approximately 2 to 10 miles in
radius, served by low-powered transmitters.
Cell site (Cellular Telephone Service): A communications
site that includes cellular transmitting and receiving
antennas, cellular base station radios, and
interconnecting equipment. This equipment is necessary
to route the cellular telephone system through the mobile
telephone switching office and connect to the
conventional wire-line telephone network.
Cell splitting (Cellular Telephone Service): The process of
dividing a larger cell into several smaller units, to provide
additional channels within the same cell.
Chemicals (Surface Water Utility): All "Regulated
Substances" as defined by the City of Renton in the
Aquifer Protection Ordinance (APO).
Circuit: A set of conductors through which an electric
current is intended to flow. Also known as a "line."
Cluster development: A residential development design
technique that concentrates buildings in specific areas on
a site to allow the remaining land to be used for
recreation, common open space, and preservation of
environmentally critical areas.
Collocation: The practice of placing public facilities at or
near other public facilities to provide increased public
access. One example is the collocation of a public school
with a community center.
Commercial use: A business or employment activity or
other enterprise that is carried out for profit on a property
by the owner, lessee, or licensee.
Community: A subarea of the City consisting of
residential, institutional, and commercial land uses and
sharing a common identity (e.g., the Highlands in Renton).
Community separator: See “Urban Separator”
Commute trip: A trip made from an employee's residence
to a worksite for a regularly scheduled work day.
Commute Trip Reduction (CTR): A Washington State law
requiring counties with a population greater than
150,000 to implement a plan to reduce single occupant
commute trips and number of commute trip vehicle miles
traveled per employee by employees of major public and
private sector employers. The plan is developed in
cooperation with local transit agencies, regional
transportation planning organizations, major employers,
and the owners of and employers at major worksites.
Concurrency: A Growth Management Act requirement
that transportation facilities and other infrastructure,
such as water and sewer, needed to maintain adopted
Level of Service (LOS) standards, are available within six
years of development at the time of occupancy or within a
specified time period.
Glossary
CITY OF RENTON COMPREHENSIVE PLAN 2024 39
Conductor: A wire or cable intended to carry electric
power, supported by poles, towers, or other structures.
Countywide Planning Policies (CPPs): A series of policies
that address growth management issues in King County.
The CPPs provide a countywide vision and serve as a
framework for each jurisdiction to develop its own
comprehensive plan, which must be consistent with the
overall vision for the future of King County.
Critical areas: Wetlands, aquifer recharge areas, fish and
wildlife habitat, frequently flooded, and geologically
hazardous areas regulated by the City of Renton’s Critical
Areas Ordinance.
Demand (Water Utility): The quantity of water obtained
from the water supply source over a period of time to
meet the needs of domestic, commercial, industrial, and
public use, firefighting water, system losses, and
miscellaneous other water uses. Demands are normally
discussed in terms of flow rate, such as million gallons
per day (mgd) or gallons per minute (gpm). The flow rates
can be described in terms of a volume of water delivered
during a certain time period. Flow rates pertinent to the
analysis and design of water systems are:
▪ Average Daily Demand (ADD). The total amount
of water delivered to the system in a year divided
by the number of days in the year. This is further
divided into average residential (ADDR),
commercial (ADDC), industrial (ADDI), and
unaccounted for (ADDN) demands.
▪ Maximum Month Demand. The total amount of
water delivered to the system during the month
of maximum water use.
▪ Peak Hour Demand. The amount of water
delivered to the system in the hour of maximum
use usually occurring during the maximum day.
Density: The number of dwelling units per acre. See “net
density.”
Density bonus: Incentive provided to a developer of
housing, in exchange for meeting a specified condition or
conditions such as quality of design or provision of a
certain type of housing unit, community amenity, or other
use.
Detention/retention facilities: Facilities designed either
to hold runoff for a short period of time and then release
it to the point of discharge at a controlled rate or to hold
water for a considerable length of time and then consume
it by evaporation, plants or infiltration into the ground.
Development standards: Restrictions, requirements and
provisions for land development imposed by
ordinance. In Renton, development standards are
included in the Renton Municipal Code Title IV,
“Development Regulations.”
Duplex: A residential building located on a single lot that
contains two attached dwelling units under one roof. Also
known as a “flat.”
Dwelling unit: One or more rooms located within a
structure, designed as and arranged for living
accommodations, and occupied or intended to be
occupied by not more than one family and permitted
roomers and boarders, independent from any other
family. The existence of a food preparation area and
sanitation facilities within the room or rooms shall be
evidence of the existence of a dwelling unit. Dormitories,
institutional housing, and other group quarters are not
counted as dwelling units.
Emergency housing (EH): is defined as temporary indoor
accommodations for individuals or families who are
homeless or at imminent risk of becoming homeless that
is intended to address the basic health, food, clothing,
and personal hygiene needs of individuals or families.
Emergency housing may or may not require occupants to
enter into a lease or an occupancy agreement.
Emergency shelter (ES): is defined as a facility that
provides a temporary shelter for individuals or families
who are currently homeless. Emergency shelter may not
require occupants to enter into a lease or an occupancy
agreement. Emergency shelter facilities may include day
and warming centers that do not provide overnight
accommodations.
Glossary
CITY OF RENTON COMPREHENSIVE PLAN 2024 40
Employment Center: An area of the City where various
industries provide higher than average concentrations of
employment.
Equalizing storage (Water Utility): The act of balancing
the difference between the capacity of the sources of
supply and the maximum demand rate (generally
considered the highest use hour of the hottest day of the
year).
In water systems that service a large number of
residences, the demand for water varies hourly and
supply facilities are sized to meet the average rate of the
maximum day demand. The maximum hour demand rate
is typically about twice the average maximum day rate.
If equalizing storage is not available to provide water
during peak hours, the supply facilities and major
pipelines would have to be sized for the maximum hour
demands. However, during non-peak hours, much of the
supply capacity would not be used.
Instead, equalizing storage facilities are used to make up
the difference between maximum hour and maximum day
demand. The stored water is released when demand
exceeds the supply and replenished when the supply
exceeds demand. Equalizing storage facilities enable
supply facilities and pipelines to be smaller and,
therefore, lower costs for supply and pipeline facilities are
obtained.
Feeder system (Cable Television Service): The line that
carries the signal from a trunk line amplifier to the
subscriber's service drop.
Fiber optic cable: A multi-layered cable composed of fine
strands of glass fibers capable of transmitting large
quantities of coded data by means of modulated light
rather than electronic signals. It is preferred as a medium
for television signals as it can carry more signals with less
dissipation.
Fireflow: The rate of flow of water required during
firefighting.
Fire storage: Reservoir capacity required to meet fire
flows.
Force main: A sanitary sewer main that utilizes artificial
means (pressure) to transport waste. A force main
usually moves sewage from a lower elevation to or across
a higher elevation. A lift station typically pumps sewage
from one basin through a force main to another basin.
Functional plans: Long range plans developed by City
departments that establish long-range goals and
objectives to guide their operations and capital
development requests. Functional plans typically
represent the ideal goals for the department in providing
urban services and facilities.
Gate station (Natural Gas Service): The point at which gas
from Northwest Pipeline enters the Puget Sound Energy
system, where odorant is added for safety, pressure is
reduced between 200 to 300 psi, and the gas is metered.
Gateway: A point of entry that identifies a transition
between different land uses, landscapes, and
jurisdictional boundaries and enhances a feeling of
anticipation and arrival for the approaching traveler.
Geologically hazardous: Areas that may be prone to one
or more of the following conditions: erosion, flooding,
landslides, coal mine hazards, or seismic activity.
Gravity sewer: A sanitary sewer main installed with the
intention of utilizing gravity or "downhill flow" to move the
waste. The maximum capacity for a gravity sewer is the
volume of flow that can be carried in a sewer at a depth
to diameter ratio of 0.70.
Greenbelt: An area intended for open space, recreation,
very low-density residential uses, agriculture, geographic
relief between land uses, or other low-intensity uses.
Growth Management Act (GMA) of 1990: A law passed by
the Washington State Legislature in 1990 (RCW 36.70A),
and amended periodically thereafter, that mandates
comprehensive planning in designated counties and
cities.
Hazardous waste: Any wastes included in the State of
Washington, Department of Ecology Dangerous Waste
Regulations, Chapter 173-303 of the Washington
Administrative Code (WAC).
Glossary
CITY OF RENTON COMPREHENSIVE PLAN 2024 41
Headend (Cable Television Service): The electronic
equipment that amplifies and processes television signals
from all sources. After being assigned a channel, the
signals leave via the trunk system.
Heavy industrial: A type of land use including
manufacturing processes using raw materials, extractive
land uses, and any industrial uses that typically are
incompatible with adjacent uses due to noise, odor, toxic
chemicals, or other activities which could pose a hazard
to public health and safety.
High-occupancy vehicle (HOV): A vehicle carrying two or
more people.
Housing unit: Any dwelling unit, housekeeping unit, guest
room, dormitory, or single-occupancy unit.
Impact fees: Fees imposed on developers to pay for the
community's costs of providing services to a new
development. Such charges are an extension of efforts to
make new development pay for their impact on the
community. Impact fees may also involve some effort to
predict the total cost of the community for servicing the
new development and relate it to the revenues that will
be produced by the development once it is completed.
Impervious surface: A hard surface area that either
prevents or retards the entry of water into the soil mantle
under natural conditions prior to development, and/or a
hard surface that causes water to run off the surface in
greater quantities or at an increased rate of flow from the
flow present under natural conditions prior to
development.
Common examples include, but are not limited to, roof
tops, walkways, patios, decks, driveways, parking lots or
storage areas, concrete or asphalt paving, gravel roads,
packed or oiled earthen materials, macadam, or other
surfaces that similarly impede the natural infiltration of
storm water.
Industrial: A type of land use characterized by production,
manufacturing, distribution or fabrication activities.
Infill development: Development that occurs on vacant or
underutilized parcels, typically in urban areas that are
largely developed.
Infill housing: Construction of new dwelling units on
vacant or underutilized parcels in built-up areas. Because
utilities, transit, and other infrastructure are already in
place, the costs and impacts of new units are generally
lower than for development on raw land.
Infiltration (Wastewater Utility): The entrance of ground
water into the sanitary sewer system through cracks,
pores, breaks, and defective joints in the sewer piping
network.
Inflow: Direct flow of storm water into sanitary sewer
systems through hookups from storm water collection
facilities and illegal connections.
Infrastructure: Facilities and services needed to sustain
industry, residential, commercial, and all other land use
activities, including water, sewer lines, and other utilities,
streets and roads, communications, and public facilities
such as fire stations, parks, schools, etc.
Institution: A structure (or structures) and related
grounds used by organizations providing educational,
medical, social, and recreational services to the
community such as hospitals, vocational or fine arts
schools, child care centers, whether operated for
nonprofit or profit-making purposes; and nonprofit
organizations such as colleges and universities,
elementary and secondary schools, community centers
and clubs, private clubs, religious facilities, museums,
and institutes for advanced study.
Intensive office: Mid- to high-rise office development
including structured parking typically located in areas with
regional transportation access.
Intermediate pressure (ip) distribution main:
Underground lines varying from 1.25 to 6 inches in
diameter. Pressure averages 35 psi
Jobs/housing balance: The ratio between jobs and
housing within a specified area. The jobs/housing
Glossary
CITY OF RENTON COMPREHENSIVE PLAN 2024 42
balance can influence housing costs and transportation
demand.
Land use zoning: Traditionally, a technical or physical
approach to the segregation of incompatible land uses,
such as residential and industrial use, through systems of
land use and development controls. More recently, the
techniques have emphasized reinforcing relationships
between compatible land uses such as residential and
neighborhood commercial. The contemporary approach
also emphasizes the close relationship between
transportation and land use to more effectively respond
to accessibility, reduction of infrastructure costs, urban
design, air, noise, and water pollution, energy
conservation, and conservation of resource lands.
Landfill: A disposal facility, or part of a facility, where
solid waste is permanently placed in or on land and which
is not a land spreading disposal facility.
Large scale multi-unit: A residential building, or group of
buildings that contain more than four dwelling units in
each building.
Level-of-service (LOS): A qualitative rating of how well
some unit of transportation supply (e.g., street,
intersection, sidewalk, bikeway, transit route, ferry) meets
its current or projected demand.
Linear parks: Parks that are long and narrow, and follow
a natural or man-made corridor such as a road or stream
course.
Lift station: A sewage pumping facility that consists of a
wet well for collecting wastewater, mechanical equipment
such as pumps, valves and piping, electrical and control
equipment, and a force main. The maximum capacity for
a lift station is equal to the peak, wet weather flow that
the largest pump within the lift station has been designed
to convey.
Light industrial: A type of land use including small scale
or less intensive production, manufacturing, distribution
or fabricating activities. Some office activities and
supporting convenience retail activities may also be
included.
Looping main (Natural Gas Service): A main that
connects to a supply line at both ends, thereby providing
an alternate route for natural gas to travel to an area
needing additional supply.
Manufactured housing: A broad term including mobile
homes, modular homes, and other "factory built" housing.
The main distinction between manufactured homes and
site-built homes is that manufactured homes are created
in one or more parts away from the site, and then
transported to it.
“Red Seal” manufactured homes are built to HUD
standards, with the chassis included as a permanent part
of the home, although the axles must be removed when
the home is installed. These homes, however, are built so
that they may be placed on a permanent foundation.
“Gold Seal" modular homes are constructed in a factory in
several pieces that may be smaller or less complete than
the pieces of a “Red Seal” manufactured home. “Gold
Seal” homes are built to the specifications of the Uniform
Building Code, and are placed on a permanent
foundation, similar to a "stick-built" home. Unlike ”Red
Seal homes”, the chassis for transportation is not a
permanent part of the home.
Mobile homes, as opposed to manufactured or modular
homes, are typically located in established mobile home
parks and were built before HUD standards for
manufactured housing went into effect June 15, 1976.
Master plan: A plan that shows how proposed
development will comply with the development standards
in the applicable zoning. It also is intended to show
compatibility of development within the Master Plan, and
compatibility of anticipated uses in areas adjacent to and
abutting the Master Plan area. It provides long-term
guidance for a smaller area than a Conceptual Plan, but a
larger area than a detailed Site Plan.
Metro: A countywide agency run by Metropolitan King
County that provides regularly scheduled public transit
service (both express and local service), park and ride
lots, vanpools, ride-sharing, and customized service to
meet people with special needs. Metro is also a regional
Glossary
CITY OF RENTON COMPREHENSIVE PLAN 2024 43
sewage treatment agency charged with the collection,
treatment, and disposal of sewage from the City of
Renton and much of King County.
Middle housing: Housing that is at a middle scale
between detached housing and large attached residential
buildings.
Minimum density: A development standard that sets the
least amount of density permitted in a residential zone,
as a measure of dwelling units per acre, and results in a
more efficient use of urban land than might otherwise be
attained through market forces.
Mitigation (Surface Water Utility): Avoiding, minimizing or
compensating for adverse wetland impacts. Mitigation, in
the following order of preference, is:
a. Avoiding the impact altogether by not taking a
certain action or parts of an action;
b. Minimizing impacts by limiting the degree or
magnitude of the action and its implementation,
by using appropriate technology, or by taking
deliberate steps to avoid or reduce impacts;
c. Rectifying the impact by repairing, rehabilitating,
or restoring the affected environment;
d. Reducing or eliminating the impact over time by
preservation and maintenance operations during
the life of the action;
e. Compensating for the impact by restoring or
providing substitute resources or environments;
f. Monitoring the impact and the compensation
project and taking appropriate corrective
measures.
Mitigation for individual actions may include a
combination of the above measures.
Mixed-use: The presence of more than one category of
use in a structure or development project, for example, a
mixture of residential units and retail or offices in the
same building or if in separate buildings, in close
proximity to one another. The uses are physically and
functionally integrated and mutually supporting.
Mode: Types of transportation available for use, such as
a bicycle, an automobile, or a bus.
Mode-split: The proportion of total persons using a
particular mode of travel. In this document, mode-split
generally refers to the percentage of people using public
transportation as opposed to other motorized modes.
Multi-use use: A structure or portion of a structure
containing two or more dwelling units.
Multi-modal: Referring to accessibility by a variety of
travel modes, typically pedestrian, bicycle, transit, and
automobile modes, but may also include water and air
transport modes.
Natural gas: For the most part methane, a naturally
occurring mixture of hydrocarbon and non-hydrocarbon
gases found in porous geologic formations beneath the
earth's surface, often in association with petroleum.
Neighborhood commercial: Small commercial areas
providing limited retail goods and services such as
groceries and dry cleaning for nearby customers.
Net density: A calculation of the number of housing units
that would be allowed on a property after sensitive areas,
public streets, and private access easements are
subtracted from the gross area (gross acres minus
streets, easements, and sensitive areas multiplied by
allowable housing units per acre). This calculation
applies to residential uses only.
Northwest Pipeline: Interstate pipeline providing gas to
Puget Sound Energy. Pressure varies from 600 to 900
psi in two parallel pipes, 26 and 30 inches in diameter.
Off-site release rates (Surface Water Utility): As a result of
development, the peak release rate of water from the
developed property during the design storm.
On-street parking: Parking spaces in the rights-of-way.
Open space: Any area of land, or water that provides
physical or visual relief from the developed environment.
Open space may be essentially unimproved and set aside,
designated or reserved for public use or enjoyment, or for
the private use and enjoyment of adjacent property
Glossary
CITY OF RENTON COMPREHENSIVE PLAN 2024 44
owners. Open space may also consist of undeveloped or
developed areas including urban plazas, parks,
pedestrian corridors, landscaping, pastures, woodlands,
greenbelts, wetlands, and other natural areas or street
rights-of-way which provide visual relief within developed
areas. The term does not include stormwater facilities,
driveway, parking lots, or other surfaces designed for
vehicular travel.
Outfall: The point, location, or structure where
wastewater or drainage discharges from a sewer, drain, or
other conduit.
P-1 Channel: An existing channel in the lower Green River
Valley that transports the surface water flows of
Springbrook Creek to the Black River Pump Station.
Peak flow (wastewater utility): The maximum amount of
sewage, either actual or estimated, that must be
transported through the system in a given time (usually in
gallons per minute). Peak flow is usually measured or
calculated during the wettest time of the year when rain
and high ground water add inflow and infiltration to the
normal flow of the system at the time of day when
domestic use is the greatest.
Peak hour: One-hour interval within the peak period when
travel demand is usually highest (e.g., 7:30-8:30 a.m. and
4:30-5:30 p.m.).
Pedestrian-orientated: A type of development where the
location and access to buildings, types of uses permitted
on the street level, and design of building facades are
attractive to and based on the needs of pedestrians.
Pedestrian facility: An improvement designed to facilitate
accessibility by foot or wheelchair, including sidewalks,
curb ramps, crosswalks, overpasses and undercrossings,
etc.
Permanent supportive housing (PSH): is defined as
subsidized, leased housing with no limit on length of stay
that prioritizes people who need comprehensive support
services to retain tenancy and utilizes admissions
practices designed to use lower barriers to entry than
would be typical for other subsidized or unsubsidized
rental housing, especially related to rental history,
criminal history, and personal behaviors.
Permanent supportive housing is paired with on-site or
off-site voluntary services designed to support a person
living with a complex and disabling behavioral health or
physical health condition who was experiencing
homelessness or was at imminent risk of homelessness
prior to moving into housing to retain their housing and be
a successful tenant in a housing arrangement, improve
the resident's health status, and connect the resident of
the housing with community-based health care,
treatment, or employment services. Permanent
supportive housing is subject to all of the rights and
responsibilities defined in chapter 59.18 RCW.
Pipeline: Buried pipe systems (including all pipe, pipe
joints, fittings, valves, manholes, sumps, and
appurtenances that are in contact with the substance
being transported) utilized for the conveyance of
regulated substances. Pipelines include, but are not
limited to, sanitary sewers, side sewers, leachate
pipelines, and product pipelines, such as petroleum.
Planning Area: A geographic area defined on a map in a
comprehensive plan that is a logical area for expansion of
the system. Conversion of a planning area to a utility
service area requires King County approval of an
amendment to a comprehensive plan.
Platting: A map or representation of a piece of land that
shows the location, boundaries, area, and other details of
existing and proposed lots, streets, utilities, public areas,
and all other necessary data to demonstrate compliance
with subdivision regulations; state statutes provide for the
recording of plats, and the selling of lots or parcels of land
by referring to the recorded plat.
Potential Annexation Area (PAA): The area within the
Urban Growth Area that is not already incorporated as a
city and is designated for future annexation to the City
within the twenty year planning horizon by agreement with
King County as required by the Countywide Planning
Policies and the Growth Management Act.
Glossary
CITY OF RENTON COMPREHENSIVE PLAN 2024 45
Pre-development levels (Surface Water Utility): The rate
of flow under a design storm occurrence that would occur
in absence of a development.
Pressure zone (Water Utility): A water system subsection
operating from one source at a common hydraulic
elevation.
Protected APA designated Zone 2: If the aquifer supplying
water to a well, well field, or spring is naturally protected
by overlying geologic strata, the City of Renton may
choose not to subdivide an APA into two zones. In such a
case, the entire APA will be designated as Zone 2.
Public facilities: Publicly owned, operated, or leased land
and the public facilities and/or uses contained therein,
such as streets, roads, highways, sidewalks, street and
road lighting systems, traffic signals, domestic water
systems, storm and sanitary sewer systems, park and
recreational facilities, schools and public buildings.
Public Works: The City of Renton's Public Works
Department.
Recyclables (Solid Waste Utility): Newspaper, uncoated
mixed paper, aluminum, glass and metal, food and
beverage containers, Polyethylene terepthalate (PET #1)
plastic bottles, High Density Polyethylene (HDPE #2)
plastic bottles, and such other materials that the City and
contractor determine to be recyclable.
Religious organization: means the federally protected
practice of a recognized religious assembly, school, or
institution that owns or controls real property. RCW
36.01.290(6)(c).
Residential use: Any land use that provides for living
space. Examples include artist studio/dwelling, boarding
house, caretaker’s quarters, single unit, multi-unit, special
residence, floating homes, and mobile home parks.
Rezoning: An amendment approved by the governing
body, to the Official Zoning Map and/or text of
development standards to effect a change in the nature,
density, or intensity of uses allowed in a zoning district
and/or on a designated lot or land area. Rezoning can
take two forms: 1) a Comprehensive Plan Amendment
(revision or modification of the text and/or map), or 2) a
change of the zoning district applied to a particular lot or
lots, without a change in the Comprehensive Plan land
use designation.
Right(s)-of-way: A public or private area that allows for
the passage of people or goods. Right-of-way includes
passageways such as freeways, streets, bike paths,
alleys, and walkways. A public right-of-way is a right-of-
way that is dedicated or deeded to the public for public
use and under the control of a public agency.
Runoff: That portion of precipitation that flows over land
surface and enters a natural drainage system or
constructed storm sewer system during and immediate
following a storm.
Rural area: A sparsely developed area located outside of
the Urban Growth Area, where the land is undeveloped or
primarily used for agricultural, forestry, resource
extraction, very low-density residential uses, or open
space purposes.
Sanitary sewer: A piping system that carries liquid and
waterborne wastes from residences, commercial
buildings, industrial plants, and institutions, together with
minor quantities of ground, storm, and surface waters
that are not admitted intentionally.
SEPA: See State Environmental Policy Act.
Service area: A geographic area within which service to
customers is available as specifically defined on a map in
a utilities service plan and approved by King County.
Side sewer: In plumbing, the extension from the building
drain to the public sewer or other place of disposal. Also
called house connection or side sewer (private). A side
sewer stub is that portion of the side sewer between the
collector sewer and the individual property line.
Single-occupant vehicle (SOV): A vehicle carrying only one
person.
Solid waste: A general term for discarded materials
destined for disposal, but not discharged to a sewer or to
the atmosphere.
Glossary
CITY OF RENTON COMPREHENSIVE PLAN 2024 46
Special benefit districts: Subareas of a community
designated by city ordinance to assess payments for
construction or installation of public facilities which
primarily benefit the property owners within the district.
Special needs housing: This category refers to housing
that is provided for low income or indigent persons and,
where applicable, their dependents who, by virtue of
disability or other personal factors, face serious
impediments to independent living and who require
special assistance and services in order to sustain
appropriate housing on a permanent, long-term or
transitional basis.
State Environmental Policy Act (SEPA): The state law
passed in 1971 requiring state and local agencies to
consider environmental impacts in the decision-making
process.
Storm sewer or storm drain: A sewer that carries storm
water and surface water, street wash, and other wash
waters, or drainage, but excludes domestic wastewater
and industrial wastes.
Storm water: Water originating from precipitation,
surface runoff, shallow ground water, or other drainage
that does not include domestic wastewater or industrial
wastes.
Strip commercial: An area occupied by businesses along
an arterial street, located in one-story structures or
platted lots and/or small shopping centers arranged in a
line and set back from the street to allow front of store
parking lots with individual driveway entrances and
individual parking.
Structured parking: Vehicle parking within a building
having one or more stories.
Surface parking: Open lots or grounds with at-grade
vehicle parking facilities.
Townhouse: A form of ground-related housing where
individual dwelling units are attached along at least one
common wall to at least one other dwelling unit. Each
dwelling unit occupies space from the ground to the roof.
Transfer of development rights (TDRs): A program in
which the unused portion of a "sending" property's zoned
capacity – one of the separable rights of property – is sold
to the developer of a "receiving" site, who is allowed to
add the capacity to the zoned limit of that site.
Transfer station: Permanent, fixed, supplemental
collection and transportation facility, used by persons and
route collection vehicles to deposit collected solid waste
from off-site into a larger transfer vehicle for transport to
a solid waste handling facility. Transfer stations may also
include recycling facilities and compaction/baling
systems.
Transit: Public transportation by public bus, light rail,
heavy rail, and commuter rail transport, but not ferries or
vanpools.
Transitional housing (TH): is defined as a project that
provides housing and supportive services to homeless
persons or families for up to two years and that has as its
purpose facilitating the movement of homeless persons
and families into independent living. RCW
84.36.043(3)(c).
Transportation Demand Management (TDM): A system
for reducing traffic congestion and providing multi-modal
transportation opportunities, which is implemented in
Washington State through the Commute Trip Reduction
law. See Commute Trip Reduction (CTR) definition.
Transportation Improvement Program (TIP): A plan,
adopted by a jurisdiction, that details the priority for
improvements to the transportation system related
infrastructure and the means and methods of financing
those improvements.
Transportation Systems Management (TSM):
Accommodating transportation demand by using the
existing supply more efficiently and by emphasizing lower
cost improvements that can be implemented quickly. For
example, converting a general purpose traffic lane into a
transit-way might increase the person-carrying capacity of
a highway more easily and quickly than widening the
highway for additional traffic lanes.
Glossary
CITY OF RENTON COMPREHENSIVE PLAN 2024 47
Trip bank: The document created and maintained by the
City to record the available vehicle internal trip ends,
reservation of trips, and the balance of available vehicle
internal trip ends following subtraction of vehicle internal
trip ends from each concurrency approval.
Trunk system (Cable Television Service): The cables that
carry signals from the headend to the feeder lines. Since
the signal loses strength as it travels down the cable, a
series or cascade of amplifiers, located at intervals along
its length, boost signal strength.
Undeveloped rights-of-way: Any undeveloped portion of a
strip of land legally established for the use of pedestrians,
vehicles, or utilities.
Upzoning: Changing the Official Zoning Map and/or text
of development standards in a way that allows less
restrictive uses (e.g., from residential to commercial) or
allowing higher densities for a given area of land.
Urban Center: Defined by the Countywide Planning
Policies, recognized by the Puget Sound Regional Council,
and so designated by City Council Resolution, the Urban
Center is an area of Renton with existing and/or future
high employment concentration, residential use at high
density, and accessibility. These areas promote non-SOV
mobility, reduce sprawl, and maximize benefits of existing
public investment.
Urban growth area: Area designated by the City and
endorsed by the County for development over the next
twenty years as required by the Growth Management Act.
Urban growth patterns should not occur outside these
areas.
Urban separator: Corridors of natural areas or very low
density rural development between higher density urban
areas. Examples include lands useful for open space,
wildlife habitat, recreation trails and connection of critical
areas, agricultural uses, or lands which have a rural
character.
Utilities: All lines and facilities related to the provision,
distribution, collection, transmission, or disposal of water,
storm and sanitary sewage, oil, gas, power, information,
telecommunication and telephone cable, and includes
facilities for the generation of electricity.
Vision 2050: Puget Sound Regional Council's 2020
adopted Regional Growth Strategy and Multicounty
Planning Policies that focus on growth in centers and near
transit, with the goal of sustaining and creating different
types of urban communities while preserving the region’s
working resource lands and open spaces.
Wastewater: The spent or used water of a community or
industry that contains dissolved and suspended
contaminants that cannot be discharged directly to a
lake, stream, or river.
Wetlands: Areas characterized by the presence of
surface or groundwater at a frequency or duration to
support vegetation adapted for life in saturated soil
conditions. For the purposes of inventory, incentives, and
non-regulatory programs, those lands transitional
between terrestrial and aquatic systems where the water
table is usually at or near the surface or the land is
covered by shallow water. For the purposes of regulation,
wetlands are defined by the Federal Manual for the
Regulation and Delineation of Jurisdictional Wetlands
pursuant to this Chapter, Section 4-32-3.C. Wetlands
created or restored as part of a mitigation project are
regulated wetlands. Wetlands intentionally created for
purposes other than wetland mitigation, including but not
limited to, stormwater management, wastewater
treatment or landscape amenities, drainage ditches are
not considered regulated wetlands.
Wildlife habitat: An area characterized by wildlife that
forage, nest, spawn, or migrate through, in search of food
and shelter.
Yard waste (Solid Waste Utility): Debris from leaves,
grass, and clippings of woody as well as fleshy plants.
Materials larger than two inches (2") in diameter and four
feet (4') in length shall not be considered yard waste.
Transportation Element Appendix
ED. Appendix D. Transportation Element
ED. Technical Documentation
This appendix documents the technical analyses that supported the update to the Transportation Element.
ED. Travel Demand Forecasting
To update the City of Renton’s Transportation Element (TE), a customized travel demand forecasting (TDF) model was
developed for the City. The model was developed from the Puget Sound Regional Council (PSRC) regional trip-based travel
demand model. This section outlines the methodology used to customize the model for the City of Renton, update the base
year scenario to reflect 2024 conditions, and model validation and calibration to current local conditions. The development
of the 2044 future year scenario based on the land use growth assumptions is also described. The travel demand model
was used to forecast 2044 intersection turning movement vehicle volumes and future travel mode share. Additional
transportation projects needed to support land use growth allocations and to maintain levels of service standards were
identified to support the TE update.
PSRC Regional Model
The PSRC regional model is a traditional four-step travel demand forecasting model that uses land use estimates (people,
households, jobs, and students) to generate person trip activity across four counties. The geographic extent of the model
includes King, Snohomish, Pierce, and Kitsap Counties. The model produces estimates of person trips across several modes
(automobile, transit, walk, bike, and freight) and for five time periods (AM, midday, PM, evening, and nighttime). The land use
information and person trips are aggregated into 3,700 traffic analysis zones (TAZ) across the four counties. The base year
scenario was validated by PSRC to reflect 2014 conditions and the future scenario represents anticipated conditions in
2040.
Base Year (2024) Scenario
The 2014 base year travel demand model was updated to 2024 conditions by incorporating transportation network
improvements within and around Renton. The land use inputs were interpolated using the 2018 and 2050 Land Use Vision
– Implemented Targets (LUV-it) data provided by PSRC.
The following model inputs were updated to 2024 conditions:
▪ Land use (population, households, jobs, and student enrollment)
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 2
▪ Special generator trips (SeaTac airport, Port Facilities, JBLM, Seattle Center, and stadiums)
▪ External gateway trips (40 roadways at the boundary of the model)
▪ Transit and ferry fares (increase faster than inflation)
▪ Parking costs (increase faster than inflation)
Inputs that do not warrant interpolation for a new model year include trip generation rates, trip distribution parameters,
mode choice coefficients, time of day constants, roadway tolls, auto operating costs, value of time, and TAZ access variables.
These travel behavior variables are assumed to remain consistent in the future. Roadway tolls and auto operating costs were
assumed to increase with inflation.
Land Use
Of the 3,700 TAZs in the PSRC model, 96 TAZs represent the City of Renton. The project team developed 2024 land use
estimates for zones within the City of Renton using linear interpolation of city-provided 2022 and 2044 land use growth
allocations. Land use outside of the City assumed growth that aligns with PSRC LUV-it data. The existing 2024, 2044, and
total land use growth assumptions for the City and the Renton Regional Growth Center are shown in Error! Reference source
not found..
Table 1: Growth within Renton and Renton RGC
City of Renton Renton Regional Growth Center Households Jobs Households Jobs
2024 46,371 75,602 4,406 21,806
2044 71,214 104,003 14,096 34,562
2024 - 2044
Growth
24,843 28,401 9,690 12,756
% Growth 53.6% 37.6% 219.9% 58.5%
Source: PSRC, City of Renton, Fehr & Peers, 2025.
Network Detail
The model highway, arterial, and transit networks were updated to incorporate the following projects that were built or
started operations between 2014 and 2024:
• I-405 Express Toll Lanes from Bellevue to Lynnwood
• SR 167 HOT Lane between I-405 and City’s limit to the South
• I-90 High Occupancy Vehicle (HOV) lanes between Mercer Island and Seattle
• SR 520 widening across Lake Washington
• Sound Transit’s Link Light Rail extension north to Lynwood and south to Angle Lake
• Sound Transit’s East Link Light Rail between Redmond Technology and South Bellevue stations
Within the City, speed limits, number of lanes, and capacity on each roadway in the model were also reviewed and updated
to match the existing 2024 configuration. Turning restrictions at freeway interchanges within the City were verified as well.
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 3
The update to 2024 conditions also included a review of transit service (routes and headways) assumed in the base year
PSRC model including incorporating the most recent service levels including for King County Metro RapidRide F line.
Calibration and Validation
Model validation describes a model's performance in terms of how closely the model's output matches existing travel data in
the base year. Calibration is the process of iteratively adjusting the model's inputs to achieve the desired validation. This
section describes the calibration and validation efforts in developing the City of Renton model.
Calibration
The most critical measurement of the accuracy of any travel model is the degree to which it can approximate traffic volumes
for the base year. The validity of the Renton model was evaluated for both AM and PM peak hour conditions.
As part of the calibration process, volume estimates from the model were examined, and where these differed substantially
from the observed counts, roadway attributes (such as speed, capacity, and lanes) were reviewed to ensure they reflect
existing conditions. Adjustments to roadway capacity and speed, particularly on state routes in Renton, were also
incorporated in the model to improve the vehicle routing throughout the City. Adjusting capacity and speed serves as a proxy
variable to account for roadway attributes that the model does not explicitly consider (intersection control, traffic signal
timing, lane widths, pavement quality, roadway curvature, street lighting, presence of on-street parking, crosswalks, bus
stops, number of driveways, traffic calming measures, etc.) that drivers consider when determining a route.
Validation
Model volumes were compared to available existing traffic counts collected 2023 or newer. More specifically, the
comparison was focused on counts on intersection legs on arterials. Six screenlines were drawn using the counts.
Screenlines are imaginary boundaries drawn across the street network to determine whether the model's depiction of
volumes moving across the City is consistent with the observed volumes. The approximate locations of the screenlines are
listed below and shown in Figure 1:
• East of Lind Avenue Southwest
• South of NE Sunset Boulevard (SR 900)
• East of Park Avenue North/Benson Drive South
• North of Northeast 4th Street/South Grady Way
• West of Duvall Avenue Northeast
• North of Southeast Petrovitsky Road/Southeast Carr Road/South 43rd Street/South 180th Street
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 4
Figure 1: Approximate Screenline Locations
Source: Fehr & Peers, Google Earth, 2025.
The validation results evaluated for AM and PM peak hours are shown in Table 2. Overall, the model is representative of
2024 conditions as total model count to existing counts are within 10% and combined screenline data are within 20% of
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 5
existing counts. The count locations considered both local roadways in Renton and freeway segments on I-405/SR 167.
Table 3 shows the total screenline count volume and model percent difference.
Table 2: Volume Validation Results
Validation Criteria AM Peak Hour PM Peak Hour
Total deviation at all count locations within +/- 10% -2% 10%
Source: Fehr & Peers, 2025.
Table 3: Screenline Volume Comparison
ID Approximate Location Number of
Count
Locations
AM Peak
Hour Count
AM Percent
Difference
PM Peak
Hour Count
PM Percent
Difference
1 East of Lind Avenue Southwest 4 3,402 -8% 4,566 19%
2 South of NE Sunset Boulevard (SR
900)
4 2,165 -19% 2,649 -14%
3 East of Park Avenue North/Benson
Drive South
4 2,251 0% 2,638 6%
4 North of Northeast 4th Street/South
Grady Way
4 3,840 -18% 4,730 -19%
5 West of Duvall Avenue Northeast 4 4,824 5% 5,556 24%
6 North of Southeast Petrovitsky
Road/Southeast Carr Road/South
43rd Street/South 180th Street
4 3,533 -14% 3,814 15%
All screenlines 24 20,015 -8% 23,953 7%
Source: Fehr & Peers, 2025.
Based on the tabulated results, the model vehicle assignment is validated for the AM and PM peak hour with minor
refinements incorporated through the model post-processing.
Future Year (2044) Scenario
The future year model scenario was developed from a 2040 PSRC-based travel demand model and incorporated recently
published 2044 PSRC LUV-it land use estimates. Within city limits, the calibrated and validated base year scenario
described in previous sections was used as a starting point in developing the future year scenario. The primary changes to
this scenario included land use and transportation improvement projects.
Land Use
The land use estimates assumed for Renton were developed using the 2044 PSRC land use estimates. The underlying cross-
classification demographic data for households, population, and jobs were kept consistent with PSRC assumptions. All other
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 6
land use data (school and university enrollment, general quarters population, and military trips) were taken directly from the
PSRC model.
Network Detail
The full list of background projects assumed under future baseline conditions based on City staff input is provided in the
Transportation Project List section. Notable projects within the City or near City limits that were incorporated in the City of
Renton model include:
• Rainier Avenue S/S Grady Way grade separation project.
• Widen Logan Avenue N between N 6th Street and Park Avenue N to include additional northbound lane, sidewalks,
multi-use trail, and traffic signal modifications.
• SW 7th Street road diet between Rainier Avenue S and Oakesdale Avenue SW. Install 6 ft sidewalk and 5 ft buffer
on both sides, a 12 ft cycle track with 2 ft buffer protection, two 11 ft lanes and a center turn lane.
• Convert S 2nd and S 3rd Streets one-way couplet to two-way streets
• Convert Rainier Avenue S between S 3rd Street and NW 3rd Place from 3 lanes to 4 lanes with pedestrian and
bicycle facilities.
• Add business access and transit (BAT) lanes for the RapidRide I Line project between Lake Avenue S and Talbot
Road S.
• Construct southbound I-405 on-ramp from Lind Avenue SW and northbound I-405 off-ramp to Lind Avenue SW.
• Construct I-405 Express Toll Lane direct access ramps to and from N 8th Street (west side of I-405 only).
• Add the Sound Transit Stride S1 BRT route connecting Renton to Bellevue to the north and Burien to the west.
Travel Demand Forecasting Results
Table 4Table 4 shows the City of Renton daily mode share extracted from the Renton model. Both single-occupancy vehicles
(SOV) and high-occupancy vehicles (HOV) will have a smaller share in 2044 compared to 2024. Table 5 shows that between
2024 and 2044, all modal trips will increase with the expected land use growth - the most substantial percent increase is in
transit usage, which is expected to rise by 86 percent. Walking and bicycling also show notable increases of 82 percent and
46 percent, respectively, indicating a growing preference for active transportation. Meanwhile, SOV and HOV continue to be
the main modes of travel, though the overal vehicle mode share decreases by 2044.
Mode 2024 % 2044 % Delta
Single-Occupancy Vehicle (SOV) 48.2% 45.0% -3.3%
High-Occupancy Vehicle (HOV) 38.8% 37.7% -1.1%
Transit 2.8% 3.9% 1.1%
Walk 8.8% 12.0% 3.2%
Bike 1.3% 1.4% 0.1%
Mode 2024 % 2044 % Delta
Single-Occupancy Vehicle (SOV) 48.2% 45.0% -3.3%
High-Occupancy Vehicle (HOV) 38.8% 37.7% -1.1%
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 7
Table 4: Project Model Daily Mode Share Comparison Between 2024 and 2044
Source: Fehr & Peers, 2025.
Table 5: Project Model Difference in Daily Person Trips of by Mode Between 2024 and 2044
Source: Fehr & Peers, 2025.
The PM peak hour intersection forecasts were developed using the Renton model's base and future year scenarios methods
as described in NHCRP 255. The primary methodology was the difference method, which applies the difference in a turning
movement volume between the base and future model scenarios to the observed traffic volume.
Intersection forecasts for the City's TE were prepared for 26 study intersections. Depending on proximity to future
transportation projects and developments, the increase in intersection volumes between 2024 and 2044 conditions vary by
areas in the city. Table 6 shows the percentage growth of intersection volume during both AM and PM peak hours.
Table 6: Study Intersections' Total Entering Volume Growth by Area
Area 2024 AM 2044 AM % Growth 2024 PM 2044 PM % Growth
RGC/TOD 35,874 43,200 20% 41,402 47,350 14%
Valley/Longacres 6,865 11,210 63% 7,969 12,160 53%
Talbot/Benson 11,260 12,360 10% 13,205 14,670 11%
SR 169 8,567 9,210 8% 10,075 10,360 3%
Duvall 2,655 2,750 4% 3,057 3,175 4%
Citywide 65,221 78,730 21% 75,708 87,715 16%
Source: Fehr & Peers, 2025.
ED. Traffic Operations Analysis
Mode 2024 % 2044 % Delta
Transit 2.8% 3.9% 1.1%
Walk 8.8% 12.0% 3.2%
Bike 1.3% 1.4% 0.1%
Mode 2024 2044 Delta Percent Delta
Single-Occupancy
Vehicle (SOV)
428,757 533,778 105,021 24%
High-Occupancy Vehicle
(HOV)
345,195 447,740 102,545 30%
Transit 25,039 46,504 21,465 86%
Walk 78,171 142,189 64,018 82%
Bike 11,746 17,206 5,460 46%
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 8
The City of Renton TE provides a framework to guide transportation investments over the next 20 years. This section
summarizes the traffic operations analysis conducted as part of the update to the TE. The subsequent sections outline the
methodology utilized in assessing traffic operations and intersection level of service results for existing conditions (2024)
and future conditions (2044).
Analysis Methodology
The performance of roadway intersections within Renton is primarily measured using a standard state-of-the-practice
methodology known as level of service (LOS). LOS represents the degree of congestion at an intersection based on the
average delay per vehicle at a controlled intersection, such as a traffic signal or stop sign. Individual LOS grades are
assigned on a letter scale, A through F, with LOS A representing free-flow conditions with no delay and LOS F representing
highly congested conditions with long delays, as described in Table 7 and illustrated in Figure 2.
Table 7 shows the definition of each LOS grade from the Highway Capacity Manual (HCM) methodology detailed in the 7th
edition, which is based on average control delay per vehicle. The methodology captures the average delay for all vehicles
entering the intersection and prescribes how the average delay is measured at different types of intersections. Signalized
intersections have higher delay thresholds compared with two-way and all-way stop-controlled intersections. Specific to two-
way stop-controlled intersections, the delay from the most congested movement is reported and used to calculate LOS. The
City’s current vehicle LOS standards for intersections are provided in Table 8.
Table 7: Intersection Level of Service (LOS) Descriptions
Level of Service Description Signalized
Intersection Delay
(seconds)
Unsignalized
Intersection Delay
(seconds)
A Free-flowing conditions ≤ 10 0-10
B Stable flow (slight delays) >10-20 >10-15
C Stable flow (acceptable delays) >20-35 >15-25
D Approaching unstable flow
(tolerable delay)
>35-55 >25-35
E Unstable flow (intolerable delay) >55-80 >35-50
F Forced flow (congested and
queues fail to clear)
>80 >50
Source: Highway Capacity Manual (HCM), 7th Edition
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 9
Figure 2: Intersection Level of Service
Source: Fehr & Peers.
Table 8: City of Renton Auto Level of Service Standards
LOS Standard Location
LOS D Arterials and collectors except the locations listed below.
LOS E Mitigated For the Corridors and Centers listed below, congestion should be mitigated (such as increasing
transit or other modes) when the PM peak hour LOS falls below LOS E.
• Corridors: Carr Road, Logan Avenue, Rainier Avenue, Grady Way, SR 900 and SR 515.
• Centers: Renton Urban Center and Center Village
Source: City of Renton.
Existing (2024) Conditions
The vehicle LOS results for the study intersections under existing AM and PM peak hour conditions are shown in Table 9 and
Figure 3. Under existing conditions, one intersection during the AM peak hour and five intersections during the PM peak hour
do not meet the City’s current LOS standard. Those intersections are shaded in the tables below.
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 10
Figure 3: Existing Year (2024) Peak Hour Level of Service
Source: Fehr & Peers, 2025.
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 11
Table 9: 2024 Peak Hour LOS Results
ID Intersection Control Standard 2024 AM Peak Hour 2024 PM Peak
Hour
LOS Delay (seconds) LOS Delay
(seconds)
1 *DUVALL AVE NE & NE 12TH ST HAWK† D D 27 D 28
2 *DUVALL AVE NE & NE 10TH ST HAWK D D 26 E 43
6 I-405 NB RPS & NE SUNSET DR Signalized D B 13 C 24
7 *I-405 SB RPS & SOUTHPORT DR Signalized D C 24 C 26
17 PARK AVE N & N 3RD ST Signalized D B 16 F 98
19 SUNSET BLVD N & 3RD ST Signalized E Mitigated D 50 E 56
20 SUNSET BLVD N & BRONSON WAY Signalized E Mitigated F 179 F 153
23 MAIN AVE S & 2ND ST Signalized E D 55 C 28
30 MAIN AVE S & 4TH ST Signalized E E 72 D 52
33 *RAINER AVE S & 7TH ST Signalized E Mitigated C 35 D 44
37 GRADY WAY & MAIN AVE S Signalized E Mitigated D 37 C 33
38 I-405 NB RPS & SR 169 Signalized D C 29 C 33
39 *MONROE AVE SE & SR 169 Signalized D A 4 A 5
40 140TH WAY SE & SR 169 Signalized D D 37 D 37
41 149TH AVE SE & SR 169 Signalized D A 6 A 9
43 108TH AVE & PUGET DR Signalized D D 40 D 43
45 *108TH AVE SE & PETROVITSKY RD Signalized D D 48 D 48
48 *116TH AVE SE & PETROVITSKY RD Signalized D D 38 C 29
50 SR 167 NB RPS & 180TH ST Signalized D C 28 C 31
51 E VALLEY HWY & 180TH ST Signalized D D 43 E 59
54 *OAKESDALE AVE SW & 27TH ST Signalized D B 11 B 12
55 E VALLEY HWY & 41ST Signalized D D 36 E 63
58 HARDIE AVE SW & SUNSET Signalized E Mitigated A 10 A 10
118 RAINIER AVE S & S GRADY WAY Signalized E Mitigated E 56 E 74
73 S GRADY WAY & TALBOT RD S Signalized E Mitigated C 33 E 66
98 OAKESDALE SW AVE & SW 16TH ST Signalized D B 12 B 17
Source: Fehr & Peers, 2025.
Notes:
* Intersection LOS analyzed using HCM 7th Edition methodology. Otherwise, intersection LOS analyzed using HCM 2000 methodology due to unusual
geometry or unusual signal phasing.
† HAWK stands for High-Intensity Activated Crosswalk Signal
WSDOT facilities are in bold text.
Intersections that do not meet the City’s standard are shaded.
Future (2044) Conditions
Traffic forecasts based on anticipated land use growth and planned regional transportation investments were developed
using the customized Renton travel demand model to help inform future transportation needs. An average growth in vehicle
trips on city streets of about 26 percent is anticipated between 2024 and 2044. The growth in vehicle trips could be
attributed to the land use growth and major network changes that are documented in the Travel Demand Forecasting
sections above.
The anticipated performance of roadway intersections and corridors within Renton under 2044 conditions was evaluated
using the same methodology as existing conditions. The analysis assumed that all signalized intersections in Renton would
be optimized over the next 20 years; however, there were no adjustments to signal cycle lengths as that can have corridor-
wide effects.
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 12
Table 10 presents vehicle LOS results for the study intersections under 2044 baseline conditions during the AM and PM
peak hours, respectively. Intersections that are forecast to fall below the City’s current standard are shaded gray. The LOS
results are also mapped in Figure 4.
One of the major upcoming improvement projects in Renton is the grade separation at S Grady Way and Rainier Avenue S.
This project proposes a grade-separated tunnel to accommodate eastbound-through (EBT) and westbound-through (WBT)
vehicle movements. The intersection LOS calculation incorporated through volumes on S Grady Way that would experience
little to no delay with the grade separation project.
To address future operational deficiencies, potential mitigation strategies were proposed and tested with the 2044 forecast
volumes. The mitigation strategies and results are in Table 11. The proposed mitigation could resolve the operational
deficiencies and would meet the City’s current LOS standard.
While some of these mitigation projects are for the local City street system to help the City achieve their vehicle LOS
standards, vehicle operations are not the only consideration for prioritizing projects into the fiscally constrained project list
as increasing vehicle capacity with added turn lanes can make the location more challenging for people to walk, bike, and
access transit across wider intersections.
Other mitigation projects identified are tied to WSDOT-owned and operated facilities such as SR 167 ramp intersections and
crossings, however implementation would be complex and costly. The City is committed to continue coordinating with
WSDOT and other agencies to identify operational improvements at state facilities such as at SR 167 and S 43rd Street, SR
167 and SW 41st Street, and the adjacent E Valley Highway and S 180th Street to address existing and forecast congestion.
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 13
Figure 4: Future Year (2044) Peak Hour Level of Service
Source: Fehr & Peers, 2025.
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 14
Table 10: 2044 Peak Hour LOS Results
ID Intersection Control Standard 2044 AM Peak Hour 2044 PM Peak Hour
LOS Delay
(second)
LOS Delay
(second)
1 *DUVALL AVE NE & NE 12TH ST HAWK† D D 29 D 35
2 *DUVALL AVE NE & NE 10TH ST HAWK D E 37 F 81
6 I-405 NB RPS & NE SUNSET DR Signalized D B 14 C 24
7 *I-405 SB RPS & SOUTHPORT DR Signalized D C 25 C 27
17 PARK AVE N & N 3RD ST Signalized D B 17 C 26
19 SUNSET BLVD N & 3RD ST Signalized E Mitigated E 69 D 54
20 SUNSET BLVD N & BRONSON WAY Signalized E Mitigated E 78 E 62
23 MAIN AVE S & 2ND ST Signalized E E 64 E 57
30 MAIN AVE S & 4TH ST Signalized E D 53 E 60
33 *RAINER AVE S & 7TH ST Signalized E Mitigated D 38 D 48
37 GRADY WAY & MAIN AVE S Signalized E Mitigated D 43 C 35
38 I-405 NB RPS & SR 169 Signalized D C 35 C 26
39 *MONROE AVE SE & SR 169 Signalized D A 6 A 7
40 140TH WAY SE & SR 169 Signalized D D 36 D 36
41 149TH AVE SE & SR 169 Signalized D A 9 B 12
43 108TH AVE & PUGET DR Signalized D D 40 D 44
45 *108TH AVE SE & PETROVITSKY RD Signalized D D 43 E 61
48 *116TH AVE SE & PETROVITSKY RD Signalized D C 31 C 29
50 SR 167 NB RPS & 180TH ST Signalized D C 28 F 82
51 E VALLEY HWY & 180TH ST Signalized D D 54 F 164
54 *OAKESDALE AVE SW & 27TH ST Signalized D F 81 F 96
55 E VALLEY HWY & 41ST Signalized D C 33 D 46
58 HARDIE AVE SW & SUNSET Signalized E Mitigated A 10 B 18
118 RAINIER AVE S & S GRADY WAY Signalized E Mitigated F 92 D 52
73 S GRADY WAY & TALBOT RD S Signalized E Mitigated D 41 D 37
98 OAKESDALE SW AVE & SW 16TH ST Signalized D B 15 B 17
Source: Fehr & Peers, 2025.
Notes:
* Intersection LOS analyzed using HCM 7th Edition methodology. Otherwise, intersection LOS analyzed using HCM 2000 methodology due to unusual
geometry or unusual signal phasing.
† HAWK stands for High-Intensity Activated Crosswalk Signal
WSDOT facilities are in bold text.
Intersections that do not meet the City’s current standard are shaded.
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 15
Table 11: Mitigation Strategies and LOS Results
ID Intersection Mitigation Strategies 2044 AM Peak
Hour
2044 PM Peak
Hour
LOS Delay
(second)
LOS Delay
(second)
2 *DUVALL AVE NE &
NE 10TH ST
Monitor traffic volumes. Convert from HAWK signal
to full traffic signal if warranted.
A 6 B 13
45 *108TH AVE SE &
PETROVITSKY RD
Add dedicated EBR turn pocket.
Optimized cycle length from 140 to 125 for PM
Peak Hour and from 130 to 95 for AM Peak Hour.
D 38 D 53
50 SR 167 NB RPS &
180TH ST
Added additional WBT lane.
Optimized cycle length from 140 to 90 for PM
Peak Hour and from 130 to 70 for AM Peak Hour.
B 20 D 50
51 E VALLEY HWY &
180TH ST
Added additional WBT through lane.
Removed split phasing.
D 45 E 66
54 *OAKESDALE AVE
SW & 27TH ST
Restripe SB approach as SBL, SBT, SBR. Add SBR
overlap.
Optimized splits.
C 32 D 49
118 RAINIER AVE S & S
GRADY WAY
Support the I-405 grade separation project to
improve east-west operations and transit’s speed
& reliability.
Average intersection delay may not meet LOS E-
mitigated standard.
F 92 D 52
Source: Fehr & Peers, 2025.
Notes:
* Intersection LOS analyzed using HCM 7th Edition methodology. Otherwise, intersection LOS analyzed using HCM 2000 methodology due to unusual
geometry or unusual signal phasing.
WSDOT facilities are in bold text.
ED. Traffic Safety Analysis
Collision history data from 2020 to 2024, excluding mainline freeway segments such as I-405 and SR 167, was obtained
from WSDOT to identify high frequency collision locations in Renton. Key findings during this five-year period include:
• 5,452 collisions were reported along streets within the city's limits.
• 147 of these collisions involved pedestrians, and 55 involved bicyclists.
• 31 collisions were fatal, including 9 involving pedestrians. There were 0 fatal collisions involving bicyclists.
• 174 collisions resulted in serious injuries, and 51 of these serious injury collisions involved pedestrians or bicyclists.
Figure 5 shows all collisions in Renton that are described above. Higher frequency collisions can occur on more traveled
roadways such as in the Renton Regional Growth Center, and along major arterials that provide access to freeway facilities.
Fatal and serious injury collisions have occurred across the City, generally on arterial streets. Figure 6 shows pedestrian
and/or bicyclist-involved collisions in Renton. These crashes have occurred more frequently in the Downtown Renton and
Regional Growth Center area, with additional crashes occurring along SE Petrovitsky Rd/SE Carr Rd corridor.
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 16
Figure 5: Collisions in Renton between 2020 and 2024
Source: Fehr & Peers, WSDOT, 2025.
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 17
Figure 6: Pedestrian and Bicycle Collisions between 2020 and 2024
Source: Fehr & Peers, WSDOT, 2025.
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 18
ED. Transportation Project List
As part of the City’s Transportation Element (TE), a fiscally constrained project list had been developed to guide
transportation planning and project implementation over the next 20 years (Table TR-4). The fiscally constrained project list
used a prioritization process that follows a similar methodology to the City’s Six-Year Transportation Improvement Program
(TIP). The ratings across the scoring criteria are qualitative because the intent is to create an initial prioritized list of all the
projects and programs to consider over the 20-year planning period. This prioritization does not directly affect how much
funding specific projects or programs receive. Prioritization assigned High, Medium, and Low scoring in the following
categories:
▪ Life Safety
▪ Plan Implementation
▪ System Integrity
▪ Financial
▪ Directive
▪ Mitigative
▪ Equity
Additional Transportation Improvement Projects
While not all proposed projects could be included in the fiscally constrained list —primarily due to funding limitations—
ID Project Location (Limits) Description
OTHER AGENCY IMRPOVEMENT PROJECTS SERVING RENTON
WSDOT
36
I-405 Widening and High Occupancy Toll (HOT)
Lanes
(I-5 to Bellevue)
Add lanes to I-405 and convert existing HOV Lane to HOT lane. Modify
Interchanges in Renton per I-405 Master Plan.
37
Maple Valley Hwy (SR 169) Long-range (I-405 to
City Limits)
Work with WSDOT to widen existing 4-lane state highway to provide an additional
lane in each direction per WSDOT Route Development Plan.
38 Grady Way /Rainier Ave Grade Separation Grady Way grade separation with Rainier Ave S. One lane each direction.
39 Half interchange at Lind Ave and I-405
Add southbound I-405 on ramp from Lind Ave and northbound I-405 off-ramp to
Lind Ave SW.
40 SW 43rd St/Carr Rd(Lind Ave to Talbot Rd S)
Widen SW 43rd St and East Valley Hwy to add travel lanes approaching their
intersection. Also see SR 167/SW 43rd St interchange project.
41
Carr Rd/Petrovitsky Rd (Talbot Rd S to Benson
Dr S)
Implement projects along this arterial corridor from the SR 167 Master Plan to
improve traffic operations and enhance non-motorized facilities.
42
I-405/SR 167 Interchange Direct HOV/HOT
Connector Project Construct new HOV/HOT direct access ramps between SR 167 and I-405.
43
SR 167
SW 43rd Street to I-405 Construct one or two additional northbound lanes.
44 SR 167/SW 43rd St Interchange
Work with WSDOT to modify and increase capacity of SR 167/SW 43rd Street
interchange including widening SW 43rd St/Carr Rd and interchange overcrossing.
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 19
ID Project Location (Limits) Description
Sound Transit
45 I-405 Bus Rapid Transit (BRT)
Implement BRT along I-405 corridor in conjunction with WSDOT widening of I-405
to add HOV/HOT lanes.
46
I-405 NE 8th St Transit/High Occupancy Vehicle(
HOV) Interchange
Direct access ramps to/from express toll lanes on west side of I-405. Project tied
to WSDOT I-405 widening project.
47 N 8th St Parking Garage Construct a park-and-ride with up to 700 parking stalls for transit riders.
King County Metro
48
Cedar River to Sammamish Trail (Cedar River
Trail in Renton to East Lake Sammamish Trail in
Issaquah)
Acquisition, design, and construction of paved off-road multi-purpose facility
linking the Cedar River Trail with East Lake Sammamish Trail.
49 Lake to Sound Trail - Various Segments Acquisition, design, and construction of paved regional trail.
50
Soos Creek Trail to Lake Youngs Trail (Soos
Creek Trail at 116th St to 116th St/148th Ave
SE)
Design and construct on-road and off-road connector trail between Soos Creek
and Lake Youngs Trails via SE 216th St.
51
140th / 132nd Ave SE (From SE Petrovitsky Rd
to SE 240th St)
Provide continuity in the north/south corridor by capacity, operational, and safety
improvements. Will add additional lanes in the south portion of the corridor.
52 Kennydale P&R 400 new stalls.
53
Rainier Ave ITS(Seattle City Limits to Renton
City Limits)
Provide ITS improvements which could include signal synchronization, vehicle
detection, cameras, and TSP.
54
Renton Ave ITS
(from Rainier Ave S to Rainier Ave N)
Provide ITS improvements which could include signal synchronization, vehicle
detection, cameras, and TSP.
55 87th Ave S and S 124th St Realign intersection.
56
68th Ave S
(Martin Luther King Jr Way to Renton City
Limits) Construct walls for widening arterial. Also see City of Renton project 12.
Source: City of Renton; Fehr & Peers, 2025. presents the additional transportation improvement projects considered over
the next 20-years. This list of unconstrained funded projects are drawn from City plans and community input, and each
include an estimated project cost if available. Error! Reference source not found. presents planned projects by other
agencies that are related to Renton.
Table 12: Additional Transportation Improvement Projects Considered in the 20-Year Planning Period
ID Project Location Description
Community
Planning Area
Estimated Cost
(1000s)
UNCONSTRAINED PROJECTS
73
Sunset Blvd NE (SR 900)
(I-405 to NE Park Dr; Monroe Ave NE
to East City Limits)
Modify arterial to improve traffic operations including
channelization, access management, add a 10 ft multiuse
pedestrian/bicycle facility on the north side and traffic signal
modifications.
Highlands - East
Plateau $32,200
74 NE 12th St/Harrington Ave
Modify intersection channelization and add bike lanes at
approaches on Harrington Ave. Highlands $500
7
NE 10th St
(Union Ave NE to Duvall Ave NE)
Develop streets to Residential Access standards with one lane
in each direction. Highlands $500
10
NE 8th St
(Union Ave NE to Duvall Ave NE)
Develop streets to Residential Access standards with one lane
in each direction. Highlands $500
11
156th Ave SE
(NE 4th St to SE 143rd St)
Construct two-way left-turn lane and non-motorized facilities,
as needed. East Plateau $2,800
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 20
ID Project Location Description
Community
Planning Area
Estimated Cost
(1000s)
12
Monster Rd
(Monster Rd SW/Oakesdale Ave SW
to MLK Way/Sunset Blvd)
Widen to 4/5 lane arterial with pedestrian and bicycle
facilities. Realign intersection of Beacon Coal Mine Rd. Joint
project with King County. West Hill $13,000
16
Logan Ave Phase 2
(N 6th St to Park Ave N)
Widen arterial to include additional northbound lane,
sidewalks, multi-use trail, and traffic signal modifications. City Center $7,692
5
Houser Way Bridge - Seismic Retrofit
and Painting, across Cedar River
The project will remove the existing paint from the steel
girders, repair corrosion damage and apply a new protective
paint system. The project will also perform a seismic analysis
and retrofit and replace/upgrade the bridge rails along with
other improvements City Center $2,463
26
Williams Ave Bridge - Seismic Retrofit
and Painting
The project will remove the existing paint from the steel
girders, repair corrosion damage, and apply a new protective
paint system. The project will also perform a seismic analysis
and retrofit along with other improvements. The Williams
Ave Bridge was built by the City of Renton in 1954. It is a
three span bridge that crosses over the Cedar River. City Center $3,151
75 NE 44th Street/I-405 Park and Ride
The project will construct a Park and Ride adjacent to the
Sound Transit NE 44th Street/I-405 Stride inline transit
station. It will be
constructed with approximately 200 stalls plus amenities such
as bike lockers and a boardwalk to connect the park and ride
to the sidewalks
along NE 44th Street leading to the in-line station. The overall
improvements consist of gateway signage, lighting features,
and a pedestrian
boardwalk. These improvements will enhance the WSDOT
work and is in partnership with Renton Arts Commission. Kennydale $19,458
76
116th Ave SE Improvements, SE
168th St to SE 160th St
Widen roadway to provide a 3-lane roadway with bike lanes
along 116th Ave SE and Edmonds Way SE, including new
pavement, curb, gutter, sidewalk, street lights, traffic signals,
storm drainage, channelization and landscaping from Puget
Drive SE to the southern City limits. Benson Hill Community
Plan recommended improvements for a first phase, based on
the neighborhood needs. The priority, cost and schedule for
the phased improvements will be determined based on
available funding. Benson $1,689
77
Carr Road Improvements, Davis Ave
S to 109th Ave SE
This project would design needed infrastructure
improvements on Carr Road, from Valley Medical Center past
the SR 515/108th Ave SE intersection. Potential
improvements vary from roadway realignment/widening at
several locations to address geometric deficiencies, widening
to 5-lane roadway (2 lanes westbound, 3 lanes eastbound),
pavement restoration/reconstruction including bicycle lanes
on new alignment. A corridor study prepared by King County
in 2003 identified the need for roadway improvements from
the Lind Ave SW and SW 43rd St intersection extending east
and crossing SR 167 and ending at 116th Ave SE. Previous
expenditures were for corridor signal upgrades associated
with a federal grant. Talbot - Benson $200
78 Nile Ave NE Bridge Replacement
The Nile Ave NE Bridge was built by King County in 1951.
Ownership was transferred to the City in 2009 as part of the
MacKay Annexation (Ord #5456). It is a single span bridge
that crosses over May Creek. The initial phase of this project
will evaluate replacement options with a type, size and
location (TS&L) study. East Plateau $6,750
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 21
ID Project Location Description
Community
Planning Area
Estimated Cost
(1000s)
79 Eastrail
Project will be coordinated by King County Department of
Natural Resources and Parks and BNSF for acquisition of
property rights, then
design and construction of the Eastrail between Milepost 5
and Southport/South Coulon Park access road. City Center $6,000
80
Renton Connector,
S 2nd St to S 5th St
The Renton Connector project will install a continuous non-
motorized facility along Burnett Ave S. between S 2nd St. and
S 5th St. via
separated walkways, protected bicycle lanes (cycle track), and
a multi-use path. This project will also include reduced travel
lanes,
landscaped medians, and reconfigured public parking areas in
order to provide opportunities to incorporate art, play
spaces, and resting
areas along the connector. Intersection improvements will
include traffic signalization improvements and curb ramp
upgrades to ADA
standards City Center $14,020
81
SE 168th St Protected Bike Lanes,
108th Ave SE to 128th Ave SE
This project will construct protected bike lanes on SE 168th St
between 108th Ave SE and 128th Ave SE. Benson $2,705
82 Transit Master Plan
The plan establishes scalable short- and long-term strategies,
and identifies projects that will foster a high-quality transit
system to meet Renton’s needs. Transportation staff have
worked on and are currently working on multiple transit
projects such as the Renton Access to Transit Study (King
County 2019 Proviso), Renton-Kent-Auburn Mobility Plan
(RKAAMP), Rapid Ride I-Line, and Sound Transit I-405 BRT
(Stride). Citywide $500
83
Hoquiam Ave NE Non-Motorized
Improvements, NE 10th Pl to NE
Sunset Blvd
This project would improve the experience for people walking
and biking along Hoquiam Ave NE between NE 10th Pl and NE
Sunset Blvd by installing a walkway where needed and
improving crossings. East Plateau $2,000
84
NE 4th Street Corridor
Improvements, Jefferson Ave NE to
Duvall Ave NE
This project involves a series of improvements to traffic
operations such as rechannelization and traffic signal
modifications, possible transit priority signal treatments and
queue jumps. This project also may include a new signal at NE
4th St and Bremerton Ave NE, if warranted by development.
Highlands - East
Plateau $100
85 Maple Valley Highway Barriers,
This project includes two barriers: One is to install a concrete
median barrier between east and westbound travel lanes of
the SR 169 SCurve between the Riviera Apartments and S. 5th
Street including associated roadway widening to add the
barrier. The second barrier improvement will remove the
existing concrete barrier end treatment located eastbound
(east of the Riviera Apartments) and replace with 2 new
concrete barriers extending west. The design report for the
Cedar River half bridge is complete and was funded by the
Roadway Safety and Guardrail Program (TIP # 24-06). Cedar River $3,138
86
South Grady Way Multi-Modal
Improvements
The project will remove the islands at the intersections of S
Grady Way with Lake Ave S and Shattuck Ave S, to allow for a
continuous eastbound lane from Rainier Ave S to Talbot Rd S.
Included are modifications to traffic signals, new pedestrian
crossings and channelization. This project will perform a
comprehensive analysis of multi-modal transportation
improvements, including review of potential transit City Center $6,500
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 22
ID Project Location Description
Community
Planning Area
Estimated Cost
(1000s)
improvements along Grady Way, such as Business Access and
Transit (BAT) lanes and Traffic Signal Priority (TSP).
87
SW 27th Street/Strander Boulevard
Connection
The project will provide a grade-separated crossing at the
Union Pacific Railroad (UPRR) and Burlington Northern Santa
Fe (BNSF) railroad
tracks. Bicycle and pedestrian connections will be provided to
the Tukwila Station and the Interurban Trail. Phase 1 - Seg 2a
- 2 lane
roadway from Naches Ave SW to the Sounder Station,
including a BNSF bridge has been completed. Valley $1,500
88
Houser Way Non-Motorized
Improvements, Mill Ave S to Bronson
Way S
This project would install a separated bike facility on the
north side of Houser Way S/N, between Mill Ave S. and
Bronson Way N. Intersection crossings would be improved at
Cedar River Park Drive and Mill Ave S. The project will include
planning and pavement overlay, channelization, and
intersection crossing improvements. For feasibility and
constructability issues, the roadway and pedestrian bridge
sections would not be part of this project. The feedback
during the public engagement process for the Trails and
Bicycle Master Plan update identified Houser Way as the
route for the Eastside Rail Corridor alignment. With the
development of the Civic Core Plan, development of this
section of the bicycle network creates an important
connection point for bicycle traffic between the north and
south portions of the City's urban growth center. City Center $2,187
89
NE Sunset Blvd Transit and Access
Improvements
This project would address transit and traffic operational
needs through key improvements such as channelization,
traffic signal modifications, signal treatments, possible queue
jumps, access management through installation of medians.
This project would also include EB right turn only lanes at
Elma Pl NE and Hoquiam Ave NE. Highlands $5,580
90
Renton Bus Rapid Transit (BRT)
Improvements
New transit access road improvements from I-405 exit 3
(Talbot Rd) to South Renton Transit Center. Includes
reconfiguration of Grady Way, Lake Ave S and S Renton
Village Place to accommodate transit. City Center $23,857
91
Houser Way North Shared Use Path,
N 8th St to Lake Washington Blvd
This project will develop a shared use path along the east side
of Houser Way from Lake Washington Boulevard N to the
existing shared use path on N 8th St. City Center $1,100
$92 Southport Pedestrian Connection
A pedestrian path underneath the BNSF trestle that connects
into Southport. City Center Not Available
93 South Lake Washington Transit Hub
This project will implement a Rapid Ride Bus Transit Station in
the vicinity of Park Ave. N and Garden Ave N. The project
would include the kit of parts associated for a Rapid Ride stop
such as weather protection, lighting, seating, and litter
receptacles. City Center Not Available
94 Duvall Ave & NE 10th St
Monitor traffic volumes. Install a traffic signal when traffic
signal warrants are met. Duvall Not Available
95 108th Ave SE & Petrovitsky Rd This project will add a dedicated EBR turn pocket. Talbot - Benson Not Available
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 23
ID Project Location Description
Community
Planning Area
Estimated Cost
(1000s)
96 Oakesdale Ave SW & 27th St
This project will restripe the southbound approach at this
intersection to include dedicated SBL, SBT, SBR lanes. Add an
overlap for the SBR turning movement.
Valley -
Longacres Not Available
97 SR 169
Interim improvements are possible and desirable at SE 5th St
at SR 169, such as striping, signing, and operational changes. Cedar River Not Available
Source: City of Renton; Fehr & Peers, 2025.
Table 13. List of Other Agency Improvement Projects
ID Project Location (Limits) Description
OTHER AGENCY IMRPOVEMENT PROJECTS SERVING RENTON
WSDOT
36
I-405 Widening and High Occupancy Toll (HOT)
Lanes
(I-5 to Bellevue)
Add lanes to I-405 and convert existing HOV Lane to HOT lane. Modify
Interchanges in Renton per I-405 Master Plan.
37
Maple Valley Hwy (SR 169) Long-range (I-405 to
City Limits)
Work with WSDOT to widen existing 4-lane state highway to provide an additional
lane in each direction per WSDOT Route Development Plan.
38 Grady Way /Rainier Ave Grade Separation Grady Way grade separation with Rainier Ave S. One lane each direction.
39 Half interchange at Lind Ave and I-405
Add southbound I-405 on ramp from Lind Ave and northbound I-405 off-ramp to
Lind Ave SW.
40 SW 43rd St/Carr Rd(Lind Ave to Talbot Rd S)
Widen SW 43rd St and East Valley Hwy to add travel lanes approaching their
intersection. Also see SR 167/SW 43rd St interchange project.
41
Carr Rd/Petrovitsky Rd (Talbot Rd S to Benson
Dr S)
Implement projects along this arterial corridor from the SR 167 Master Plan to
improve traffic operations and enhance non-motorized facilities.
42
I-405/SR 167 Interchange Direct HOV/HOT
Connector Project Construct new HOV/HOT direct access ramps between SR 167 and I-405.
43
SR 167
SW 43rd Street to I-405 Construct one or two additional northbound lanes.
44 SR 167/SW 43rd St Interchange
Work with WSDOT to modify and increase capacity of SR 167/SW 43rd Street
interchange including widening SW 43rd St/Carr Rd and interchange overcrossing.
Sound Transit
45 I-405 Bus Rapid Transit (BRT)
Implement BRT along I-405 corridor in conjunction with WSDOT widening of I-405
to add HOV/HOT lanes.
46
I-405 NE 8th St Transit/High Occupancy Vehicle(
HOV) Interchange
Direct access ramps to/from express toll lanes on west side of I-405. Project tied
to WSDOT I-405 widening project.
47 N 8th St Parking Garage Construct a park-and-ride with up to 700 parking stalls for transit riders.
King County Metro
48
Cedar River to Sammamish Trail (Cedar River
Trail in Renton to East Lake Sammamish Trail in
Issaquah)
Acquisition, design, and construction of paved off-road multi-purpose facility
linking the Cedar River Trail with East Lake Sammamish Trail.
49 Lake to Sound Trail - Various Segments Acquisition, design, and construction of paved regional trail.
50
Soos Creek Trail to Lake Youngs Trail (Soos
Creek Trail at 116th St to 116th St/148th Ave
SE)
Design and construct on-road and off-road connector trail between Soos Creek
and Lake Youngs Trails via SE 216th St.
51
140th / 132nd Ave SE (From SE Petrovitsky Rd
to SE 240th St)
Provide continuity in the north/south corridor by capacity, operational, and safety
improvements. Will add additional lanes in the south portion of the corridor.
52 Kennydale P&R 400 new stalls.
53
Rainier Ave ITS(Seattle City Limits to Renton
City Limits)
Provide ITS improvements which could include signal synchronization, vehicle
detection, cameras, and TSP.
Transportation Element Appendix
CITY OF RENTON COMPREHENSIVE PLAN 2024 24
ID Project Location (Limits) Description
54
Renton Ave ITS
(from Rainier Ave S to Rainier Ave N)
Provide ITS improvements which could include signal synchronization, vehicle
detection, cameras, and TSP.
55 87th Ave S and S 124th St Realign intersection.
56
68th Ave S
(Martin Luther King Jr Way to Renton City
Limits) Construct walls for widening arterial. Also see City of Renton project 12.
Source: City of Renton; Fehr & Peers, 2025.