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SR_ERC_Staff_Report_Boeing_Apron_E_201116_v3_FINAL
ENVIRONMENTAL REVIEW COMMITTEE REPORT
ERC Meeting Date: November 16, 2020
Project File Number: PR19-000304
Project Name: Boeing Apron E
Land Use File Number: LUA19-000145, ECF, SA-H, V-H
Project Manager: Alex Morganroth, Senior Planner
Owner: The Boeing Company, 737 Logan Ave N, Renton, WA 98055
Applicant/Contact: Mark Clement, PO Box 3707, MC 96-01, Seattle, WA 98124
Project Location: 737 Logan Ave N, Renton, WA 98057
Project Summary: The applicant, The Boeing Company, is requesting Environmental (SEPA) Review,
Hearing Examiner Site Plan Review, and a variance in order to convert an
existing parking lot (S1 Lot) into an aircraft production area. The subject
property (APN 0723059001) is to the east of the Cedar River along Lake
Washington. The site is home to the Boeing 737 plant and associated support
buildings and is located in the Urban Center (UC) zone. The proposal includes
three (3) new outdoor production stalls for aircraft and a new 72,145 sq. ft.
(footprint) paint hangar with two bays. The existing fire station west of the
proposed building would be retained. A sound wall and landscape screening is
proposed along the Logan Ave N and N 6th St right-of-way. A parking lot with
approximately 45 stalls would be constructed south of the proposed new
building. All work would occur further than 200 feet from the Cedar River
OHWM. Site access is proposed via a connection between the existing Apron D
area to the west and the proposed work area. The applicant is requesting a
variance in order to seek relief from the parking lot landscaping requirements in
RMC 4-4-070. The project would result in new and replaced impervious surfaces,
tree removal, and vegetation removal. The applicant submitted a Drainage
Report, Geotechnical Report, Traffic Impact Analysis, Noise Study, Light
Impingement Study, and Parking Analysis with the application.
Exist. Bldg. Area SF: N/A Proposed New Bldg. Area (footprint):
Proposed New Bldg. Area (gross):
72,145 SF
139,589 SF
Site Area: 6,676,701 SF
(153.3 acres)
Total Building Area GSF: 151,589 SF
STAFF
RECOMMENDATION:
Staff Recommends that the Environmental Review Committee issue a
Determination of Non-Significance - Mitigated (DNS-M).
DocuSign Envelope ID: 63538EA2-9DDC-4F7A-9A88-640B330A9A04
City of Renton Department of Community & Economic Development
Boeing Apron E
Staff Report to the Environmental Review Committee
LUA19-000145, ECF, SA-H, V-H
Report of November 16, 2020 Page 2 of 16
SR_ERC_Staff_Report_Boeing_Apron_E_201116_v3_FINAL
PART ONE: PROJECT DESCRIPTION / BACKGROUND
The Boeing Apron E project scope has changed multiple times since the initial application was accepted for review
on July 16, 2019. Initial changes include minor deviations from the original architectural design of the paint hangar,
retaining the existing fire station instead of relocating to a different site, reducing the number of parking stalls
provided from 89 to 45, minor utility rerouting, and no longer constructing the smaller utility building. The updated
scope was submitted on February 6, 2020 and review of the project commenced on the following day.
On March 23, 2020, staff presented a recommendation to the Environmental Review Committee (ERC) to issue a
Mitigated Determination of Non-Significance with seven (7) mitigation measures. After reviewing staff
recommendation, the ERC determined that additional information related to the traffic and parking issues would be
needed before a determination could be issued. ERC members recommended that staff get the Traffic Impact
Analysis (Exhibit 19) reviewed by an outside consultant. In addition, ERC requested additional information related to
noise impacts from engine run-ups, aesthetics of the sound wall, and siting of the new building. Staff placed the
project “on-hold” on April 22, 2020 (Exhibit 17) pending completion of a secondary review of the Traffic Memo and
Traffic Impact Analysis.
Staff contacted a firm in May and began the process of obtaining a scope and fee estimate. After submitting the
scope and fee estimate to Boeing for approval, Boeing requested that staff hold off on a secondary review in order
to allow their consultant to prepare a new Traffic Impact Analysis. The new analysis would be based on updated
employment numbers and characteristics that reflect the changing realities at Boeing in the past few months
including both staff and production decreases. Therefore, the analysis below is based on the updated report and
additional information provided by the applicant.
The proposed Apron E is located at the current S1 Lot, in the southern portion of Boeing’s Renton campus. The S1
Lot is currently used for vehicle parking and has a total of 976 general parking stalls. The project will convert the
parking lot into an airplane apron for the post-manufacture processing. The new apron would connect the existing
Apron D located to the west of the S1 Lot. A new paint hangar would be constructed in the southern portion of
Apron E. This hangar is anticipated to accommodate two 737 planes and would have dimensions of about 225 feet
by 290 feet and a maximum height of about 85 feet. Blast fences, approximately 15 feet in height, will be
constructed at the north side of Apron E, and a sound wall, about 25 feet in height, would be construction along the
eastern border. Other onsite structures include light-weight crew shelters and tool sheds. New underground utilities
include storm, sewer, water, power and communication lines, and stormwater vaults for water quality control.
PART TWO: ENVIRONMENTAL REVIEW
In compliance with RCW 43.21C.240, the following environmental (SEPA) review addresses only those project
impacts that are not adequately addressed under existing development standards and environmental regulations.
A. Environmental Threshold Recommendation
Based on analysis of probable impacts from the proposal, staff recommends that the Responsible Officials:
Issue a DNS-M
B. Mitigation Measures
1. The applicant shall comply with the recommendations of the geotechnical report prepared by
S&EE, dated June 24, 2019, or an updated report submitted at a later date.
2. If any Native American grave(s) or archaeological/cultural resources (Indian artifacts) are found all
construction activity shall stop in accordance with RCW 27.53.060 and 27.44.020, and the
owner/developer shall immediately notify the City of Renton planning department, concerned
Tribes’ cultural committees, and the Washington State Department of Archeology and Historic
Preservation.
DocuSign Envelope ID: 63538EA2-9DDC-4F7A-9A88-640B330A9A04
City of Renton Department of Community & Economic Development
Boeing Apron E
Staff Report to the Environmental Review Committee
LUA19-000145, ECF, SA-H, V-H
Report of November 16, 2020 Page 3 of 16
SR_ERC_Staff_Report_Boeing_Apron_E_201116_v3_FINAL
3. The applicant shall submit an Archaeological Monitoring and Inadvertent Discovery Plan MIDP to
DAHP and any interested Tribes for review prior to the start of any ground disturbing activities.
Documentation of the submittal shall be provided to the City of Renton prior to the issuance of
building or construction permits.
4. The applicant shall draft an official agreement covering the curfew hours for all engine run-up
testing on the Boeing plant site. The agreement should include language limiting the total number
of engine run-ups on the Apron E site to four (4) total testing cycles per hour. The agreement shall
be submitted to the Current Planning Project Manager for review at the time of Civil Construction
Permit application submittal. The agreement shall be executed by both parties (Boeing and the City
of Renton) prior to issuance of the Building Permit.
5. The applicant shall not exceed 67 decibels (67 dBA) at Class A EDNA receiving properties as a result
of the noise created from 737 engine run-up testing. Should the applicant exceed 67 decibels at
any point after project completion, the applicant shall immediately implement intermediate noise
barriers between airplane stalls and/or localized noise enclosures installed around the engines to
reduce the maximum ambient noise level at the Class A EDNA receiving properties below the 67
dBA threshold. Alternatively, the applicant may submit an updated Noise Study Report with
alternative noise reduction measure(s) that achieve the same noise level reductions at or below 67
decibels at Class A EDNA properties. All engine testing activities on the site shall cease until the
applicant implements the approved noise reduction measures and reduces the noise level at the
Class A EDNA properties to a level of 67 decibels or less. Any updated Noise Study Reports shall be
submitted for review and approval by the Current Planning Project Manager prior to using the
three (3) new outdoor production stalls for aircraft engine testing.
6. The applicant shall submit a noise monitoring plan prepared by a professional acoustics engineer
for review and approval by the Current Planning Project Manager at the time of Civil Construction
Permit application submittal. The document shall include detailed plans for a minimum of two (2)
monitoring stations at the Class A EDNA receiving sites identified in the Noise Study Report
prepared by SSA Acoustics (dated May 11, 2020; Exhibit 14). The noise monitoring shall occur
continuously for 60 months from issuance of Certificate of Occupancy.
7. The applicant shall submit an annual Parking Utilization Report (PUR) for the life of the project. The
first report shall be submitted with the building permit application and subsequent annual reports
no later than one year after the building permit is issued for the proposed paint hanger. Each
annual report shall include the utilization rates at both individual parking lots as well as site-wide
with data collected in the previous 60 days. Rates shall be calculated at the current peak demand
times (1:00 pm to 1:30 pm and 1:30 pm to 2:00 pm). If the Boeing shift schedules are altered in any
way between annual reports, new peak parking demand times shall be calculated to reflect the
change. If parking utilization for general purpose stalls is found to exceed 90% site-wide at any
time, the applicant shall implement specific measures within six (6) months of the date of the
annual report in order to reduce the utilization rate below the 90% threshold. After
implementation of such measures, the applicant shall be required to submit PURs on a quarterly
basis for four consecutive (4) quarters, in order to demonstrate and document the effectiveness of
the measures. The applicant shall submit the first quarterly report within three (3) months after the
measures are implemented. The specific measures proposed shall be formally submitted to the
Current Planning Project Manager for review and approval.
8. The applicant shall be responsible for funding the cost of a transportation impact study to provide
recommendations for transportation related improvements at intersections with projected
decreased level of service (LOS) after project completion, as identified in the Traffic Impact Analysis
prepared by TranspoGroup (dated September, 2020; Exhibit 11). The transportation impact study
shall be prepared by a professional traffic engineer chosen by the City and shall include specific
DocuSign Envelope ID: 63538EA2-9DDC-4F7A-9A88-640B330A9A04
City of Renton Department of Community & Economic Development
Boeing Apron E
Staff Report to the Environmental Review Committee
LUA19-000145, ECF, SA-H, V-H
Report of November 16, 2020 Page 4 of 16
SR_ERC_Staff_Report_Boeing_Apron_E_201116_v3_FINAL
recommendations for improvements that ensure no change, or an improvement to, the LOS at the
impacted intersections identified by TranspoGroup. The report shall further include a detailed
recommendation and cost estimate to be incurred by Boeing associated with constructing and
implementing those improvements. The applicant shall be responsible for paying a transportation
mitigation fee or submit a Bond for the cost of improvements if the city determines it is in best
interest of the city for Boeing to construct the improvements, in the amount identified in the
transportation impact study prior to issuance of Certificate of Occupancy.
C. Exhibits
Exhibit 1: Environmental Review Committee (ERC) Report
Exhibit 2: Site Plan
Exhibit 3: Neighborhood Map
Exhibit 4: Conceptual Landscape Plan
Exhibit 5: Arborist Report, prepared by Urban Forestry Services, Inc, dated June 18, 2019
Exhibit 6: Tree Retention and Land Clearing Plan
Exhibit 7: Drainage Report, prepared by DOWL, dated December, 2019
Exhibit 8: Conceptual Drainage/Utilities Plan, prepared by DOWL, dated June 21, 2019
Exhibit 9: Geotechnical Report, prepared by S&EE, dated June 24, 2019
Exhibit 10: Architectural Elevations
Exhibit 11: Traffic Impact Analysis, prepared by TranspoGroup, dated September, 2020
Exhibit 12: Lighting Impingement Study, prepared by Casne Engineering, dated June 21, 2019
Exhibit 13: Noise Study Report, prepared by SSA Acoustics, dated June 10, 2019
Exhibit 14: Noise Study Report, prepared by SSA Acoustics, dated May 11, 2020
Exhibit 15: Construction Mitigation Description
Exhibit 16: Renton Field Operator Guide for Curfew Hours
Exhibit 17: On-hold Letter, dated April 22, 2019
Exhibit 18: Transportation Concurrency Memo, prepared by Development Engineering Manager
Brianne Bannwarth, dated November 6, 2020.
Exhibit 19: Traffic Impact Analysis, prepared by TranspoGroup, dated January, 2020
D. Environmental Impacts
The Proposal was circulated and reviewed by various City Departments and Divisions to determine whether the
applicant has adequately identified and addressed environmental impacts anticipated to occur in conjunction
with the proposed development. Staff reviewers have identified that the proposal is likely to have the following
probable impacts:
1. Earth
Impacts: The subject site is located in an area with a known seismic hazard. As such the applicant
submitted a Geotechnical Report, prepared by S&EE, dated June 24, 2019 (Exhibit 9). The analysis in the
report primarily focused on the area near the proposed footprint of the paint hangar. S&EE relied on the
soil characteristics observed in prior geotechnical reports prepared for Boeing, as well as new laboratory
testing of nine (9) soil borings collected near the proposed structure.
DocuSign Envelope ID: 63538EA2-9DDC-4F7A-9A88-640B330A9A04
City of Renton Department of Community & Economic Development
Boeing Apron E
Staff Report to the Environmental Review Committee
LUA19-000145, ECF, SA-H, V-H
Report of November 16, 2020 Page 5 of 16
SR_ERC_Staff_Report_Boeing_Apron_E_201116_v3_FINAL
Similar to the results of previous borings across the site, the new borings found fill approximately three
to seven feet (3’-7’) in thickness primarily consisting of well-compacted pitrun (mix of sand and gravel).
Native alluvial soils with varying degrees of density then extend approximately 100 feet below the fill.
Older alluvial soils consisting of medium dense to dense sand, silt and silty clay have been found up to a
depth of approximately 170 feet in other areas on the Boeing site. Ground water monitoring wells were
installed in seven of the nine borings. Water was found at depths ranging from 7.7 feet to 8.4 feet
beneath the surface during analysis between December 2018 and March 2019.
The geotechnical report concluded that the project site is located in an area of high liquefaction
potential due the close proximity to the Seattle Fault. Due to the high potential for liquefaction near the
project area during an earthquake, the report finds the use of a conventional spread concrete footings
to be infeasible for the proposed structure. Instead, the report recommends the use of 20-inch diameter
Augercast piles drilled to a depth of approximately 75 feet bgs (below ground surface). S&EE
recommends that the Augercast piles be installed by an experienced piling contractor due to the various
quality control measures necessary and the complexity of the installation process.
S&EE estimates that due to the characteristics of the soil and ground water table during testing,
approximately four to six inches (4”-6”) of settlement is possible under the proposed floor load. The
report recommends preloading the slab area to pre-induce the settlement prior to construction. In
addition, the utilizing shallow foundations such as spread footings and mats for the light-weight
structures such as the blast fence and sound walls. Due to the specific recommendations outlined in the
geotechnical report related to the soil conditions on the site, staff recommends as a mitigation measure
that the applicant comply with the recommendation in the provided report or an updated report
submitted with the building permit. The geotechnical report would be required to be submitted with the
building permit application for the construction of the paint hangar building and compliance with the
recommendations would be reviewed at that time.
The applicant has indicated the project would result in approximately 365,772 square feet of replaced
impervious area. The project would not increase the impervious coverage on-site overall. Total
earthwork quantities were estimated at 30,800 cubic yards of excavation and 19,200 cubic yards of fill.
Mitigation Measures: The applicant shall comply with the recommendations of the geotechnical report
prepared by S&EE, dated June 24, 2019, or an updated report submitted at a later date.
Nexus: SEPA Environmental Review, RMC 4-4-060 Grading, Excavation and Mining Regulations
2. Air
Impacts: It is anticipated that some temporary air quality impacts could be associated with site work and
building construction required to complete the proposed project at this site. Project development
impacts during construction activities may include dust as a result of concrete cutting and utility work,
as well as exhaust from construction vehicles, equipment and/or machinery. These emissions would be
temporary and are anticipated to rapidly dissipate. Dust control would be mitigated through the use of
temporary erosion control measures, watering or other best management practices as identified in the
construction mitigation memo provided by the applicant (see Exhibit 15).
Operations within the paint hangar also have the potential to impact air quality on and near the site.
Volatile organic compounds and other hazardous air pollutants are present in the paint used on the
airplanes and have the potential to be dangerous to both humans and environmental health. The
applicant has proposed the mitigation of the potential impacts through the use of Best Available Control
Technologies such as filtering particulate matter and other air pollutants from the paint exhaust and
limiting the concentrations of certain organic compounds used in the painting process. In addition,
operations on the site would be required to meet all applicable control standards designated by the
Puget Sound Clean Air Agency (PSCAA). The applicant already performs painting on the site and has
experience with the challenges and requirements of mitigating impacts to the air.
DocuSign Envelope ID: 63538EA2-9DDC-4F7A-9A88-640B330A9A04
City of Renton Department of Community & Economic Development
Boeing Apron E
Staff Report to the Environmental Review Committee
LUA19-000145, ECF, SA-H, V-H
Report of November 16, 2020 Page 6 of 16
SR_ERC_Staff_Report_Boeing_Apron_E_201116_v3_FINAL
737 engine run-ups, similar to those already performed on other portions of the Boeing site, are
expected to occur a few times per day in the three (3) new outdoor airplane stalls. Although the airplane
engine run-ups would release particulate matter into the air from the exhaust, the amount is negligible
when compared to the exhaust already released during regular airport operations at the Renton
Municipal Airport.
Therefore, no further site specific mitigation is recommended for the identified impacts from typical
vehicle/construction exhaust and additional engine run-ups. In addition, air quality requirements from
the PSCAA are expected to adequately mitigate for any impacts created by the painting operations on
the site.
Mitigation Measures: No further mitigation recommended.
Nexus: N/A
3. Water
a. Storm Water
Impacts: The applicant submitted a Preliminary Drainage Plan and Technical Information Report
(TIR) prepared by DOWL, dated December 2019 (Exhibits 7 and 8). The project contains greater than
2,000 square feet of replaced impervious surface and therefore the development is subject to Full
Drainage Review in accordance with the 2017 Renton Surface Water Design Manual (RSWDM).
Based on the City of Renton’s flow control map, the site falls within the Peak Rate Flow Control
Standard area matching Existing Site Conditions and is within the Lake Washington and Cedar River
Drainage Basin. All nine core requirements and the six special requirements have been discussed in
the TIR.
The project site is located within the Lake Washington and Cedar River drainage basin. The flowpath
from the project site discharge point is less than a half mile to the 100-year floodplain of Lake
Washington; therefore, the project qualifies for the direct discharge exemption in accordance with
Section 1.2.3.1 of the 2017 RSWDM and must adhere to all requirements thereof.
As a commercial site, Special Requirement #4 “Source Controls” per section 1.3.4 in the RSWDM is
applicable. In addition, the site is categorized as a “high-use site” per the Definitions section in
Chapter 1 of the RSWDM then Special Requirement #5 “Oil Control” per section 1.3.4 in the RSWDM
will be applicable. The applicant has elected to provide enhanced water quality treatment prior to
discharge via several Linear Modular Wetland systems before entering the outfalls that discharge
the stormwater into Lake Washington.
A Construction Stormwater General Permit from Department of Ecology will be required since
grading and clearing of the site exceeds one acre. A Stormwater Pollution Prevention Plan (SWPPP)
is required for this site. All impacts to stormwater are anticipated to be addressed through the
requirements of the RSWDW and no additional mitigation measures are recommended.
Mitigation Measures: No further mitigation recommended.
Nexus: N/A
4. Historic and Cultural Preservation
Impacts: In the SEPA checklist, the applicant indicated that they completed a search of the Washington State
Information System of Architectural and Archaeological Records Data. The Checklist concludes that the
system did not identify any properties within the project area as being on the historic property inventory or
register.
The northern portion of the airport was once under the surface of Lake Washington. In addition the Black
River used to run out of the lake, flow south through the airport and then west. Based on the probability of
DocuSign Envelope ID: 63538EA2-9DDC-4F7A-9A88-640B330A9A04
City of Renton Department of Community & Economic Development
Boeing Apron E
Staff Report to the Environmental Review Committee
LUA19-000145, ECF, SA-H, V-H
Report of November 16, 2020 Page 7 of 16
SR_ERC_Staff_Report_Boeing_Apron_E_201116_v3_FINAL
the subject site being along the banks of an old river channel and lake shore there is a higher likelihood of
cultural resources discovery, through ground disturbing activity. As such, staff recommends as a mitigation
measure that if any Native American grave(s) or archaeological/cultural resources (Indian artifacts) are
found all construction activity shall stop in accordance with RCW 27.53.060 and 27.44.020, and the
owner/developer shall immediately notify the City of Renton planning department, concerned Tribes’
cultural committees, and the Washington State Department of Archeology and Historic Preservation (DAHP).
The SEPA checklist indicates that if any archaeological resources are encountered a professional
Archaeologist would be called to assess the significance of the find.
Due to parts of the proposed project that would occur under the existing pervious surface, DAHP has
recommended that the applicant hire a professional archeologist to monitor ground disturbing activities. In
addition, DAHP recommended the applicant prepare an archaeological monitoring and inadvertent
discovery plan (MIDP) to be submitted to DAHP and the interested Tribes for review prior to any ground
disturbance.
Mitigation Measures:
1. If any Native American grave(s) or archaeological/cultural resources (Indian artifacts) are found all
construction activity shall stop in accordance with RCW 27.53.060 and 27.44.020, and the
owner/developer shall immediately notify the City of Renton planning department, concerned Tribes’
cultural committees, and the Washington State Department of Archeology and Historic Preservation.
2. The applicant shall submit an Archaeological Monitoring and Inadvertent Discovery Plan MIDP to DAHP
and any interested Tribes for review prior to the start of any ground disturbing activities.
Documentation of the submittal shall be provided to the City of Renton prior to the issuance of building
or construction permits.
Nexus: SEPA Environmental Review, RCW 27.53 Archaeological Sites and Resources, and RCW 27.44 Indian
Graves and Records.
5. Environmental Health
a. Environmental Health Hazards
Impacts: Materials planned for storage and use on the project site are primary related to the paint
facility and include paints water-based and solvent-based cleaning materials, primers, and other
materials typically used in an industrial painting operation. The applicant identifies the potential for
the materials to impact the environmental, but anticipates that the risk would be mitigated by
storing the materials according requirements from PSCAA, the Washington Department of Ecology
(DOE), and the Uniform Fire Code. In addition, all activities during construction would be operated in
compliance with a DOE construction stormwater permit with requirements for the protection of
local waterways from pollutants generated during construction. Therefore potential short-term and
long-term impacts to environmental health would adequately mitigated through compliance with
the requirements of various state agencies.
Mitigation Measures: No further mitigation recommended.
Nexus: N/A
b. Noise
Impacts: The applicant submitted a Noise Study Report for the project prepared by SSA Acoustics
and dated June 10, 2019 (Exhibit 13). The applicant also submitted an updated report prepared by
SSA Acoustics and dated May 11, 2020 (Exhibit 14). The reports are identical except that the
updated report includes measurements and data collected from an additional sound level meter
near the Cedar River, as requested by staff after the first Environmental Review Committee meeting
on March 23, 2020. The updated report evaluates the noise expected to be generated by testing
activities on Apron E and how that noise would impact the receiving properties adjacent to the site.
The receiving properties analyzed in the report include the residential properties to the east of the
DocuSign Envelope ID: 63538EA2-9DDC-4F7A-9A88-640B330A9A04
City of Renton Department of Community & Economic Development
Boeing Apron E
Staff Report to the Environmental Review Committee
LUA19-000145, ECF, SA-H, V-H
Report of November 16, 2020 Page 8 of 16
SR_ERC_Staff_Report_Boeing_Apron_E_201116_v3_FINAL
project site, the Renton Memorial Stadium property to the south, and the Cedar River Trail area to
the west. The project site is classified as a Class B EDNA (Commercial) source property per
Washington Administrative Code (WAC) 173-60-030. "EDNA" means the environmental designation
for noise abatement, being an area or zone (environment) within which maximum permissible noise
levels are established. Limits on noise levels at the receiving sites are identified in WAC 173-60-040.
The Renton Memorial Stadium property is classified as a Class B EDNA (Commercial) receiver site
and has a noise limit of 60 dBA during all hours per the maximum noise levels outlined in WAC 173-
60-040. The Cedar River Trail Park is classified as a Class C EDNA (Industrial) receiver site and has a
noise limit of 65 dBA during all hours. The single-family residential uses to the east are classified as
Class A EDNA (Residential) receiver sites and have a noise limit of 57 dBA during daytime hours.
During the nighttime, defined as the hours between 10:00 pm and 7:00 am, sound level limits are
reduced by 10 dBA where the receiving property lies within a residential district of the city (i.e. the
Class A EDNA residential uses to the east of the project site). Per WAC 173-60-040, at any hour of
the day or night, noise limitations for Class A, Class B, and Class C EDNAs receiving properties may be
exceeded by up to 5 dBA for a total of 15 minutes in any one-hour period, 10 dBA for a total of 5
minutes in any one-hour period, or 15 dBA for a total of 1.5 minutes in any one-hour period.
Ambient noise levels were measured by Svantek 971 sound level meters at three (3) test sites near
the project site. Ambient noise levels at the east receiving properties (Class A EDNA) were measured
during daytime hours and ranged from 57 to 63 dBA depending on time of day. Ambient noise levels
at the south receiving property (Class B EDNA) were not specifically measured, but were estimated
to be in a similar range as the Class A properties, or between 57 and 63 dBA. Ambient noise levels at
the west receiving property (Class C EDNA) were measured during daylight hours and ranged
between 50 and 55 dBA. The location of the three receivers used to measure ambient sound levels
were identified in the updated Noise Study Report (Exhibit 14).
According to the updated report, the decibel level at the three receiving sites would not exceed 10
dBA over the noise limits in WAC 173-60-040. In order to achieve the stated decibel level after
during future operations on the site, the applicant has proposed the construction of a 25-foot tall
solid steel sound wall along the east side (Logan Ave N) and north side (N 6th St) of the site (Exhibit
10). The report calculated that the sound wall would reduce noise levels at the Class A EDNA
receiving properties to the east by approximately 15 dBA and at both the Class B EDNA and Class C
EDNA receiving properties to the south and west by 20 dBA compared to the noise levels on a site
with no sound wall. After construction of the sound wall, the estimated max sound levels at the
Class A EDNA receiving properties is 70 dBA, or approximately 13 dBA over the maximum
permissible sustained noise level (57 dBA) and 3 dBA over the maximum permissible intermittent
noise level (67 dBA). The estimated maximum sound levels at the Class B EDNA and Class C EDNA
receiving properties is 60 dBA, which is under the threshold for the maximum permissible sustained
and intermittent noise levels at the site. Per the consultant, the goal of the applicant is to ensure
that the future engine run-ups do not increase the ambient noise levels at any of the receiving sites
by more than 10 dBA at any time. According to the consultant, limiting the noise levels to less than
10 dBA greater than the maximum permissible levels in consistent with the intermittent noise level
regulations in WAC 173-60-040 which allow decibel levels to exceed the maximum levels for short
periods of time, and would not result in significant noise impacts to the adjacent properties. Staff
concurs with the consultants stated reasons for the identified decibel increase goal and concurs that
significant impacts to the receiving properties would not occur if the target limits are not exceeded.
Due to the proximity of the site to residential properties, as well as intense nature of the proposed
new use on Boeing Apron E, mild to moderate environmental noise level impacts on the residential
properties are anticipated. Currently, the nearest aircraft stall where engine testing occurs is
approximately 800 feet from the nearest residential uses to the east. If constructed, the future run-
ups performed on Apron E would occur at approximately half that distance, or about 400 feet, from
DocuSign Envelope ID: 63538EA2-9DDC-4F7A-9A88-640B330A9A04
City of Renton Department of Community & Economic Development
Boeing Apron E
Staff Report to the Environmental Review Committee
LUA19-000145, ECF, SA-H, V-H
Report of November 16, 2020 Page 9 of 16
SR_ERC_Staff_Report_Boeing_Apron_E_201116_v3_FINAL
the nearest single-family residential property. Based on the data in the report, the noise levels
during engine run-ups at 100% power would result in a decibel increase of approximately 13 dBA, or
3 dBA greater than goal indicated by the consultant (no more than 10 dBA over maximum
permissible levels).
Measured and Estimated Noise Levels at Adjacent Properties
Existing Ambient
Noise Level (daytime)
Maximum Permissible
Noise Level1
Estimate Noise Level
at Project Completion
Class A Receiving
Properties (Single-
Family Residential)
63 dBA2 57 dBA 70 dBA
Class B Receiving
Properties (Renton
Memorial Stadium)
60 dBA (estimated) 60 dBA (estimated) 60 dBA
Class C Receiving
Properties (Cedar
River Trail)
60 dBA 70 dBA 60 dBA
Footnotes:
1. Intermittent noise levels allowed to exceed maximum noise levels per the following from WAC 173-60-040
5 dBA for a total of 15 minutes in any one-hour period; or
(ii) 10 dBA for a total of 5 minutes in any one-hour period; or
(iii) 15 dBA for a total of 1.5 minutes in any one-hour period.
2. "dBA" means the sound pressure level in decibels measured using the "A" weighting network on a sound level meter.
The sound pressure level, in decibels, of a sound is 20 times the logarithm to the base 10 of the ratio of the pressure of the
sound to a reference pressure of 20 micropascals.
In order to reduce the noise levels at receiving properties during engine run-ups even further, the
report includes two (2) additional conceptual options as potential noise mitigation measures that
could be used in conjunction with the sound wall. The two (2) specific design options include the
installation of intermediate noise barriers between individual aircraft stalls and installing localized
noise enclosures around the engines during run-ups. In order to ensure that noise levels during
engine run-ups do not exceed 10 dBA over the maximum permissible noise levels for all Class A
EDNA properties, as well as to decrease the impacts of multiple engine run-ups per hour, staff
recommends as a mitigation measure that the applicant be required to not exceed 67 decibels (67
dBA) at Class A EDNA receiving properties as a result of the noise levels created from 737 engine
run-up testing. If the applicant exceeds 67 decibels at any point after project completion, the
applicant should immediately implement intermediate noise barriers between airplane stalls and/or
localized noise enclosures installed around the engines to reduce the maximum ambient noise level
at the Class A EDNA receiving properties below the 67 dBA threshold. Alternatively, the applicant
should submit an updated Noise Study Report with alternative noise reduction measure(s) that
achieve the same noise level reductions at or below 67 decibels at Class A EDNA properties. All
engine testing activities on the site should cease until the applicant implements the approved noise
reduction measures. Any updated Noise Study Reports should be submitted for review and approval
by the Current Planning Project Manager prior to using the three (3) new outdoor production stalls
for aircraft engine testing.
All noise impact data provided by the consultant in the report is based on assumptions with respect
to the effectiveness of the proposed sound wall and the accuracy of the sound level measurements
taken. Unforeseen environmental factors or the use of faulty measuring equipment has the
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City of Renton Department of Community & Economic Development
Boeing Apron E
Staff Report to the Environmental Review Committee
LUA19-000145, ECF, SA-H, V-H
Report of November 16, 2020 Page 10 of 16
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potential to result in inaccurate decibel level estimates for noise once the actual project is
completed and engine testing on the site begins. In order to ensure that the maximum noise levels
at the Class A EDNA receiving sites do exceed 67 dBA after project completion, staff recommends as
a condition of approval that the applicant be required to submit a noise monitoring plan prepared
by a professional acoustics engineer for review and approval by the Current Planning Project
Manager at the time of Civil Construction Permit application submittal. The document should
include detailed plans for a minimum of two (2) monitoring stations at the Class A EDNA receiving
sits identified in the Noise Study Report prepared by SSA Acoustics and dated May 11, 2020 (Exhibit
14). The monitoring should occur continuously for a period of sixty (60) months starting from the
date of issuance for the Certificate of Occupancy.
According to the updated noise report, the primary source of noise on the project site is expected to
be generated by the engine run-up tests occurring at the three outdoor aircraft production stalls at
the north end of the site. Engine run-up testing at the Boeing plant only occurs between hours of
8:00 am and 6:00 pm according to the Renton Field Operator Guide for Curfew Hours document
(Exhibit 16). The current run-up test schedule consists of high-power runs allowed between 8:00 am
and 5:00 pm and medium-power runs until 6:00 pm. According to the applicant, the typical run-up
test lasts between 35 and 40 minutes and testing is limited to one engine at a time (per stall).
Therefore, a maximum of four (4) tests per hour on average is possible with the proposed number of
outdoor stalls (3). During the tests, the engines are at idle approximately two-thirds of the time and
are at full power for approximately one-third of the testing time. In the past, neither Boeing nor the
City have been able to produce a copy of an official signed agreement from either party that clearly
outlining the times of day that engine run-up are permitted. In order to ensure that engine run-up
testing on the future Apron E site are covered under an official agreement and to protect
neighboring properties from the noise impacts created by the run-ups, staff recommends as a SEPA
mitigation measure that the applicant draft an official agreement covering the curfew hours for all
engine run-ups on the Boeing plant site. In addition, the agreement should include language limiting
the total number of engine run-ups on the site to four (4) testing cycles per hour. The agreement
should be submitted to the Current Planning Project Manager for review at the time of Civil
Construction Permit application submittal. The agreement shall be executed by both parties (Boeing
and the City of Renton) prior to issuance of the Building Permit.
Mitigation Measures:
1. The applicant shall draft an official agreement covering the curfew hours for all engine
run-up testing on the Boeing plant site. The agreement should include language
limiting the total number of engine run-ups on the Apron E site to four (4) total testing
cycles per hour. The agreement shall be submitted to the Current Planning Project
Manager for review at the time of Civil Construction Permit application submittal. The
agreement shall be executed by both parties (Boeing and the City of Renton) prior to
issuance of the Building Permit.
2. The applicant shall not exceed 67 decibels (67 dBA) at Class A EDNA receiving
properties as a result of the noise created from 737 engine run-up testing. Should the
applicant exceed 67 decibels at any point after project completion, the applicant shall
immediately implement intermediate noise barriers between airplane stalls and/or
localized noise enclosures installed around the engines to reduce the maximum
ambient noise level at the Class A EDNA receiving properties below the 67 dBA
threshold. Alternatively, the applicant may submit an updated Noise Study Report with
alternative noise reduction measure(s) that achieve the same noise level reductions at
or below 67 decibels at Class A EDNA properties. All engine testing activities on the site
shall cease until the applicant implements the approved noise reduction measures and
reduces the noise level at the Class A EDNA properties to a level of 67 decibels or less.
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Boeing Apron E
Staff Report to the Environmental Review Committee
LUA19-000145, ECF, SA-H, V-H
Report of November 16, 2020 Page 11 of 16
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Any updated Noise Study Reports shall be submitted for review and approval by the
Current Planning Project Manager prior to using the three (3) new outdoor production
stalls for aircraft engine testing.
3. The applicant shall submit a noise monitoring plan prepared by a professional acoustics
engineer for review and approval by the Current Planning Project Manager at the time
of Civil Construction Permit application submittal. The document shall include detailed
plans for a minimum of two (2) monitoring stations at the Class A EDNA receiving sites
identified in the Noise Study Report prepared by SSA Acoustics (dated May 11, 2020;
Exhibit 14). The noise monitoring shall occur continuously for 60 months from issuance
of Certificate of Occupancy.
Nexus: SEPA Environmental Review, WAC 173-60-040, RMC 8-7 Noise Level Regulations
6. Aesthetics
Impacts: The proposed project represents a large change in the site’s visual presence. Currently the site
contains a single one-story building (existing fire station), multiple security/job shacks, and a large
surface parking lot. The proposed project involves the construction of a 25 foot tall sound wall and
~70,000 sq. ft. building approximately 95 feet tall. The applicant submitted color renderings and
architectural elevations for both the building and sound wall (Exhibit 10). The renderings and
architectural indicate an effort by the applicant to add visual interest to both the sound wall and
building. Stylized architectural elements designed to mimic the look of an airplane wing has been added
to the sound wall and the paint hangar building uses various types of material on the façade. In addition,
the applicant has proposed enhanced landscaping between the proposed sound wall and the public
ROW in order to provide pedestrian-scale screening to the large building. Lastly, the applicant has
proposed 6-foot tall continuous vine panels on the bottom of the sound wall along the entire perimeter.
The vine panel would serve as horizontal visual break and provide additional color to the wall itself.
Additional design elements related to the scale and visual impact of the structure are expected to be
reviewed and added during the site plan review process. Therefore, measures to limit the visual impact
of the project can be added through the site plan review process and no mitigation measures related to
aesthetics are recommended.
Mitigation Measures: No further mitigation recommended
Nexus: N/A
7. Light and Glare
Impacts: The applicant submitted a Light Impingement Study prepared by CASNE Engineering and dated
January 28, 2020 (Exhibit 12). The study evaluated the potential light impacts on both the residential
uses to the east of the site as well as the Cedar River shoreline to the west of the site. The report also
analyzed the existing light levels on the site generated by the parking lot lights in the S1 lot. Data was
collected with a handheld visible light meter approximately 36 inches above grade at 30-foot intervals
around the site perimeter. In addition, data on light levels was collected along the sidewalk east of
Logan Ave N and along the sidewalk east of Burnett Ave N. The consultant tested light levels at the night
time and found that existing ambient lights levels in the residential neighborhood were ranged from 0.1
to 1.5 foot-candles.
The project proposal includes the installation of six (6) 440W LED fixtures mounted on 36-foot tall poles
directly adjacent to the three outdoor stalls on the north side of the site (two lights per stall), two (2)
188W LED fixture mounted on a 20-foot tall poles near the northeast corner of the site, eight (8) 288W
LED fixtures mounted on 40-foot tall poles in the associated parking lot, and wall-pack lights ranging
from 10W to 300W on each the four (4) paint hangar building façades. The consultant modeled future
light levels and compared the results with the existing light conditions in the surrounding area. The
results of the modeling found minimal (less than 0.1 foot-candle) in light levels directly outside of the
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City of Renton Department of Community & Economic Development
Boeing Apron E
Staff Report to the Environmental Review Committee
LUA19-000145, ECF, SA-H, V-H
Report of November 16, 2020 Page 12 of 16
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perimeter of the site. Light levels at a both Cedar River shoreline (approximately 550 feet from the site)
and residential homes to the east (approximately 400 feet from the site) would not increase according
to the study. Therefore, no light impacts on the environment or neighboring properties are anticipated
after completion of the project.
Mitigation Measures: No further mitigation recommended.
Nexus: N/A
8. Transportation
Impacts: The applicant submitted a Traffic Impact Analysis (TIA) prepared by Transpogroup, dated
September 2020 (Exhibit 11). The TIA analyzes the parking and traffic impacts of the project while
incorporating the new economic realities facing Boeing as a result of the COVID-19 pandemic and 737
production challenges. Changes resulting from the various challenges include an approximate 20%
reduction in staff and production levels and an increase in permanent telecommuting.
The TIA submitted by the applicant primarily focuses on two transportation-related impacts created by
the conversion of the S1 parking lot: 1) impacts to the available parking supply and 2) impacts to traffic
operations in the immediate area. The S1 parking lot currently has approximately 976 general purpose
parking stalls. Parking utilization data was collected as follows: a) 7:00 am and 1:00 pm at 1-hour
intervals; b) 1:00 pm to 3:00 pm at 30-minute intervals; and 3:00 pm and 6:00 pm in 1-hour intervals. In
order to compare the impact of the Apron E project on overall parking levels for periods where demand
was highest, the report uses the site-wide parking utilization rate at times of peak usage (1:00 pm to
1:30 pm and 1:30 pm to 2:00 pm) for analysis. According to the report, the times were chosen as they
represent the time of day with the highest parking demand due to the overlapping of the two largest
employee shifts (first and second shifts). Due to the current environment facing Boeing, including a
reduced work force and a significant reduction in the number of aircraft produced, an updated parking
utilization study was not able to be completed this year. In lieu of providing a new parking utilization
study, the applicant’s consultant applied a 15% reduction to the parking demand observed at the time
the data was initially collected. The consultant estimated that a 15% reduction to parking demand was
conservative given the increase in telecommuting and approximately 18% reduction in the total work
force that occurred over the past nine (9) months.
The original parking utilization analysis estimated a utilization rate of 84% across all Boeing parking lots
during the peak times, which was based on a total of 5,565 general purpose stalls if the project is not
completed. After applying the 15% reduction to the parking demand data, the consultant calculated the
general purpose stall non-project utilization rate to be approximately 72%. If the project is completed,
the proposed Apron E improvements would result in the removal of all 976 general purpose parking
stalls in the S1 lot which would reduce the total supply to 4,634 general purpose stalls. Based on the
previous data, the consultant found that if no new parking stalls are added to the supply to make up for
the loss in stalls, conversion of the S1 parking lot would result in a parking utilization exceeding 100%
during the PM peak demand period (from 1:00 pm to 2:00pm). The previous finding indicated that the
demand for parking would be equal to or greater than the supply and would create significant parking
challenges for employees. However, after applying the 15% reduction in parking demand in order to
take into account a decrease in production and expected increase in telecommuting, the adjusted
parking demand would result in a utilization rate of approximately 85% during the 1:00 pm to 1:30 pm
peak time and 86% during the 1:30 pm to 2:00 pm peak time. The consultant concludes that the 85% to
86% parking utilization rate is within the industry standard target for parking lot utilization (typically
between 85% and 90%). Although staff concurs with the consultant’s conclusion, with respect to the
utilization rate, concern remains about how future demand would be addressed if economic conditions
result in a return to previous staffing and production levels.
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City of Renton Department of Community & Economic Development
Boeing Apron E
Staff Report to the Environmental Review Committee
LUA19-000145, ECF, SA-H, V-H
Report of November 16, 2020 Page 13 of 16
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Due the sprawling nature of Boeing’s employee parking system, a low vacancy rate (i.e. 0-10%)
exacerbates the issue of excessive cruising for spaces as employees utilize City’s public roads to search
for spaces in adjacent lots. This additional driving results in negative impacts such as greater tailpipe
emissions, additional traffic congestion on local roads, and an increase in illegal parking on other
properties due to drivers who cannot find an open space in timely manner. While economic conditions
at Boeing has temporarily reduced the parking demand at the facility, these negative externalities
caused by low parking vacancy rates have the potential to resurface if production is increased in the
future and more employees are brought back to the plant. The report identifies the potential for this to
occur and recommends that the applicant develop a monitoring plan for parking utilization that would
ensure the employee parking network maintains at an efficient vacancy rate if parking demand increases
in the future. The report recommends conducting an annual site-wide parking demand study in order to
determine the parking utilization rate at the peak periods (between the hours of 1:00 pm to 1:30pm and
1:30 pm to 2:00 pm). The consultant recommends not exceeding a maximum parking utilization rate of
90% across the site at any time. According to the report, if the parking utilization rate exceeded 90%,
measures to reduce the overall utilization rate could be implemented by the applicant. The consultant
identifies four (4) specific potential measures including restriping lots, developing a commute trip
reduction (CTR) plan, leasing additional parking stalls, and converting non-general purpose stalls to
general purpose.
In order to monitor the new utilization rates after the project is constructed, as recommended by the
applicants consultant, staff recommends as a mitigation measure that the applicant be required to
submit a Parking Utilization Report (PUR) prepared by a professional traffic engineer annually for the life
of the project. The first report should be submitted with the building permit application and subsequent
annual reports no later than one year after the building permit is issued for the proposed paint hanger.
Each annual report should include utilization rate data at both individual parking lots as well as site-wide
with data collected in the previous 60 days. Rates should be calculated at the current peak demand
times (1:00 pm to 1:30 pm and 1:30 pm to 2:00 pm). If the Boeing shift schedules are altered in any way
between annual reports, new peak parking demand times shall be calculated to reflect the change. If
parking utilization for general purpose stalls is found to exceed 90% site-wide at any time, the applicant
should implement specific measures within six (6) months of the date of the annual report in order to
reduce the utilization rate below the 90% threshold. After implementation of such measures, the
applicant should submit PURs on a quarterly basis for four consecutive (4) quarters, in order to
demonstrate and document the effectiveness of the measures. The applicant should submit the first
quarterly report within three (3) months after the measures are implemented. The specific measures
proposed would be formally submitted to the Current Planning Project Manager for review and
approval.
The second part of the Traffic Impact Analysis analyzes the anticipated project-generated impact on the
surrounding roadway network and intersections. The report contains a Level of Service (LOS) analysis for
eleven (11) intersections near the project site that includes data on existing conditions, future (2023)
conditions without the Apron E project, and future (2023) conditions with the Apron E project. The
existing LOS for the eleven intersections ranged from A to E during the peak AM and PM hours. In order
to evaluate project impacts on traffic, the study compared future with-project operations to future
without-project operation. The future without-project analysis contains data from the expected traffic
volumes generated by the Topgolf facility proposed for construction approximately one block northeast
of the project site near the intersection of N 8th St and Logan Ave N. According to the report, future
without-project conditions would result in a lower LOS for six (6) intersections when compared with
existing conditions, including a change from LOS E to LOS F during the PM peak hours at the intersection
of Logan Ave N and the S1/E7 Access South. In comparing future with-project conditions to future
without-project conditions, the report concluded that the LOS at two (2) intersections is anticipated to
decrease by one level within the AM peak hour period (see table below). The project would not result in
any intersections decreasing to a LOS F. In addition, one intersection (Logan Ave N and the S1/E7 Access
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Staff Report to the Environmental Review Committee
LUA19-000145, ECF, SA-H, V-H
Report of November 16, 2020 Page 14 of 16
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South) would have a LOS D if the project is constructed and a LOS F if the project is not constructed,
likely due to the significant reduction in traffic entering and existing the project site after conversion of
the S1 lot.
Table 7. Future Weekday Peak Hour Intersection LOS Summary
2023 Without-Project 2023 With-Project
Intersection LOS Delay WM LOS Delay WM
AM Peak Hour
1. Logan Avenue N/N 8th Street B 18 - B 17 -
2. Park Avenue N/N 8th Street B 19 - B 18 -
3. Garden Avenue N/N 8th Street A 6 - A 6 -
4. Lot S6 Access/Internal Road B 12 NBL B 10 SBL
5. Logan Avenue N/N 6th Street C 22 - C 22 -
6. Park Avenue/N 6th Street B 20 - C 21 -
7. Garden Avenue N/N 6th Street A 9 - A 9 -
8. Logan Avenue N/Lot S1/E7 Access North C 15 WB C 16 WB
9. Logan Avenue N/Lot S1/E7 Access South B 12 SBL D 26 WB
10. Park Avenue N/N 5th Street C 20 WBL C 20 WBL
11. Garden Avenue N/N 5th Street B 10 EB B 10 EB
PM Peak Hour
1. Logan Avenue N/N 8th Street C 22 - C 30 -
2. Park Avenue N/N 8th Street C 27 - C 28 -
3. Garden Avenue N/N 8th Street A 8 - A 8 -
4. Lot S6 Access/Internal Road B 11 SBL B 11 SB
5. Logan Avenue N/N 6th Street D 27 - D 47 -
6. Park Avenue/N 6th Street D 34 - D 39 -
7. Garden Avenue N/N 6th Street A 9 - A 9 -
8. Logan Avenue N/Lot S1/E7 Access North C 19 WB C 23 WB
9. Logan Avenue N/Lot S1/E7 Access South F 41 WB D 28 WB
10. Park Avenue N/N 5th Street C 15 EB C 19 EB
11. Garden Avenue N/N 5th Street B 11 EB B 11 EBL
LOS = Level of Service (A – F) as defined by the Highway Capacity Manual (TRB, 2000)
Delay = Average delay per vehicle in seconds.
WM = Worst movement reported for unsignalized intersections.
Although not addressed in the second Traffic Impact Analysis, the original Traffic Memo (Exhibit 19)
prepared by Transpogroup identifies a total of 80 new employees that would work on the site in three
shifts. The Institute of Traffic Engineers (ITE) Trip Generation manual identifies two peak hour periods
from 6:00 am to 9:00 am (AM Peak Hour) and from 4:00 pm to 6:00 pm (Peak Hour). According to the
report, the anticipated shift times for the Boeing site are as follows:
1st Shift – Starts between 5:00 am and 7:00 am, ends between 1:30 pm and 3:30 pm.
2nd Shift – Starts between 1:30 pm and 3:30 pm, ends between 10:00 pm and 12:00 am.
3rd Shift – Starts between 10:00 pm and 12:00 am, ends between 5:00 am and 7:00 am.
The report assumes no new trips on the site as a result of the project, as the new report (Exhibit 11)
anticipates that employees on the site will not be new, but rather existing employees that already work
in other areas on the Boeing plant site. Therefore according to the applicant, the project would not be
subject to transportation impact fees. Per recommendations in the Institute of Transportation Engineers
(ITE) manual and requirements in City of Renton Municipal Code (RMC), transportation impact fees are
only assessed on new PM peak hour trips. Due to the utilization of a 24-hour, multi-shift workforce, a
type of commute pattern not identified in the ITE manual, new trips to the Boeing plant frequently fall
outside of the typical commuting (peak) hours and projects are frequently not subject to code-required
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LUA19-000145, ECF, SA-H, V-H
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impact fees. However, additional trips occurring outside of the peak hour periods still result in additional
vehicles on local roads and exacerbate issues such as traffic congestion and road wear that impact fees
are designed to mitigate. In addition, while existing employees shifted to the new Apron E site from
other areas on the Boeing plant site may not be immediately generating new trips, the proposed project
expands production capacity for Boeing and therefore the potential for new employees and new trips to
the plant. If employees transferred to Apron E site from other areas in the facility are replaced or the
buildings they worked in are altered in a manner that expands production, the City does not have the
ability to track or capture the additional trips through the assessment of impact fees. Therefore utilizing
the typical metric of new PM peak hour trips to determine traffic impacts does not accurately capture
the potential for new trips that occur and limits the City’s ability to mitigate for the transportation
impacts in the area surrounding the project site. Therefore in order to more accurately mitigate for the
expected impacts identified by the applicant’s traffic consultant, staff recommends as a mitigation
measure that the applicant be responsible for funding the cost of a transportation impact study to
provide recommendations for transportation-related improvements at intersections with projected
decreased level of service (LOS) after project completion, as identified in the Traffic Impact Analysis
prepared by TranspoGroup (dated September, 2020; Exhibit 11). The transportation impact study should
be prepared by a professional traffic engineer chosen by the City and should include specific
recommendations for improvements that ensure no change, or an improvement to, the LOS at the
impacted intersections identified by TranspoGroup. The report should also include a detailed
recommendation and cost estimate to be incurred by Boeing associated with the construction and
implementation of the improvements. The applicant would be responsible for paying a transportation
mitigation fee or submit a bond for the cost of improvements if the city determines it is in best interest
of the city for Boeing to construct the improvements, in the amount identified in the transportation
impact study prior to issuance of Certificate of Occupancy.
The Development Engineering Manager has reviewed the Traffic Impact Analysis and determined that
the proposed project passes the City of Renton Traffic Concurrency Test per RMC 4-6-070.D (Exhibit 18).
Mitigation Measures:
1. The applicant shall submit an annual Parking Utilization Report (PUR) for the life of the
project. The first report shall be submitted with the building permit application and
subsequent annual reports no later than one year after the building permit is issued for
the proposed paint hanger. Each annual report shall include the utilization rates at both
individual parking lots as well as site-wide with data collected in the previous 60 days.
Rates shall be calculated at the current peak demand times (1:00 pm to 1:30 pm and 1:30
pm to 2:00 pm). If the Boeing shift schedules are altered in any way between annual
reports, new peak parking demand times shall be calculated to reflect the change. If
parking utilization for general purpose stalls is found to exceed 90% site-wide at any time,
the applicant shall implement specific measures within six (6) months of the date of the
annual report in order to reduce the utilization rate below the 90% threshold. After
implementation of such measures, the applicant shall be required to submit PURs on a
quarterly basis for four consecutive (4) quarters, in order to demonstrate and document
the effectiveness of the measures. The applicant shall submit the first quarterly report
within three (3) months after the measures are implemented. The specific measures
proposed shall be formally submitted to the Current Planning Project Manager for review
and approval.
2. The applicant shall be responsible for funding the cost of a transportation impact study to
provide recommendations for transportation related improvements at intersections with
projected decreased level of service (LOS) after project completion, as identified in the
Traffic Impact Analysis prepared by TranspoGroup (dated September, 2020; Exhibit 11).
The transportation impact study shall be prepared by a professional traffic engineer
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Staff Report to the Environmental Review Committee
LUA19-000145, ECF, SA-H, V-H
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chosen by the City and shall include specific recommendations for improvements that
ensure no change, or an improvement to, the LOS at the impacted intersections identified
by TranspoGroup. The report shall further include a detailed recommendation and cost
estimate to be incurred by Boeing associated with constructing and implementing those
improvements. The applicant shall be responsible for paying a transportation mitigation
fee or submit a bond for the cost of improvements if the city determines it is in best
interest of the city for Boeing to construct the improvements, in the amount identified in
the transportation impact study prior to issuance of Certificate of Occupancy.
Nexus: SEPA Environmental Review, ITE Trip Generation Manual (10th Edition)
E. Comments of Reviewing Departments
The proposal has been circulated to City Department and Division Reviewers. Where applicable, their comments
have been incorporated into the text of this report.
Copies of all Review Comments are contained in the Official File and may be attached to this report.
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CITY OF RENTON
DEPARTMENT OF COMMUNITY AND ECONOMIC DEVELOPMENT
STAFF REPORT TO THE ENVIRONMENTAL REVIEW COMMITTEE
EXHIBITS
Project Name:
Boeing Apron E
Land Use File Number:
LUA19-000145, ECF, SA-H, V-H
Date of Meeting
November 16, 2020
Staff Contact
Alex Morganroth
Senior Planner
Project Contact/Applicant
Mark Clement, PO Box 3707,
MC 96-01, Seattle, WA 98124
Project Location
737 Logan Ave N, Renton, WA
98057
The following exhibits are included with the ERC Report:
Exhibit 1: Environmental Review Committee (ERC) Report
Exhibit 2: Site Plan
Exhibit 3: Neighborhood Map
Exhibit 4: Conceptual Landscape Plan
Exhibit 5: Arborist Report, prepared by Urban Forestry Services, Inc, dated June 18, 2019
Exhibit 6: Tree Retention and Land Clearing Plan
Exhibit 7: Drainage Report, prepared by DOWL, dated December, 2019
Exhibit 8: Conceptual Drainage/Utilities Plan, prepared by DOWL, dated June 21, 2019
Exhibit 9: Geotechnical Report, prepared by S&EE, dated June 24, 2019
Exhibit 10: Architectural Elevations
Exhibit 11: Traffic Impact Analysis, prepared by TranspoGroup, dated January, 2020
Exhibit 12: Lighting Impingement Study, prepared by Casne Engineering, dated June 21, 2019
Exhibit 13: Noise Study Report, prepared by SSA Acoustics, dated June 10, 2019
Exhibit 14: Noise Study Report, prepared by SSA Acoustics, dated May 11, 2020
Exhibit 15: Construction Mitigation Description
Exhibit 16: Renton Field Operator Guide for Curfew Hours
Exhibit 17: On-hold Letter, dated April 22, 2019
Exhibit 18: Transportation Concurrency Memo prepared by Brianne Bannwarth, dated November 6,
2020.
Exhibit 19: Traffic Impact Analysis, prepared by TranspoGroup, dated January, 2020.
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