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Rainier-Grady Junction TOD Subarea Draft EIS 2024_0124
Consultant Team: BERK Consulting Perteet The Transpo Group Prepared For: Rainier/Grady Junction TOD Subarea Planned Action Draft Environmental Impact Statement January 2024 THIS PAGE INTENTIONALLY BLANK. ArmondoPavoneMayorJanuary24,2024Subject:Rainier/GradyJunctionTransitOrientedDevelopmentPlannedActionDraftEnvironmentalImpactStatementDearReader:TheattachedDraftEnvironmentalImpactStatement(EIS)isanenvironmentalanalysisoftheRainier/GradyJunctionTransitOrientedDevelopment(TOD)SubareaPlan(“SubareaPlan”).TheCityofRenton(City)adoptedtheSubareaPlanin2021toestablishacommunity-drivenvisionforapedestrian-orienteddistrictsurroundingthefutureSouthRentonTransitCenterlocatedatthenortheastcorneroftheRainierAveSandSW/SGradyWayjunction.Theproposedconceptsincludemixed-usedevelopmentatscalesexceedingcurrentallowances,strongpedestrianandbicycleconnections,newstreetsthatcreatebetteraccessforallmodesinthesuper-blockreferredtoas“RentonVillage,”apedestrian-orientedinternalmainstreet,thecreationofpublicopenspaceuponutilityeasementcorridors,andhousingthataccommodatesawiderangeofincomes.TheCitysecuredagrantfromtheWashingtonStateDepartmentofCommercetocompleteanEnvironmentalImpactStatement(EIS)pursuanttotheStateEnvironmentalPolicyAct(SEPA)toassessthreealternativesthatincludedifferentlevelsofhousingandemploymentgrowthinthestudyarea:•Alternative1—ExistingPlan(NoAction):Continuationofexistingregulationsandtrends.•Alternative2—Incentive-BasedGrowth:SetminimumstandardsandincentivestoachievethevisionoftheSubareaPlanincludingpublicbenefits(e.g.,affordablehousing,openspace,etc.)resultinginapredominatelymid-risedevelopmentpatternwithsomehigh-risedevelopmentpossiblethroughincentivizedstandards;and•Alternative3—RequiredPublicBenefit:Allowhigh-risedevelopmentwithrequiredstandardsandpublicbenefitsscaledtoproposeddevelopment(i.e.,largerdevelopmentsprovidegreaterlevelsofpublicbenefits).TheSEPArequiresastatementofobjectivesdescribingthepurposeandneedfortheproposals.TheSubareaPlanincludesthefollowingfourgoals,whichserveasobjectivesforthisElS:1.AlignwithOverallVisionforRenton:AlignwithoverallvisionforRenton’sCityCenterareaandsupporttheuniqueroleofthesubareainwaysthatarecomplementarytoDowntown,thelargerCityCenterarea,andRentonasawhole.2.TransitiontoMultimodalCenter:Transitiontheareaintoapedestrian-orienteddistrictwithamultimodalcenterandstrongpedestrianconnections.3.CreateaLivableNeighborhood:Createalivable,distinctneighborhoodthatisactive18hoursaday,complementsDowntown,andgracefullyintegrateswithneighboringareas.1055SouthGradyWay,Renton,WA98057.rentonwa.gov Page2of24.CatalyzeDesiredChanges:Leveragetherecentandplannedpublicinvestmentintheareafortheprivateinvestmenttofollow.TheDraftElSidentifiesenvironmentalimpactsofthealternativesandwaystomitigateimpactsofdevelopment.EnvironmentalmattersevaluatedintheEISinclude:thenaturalenvironment;landuse;transportation;publicservices;andutilities.TheCityhasestablisheda30-daypubliccommentperiodforthisDraftEIS,andisrequestingallcommentsfromagencies,tribes,cityresidents,andallotherinterestedpartiesby5:00p.m.ofFebruary24,2024.Allwrittencommentsshouldbedirectedto:PaulHintz,PrincipalPlannerDepartmentofCommunityandEconomicDevelopmentCityofRenton1055SouthGradyWay,Renton,WA98055Orbyemail:phintz@RentonWA.govInaddition,theCitywillholdapublichearingtoobtaincommentsontheDraftEISasfollows:PlanningCommissionPublicHearingWednesday,February21,2024at6:00p.m.CityCouncilChambersRentonCityHall,1055SouthGradyWayRenton,WA98055ViaZoomlinkhttps://us06web.zoom.us/i/84038053295?pwd=UWNf9RFGHA-PgpEJO2KdhxN6iJnlglhOio.UYgRIsWyFtXn5Q2XWebinarID:84038053295Passcode:Weplan2O24TheDraftEISiselectronicallyavailableatRainier/GradyPlannedActionandEIS-CityofRenton(rentonwa.gov).YourinterestintheCityofRentonandthecontentoftheDraftEISisgreatlyappreciated.Ifyouwouldlikemoreinformationaboutthisproposal,pleasecontactPaulHintz,PrincipalPlannerat(425)430-7436.Sincerely,MartinPastuchaEnvironmentalReviewCommitteeChairCityofRenton1055SouthGradyWay,Renton,WA98057rentonwa.gov iii Fact Sheet Project Title Rainier / Grady Junction Transit Oriented Development (TOD) Subarea Planned Action Proposed Action and Alternatives In 2020 the City of Renton (“City”) developed the Rainier/Grady Junction TOD Subarea Plan (“Subarea Plan”) to create a vibrant commercial and residential district oriented around near-term bus rapid transit, with potential for light rail service in the long term. The City is now considering Municipal Code Amendments to implement the land use vision of the Subarea Plan to increase mixed-use opportunities and alter density and development standards including height, density, parking, and others. A Planned Action Ordinance “Planned Action” will facilitate growth that is consistent with the Subarea Plan by implementing municipal code amendments and completing an Environmental Impact Statement (EIS) for the area. The Planned Action will complete the environmental review upfront and establish environmental performance standards that each development would be required to meet. Development consistent with the ordinance requirements would not require a new threshold determination and could rely on the Planned Action EIS to streamline their permit review. This Draft EIS studies three alternatives including current plans and regulations, called the No Action Alternative, and two Action Alternatives that vary the amount and type of growth and investments in the area. ▪ No Action Alternative: The No Action Alternative is SEPA-required, and development would adhere to the existing Comprehensive Plan policies, land use designations and zoning districts, while aligning with the goals of transit-oriented development, community benefits, and quality of life. ▪ Alternative 2: In support of transitioning the subarea (also referred to as “Study Area”) into a mixed-use pedestrian-oriented district with an active multi-modal center and strong pedestrian connections, Alternative 2 would allow for moderate growth throughout the Planned Action Area. This growth alternative would include a mix of commercial towers and mixed-use towers, 5-10 stories in height predominantly. The greater heights in the range would be focused in Renton Village surrounding a pedestrian-oriented internal main street concept. ▪ Alternative 3: Similar to Alternative 2, Alternative 3 would require a mixed-use pedestrian-oriented district with an active multi-modal center and strong pedestrian connections, while allowing for the most growth throughout the Planned Action Area. Alternative 3 would include a mix of commercial towers and mixed- use towers 10-14 stories in height predominantly. Greater heights would be anticipated in Renton Village Rainier/Grady Junction TOD Subarea Planned Action Fact Sheet January 2024 ▪ Draft EIS iv surrounding a pedestrian-oriented internal main street concept as well as other locations near investments in walkability, transit access, or greenspace. Proponent and Lead Agency City of Renton, Department of Community & Economic Development Location The subarea is centered on the intersection of Rainier Avenue S and S Grady Way. A core area (“Planned Action Area”) lies east of Rainier Avenue between South 3rd Place and I-405 around a planned transit center and Renton Village, which is the brand name of a large retail area but for the purposes of this document includes all properties within the “super-block” situated east of Rainier Avenue S, south of S Grady Way, west of Talbot Road, and north of I-405. A broader EIS Study Area is considered for context and general conditions, while the Planned Action Area has more specific proposals for growth, evaluation, and mitigation measures. Source: City of Renton, BERK, 2024. Rainier/Grady Junction TOD Subarea Planned Action Fact Sheet January 2024 ▪ Draft EIS v Tentative Date of Implementation Draft Code and Planned Action: Winter 2024 Final Code and Planned Action: Spring 2024 Responsible SEPA Official City of Renton Environmental Review Committee 1055 South Grady Way, 6th Floor Renton, WA 98057 425-430-7200 Contact Person Paul Hintz, Principal Planner City of Renton, Community and Economic Development, Planning Division 1055 Grady Way Renton, WA 98057 phintz@rentonwa.gov | 425-430-7436 Required Approvals The proposed code amendments and planned action ordinance are legislative proposals. After a 60-day review coordinated by the Washington State Department of Commerce, and Renton Planning Commission recommendations, the proposals would be considered for adoption by the Renton City Council. Principal EIS Authors and Contributors Under the direction of the City of Renton, the consultant team prepared the EIS as follows: ▪ BERK Consulting: Prime Consultant, Planned Action, Alternatives, Land Use and Typology Modeling, Public Services ▪ Perteet: Natural Environment, Transportation, Utilities ▪ The Transpo Group: Travel Demand Model Draft EIS Date of Issuance January 24, 2024 Draft EIS Comment Period Comment Period The City of Renton is requesting comments from citizens, agencies, tribes, and all interested parties on the Draft EIS from January 24 to February 23, 2024. Comments are due by 5:00 PM, February 23, 2024. Rainier/Grady Junction TOD Subarea Planned Action Fact Sheet January 2024 ▪ Draft EIS vi All written comments should be directed to: Paul Hintz, Principal Planner City of Renton, Community and Economic Development, Planning Division 1055 Grady Way Renton, WA 98057 phintz@rentonwa.gov | 425-430-7436 Submittal of comments by email is preferred. Please include in the subject line “Rainier / Grady Junction TOD Subarea Planned Action Draft EIS Comments.” Date of Final Action Draft Code and Planned Action: Winter 2024 Final Code and Planned Action: Spring 2024 Prior Environmental Review Determination of Non-Significance and SEPA Checklist for the Rainier/Grady Junction TOD Subarea Plan. ▪ SEPA Register: 202106716 – Renton City of (wa.gov) Location of Background Data You may review the City of Renton website for more information at: ▪ Rainier/Grady Planned Action and EIS, Available: https://www.rentonwa.gov/city_hall/community_and_economic_development/long_range_planning/raini er__grady_junction_subarea_plan/rainier__grady_planned_action_and_e_i_s If you desire clarification or have questions, please see the contact person above. Purchase/Availability of Draft EIS This Draft EIS is available for review at City of Renton City Hall: 1055 South Grady Way, 6th Floor, Renton, WA 98057. Thumb drives are available for purchase at cost at City of Renton City Hall. The Draft EIS is also available for review at the Renton public library located at 100 Mill Avenue S, Renton, WA 98057. ▪ The Draft EIS is posted on the project website at https://www.rentonwa.gov/city_hall/community_and_economic_development/long_range_planning/raini er__grady_junction_subarea_plan/rainier__grady_planned_action_and_e_i_s vii Distribution List The following agencies received a notice of availability of this Draft EIS. Federal and Tribal Agencies Duwamish Tribe Muckleshoot Tribe U.S. Army Corps of Engineers State and Regional Agencies Department of Commerce Department of Ecology Department of Natural Resources Department of Transportation Puget Sound Regional Council Adjacent Jurisdictions City of Issaquah City of Kent City of Newcastle City of Tukwila King County Services, Utilities, and Transit Puget Sound Energy King County Wastewater Treatment Division Sound Transit King County Metro Renton School District Community Organizations, Stakeholders, and Individuals Brotherton Cadillac Renton Technical College McCullough Hill, PLLC (Triton Towers) LPC West (Triton Towers) Rainier/Grady Junction TOD Subarea Planned Action Distribution List January 2024 ▪ Draft EIS viii Renton Village Associates Uwajimaya (Renton location) South Renton Neighborhood Association Kia Car Pros Renton Downtown Partnership Betsy Prather, Renton Historical Society Kurt Creager, Bridge Housing Mary Duncan, Elizabeth Gregory Home Media The Seattle Times ix Contents 1 Summary 1-1 1.1 Introduction and Proposals 1-1 1.2 Study Area 1-1 1.3 Public Comment Opportunities 1-3 1.4 Objectives, Proposal, and Alternatives 1-3 Objectives 1-3 Alternatives 1-3 Key Elements by Alternative 1-10 1.5 Key Issues and Options 1-12 1.6 Summary of Impacts and Mitigation Measures 1-13 Natural Environment 1-13 Land Use 1-16 Transportation 1-24 Public Services 1-33 Utilities 1-38 2 Proposal and Alternatives 2-1 2.1 Introduction and Proposals 2-1 2.2 Study Area 2-1 2.3 Objectives 2-3 2.4 Alternatives 2-3 Alternative 1 (No Action) 2-3 Action Alternatives 2-7 Alternative 2 2-10 Alternative 3 2-14 Growth and Height Comparisons 2-17 Key Elements by Alternative 2-18 Benefits and Disadvantages of Deferring Implementation of the Proposal 2-20 3 Environment, Impacts, and Mitigation Measures 3-1 3.1 Natural Environment 3-2 Affected Environment 3-2 Impacts 3-7 Rainier/Grady Junction TOD Subarea Planned Action Contents January 2024 ▪ Draft EIS x Mitigation Measures 3-9 Significant Unavoidable Adverse Impacts 3-11 3.2 Land Use 3-12 Affected Environment 3-12 Impacts 3-42 Mitigation Measures 3-64 Significant Unavoidable Adverse Impacts 3-67 3.3 Transportation 3-68 Affected Environment 3-68 Impacts 3-87 Mitigation Measures 3-107 Significant Unavoidable Adverse Impacts 3-120 3.4 Public Services 3-121 Affected Environment 3-121 Impacts 3-154 Mitigation Measures 3-163 Significant Unavoidable Adverse Impacts 3-165 3.5 Utilities 3-166 Affected Environment 3-166 Impacts 3-176 Mitigation Measures 3-184 Significant Unavoidable Adverse Impacts 3-187 4 Acronyms and References 4-1 4.1 Acronyms 4-1 4.2 References 4-2 Natural Environment 4-2 Land Use 4-2 Transportation 4-3 Public Services 4-3 Utilities 4-4 Rainier/Grady Junction TOD Subarea Planned Action Contents January 2024 ▪ Draft EIS xi 5 Appendices 5-1 5.1 Scoping Notice and Meeting Summary 5-2 5.2 Natural Environment 5-3 5.3 Transportation 5-5 a) Sound Transit 1-405 BRT Phase 2 Conceptual Engineering Plans, WSP, April 2020 5-6 b) Rainier/Grady Subarea Planned Action Traffic Operations Analysis, Perteet 2023 5-7 c) Travel Demand Model Documentation, Transpo, February 2023 5-8 5.4 Utilities 5-9 a) Rainier/Grady Way Hydraulic Analysis, Carollo, July 2023 5-9 b) Selected Maps, Renton Long-Range Wastewater Management Plan, Carollo, 2017 5-10 c) Water Pipe Diameter Excerpt 5-11 Rainier/Grady Junction TOD Subarea Planned Action Contents January 2024 ▪ Draft EIS xii Exhibits Exhibit 1-1. Vicinity Map 1-2 Exhibit 1-2. Study Area Zoning Map – No Action Alternative 1-4 Exhibit 1-3. Development Typology Descriptions 1-5 Exhibit 1-4. Alternative 2 Modeled Typologies 1-6 Exhibit 1-5. Alternative 3 Modeled Typologies 1-8 Exhibit 1-6. Total Housing by Alternative: Detail 1-9 Exhibit 1-7. Total Employment by Alternative: Detail 1-9 Exhibit 1-8. Modeled Height Comparison 1-10 Exhibit 1-9. Alternative Features Compared 1-11 Exhibit 1-10. Total Housing by Alternative 1-17 Exhibit 1-11. Total Jobs by Alternative 1-18 Exhibit 1-12. Alternative 2 Shadow Analysis, 3PM 1-20 Exhibit 1-13. Alternative 3 Shadow Analysis, 3PM 1-22 Exhibit 1-14. PM Peak Hour Vehicle Trips Generated 1-25 Exhibit 1-15. Anticipated Right-of-Way to be Acquired for RapidRide I Line on S Grady Way 1-27 Exhibit 1-16. 2044 PM Peak Hour LOS and Delay, With and Without Mitigations 1-31 Exhibit 1-17. Potential Demand for Police Services, Full Study Area – All Alternatives 1-34 Exhibit 1-18. Potential Demand for Fire and EMS Services, Full Study Area – All Alternatives 1-35 Exhibit 1-19. Estimated Additional Student Generation by Grade Level – All Alternatives 1-35 Exhibit 1-20. Water System: Average Daily Demand (ADD) and Maximum Daily Demand (MDD) – Alternative 1 1-39 Exhibit 1-21. Wastewater Demand Comparison 1-39 Exhibit 2-1. EIS Study Area 2-2 Exhibit 2-2. Study Area Zoning Chart – No Action Alternative 2-4 Exhibit 2-3. Study Area Zoning Map – No Action Alternative 2-5 Exhibit 2-4. No Action Capacity Summary – Planned Action Area 2-6 Exhibit 2-5. No Action Capacity Summary – EIS Study Area 2-6 Exhibit 2-6. Rainier/Grady Junction TOD Subarea Plan: Growth Concept 2-8 Exhibit 2-7. Development Typologies – Action Alternatives 2-9 Exhibit 2-8. Development Typology Descriptions 2-10 Exhibit 2-9. Alternative 2 Typology Assumptions 2-11 Exhibit 2-10. Alternative 2 Modeled Typologies 2-12 Exhibit 2-11. Alternative 2 Capacity Summary – Planned Action Area 2-13 Rainier/Grady Junction TOD Subarea Planned Action Contents January 2024 ▪ Draft EIS xiii Exhibit 2-12. Alternative 2 Capacity Summary – EIS Study Area 2-13 Exhibit 2-13. Alternative 3 Typology Assumptions 2-14 Exhibit 2-14. Alternative 3 Modeled Typologies 2-15 Exhibit 2-15. Alternative 3 Capacity Summary – Planned Action Area 2-16 Exhibit 2-16. Alternative 3 Capacity Summary – EIS Study Area 2-16 Exhibit 2-17. Total Housing by Alternative: Detail 2-17 Exhibit 2-18. Total Employment by Alternative: Detail 2-17 Exhibit 2-19. Modeled Height Comparison 2-18 Exhibit 2-20. Alternative Features Compared 2-19 Exhibit 3-1. 100-Year Floodplain Acreage 3-2 Exhibit 3-2. Streams, Flood Hazard Areas, Wetlands, Shorelines in Study Area 3-3 Exhibit 3-3. Washington’s Endangered, Threatened, Sensitive, and Other Protected Species 3-4 Exhibit 3-4. Environmental Hazard Index Map (Top Right) and Environmental Opportunity Index Map (Bottom Left) 3-6 Exhibit 3-5. Renton Land Use Designations 3-19 Exhibit 3-6. Land Use Designations in the Study Area 3-20 Exhibit 3-7. Renton Zoning in the Study Area 3-21 Exhibit 3-8. Renton Zoning in Study Area 3-22 Exhibit 3-9. Mapped Airport Height Restrictions (Incomplete) 3-23 Exhibit 3-10. Urban Growth Capacity 3-24 Exhibit 3-11. Redevelopment Potential in the Study Area 3-25 Exhibit 3-12. Housing Stock by Type of Structure 3-26 Exhibit 3-13. All Households – Household Type by Income (2017) 3-27 Exhibit 3-14. All Households – Cost Burden by Income Level 3-27 Exhibit 3-15. Density of Flights at 750m Altitude or Less 3-29 Exhibit 3-16. Environmental Exposures Map 3-30 Exhibit 3-17. Noise Levels Map 3-31 Exhibit 3-18. The Intersection of S 7th Street and Talbot Road S Looking North 3-33 Exhibit 3-19. The Intersection of S 7th Street and Shattuck Avenue S Looking North 3-33 Exhibit 3-20. Renton Village Looking South from S Grady Way 3-34 Exhibit 3-21. Major Transmission Lines 3-35 Exhibit 3-22. Aerial Image of the Renton Auto Mall District north of I-405 and west of Rainier Avenue S 3-36 Exhibit 3-23. DK Market Looking East from Lind Avenue SW 3-37 Exhibit 3-24. Looking East on SW 19th Street 3-38 Exhibit 3-25. Landmark West Building Looking East from Lind Avenue SW 3-38 Exhibit 3-26. Tree Equity Score Map 3-40 Rainier/Grady Junction TOD Subarea Planned Action Contents January 2024 ▪ Draft EIS xiv Exhibit 3-27. Renton Street Tree Map 3-41 Exhibit 3-28. City of Renton Housing and Jobs Growth Targets 3-42 Exhibit 3-29. Total Housing by Alternative 3-43 Exhibit 3-30. Total Jobs by Alternative 3-43 Exhibit 3-31. Alternatives Consistency with VISION 2050 Goals and Policies 3-44 Exhibit 3-32. Alternatives Consistency with the King County Countywide Planning Policies 3-48 Exhibit 3-33. Alternatives Consistency with Renton Comprehensive Plan Policies 3-50 Exhibit 3-34. Zoning and Typology Heights by Alternative 3-53 Exhibit 3-35. HUD Noise Level Acceptability Standards 3-54 Exhibit 3-36. Alternatives Consistency with the Rainier/Grady Junction TOD Subarea Plan Goals and Objectives 3-55 Exhibit 3-37. Alternative 2 Shadow Analysis, 10AM 3-57 Exhibit 3-38. Alternative 2 Shadow Analysis, 3PM 3-58 Exhibit 3-39. Alterative 2 Features 3-59 Exhibit 3-40. Alternative 3 Shadow Analysis, 10AM 3-61 Exhibit 3-41. Alternative 3 Shadow Analysis, 3PM 3-62 Exhibit 3-42. Alternative 3 Features 3-63 Exhibit 3-43. Functional Classification within the Subarea 3-69 Exhibit 3-44. 2022 PM Peak Hour Travel Demand Model 3-71 Exhibit 3-45. I-405 Highway Traffic Volume Trends from 2016 to 2019 3-72 Exhibit 3-46. Intersection Level of Service Criteria 3-73 Exhibit 3-47. Existing Peak Hour Intersection LOS and Delay – 2022 PM Peak Hour 3-73 Exhibit 3-48. Existing PM Peak Hour Intersection LOS Results (2022) 3-74 Exhibit 3-49. City of Renton Truck Routes within the Subarea 3-75 Exhibit 3-50. WSDOT Truck Routes within the Subarea 3-76 Exhibit 3-51. Minimum Design Standards for Complete Streets in the Subarea. 3-77 Exhibit 3-52. Pavement Conditions within the Subarea 3-78 Exhibit 3-53. Existing Transit Network within the Subarea 3-79 Exhibit 3-54. Existing Sidewalks within the Subarea 3-80 Exhibit 3-55. Existing Conditions at S 7th Street and Talbot Road S 3-81 Exhibit 3-56. Table of Future, Planned Transportation Projects within the Subarea 3-82 Exhibit 3-57. Map of Future, Planned Transportation Projects within the Subarea 3-86 Exhibit 3-58. PM Peak Hour Vehicle Trips Generated 3-87 Exhibit 3-59. Subarea Plan Exhibiting Pedestrian/Bicycle Improvements 3-89 Rainier/Grady Junction TOD Subarea Planned Action Contents January 2024 ▪ Draft EIS xv Exhibit 3-60. Anticipated Right-of-Way to be Acquired for RapidRide I Line on S Grady Way 3-90 Exhibit 3-61. Alternative 1 No Action Trip Distribution, PM Peak Hour 3-93 Exhibit 3-62. Alternative 1 No Action Intersection LOS and Queues: 2044 AM Peak Hour 3-94 Exhibit 3-63. LOS and Delay for Renton Village Entrance Intersections, Alternative 1: 2044 AM and PM Peak Hour 3-94 Exhibit 3-64. Alternative 1 No Action PM Peak Hour Intersection LOS Results 3-96 Exhibit 3-65. Alternative 1 No Action Pedestrian/Bicyclist Impacts 3-97 Exhibit 3-66. Alternative 3, PM Peak Hour 3-100 Exhibit 3-67. Alternative 3: Intersection LOS and Queues: 2044 AM and PM Peak Hour 3-101 Exhibit 3-68. LOS and Delay for Renton Village Entrance Intersections, Alternative 3: 2044 AM and PM Peak Hour 3-102 Exhibit 3-69. Alternative 3 PM Peak Hour Intersection LOS Results 3-104 Exhibit 3-70. Alternative 3 Pedestrian/Bike Impacts 3-105 Exhibit 3-71. Conceptual Illustration of New Street Network- 3-109 Exhibit 3-72. Prioritization of Crossing Improvements at Lake Avenue S, Shattuck Avenue S, and Talbot Road S. 3-111 Exhibit 3-73. Proposed Intersection Improvements 3-114 Exhibit 3-74. 2044 PM Peak Hour LOS and Delay, With and Without Mitigations 3-118 Exhibit 3-75. Police Performance Measures 3-121 Exhibit 3-76. Patrol Operations Performance Metrics and Data 3-123 Exhibit 3-77. Department Resources Budgeted for Patrol Operations 3-123 Exhibit 3-78. Patrol Services Performance Metrics and Data 3-125 Exhibit 3-79. Department Resources Budgeted for Patrol Services 3-125 Exhibit 3-80. Investigations Performance Metrics and Data 3-127 Exhibit 3-81. Department Resources Budgeted for Investigations 3-127 Exhibit 3-82. Police Service Demand Level of Service 3-129 Exhibit 3-83. RRFA Jurisdiction 3-131 Exhibit 3-84. RRFA's Coverage Area, Population, Area, and Assessed Property Value 3-131 Exhibit 3-85. Countywide Protection Class Ratings 3-132 Exhibit 3-86. RRFA Total Responses, 2020 3-132 Exhibit 3-87. RRFA Responses by Incident Type 3-133 Exhibit 3-88. RRFA Responses by Fire Station and by Incident Type 3-133 Exhibit 3-89. RRFA Turnout Time 3-133 Exhibit 3-90. RRFA Travel Time 3-134 Exhibit 3-91. Existing Facility Capacity 3-137 Rainier/Grady Junction TOD Subarea Planned Action Contents January 2024 ▪ Draft EIS xvi Exhibit 3-92. Capacity by Service Area 3-137 Exhibit 3-93. The Renton Connector Greenway 3-140 Exhibit 3-94. Park Land by Classification, City of Renton 3-141 Exhibit 3-95. Park Land Needs Based on Level of Service Standard 3-142 Exhibit 3-96. Existing Renton Parks, Recreation, and Natural Areas 3-143 Exhibit 3-97. Developed Park Access and Residential Density 3-144 Exhibit 3-98. Existing and Proposed Trail Miles 3-146 Exhibit 3-99. Existing Trails Network 3-147 Exhibit 3-100. Existing and Proposed Network and Project Map 3-148 Exhibit 3-101. Level of Traffic Stress and Existing Network 3-150 Exhibit 3-102. Level of Traffic Stress and Proposed Network 3-151 Exhibit 3-103. Existing Trails Network Miles 3-152 Exhibit 3-104. City Center Planning Area 3-153 Exhibit 3-105. Total Housing, Population, and Employment by Alternative: Detail 3-155 Exhibit 3-106. Potential Demand for Police Services, Full Study Area - All Alternatives 3-155 Exhibit 3-107. Potential Demand for Fire and EMS Services, Full Study Area - All Alternatives 3-156 Exhibit 3-108. Estimated Additional Student Generation by Grade Level - All Alternatives 3-156 Exhibit 3-109. Estimated Level of Service by Grade Level - All Alternatives 3-157 Exhibit 3-110. Estimated Permanent and Total Capacity of School District Serving the Study Area - All Alternatives 3-157 Exhibit 3-111. Estimated Additional Demand for Park Space, Full Study Area - All Alternatives 3-158 Exhibit 3-112. Estimated Additional Park Demand and Surplus / Deficit - All Alternatives 3-159 Exhibit 3-113. Potential Demand for Trail Miles, Full Study Area - All Alternatives 3-159 Exhibit 3-114. Existing Public Storm Water System 3-168 Exhibit 3-115. Existing Private Storm Water System 3-169 Exhibit 3-116. Water Quality Assessment Listings for Black River Basin 3-170 Exhibit 3-117. Benthic Index of Biotic Integrity Scores for Black River Basin 3-171 Exhibit 3-118. Existing Water System in Rainier/Grady Subarea 3-173 Exhibit 3-119. Existing Wastewater System 3-175 Exhibit 3-120. Wastewater Demand Comparison 3-178 Exhibit 3-121. Water System: Average Daily Demand (ADD) and Maximum Daily Demand (MDD) – Alternative 1 3-179 Rainier/Grady Junction TOD Subarea Planned Action Contents January 2024 ▪ Draft EIS xvii Exhibit 3-122. Alternative 2 Average Daily Demand (ADD) and Maximum Daily Demand (MDD) 3-181 Exhibit 3-123. Alternative 2 Average and Daily Demand Comparison to No Action Alternative 3-181 Exhibit 3-124. Alternative 3 Average Daily Demand (ADD) and Maximum Daily Demand (MDD) 3-183 Exhibit 3-125. Alternative 3 Comparison to No Action Alternative 3-183 Exhibit 3-126. Alternative 3 Wastewater Comparison to Alternative 1 3-183 THIS PAGE INTENTIONALLY BLANK. 1-1 1 Summary 1.1 Introduction and Proposals The City of Renton desires to create a vibrant commercial and residential district, based on the adopted Rainier/Grady Junction TOD Subarea Plan (2021), oriented around near-term bus rapid transit (BRT), with potential for light rail service in the long term. Now the City intends to develop Municipal Code Amendments to implement the land use vision of the Subarea Plan to increase mixed-use opportunities and alter development standards including height, density, parking, and others. Additionally, to facilitate the development of the vision, the City intends to adopt a Planned Action Ordinance to establish environmental performance standards that each development would meet. Development consistent with the ordinance requirements would not require a new threshold determination and could rely on the Planned Action EIS to streamline their permit review. The City is considering three alternatives including the No Action Alternative, Alternative 2 (mid-rise focus), and Alternative 3 (high rise focus), that vary the amount and type of housing and employment growth and investments in the area that could occur under the new municipal code amendments. For each alternative, this Draft Environmental Impact Statement (Draft EIS), compares the environmental impacts of the alternatives and identifies mitigation measures. Environmental topics include: natural environment, land use, transportation, public services, and utilities. The Draft EIS is organized as follows: ▪ Chapter 1 Summary ▪ Chapter 2 Proposal and Alternatives ▪ Chapter 3 Environment, Impacts, and Mitigation Measures ▪ Chapter 4 Acronyms and References ▪ Chapter 5 Appendices This Chapter 1 Summary highlights features of the alternatives described fully in Chapter 2, and associated environmental impacts detailed in Chapter 3. 1.2 Study Area The Rainier/Grady Junction TOD Subarea serves as the Study Area (“subarea” and “Study Area” are used interchangeably in this document) and is centered on the intersection of Rainier Avenue S and S Grady Way. A core “Planned Action Area” (PAA) lies east of Rainier Avenue between South 3rd Place and I-405 around a planned transit center and “Renton Village” – the name of a commercial center used in this document to broadly refer to all properties within the “super-block” situated east of Rainier Avenue S, south of S Grady Way, west of Talbot Road, and north of I-405. See Exhibit 1-1. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-2 Exhibit 1-1. Vicinity Map Source: City of Renton, BERK, 2024. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-3 1.3 Public Comment Opportunities The City of Renton received a grant from the Washington State Department of Commerce to promote transit- oriented development (TOD) with a streamlined SEPA review under a planned action. To initiate the planning process the City sought comments from the public, agencies, and tribes through a formal SEPA scoping process including a written comment period and a community meeting per RCW 43.21c.440. The meeting was held online in August 2022 with six participants. In addition, a comment letter from the Duwamish Tribe was received. See Appendix 5.1. With the publication of the Draft EIS, the City has initiated a 30-day comment period; see details in the Fact Sheet. See the project website for more information about the proposals and comment opportunities: https://www.rentonwa.gov/city_hall/community_and_economic_development/long_range_planning/rainier__ grady_junction_subarea_plan/rainier__grady_planned_action_and_e_i_s. 1.4 Objectives, Proposal, and Alternatives Objectives The State Environmental Policy Act (SEPA) requires a statement of objectives describing the purpose and need for the proposals. The Subarea Plan includes the following four goals, which serve as objectives for this EIS: 1. ALIGN WITH OVERALL VISION FOR RENTON: Align with overall vision for Renton’s City Center area and support the unique role of the subarea in ways that are complementary to Downtown, the larger City Center area, and Renton as a whole. 2. TRANSITION TO A MULTIMODAL CENTER: Transition the area into a pedestrian-oriented district with a multi-modal center and strong pedestrian connections. 3. CREATE A LIVABLE NEIGHBORHOOD: Create a livable, distinct neighborhood that is active 18 hours a day, complements Downtown, and gracefully integrates with neighboring areas. 4. CATALYZE DESIRED CHANGES: Leverage the recent and planned public investment in the area for the private investment to follow. The objectives also serve as criteria by which the alternatives are evaluated. Alternatives Alternative 1 No Action Alternative 1, the No Action Alternative, is SEPA-required. Under Alternative 1, development would adhere to the existing Comprehensive Plan policies, land use designations and zoning districts, while aligning with the adopted Subarea Plan goals of transit-oriented development, community benefits, and quality of life. The current zoning is shared in Exhibit 1-2. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-4 Exhibit 1-2. Study Area Zoning Map – No Action Alternative . Source: City of Renton, 2022. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-5 Action Alternatives Two Action Alternatives were developed for evaluation in this Draft EIS, and both align with the goals of the Subarea Plan, described in Section 2.3 Objectives. While both Action Alternatives would meet objectives for an active pedestrian-oriented district that supports multiple modes of transportation around an active transit hub, each alternative would vary densities, heights, and growth in the Planned Action Area. ▪ Alternative 2 would set minimum standards and incentives to achieve optimal Subarea Plan implementation resulting in a predominately mid-rise development pattern with some high-rise development possible through incentivized standards; and ▪ Alternative 3 would allow high-rise development with required standards and public benefits scaled to the intensity of the development. Both Action Alternatives would be implemented under one zoning code but explore two separate growth concepts to test against the No Action Alternative. The Action Alternatives consider a range of building typologies that fit the Subarea Plan Growth Concept, and the proposed Municipal Code amendments, but vary the height, density, and other facets of the potential mixed-use buildings in the Study Area. See Exhibit 1-3, as well as Chapter 2, Exhibit 2-7 for images that are representatives of the typologies. Exhibit 1-3. Development Typology Descriptions Development Type Description Commercial – Retail Single story commercial uses in a low rise building with at grade parking. Commercial – Tower Primarily office/commercial uses consisting of towers and mid-rise building up to ten stories in height. The building envelope could accommodate an office tower or hotel. Mixed-Use – Base Mid-rise structures with four to five floors of residential uses over one floor of commercial use. Mixed-Use – Maximum Towers with eight to thirteen floors of residential uses over one or two floors of commercial use. Source: BERK, 2023. Notes: Each ground floor commercial retail story is modeled to be 20 ft. tall and 15 ft. tall for second story commercial retail. Each residential story is modeled to be 10 ft. tall. Each office story is modeled to be 15 ft. tall. Alternative 2 In support of the Subarea Plan’s objectives and goals to transition the Study Area into a mixed-use pedestrian- oriented district with an active multi-modal center and strong pedestrian connections, Alternative 2 would result in moderate growth throughout the Planned Action Area. This growth alternative is modeled to include a mix of development typologies with most buildings no taller than 5-10 stories predominantly. The potential to achieve greater heights in the range would be in exchange for public benefits (e.g., affordable housing, open space, etc.). Greater heights would be anticipated in Renton Village surrounding a pedestrian-oriented internal main street concept. See Exhibit 1-4. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-6 Exhibit 1-4. Alternative 2 Modeled Typologies Source: BERK, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-7 Alternative 3 Consistent with the adopted Subarea Plan, under Alternative 3 high-rise growth and investment in housing, employment, transit, and parks and open space would support the transformation of the Study Area into a mixed-use pedestrian-oriented district with an active multi-modal center and strong pedestrian connections. Alternative 3 is modeled to achieve the most growth throughout the Planned Action Area. Alternative 3 would include a mix of Commercial Towers and Mixed-Use towers 10-14 stories in height in Renton Village surrounding a pedestrian-oriented internal main street concept as well as other locations near investments in walkability, transit access, or greenspace. See Exhibit 1-5. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-8 Exhibit 1-5. Alternative 3 Modeled Typologies Source: BERK, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-9 Growth and Height Comparison In the exhibit below, the three alternatives’ capacity is compared for housing and job growth. Within the Planned Action Area, the No Action Alternative shows a total net housing capacity of 3,339 units. The predominant mid-rise approach proposed in Alternative 2 shows a net housing capacity of 5,932 units, and the predominant high-rise approach proposed in Alternative 3 shows a net housing capacity of 8,688 units. See Exhibit 1-6. Exhibit 1-6. Total Housing by Alternative: Detail No Action Alternative 2 Alternative 3 Planned Action Area 3,339 5,932 8,668 EIS Study Area 3,337 3,337 3,337 Total* 6,676 9,269 12,005 *Totals may vary due to rounding. Source: BERK, 2023. Within the Planned Action Area, the No Action Alternative shows a total net jobs capacity of 560 jobs. The primarily mid-rise approach proposed in Alternative 2 shows a net jobs capacity of 3,663 jobs, and the primarily high-rise approach proposed in Alternative 3 shows a jobs housing capacity of 6,653 jobs. See Exhibit 1-7. Exhibit 1-7. Total Employment by Alternative: Detail No Action Alternative 2 Alternative 3 Planned Action Area 560 3,663 6,653 EIS Study Area 1,353 1,353 1,353 Total* 1,912 5,015 8,006 *Totals may vary due to rounding. Source: BERK, 2023. Currently, heights are 70-150 feet under Alternative 1 with reduced heights in the north and central area and greater heights to the south. Proposed Municipal Code Amendments will allow heights of 70-150 feet across a greater portion of the Planned Action Area; however, building heights are also subject to Federal Regulation Title 14 Part 77, which establishes standards and notification requirements for objects affecting navigable airspace. Modeled heights vary to test the proposed mid-rise and high-rise intensities and densities for purposes of the EIS. See Exhibit 1-8. Further discussion is found in Section 3.2 Land Use. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-10 Exhibit 1-8. Modeled Height Comparison Note: Building heights are subject to Federal Regulation Title 14 Part 77, which establishes standards and notification requirements for objects affecting navigable airspace. Key Elements by Alternative The EIS Alternatives would leverage the Subarea Plan but test different assumptions about the intensity of land use, building heights, residential densities, street requirements, common open space and tree standards, and other elements of development. Alternative 1 assumes current plans and codes; Alternative 2 would consider new standards that set base goals but provide incentives to achieve optimal Subarea Plan implementation; and Alternative 3 would allow maximum heights and densities but require public benefits like the creation of affordable housing or substantial open spaces to achieve the Subarea Plan vision. Growth would vary depending on densities and heights. Key elements described by the alternatives above are compared in Exhibit 1-9 and Exhibit 2-20. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-11 Exhibit 1-9. Alternative Features Compared Features Alt 1: No Action Alt 2: Mid Rise – Incentive Zoning Alt 3: High Rise – Required Public Benefit Subarea Goals and Objectives ▪ Adopted Subarea Plan. ▪ Adopted Subarea Plan ▪ Consider business displacement mitigation incentives. ▪ Coordination of development across site boundaries. ▪ Adopted Subarea Plan. ▪ Consider business displacement policy considering Subarea Plan and developed through EIS. ▪ Coordination of development across site boundaries. Zoning and Mixed-Use Development Patterns ▪ Mix of CA and CO zoning in PAA. ▪ Current standards for mixed- use development in Commercial Arterial and Commercial Office Zones: Equivalent to at least 40% of building footprint required to be commercial. ▪ CO Zone restricts residential uses to no more than 25% of gross floor area on site. ▪ Structured parking required for all residential. ▪ CA zoning throughout PAA, with an overlay zone. ▪ Residential buildings required to have ground floor commercial with potential for reduced ground floor commercial adjacent to South Renton neighborhood. Increased residential density for affordable housing or substantial open space dedication. ▪ Promote a range of commercial space sizes to encourage diverse business opportunities and retention of existing businesses. ▪ Structured parking required for all residential but prohibited on ground floor along streets or active public realms. Consider incentives for parking reductions. ▪ CA zoning throughout PAA with an overlay zone. ▪ Residential buildings required to have ground floor commercial with greater amount of commercial space along the “Main Street.” ▪ Allow standalone residential if dedicated as affordable housing and not abutting “Main Street.” ▪ Require range of commercial space sizes for diverse business opportunities and retention of existing businesses. ▪ Structured parking required for all residential but prohibited on ground floor along streets or active public realms. Consider requirements for parking reductions. Height ▪ CA: 50’–70’ ▪ CO: 250’ (greatest height achievable is ~150’ in Planned Action Area) ▪ Subarea vision: predominantly 70’ with incentives up to 150’. ▪ Base height with incentives for affordable housing, and open space. ▪ Building step-backs adjacent to residential zones. ▪ Graduated heights up to airport height limits: 70’ -150’ with amenities required. ▪ Building step-backs adjacent to residential zones. Density (dwelling units per acre [DU/AC]) Min. and Max.: ▪ CA: 20 – 60 DU/AC ▪ CO: 75 – 150 DU/AC Min. and Max.: ▪ 60 – 150 DU/AC, up to 250 DU/AC with incentives. Min. and Max.: ▪ 60 – 250 DU/AC with public benefits required. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-12 Features Alt 1: No Action Alt 2: Mid Rise – Incentive Zoning Alt 3: High Rise – Required Public Benefit Affordable Housing Density Bonus ▪ CO Zone: 30% above max density or density allowed via conditional use permit for affordable bonus at 1:1 ratio. ▪ Increase max density bonus to 65% for affordable housing. ▪ No bonus. Rely on multifamily tax exemption, fee reductions, and inclusionary zoning to create affordable housing. Health – Air Quality ▪ None ▪ Implement a 500’ mitigation buffer from I-405 for residential development. Require centralized air filtration systems, air intake vents located away from highways, noise attenuating construction and materials, and other appropriate mitigation measures. Open Space, Landscaping & Stormwater ▪ Current common open space and stormwater requirements ▪ Increase and require dedication of public open space via public or private easement. ▪ Creation of public plaza. ▪ Green factor standards.1 ▪ Augment street tree standards. ▪ Increase green infrastructure; integrate into street standards. Potential Investments in Transportation ▪ New Transit Station ▪ Sound Transit Renton HOV Access Project ▪ Bike/Trail Plan Improvements ▪ Similar to Alternative 1 plus supportive modal infrastructure (e.g., multi-use paths, bicycle parking, etc.) as incentive with open space development. ▪ Similar to Alternative 1 plus increase long-term and short- term bike parking requirement for new development. Core Area – New Streets ▪ Subarea Plan provides cross- sections (pp 55-59). ▪ Implement Subarea Plan Street Standards, including the creation of Main Street/festival shared street with pedestrian- oriented retail and services. ▪ Require greater amount of commercial space abutting “Main Street” or other active pedestrian realms. Address mid- block connections. ▪ Implement Subarea Plan Street Standards including the creation of Main Street/festival shared street with pedestrian-oriented retail and services. ▪ Wider pedestrian clear zones to accommodate additional pedestrian volume. ▪ Address mid-block connections. Process ▪ Current permit procedures. ▪ Master Site Plan ▪ Planned Action ▪ Master Site Plan ▪ Planned Action Source: BERK, 2023. 1See Seattle’s Green Factor Standards 1.5 Key Issues and Options The key issues facing decision makers are summarized below. ▪ Approval of municipal code amendments to provide for transit-oriented development including additional housing and employment opportunities. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-13 ▪ Creating a mix of incentives and requirements to encourage affordable housing, green infrastructure, and other public benefits. ▪ Identifying the desired land use pattern and growth levels to respond to and integrate the BRT Station and future light rail investments and provide for housing and employment opportunities. ▪ Identifying the mix of infrastructure and transportation investments to ensure added greenspace and connected multimodal streets. ▪ Considering alternative open space and park investments suited to a transit-oriented urban neighborhood. ▪ Approving Planned Action Ordinance to help incentivize growth while mitigating impacts. 1.6 Summary of Impacts and Mitigation Measures Natural Environment Source: Makers, Rainier/Grady Junction TOD Subarea Plan How did we analyze Natural Environment? The project team toured the Study Area and reviewed published maps, studies, literature, and regulations regarding natural environment conditions including surface water critical areas, species habitat, and cultural significance. Thresholds of significance are established to differentiate significant impacts that may require mitigation from insignificant impacts. Thresholds of significance in this impact analysis include: ▪ Tree canopy impacts are considered significant when the action alternative would cause a net loss in the City’s overall current tree canopy coverage. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-14 ▪ Natural environment impacts are considered significant when the action alternative would cause degradation of habitats, changes to wetland hydroperiods, or decreased water quality of wetlands and streams. ▪ Archaeological impacts are considered significant when development would have the potential to alter or damage archaeological resources. What impacts did we identify? Under all alternatives, the project area includes growth in or near critical areas such as seismic hazard areas, wellhead protection areas, wetlands, streams, and special flood hazard areas for a 100-year flood event. Critical areas typically require enhanced protection, such as limited fill material in wellhead protection areas and buffers/setbacks near streams and wetlands. Any development or redevelopment requiring excavation poses threats of erosion hazards until construction is completed and soils on the site have been permanently stabilized. With compliance to The Model Toxics Control Act (MTCA) and Critical Areas Regulations, the residual impacts would be less than significant for the natural environment. The proposed growth in Renton Village is directly on top of an existing creek – Rolling Hills Creek – that has been piped underground. Stream relocation and/or daylighting (open channel where stream is currently in a culvert) is an option allowable under the current City code when developers propose building directly above streams piped underground. The Study Area has a very high risk of archaeological resources and is located in proximity to known archaeological sites and indigenous villages and camp sites. What is different between the alternatives? Alternative 1: This alternative would continue existing development standards throughout the Planned Action Area (i.e., no increased requirements or incentives for green space, reduced parking requirements), resulting in a higher percentage of impervious surface compared to the Action Alternatives. The No Action Alternative would also lack the support of an areawide EIS and Planned Action Ordinance to expeditiously facilitate development, which would likely result in a slower pace of redevelopment and therefore perpetuate existing conditions. Alternative 2: Alternative 2 would result in increased investments in green spaces and increased landscaping requirements. Alternative 3: Green space and enhanced landscaping would be similar to Alternative 2. Alternative 3 also proposes a Commercial – Tower typology adjacent to the Puget Wetland which would eliminate surface-level parking on this parcel. The proposed towers could create the potential for shade around the wetland which could be beneficial in reducing water temperatures. Setbacks are required and measured from the buffers around the wetlands for any development or redevelopment. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-15 What are some solutions or mitigation for impacts? Application of federal, state, and local laws would apply to development in proximity to critical areas. City review applies to projects in critical areas and requires compliance with Renton Municipal Code 4-3-050. Critical areas protected under these regulations include flood hazard areas, steep slopes, habitat conservation areas, streams and lakes, wellhead protection areas, and wetlands or sites within 200 feet of a wetland. In all flood hazard areas, new construction and substantial improvements must be constructed to minimize flood damage. Federal and state laws apply to the protection of archaeological resources. This includes but is not limited to: ▪ Archaeological Excavation and Removal Permit (WAC 25-48) ▪ Archaeological Sites and Resources (RCW 27.53) Other potential mitigation measures include: ▪ Planting appropriate trees and native vegetation to improve the overall environmental quality of the area. This could include adopting different street tree standards for the Renton Village internal street network, adding greenery to the south side of 7th street to enhance the proposed non-motorized improvements, and/or implementing specific landscaping standards for the Study Area. Prioritize planting native species in the Study Area; this could be accomplished in proposed street tree and landscape code amendments or in the Planned Action Ordinance. In the broader Study Area, consider whether wetland and tree regulations encourage use of native plants. ▪ Any additional green spaces that are added to the existing conditions would improve water quality of natural water features in the area. ▪ Green infrastructure, such as Silva Cells and other best management practices, to support tree growth, protect sidewalks from root spread, and provide on-site stormwater management. The City could require an archaeological review in the planned action area, and notification to tribes. The City could consult with recognized tribal, State, Federal, and other local governments as well as the Duwamish Tribe, which is seeking federal recognition. ▪ The City currently restricts buildings over piped streams and easements to maintain the piping. Mitigation opportunities for daylighting Rolling Hills Creek include allowing transfer of residential density/floor area ratio so the daylighted stream and any natural buffer does not reduce the development potential when the stream is daylighted. The City could also require daylighting if development would relocate the creek, as well as incentivize daylighting where increased heights are allowed. With mitigation, what is the ultimate outcome? No significant unavoidable adverse impacts are expected for any alternatives if the potential mitigation measures and City regulations are followed. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-16 Land Use Source: Makers, Rainier/Grady Junction TOD Subarea Plan, 2021 How did we analyze Land Use? The EIS team reviewed the policy and regulatory framework through adopted plans, existing uses, and future designations and zoning applied by the City of Renton. The team considered the King County Urban Growth Capacity Report and results for Renton under Alternative 1 – No Action. The EIS team developed typologies for different types of uses and buildings, and estimated growth in the Study Areas under the Action Alternatives. Thresholds of significance, used here to define land use impacts that would have adverse effects without mitigation, include: ▪ Interferes with state, regional, or local plans. ▪ Increases potential for incompatible land use transitions. ▪ Potential to increase households’ exposure to air pollution, noise pollution. ▪ Transitions in scale. Height of development, location of roads, and landscaping abutting surrounding neighborhoods creating an appropriate transition to areas of greater or lower density. ▪ Shadows on public space. The potential for future development to cast shadows on public open spaces that could hinder public use and enjoyment of the space. What impacts did we identify? Alternative 1 No Action is consistent with VISION 2050 goals and Countywide Planning Policies relevant to the Subarea, but Action Alternatives would more optimally meet goals for increasing densities and providing housing, improving environmental conditions (e.g., tree canopy), and supporting transit. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-17 The Action Alternatives propose alternative land use designations and zones compared to the No Action Alternative. The Subarea Plan would be integrated into the 2024 Comprehensive Plan Periodic Update. Alternative 1 No Action generally meets Renton Comprehensive Plan Policies, though Alternatives 2 and 3 more optimally meet existing policies. What is different between the alternatives? Growth: All alternatives will make progress towards meeting the City of Renton’s housing and jobs growth targets, which at the time of the King County Urban Growth Capacity Report showed a deficit in housing and jobs through the year 2044. The Action Alternatives will more aggressively meet the growth targets, with Alternative 3 proposing the greatest addition to both housing and jobs. Within the Study Area, the No Action Alternative shows a total net housing capacity of 6,676 units. The mid-rise approach proposed in Alternative 2 shows a net housing capacity of 9,269 units, and the high-rise approach proposed in Alternative 3 shows a net housing capacity of 12,005 units. Additionally, within the Study Area, the No Action Alternative shows a total net jobs capacity of 1,912 jobs. Alternative 2 shows a net jobs capacity of 5,015 jobs, and Alternative 3 shows a jobs housing capacity of 8,006 jobs. See Exhibit 1-10 and Exhibit 1-11. Exhibit 1-10. Total Housing by Alternative Source: BERK, 2023. 3,339 5,932 8,668 3,337 3,337 3,337 6,676 9,269 12,005 - 2,000 4,000 6,000 8,000 10,000 12,000 14,000 No Action Alternative 2 Alternative 3 Planned Action Area EIS Study Area Total Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-18 Exhibit 1-11. Total Jobs by Alternative Source: BERK, 2023. The Washington State Department of Commerce has developed guidance for Comprehensive Plan Housing Elements updated per HB 1220 that aligns different housing types with the level of affordability they typically provide.1 Housing that is particularly suited to meeting low-income housing needs include low and mid-rise housing. Housing at moderate income levels includes middle housing and mid and high-rise housing. All alternatives increase housing options particularly Alternatives 2 and 3. Exposure to Air Quality Emissions and Noise: Growth of a mixed-use, multi-modal center in the Study Area will increase traffic volume, potentially impacting pedestrian safety, noise, and air and light pollution. Additionally, the placement of taller mixed-use, standalone residential, or commercial buildings could create noise and light pollution impacts to adjacent low-intensity residential areas north of the Study Area, with Alternative 1 the least intense and Alternative 3 the most. These impacts can be mitigated by design standards that prescribe features such as transitional height limits, setbacks, or landscaping. Air quality within the PAA and surrounding area are impacted by aircraft and roadway traffic due to proximity to Renton Municipal Airport and major roadways. While the Subarea Plan recommends 350 feet as an acceptable buffer from highway traffic emissions, the Planned Action explores 500 feet as a uniform standard for indoor sound and air quality mitigation. Alternative 3 would result in a greater concentration of high-rise mixed-use typologies adjacent to I-405. As part of the municipal code amendments associated with the Action Alternatives, the City can address orientation and location of residential uses in mixed use developments to reduce the potential for localized air quality effects and improve compatibility. Expected noise levels are on the threshold of acceptable (not exceeding 65 dB) and normally unacceptable (above 65 dB but not exceeding 75 dB) by HUD’s standards. Across all alternatives, resulting residential 1 See: Guidance for Updating your Housing Element, Book 2, 2023. Available: https://deptofcommerce.app.box.com/s/1d9d5l7g509r389f0mjpowh8isjpirlh. 560 3,662 6,653 1,353 1,353 1,353 1,912 5,015 8,006 - 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 No Action Alternative 2 Alternative 3 Planned Action Area EIS Study Area Total Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-19 development would be exposed to noise impacts, varying by location, orientation, design, density, and height allowance. Development Scale: The Action Alternatives would implement the Subarea Plan while testing different assumptions about the intensity of land uses near the new transit center and parking garage, including variations in building heights, residential densities, street requirements, common open space, and tree standards. The No Action Alternative assumes the implementation of current plans and codes. Under this alternative, the adopted Subarea Plan provides a policy direction for future development within the Study Area without having the regulatory support to fully implement the Subarea Plan’s vision. Both Action Alternatives would organize development south of S Grady Way around an east-west Main Street designed to promote pedestrian scale retail and promote a robust and engaging public realm. Development fronting Shattuck Avenue S and S 7th Street would have transition standards and accommodate a mix of walk-up residential buildings and ground floor commercial uses within mixed-use typologies. Renton Village, south of S Grady Way and east of Rainier Avenue S, would focus on Mixed-Use Base and Maximum, centered around an interior main commercial street. Shadows: Alternative 2 would set minimum standards and incentives to achieve optimal Subarea Plan implementation resulting in a mix of commercial towers and mixed-use towers typically 70- 120 feet in height in most of the Study Area with a node of 150 feet in Renton Village. The taller buildings would surround a pedestrian-oriented internal main street concept. Alternative 2 proposes the fullest realization of the Subarea Plan. The scale and mix of future development fit the ideal heights and uses proposed within the Subarea Plan. The future proposed open space network south of S Grady Way would be impacted by the proposed building heights during the afternoon. The proposed Main Street would be impacted by the surrounding building heights throughout the morning. See Exhibit 1-12. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-20 Exhibit 1-12. Alternative 2 Shadow Analysis, 3PM Source: BERK, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-21 Alternative 3 would allow high-rise development with required standards and public benefits with a height range of 70 – 150 feet in height in Renton Village surrounding a pedestrian-oriented internal main street concept. More areas would develop to the upper range of the heights in Renton Village potentially shading green spaces. Mid-range heights north of S Grady Way could increase shading of areas to the north along S 7th Place; design standards such as building setbacks and upper story step backs could reduce the impacts. Northwestern portions of the Planned Action Area would develop to 70 feet, while areas to the northeast could develop 130-140 feet high. While the existing conditions may be out of scale, the maximum allowable height adjacent to the Study Area is 70 feet in the Commercial Arterial zone. If the parcels west of Rainier Avenue S are built to achieve their full development potential, they would visually support the proposed height ranges under Alternative 3. Under Alternative 3, the majority of the internal roadways in Renton Village would be shaded during both the morning and afternoon. The proposed open space south of S Grady Way would be shaded during the afternoon but would have access to light during the morning hours. See Exhibit 1-13. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-22 Exhibit 1-13. Alternative 3 Shadow Analysis, 3PM Source: BERK, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-23 What are some solutions or mitigation for impacts? ▪ Subarea Plan Policies: Subarea Plan policies support appropriate landscaping and green infrastructure treatments that can address air quality and noise compatibility. The adopted Subarea Plan includes an expanded buffer recommendation for a natural area on the northern side of I-405 to reduce noise and air impacts and support environmental functions of Rolling Hills Creek and aid with flood storage. The adopted Subarea Plan recommends a 350-foot air quality buffer. ▪ Adopted Regulations: Title IV regulations address landscaping, noise compatibility between land uses, airport height and safety, and others. ▪ Air Quality and Noise Mitigation: The City can reduce exposure to air quality emissions and reduce heat islands in paved areas through site design and tree canopy plantings. Federal regulations and mitigation options (e.g., under US HUD) include site design techniques, such as positioning parking garages or berms closest to a highway to shield a residential area from noise. To mitigate airplane noise, new construction or renovations can apply acoustical construction policies, such as material selection for improved insulation and window sizing, location, and thickness. The City could also require a noise evaluation, similar to the HUD noise assessment through the Planned Action Ordinance. ▪ Daylighting Creek: The unintended effects of burying or covering rivers and streams include an increase in nutrient contamination, the degradation of ecosystems, and an increase in downstream floods. When feasible, daylighting restores rivers and streams to their natural courses by removing these human-caused obstructions; in cases where development is preventing this, daylighting can provide a new path for the waterway by avoiding immovable obstructions. The City currently restricts buildings over piped streams and easements to maintain the piping. Mitigation opportunities for daylighting Rolling Hills Creek include allowing transfer of residential density/floor area ratio so that the daylighted stream and any natural buffer does not reduce the development potential when the stream is daylighted. The City could also require daylighting if development would relocate the creek, as well as incentivize daylighting where increased heights are allowed. ▪ Height Transition Area: Alternatives 2 and 3 identify a height transition area along Shattuck Avenue S and S 7th Street (see Exhibit 1-8) where human-scale design standards would address compatibility of building scales with abutting lower intensity areas. Site and building design standards could include greater setbacks and upper-level step backs (e.g., 20 feet setback at ground floor, and similar step backs at one or more upper floors for adequate light). With mitigation, what is the ultimate outcome? The area will experience more growth and activity under studied alternatives and help the City achieve its vision and growth targets; see the evaluation of Transportation, Public Services, and Utilities for the ways in which additional growth and activity would be addressed in service standards. More areas will experience bigger transitions between zoned height limits, particularly over the 20-year period as development infills. The increased height limits, modernized zoning, and improved development and design standards would improve the human experience of these subareas. There are no significant unavoidable adverse impacts to scale transitions. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-24 Transportation Source: City of Renton How did we analyze Transportation? Current and future access and circulation are evaluated for vehicles, pedestrians, and bicycles with a focus on connectivity for pedestrians and bicyclists. The EIS team evaluated traffic operations for Alternative 1 and Alternative 3 as bookends of growth, leveraging a Travel Demand Model that encompasses this Subarea. The following scenarios will result in a significant impact for Alternative 1 No Action and Alternative 3. Pedestrians and bicycles have qualitative thresholds of significance throughout this study, focused on multimodal access and connectivity. Conversely, vehicles have quantitative thresholds of significance based on intersection operational delay and queue lengths. This study does not have a threshold of significance for transit. Impacts to overall transportation in the Rainier Grady subarea are qualitatively considered as improvements to the transit system. Vehicles ▪ Traffic operations at study intersections on arterials and collectors (excluding Rainier Avenue and Grady Way) fall below a LOS D (policy T-48 of the City of Renton Comprehensive Plan). ▪ Traffic operations at study intersections on Rainier Avenue and Grady Way fall below a LOS E (policy T-48 of the City of Renton Comprehensive Plan). ▪ 95th percentile queues of a downstream study intersection extend into an upstream intersection. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-25 Pedestrians/Bicycles ▪ Crosswalks are spaced at least 750 feet apart. ▪ Pedestrian and bicycle facilities lack at least one continuous feasible route from the transit center to the north, south, east, and west directions on arterial or collector streets to the extent of the EIS Study Area boundary. What impacts did we identify? What is different between the alternatives? Vehicles All alternatives would add trips to the road system. Alternative 3 would add more trips than Alternative 1. Exhibit 1-14 summarizes the anticipated trips to be generated for modeled alternatives. Exhibit 1-14. PM Peak Hour Vehicle Trips Generated In Out Total 2022 Existing 357 666 1,023 2044 Alternative 1 1,225 1,536 2,761 2044 Alternative 3 2,863 3,255 6,118 Source: Perteet, Transpo Group, 2023 Similar to existing conditions, the majority of trips are distributed to turning movements heading toward I-405 and SR 167. Within the Planned Action Area, the most commonly used streets are S Grady Way, S 7th Street, Shattuck Avenue S, and the new primary streets (identified in the Subarea Plan) spanning north-south from S Grady Way. Outside of the Planned Action Area throughout the EIS Study Area, the most commonly used streets are SW Grady Way, Rainier Avenue S, and Talbot Road S. In general, traffic volumes are lower during the AM peak hour than during the PM peak hour. All alternatives experience northbound SR 167 95th percentile queues that develop from the Rainier Avenue S / Grady Way intersection that may extend past the I-405 S off ramp. It is important to note that as vehicles merge with SR 167 northbound traffic from the I-405 southbound off ramp, vehicles have a separate lane that is used (which eventually turns into the northbound-right turn lane at Rainier Avenue S / S Grady Way) rather than being forced to merge immediately with traffic on SR 167; however, the off ramp from I-405 N forces vehicles to immediately merge with SR 167 traffic and vehicles entering the I-405 S on ramp. Vehicles attempting to turn left onto SW Grady Way have limited distance to cross travel lanes, which is further complicated by the queues from the Rainier Avenue S / Grady Way intersection. Additional traffic modeling can be performed, specifically with micro-simulation software, to analyze the impacts further. Throughout the S Grady Way corridor, the adopted Subarea Plan proposes roadway sections that generally retain existing roadway configuration but calls for exploring options to add or expand bicycle and pedestrian facilities and improve multimodal safety at key intersections. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-26 Alternative 1: Throughout Alternative 1 No Action Synchro modeling, one intersection surpasses the level of service threshold of significance during the AM peak hour: Talbot Road S / S 7th Street. The overall delay for this intersection is118.8 seconds during the AM peak hour. The rest of the study intersections meet the level of service standard and do not surpass the level of service threshold of significance, including the two intersections that are anticipated to function as the main entrances/egresses for the roadway network within the Renton Village area. There are two study intersections that surpass the 95th percentile queue length threshold of significance during the PM peak hour: S Grady Way / Talbot Road S and Rainier Avenue S / S 7th Street. The southbound approach at S Grady Way / Talbot Road S develops a 95th percentile queue length that extends into the intersection of Talbot Road S / S 7th Street, 388-feet long. The northbound approach at Rainier Avenue S / S 7th Street develops a 95th percentile queue length that extends into the new intersection of Rainier Avenue S / Hardie Avenue SW, 428-feet long. Rainier Avenue S / S Grady Way shows an increase in delay times during both peak hours from existing conditions not only due to the change in volume, but also with the removal of all slip lanes (per the adopted Subarea Plan). S Grady Way / Talbot Road S has a slight decrease in overall delay compared to existing conditions due to signal optimization. Alternative 3: Trip distribution under Alternative 3 is similar to Alternative 1 No Action; however, Alterative 3 has more trips entering/exiting the Planned Action Area through the northern region since the alternative has “Mixed-Use – Maximum” typologies in that area. Specifically, entering trips increase by 5% on southbound Rainier Avenue S and westbound S 7th Street and decrease by 5% on northbound Talbot Road S and northbound Rainier Avenue S. Exiting trips increase by 5% on eastbound S 4th St and decrease by 5% on southbound SR 167. The Alternative 3 Synchro modeling shows results very similar to the Alternative 1 No Action scenario. The differences across the Study Area intersections for Alternative 3 are: the overall delay for Talbot Road S / S 7th Street intersection is longer at 160.9 seconds during the AM peak hour and 57.3 seconds during the PM peak hour with both peak hours now surpassing the threshold of significance, the S Grady Way / Talbot Road S southbound approach develops a 95th percentile queue length that is longer at 400-feet during the PM peak hour, and the Rainier Avenue S / S Grady Way intersection level of service is downgraded to an “E” during the PM peak hour. LOS E at the Rainier Avenue S / S Grady Way intersection is not considered a significant impact. Rainier Avenue S / S Grady Way also develops a 95th percentile queue during both peak hours that extends into upstream intersections, surpassing the threshold of significance. With most of the study intersections displaying queue length changes between the alternatives, the 95th percentile queue lengths at Rainier Avenue S / S 7th Street to Shattuck Avenue S / S 7th Street during the AM peak hour and to Rainier Avenue S / Hardie Avenue SW during the PM peak hour are not expected to increase from Alternative 1 No Action to Alternative 3 High Rise – Required Benefit. The 95th percentile queues will spill into and past Lake Avenue S / S Grady Way. When this occurs, westbound vehicles may choose to reroute and turn north on Lake Avenue S instead of waiting in the long queue to access Rainer Avenue S / S Grady Way. All study intersections experience a slight increase in delay from Alternative 1 No Action. Although Rainier Avenue S / S Grady Way downgrades the intersection level of service rating, it only has an increase in Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-27 intersection delay of 4.6 seconds from Alternative 1 No Action to Alternative 3. The intersection that sees the highest increase in delay is Talbot Road S / S 7th Street. During the AM peak hour, the intersection has a delay increase of 258.3 seconds and 178.8 seconds during the PM peak hour. Pedestrians/Bicycles The implementation of primary, secondary, main, and internal through-block connections in the adopted Subarea Plan greatly increases access and connectivity in the Planned Action Area. With these improvements, pedestrians and bicyclists will be able to connect seamlessly throughout Renton Village and with the transit center. The conceptual section for S Grady Way requires 23-feet of acquired or dedicated right-of-way on the south side, and 11- to 23-feet of acquired or dedicated right-of-way on the north side to implement this conceptual section. However, this section does not reflect the proposed RapidRide I line project. The RapidRide I Line plans require an additional 11-ft lane to the total width for vehicle travel, which means the section below will require an additional 11-ft acquisition width or a reduction of landscape and sidewalk area by 11-ft total. Exhibit 1-15 shows how much right-of-way will be acquired for the RapidRide I Line roadway section on the north side of S Grady Way per 90% submittal documents provided to the City of Renton, totaling 10,227 SF. These areas do not include permanent or temporary construction easements. Exhibit 1-15. Anticipated Right-of-Way to be Acquired for RapidRide I Line on S Grady Way Property Area (SF) Typical Width (FT) 700 S Grady Way 6,294 11.0 710 S Grady Way 3,658 14.5 800 S Grady Way 275 0.0 Source: Perteet, 2023. Within the Planned Action Area, the majority of distances between crosswalks at each intersection do not surpass the threshold of significance of greater than 750 feet apart. The short blocks allow pedestrians/bicyclists to access both sides of the road and connect to various routes. There are two blocks within the Planned Action Area that surpass the 750 ft distance between crosswalks: S Grady Way between Rainier Avenue S and Lake Avenue S, and between Shattuck Avenue S and Talbot Road S. The Grady Way Overpass project is still in the planning phase, so it is unknown at this time how the overpass may impact pedestrians/bicyclists in order to cross S Grady Way. Outside of the Planned Action Area throughout the rest of the EIS Study Area, several blocks surpass the 750- foot distance between crosswalks, discouraging circulation and access for pedestrians/bicyclists. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-28 Alternative 1: Most pedestrian/bicyclist activity during peak commuting hours will occur within the relatively highest density zoning designation of the Planned Action Area, Commercial Office. Pedestrians/bicyclists will most likely use the primary street paths identified in the adopted Subarea Plan along the outer edge of Renton Village prior to connecting with the new transit center (or in route to adjacent, connecting paths as stated in Impacts Common to All Alternatives). The intersections of S Grady Way with Shattuck Avenue S and Lake Avenue S will observe the most pedestrian/bike usage in this alternative. Given that there are not high density and high employment rates for the planned zoning designations for this alternative, it is not anticipated that there will be a shift toward more pedestrian activity outside of the Planned Action Area. Alternative 3: With high-rise typologies, high usage of the sidewalk and bike facilities is anticipated with an increase of 5,539 housing units and 6,093 jobs compared to Alternative 1 No Action in the Planned Action Area. Pedestrians/bicyclists will have more opportunities for access and circulation within the Planned Action Area in Alternative 3 due to the implementation of mid-block crossings adjacent to proposed bus stops. Access and circulation are further improved through all-way crossings at intersections within Renton Village, specifically at crossings with primary, secondary, and main streets. Transit All alternatives incorporate the operations of the new transit center and new 700-stall garage. I-405, SR-167, Rainier Avenue S, SW Sunset Blvd, and SW 16th Street all become transit corridors. Several projects will revise signal detection to prioritize transit upon approaching an intersection. Bus Access Transit (BAT) lanes will help transit more efficiently move through traffic and provide better access to businesses and will be installed on Rainier Avenue S north of S 3rd St (Rainier Avenue S Phase 4 project) and on S Grady Way from Rainier Avenue S to Talbot Road S (S Grady Way Overpass project). All alternatives will also experience the same anticipated transit route connections anticipated for the I-405 Bus Rapid Transit. By 2044, connections will be provided to Sound Transit route 566, King County RapidRide F Line, RapidRide I Line and Metro routes 101, 102, 106, 143, 169, 240, 907, 2022, 2614, 3162, 3218, and 3221. Alternative 1: Under Alternative 1 No Action, the intersections of S Grady Way with Shattuck Avenue S and Lake Avenue S are anticipated to experience the largest volume of pedestrians/bicyclists in the Planned Action Area. Adding on transit and vehicles traveling to and from the transit center to these two heavily used intersections, queue lengths and delay times will continue to increase. The LOS D operations at Rainier Avenue S / S 7th Street will impact King County RapidRide F Line, Metro routes 102, 153, 160, 167, and Sound Transit routes 560 and 566. The LOS D operations at Rainier Avenue S / S Grady Way will impact King County Metro route 153 and Sound Transit 560 and 566. The LOS D operations at S Grady Way / Talbot Road S may impact King County RapidRide I Line and King County Metro routes 101, 102, 148, 153, and 160. Alternative 3: Similar to Alternative 1 No Action, Alternative 3 will also likely experience impacts from the new transit center and new 700-stall garage. However, the intersections of S Grady Way with Shattuck Avenue S and Lake Avenue S will continue to have heightened queue lengths and delay times. The LOS E operations at Rainier Avenue S / S Grady Way will likely impact transit routes the most of all studied intersections. Routes impacted include King County Metro route 153 and Sound Transit routes 560 and 566. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-29 What are some solutions or mitigation for impacts? Programs and Planned Capital Investments ▪ Transportation Demand Management (TDM) measures would reduce trips, disperse peak period travel demand throughout the day, and increase transit usage and ride sharing in place of constructing new or widening existing facilities. ▪ Intelligent Transportation Systems (ITS) can apply technological solutions to problems such as congestion, safety, and mobility. ▪ Capital projects designed to address the needs of multiple modes are identified in the existing Comprehensive Plan, 2022-2027 Transportation Improvement Plan, and the Trails and Bicycle Master Plan. ▪ Recommendations from the Subarea Plan for transportation address roadways, needs of pedestrians and bicyclists including connectivity to transit, and considerations for future light rail in the area. Renton Municipal Code encompasses the transportation ordinances for the City of Renton: ▪ Chapter 4-6-060 provides street standards to ensure reasonable and safe access to public and private properties. ▪ Chapter 4-6-070 ensures Renton transportation level of service standards are achieved concurrently with development. ▪ Chapter 13 establishes plans and goals for Commute Trip Reduction. Renton’s Public Works department also has standard details for construction. Other Potential Mitigation Measures Other potential mitigation measures include the following by mode. Vehicles ▪ Implement change from the stop-control at the intersection of Talbot Road S and S 7th Street to a roundabout. See further discussion in Section 3.3 Transportation. ▪ Implement change from the linked signal timing at the intersection of S Grady Way and Talbot Road S with adjacent signals to unlinked signal timing with adjacent signals. ▪ Study and implement intersection improvements to address long queues for the northbound-through movement at the intersection of Rainier Avenue S and S 7th Street. One potential solution to consider is an additional northbound-through lane to provide additional queueing space between this intersection and the new Rainier Avenue S / Hardie Avenue SW intersection. Another potential solution to consider is converting the bus-only lane to bus and carpool to help alleviate congestion and queues leading up to the intersection of Rainier Avenue S and S 7th Street. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-30 ▪ Study and implement intersection improvements to address long queues for the westbound-right movement at the intersection of Rainier Avenue S and S Grady Way. During the implementation of the Grady Way Overpass, one potential consideration during design is to separate the at-grade westbound- through and westbound-right movements to provide additional queuing space between this intersection and S Grady Way / Lake Avenue S. ▪ Prioritize “Access to Transit” project if funding is provided. This project is not listed in Affected Environment section due to the funding pending. Features of “Access to Transit” may analyze the impacts of the 95th percentile queues at the Rainier Avenue S / S Grady Way intersection that may extend past the I-405 off ramp. The intersections surpassing significance thresholds no longer do so with mitigations applied. See Exhibit 1-16. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-31 Exhibit 1-16. 2044 PM Peak Hour LOS and Delay, With and Without Mitigations Alternative 3 Overall Delay (sec) / Intersection LOS 95th Percentile Queue (ft) < Distance to Intersection (ft) Intersection Traffic Control No Mitigation With Intersection Improvemen ts No Mitigation With Intersection Improvements 2044 AM Peak Hour Rainier Avenue S / S Grady Way Signal 60.2 / E 55.2 / E 960 > 770** 670 < 770** S Grady Way / Talbot Road S Signal 35.0 / C 25.7 / C 105 < 310 70 < 310 Talbot Road S / S 7th Street Stop Control* 160.9 / F 0.0 / A n/a n/a Shattuck Avenue S / S 7th Street Signal 17.1 / B n/a n/a n/a Shattuck Avenue S / S Grady Way Signal 30.0 / C n/a n/a n/a 1Rainier Avenue S / S 7th Street Signal 45.8 / D 41.7 / D 415 ≤ 415 165 < 415 2044 PM Peak Hour Rainier Avenue S / S Grady Way Signal 58.0 / E 54.0 / D 775 > 770** 503 < 770** S Grady Way / Talbot Road S Signal 44.4 / D 28.1 / C 400 > 310** 258 < 310** Talbot Road S / S 7th Street Stop Control* 57.3 / F 3.6 / A n/a n/a Shattuck Avenue S / S 7th Street Signal 15.4 / B n/a n/a n/a Shattuck Avenue S / S Grady Way Signal 31.3 / C n/a n/a n/a 1Rainier Avenue S / S 7th Street Signal 50.3 / D 44.4 / D 428 > 415** 173 < 415** Source: Perteet, 2023. Notes: *Traffic control is three-way stop controlled. Synchro modeling software does not support this type of stop-control. Modeled in Synchro as two-way stop controlled at the eastbound and westbound approaches, and yield controlled at the southbound approach.**95th percentile queue length analyzed only at the intersection approach that surpasses the threshold of significance. n/a = No intersection improvements. 1Modeled with additional northbound-through lane. 2Modeled with bus-only lane changed to bus and carpool lane. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-32 Policy MT-2 Evaluation Analysis called for in MT-2 from the Subarea Plan emphasizes that the new grid of complete streets should prioritize the high-growth Renton Village area, serving to connect with Talbot Road S and S Grady Way, with an east-west street that can be used to access into the core of Renton Village area. The EIS evaluates the area, with the following limitations on that analysis: ▪ Without traffic counts for the intersections of S Grady Way / Lake Avenue S and Talbot Road S / S Renton Village Pl, volumes were assumed from balancing between adjacent intersections that have been studied for Alternative 1 and Alternative 3. Similar turn-movement ratios from the City’s travel demand model for Alternative 1 and Alternative 3 were also applied to each intersection turn-movement. Collecting traffic counts at S Grady Way / Lake Avenue S and Talbot Road S / S Renton Village Pl may result in slightly different delay and queueing results than what is presented in the EIS. In particular, S Renton Village Place and Talbot Road S should have traffic counts obtained and be re-analyzed when development begins to occur. Transit The transit network will continue to be impacted by intersection delays, especially routes that pass-through Rainier Avenue S / S Grady Way, S Grady Way / Talbot Road S, and Rainier Avenue S / S 7th Street. The installation and usage of Transit Signal Priority (TSP) and Business Access and Transit (BAT) lanes should promote transit efficiency and circulation surrounding the transit center. “Access to Transit” may perform additional studies for more TSP and BAT lane implementation as connections are established between the Bus Rapid Transit (BRT) and existing Sound Transit and Metro routes. Pedestrians/Bicyclists ▪ Consider modifying the main street sections proposed for use by the Subarea Plan for Renton Village from shared bicycle lanes connecting to shared-use paths for pedestrians and bicyclists. ▪ The top priority from Subarea Plan Recommendation MT-7 should be studying options for safe pedestrian crossings across S Grady Way at intersections with Shattuck Avenue S and Lake Avenue S, as well as between Rainier Avenue S and Lake Avenue S. These studies will include cost estimating so the City can identify funding needs and mechanisms to establish this key connection between Renton Village and the transit center. An option to be considered is a pedestrian/bicycle bridge over S Grady Way. ▪ Avoid major right-of-way dedication that could hinder development by implementing a roadway section on S Grady Way that varies from the proposed conceptual section in the Subarea Plan. The south side of S Grady Way should provide an 8-ft minimum landscape strip to buffer pedestrians from vehicle traffic with an 8-ft minimum sidewalk behind. This would only require an additional 8-ft of right-of-way acquisition, instead of 34-ft to match the conceptual section from subarea plan. The north side of S Grady Way should match what is provided for in the RapidRide I line plans with a typical shared-use path width of 12-ft and a minimum shared-use path width of 8-ft only on the block between Lake Avenue S and Shattuck Avenue S. Intersection Improvements at S Grady Way The adopted Subarea Plan discusses several high priority intersection improvements at S Grady Way for pedestrian/bicycle circulation and safety; however, many recommendations of the specific improvements Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-33 require additional studies and were not detailed out within the plan. In order to fulfill the pedestrian/bicycle circulation and safety needs on S Grady Way, a pedestrian/bicycle bridge over S Grady Way between Rainier Avenue S and Lake Avenue S could be installed. The location of this bridge will allow for pedestrians/bicyclists to seamlessly access the new transit center without intermixing with vehicle traffic, as well as reduce the distance to the nearest crosswalk below the 750-foot threshold of significance. This would need to be coordinated with the Grady Way overpass project which will also be elevating two lanes along S Grady Way in this same area. Because the Grady Way Overpass project will reduce the surface-level lanes to one lane in each direction, there is the possibility that other crossing treatments, such as a signalized crossing underneath the planned overpass, could be a viable option. Ultimately, the City should investigate at least these two options and how they would interface with the Grady Way Overpass project to determine what type of pedestrian crossing is feasible at this location. With mitigation, what is the ultimate outcome? Vehicle and pedestrian/bicycle significant impacts are anticipated to be mitigated through a combination of incorporated plan features, City of Renton regulations, and other potential mitigation measures as discussed in the previous section. Therefore, there are no anticipated significant unavoidable adverse impacts to transportation. Public Services City of Renton, Burnett Linear Park How did we analyze Public Services? The EIS team reviewed studies and plans regarding police services, fire and emergency medical services, schools, and parks and recreation. The primary providers of these services in the Study Area are the Renton Police Department, the Renton Regional Fire Authority (RRFA), and the Renton School District. Following a Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-34 description of current services in the Study Area and level of service (LOS) standards, an impact analysis is presented for each alternative. Impacts of the alternatives on public service are considered significant if they: ▪ Negatively affect the response times for police and/or fire and emergency medical services. ▪ Result in increases in students and lack of facilities unanticipated in district plans or that would reduce adopted levels of service. ▪ Increase in demand for acres of parkland and miles of trail that cause a decline in the levels of service beyond planned capacity. What impacts did we identify? Police Services All studied alternatives are anticipated to increase housing and employment within the subarea. Given that the LOS criteria are based on or affected by population growth, all studied alternatives would create an increased demand for police, fire and emergency services, schools, and parks. What is different between the alternatives? Police Services With the increased number of commissioned officers needed to support the population demand, it will also result in increased police equipment and facility needs. See Exhibit 1-17. Additional growth may also increase traffic volumes, which might increase the response time to priority calls. Regular planning by the Department is anticipated to address incrementally increased demand for police services. Exhibit 1-17. Potential Demand for Police Services, Full Study Area – All Alternatives Officers Per 1,000 Pop1. Alternative 1 No Action Alternative 2 Alternative 3 New Population Capacity 17,491 24,285 31,453 Additional Officers Needed 21.0 29.1 37.7 Note: 12022: Commissioned Officers per 1,000: 1.2 Source: BERK, 2023. Fire and Emergency Medical Services The subarea is served by Station 11, which is the second most active station and sees 20% of the responses in the Fire District. The increased population growth in all three alternatives is expected to lead to an increased number of calls for emergency services. As the population grows incrementally, the RRFA would need to maintain response times consistent with or better than current performance levels. Additional staffing, fire equipment, and facilities may be required to maintain performance levels with the population growth. See Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-35 Exhibit 1-18. The incremental growth will allow time for RRFA and Station 11 to address future staffing, equipment, and facility needs in the Study Area through planned improvements. Regarding equipment, the existing ladder truck at Station 11 is equipped to provide services to buildings of heights proposed under all alternatives. Additionally, new buildings would be required to have sprinklers to meet the Fire Code. Limited impacts to fire services are anticipated under all alternatives. Exhibit 1-18. Potential Demand for Fire and EMS Services, Full Study Area – All Alternatives Personnel Per 1,000 Pop1. Alternative 1 No Action Alternative 2 Alternative 3 New Population Capacity 17,491 24,285 31,453 Additional Personnel Needed 24.5 34.0 44.0 Note: 12020: Personnel per 1,000: 1.4 Source: BERK, 2023 Schools Renton School District’s enrollment currently outpaces permanent capacity at the elementary and high school grade levels despite added capacity from the new Sartori Elementary School. Each alternative would generate new students in housing units, with all new residential growth assumed to be multifamily. Estimated additional demand based on Renton School District’s multifamily student generation rate at each school level and estimated dwelling units for each alternative is shown in Exhibit 1-19. There would be a corresponding need for teaching units (classrooms). Exhibit 1-19. Estimated Additional Student Generation by Grade Level – All Alternatives School Level Student Generation Factors – Multifamily (>1 bedroom) Alternative 1 No Action Alternative 2 Alternative 3 Elementary School 0.14 915 1,270 1,645 Middle School 0.04 280 389 504 High School 0.06 401 556 720 Total 0.24 1,596 2,215 2,869 Source: Renton School District Capital Facilities Plan, 2022; BERK, 2023 As the District has exhausted permanent capacity, additional facilities would be needed to accommodate student growth and the associated teaching stations at all grade levels under all alternatives. However, the Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-36 associated growth in student population is expected to occur incrementally as individual development projects are constructed. This would allow time for the Renton School District to address future facility and staffing needs through its Capital Facilities Plan. Parks and Recreation With each alternative resulting in increased residential and total population, additional park land will be needed to maintain the current level of service of 5.07 acres of developed parks per 1,000 residents, and 6.14 acres of natural areas per 1,000 residents. Alternative 3 needs the most additional park acreage. Given the anticipated incremental population growth of the three alternatives, the City would need to add approximately 125 – 283 additional acres of park land, which is 25 to 55 percent of the total acreage of the Study Area. The Study Area’s total acreage is 510 acres, but that includes the high voltage power line corridors, interchanges, and other rights-of-way. However, LOS standards are determined based on resident population citywide; additional acres of park land could be added outside the Study Area to meet the population demand. The Study Area also currently lacks a strong existing trail network and meaningful connection to nearby trails. In addition, the trail level of service quantity standard is increasing from 0.29 miles of trail per 1,000 residents in 2018 to 0.95 miles per 1,000 residents by 2035. With each alternative, additional trail miles and connections will need to be considered to maintain the current and future level of service. Given the anticipated incremental population growth, the City would need to add approximately 16 – 30 additional miles of trails. However, LOS standards are determined based on resident population citywide, so the additional miles of trail demanded can be added beyond the Study Area. What are some solutions or mitigation for impacts? The City of Renton addresses public service levels in its Capital Facilities Plan Element of the Comprehensive Plan. The element is updated periodically to ensure that proposed growth and change can be served. Renton Municipal Code allows for the collection of impact fees to address increased demand generated by new development. Charging impact fees will provide funding needed to provide emergency services, expand the park system, build new recreational facilities, and construct new school facilities as needed. Police ▪ The City could consider the hiring of additional police officers and police department staff to maintain levels of service consistent with growth. This would be considered with the Comprehensive Plan, Capital Facility Plan, and regular budget adjustments. ▪ To reduce the increased need for police response to that area, the City could require new developments in the Study Area to provide on-site security services to reduce calls for service. This reduction is largely dependent on the nature of the incident. ▪ The City could adopt specific Crime Prevention Through Environmental Design (CPTED) principles to provide tips to residents, businesses, and developers on how to create designs in landscaping, access, and buildings to promote natural surveillance. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-37 Fire / EMS ▪ As development occurs, the Fire Authority could reassess future operations plans to ensure that staff and equipment are located close enough to areas of concentrated development to maintain adequate response times according to the Fire Authority’s Annual Report. This may entail redistribution of staff or equipment between fire stations or construction of new facilities. ▪ The City could require a mitigation agreement at the time a development application is submitted to address additional staffing needs and needed capital investments at stations serving the Study Area (e.g., stations, ladder trucks, or other). ▪ The City could condition Planned Action proposals during development review to develop protocols for fire aid and emergency medical services in conjunction with the RRFA. Schools ▪ Renton School District tracks information on growth in enrollment and demand for educational program offerings across all grade spans in the region, including the Study Area, to determine if and when additional personnel or facilities are needed. The City will periodically review trends and information from the Renton School District to ensure school impact fees are sufficient to address the District’s needs, including grade configuration, optimum facility size, educational program offerings, classroom utilization, scheduling requirements, and the use of temporary classroom facilities. Parks and Recreational Facilities ▪ LOS standards are determined based on resident population citywide. Given the acreage of the Study Area and the anticipated number of future residents, the current parks LOS standard of 5.07 acres per 1,000 people cannot practically be achieved within the Study Area. Additionally, the Study Area will also have non-residential users generating demand for parks and recreation. The City could consider the anticipated impacts of new visitors, residents, and employees working in the Study Area to determine what additional or future amenities and improvements are needed. ▪ The City could adopt an urban park LOS category in an upcoming PROS Plan update to encourage dedicated park and open space while addressing specific needs and uses. This could address the idea of adding capacity through a combination of new power line parks/trails and improvements at existing parks (e.g., Burnett Linear Park) to address increased demand. ▪ The City could encourage and promote dedicated public space through public/private partnerships where possible. ▪ The City could ensure the Trails and Bicycle Master Plan is implemented along key rights-of-way. ▪ The City could adapt its onsite open space standards for mixed use and residential development to address development-specific recreation needs. With mitigation, what is the ultimate outcome? Future population and employment growth will increase the demand for public services including police, fire, schools, and parks. This growth would occur incrementally over the 20-year planning period and would be addressed in regular capital planning. Each service provider in conjunction with the City could evaluate levels of service and funding sources to balance with expected growth; if funding falls short, there may need to be an Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-38 adjustment to levels of service or growth as part of regular planning under the Growth Management Act. With implementation of mitigation measures and regular periodic review of plans, significant unavoidable adverse impacts to public services are not anticipated. Utilities Source: Makers, Rainier/Grady Junction TOD Subarea Plan How did we analyze Utilities? The EIS team reviewed current utility plans, levels of service, and subarea conditions, and evaluated utility implications of each alternative regarding stormwater, water, and wastewater. Wastewater modeling was conducted for the bookend Alternative 1 No Action and Action Alternative 3. Thresholds of significance utilized in this impact analysis include: ▪ Projected growth demand exceeds planned capacity of utility. ▪ Decreases in adopted levels of service. What impacts did we identify? The subarea would experience growth under all alternatives, increasing demand on water and wastewater utilities. Impacts to the existing stormwater system are expected to be insignificant. Critical areas within the Study Area will remain undeveloped under all alternatives. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-39 What is different between the alternatives? Stormwater: Both residential and commercial populations in the Study Area will increase in each of the alternatives. Increase in traffic due to development in the area will result in increases in traffic related pollutants entering the stormwater system, but this increase is projected to be minor compared to background levels. Excluding the critical areas that will remain undeveloped, the Study Area is nearly 100% comprised of impervious surfaces, so the potential for additional impervious surfaces in this highly developed area is significantly lower than in less developed areas. Under all alternatives, the impervious surface area is expected to either remain the same or decrease. Water Distribution: Under all alternatives, demand for domestic water and for fire protection service will increase. See Exhibit 1-20. Each alternative requires fire flow requirements to be met. The portion of the subarea east of Rainier Avenue S, including Renton Village, has mostly 8-inch and smaller water mains that will need to be upsized, replaced, and/or relocated to meet the required fire flow demand for future development and redevelopment projects. Additional water main improvements, including looping of water mains around proposed development/redevelopment (e.g., if fire flow demand exceeds 2,500 gallons per minute), extensions of water mains in existing and new roadways fronting properties to be developed or redeveloped, and the installation of additional hydrants and fire sprinkler systems, would be required to meet fire code and city development regulations. Exhibit 1-20. Water System: Average Daily Demand (ADD) and Maximum Daily Demand (MDD) – Alternative 1 Existing City Demand (mgd) Additional Demand (mgd) Combined Demand (mgd) City Capacity (mgd) ADD 7.39 0.9 8.29 9.43 MDD 13.59 1.1 14.69 21.82 Source: City of Renton, Perteet, 2023. Wastewater System: Under all alternatives, wastewater demand or average dry weather flow (ADWF) from both residential and commercial development would increase. See Exhibit 1-21. Exhibit 1-21. Wastewater Demand Comparison Alternative Additional ADWF in Study Area (mgd) Total ADWF (mgd) Peak ADWF with Factor of 2 (mgd) Alternative 1 0.6 0.7 1.4 Alternative 3 2.4 2.5 4.9 Calculations assume an average household size of 2.62 people, based on the American Community Survey 5-year estimate (2017-2021). Assumptions of water use include 100 gallons of flow per day (gpd) per person, and 20 gpd per employee per day (Renton Long-Range Wastewater Management Plan assumptions). Source: Perteet 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-40 According to the 2015 City of Renton Comprehensive Plan (Amended in 2018), demand on the sewer system is projected to exceed its capacity as the city nears “ultimate build-out” in 2030 (City of Renton, 2018). In July of 2023, the City modeled the wastewater system to provide a baseline for the existing conditions and determine the system’s capacity. The City’s modeling efforts have identified the same deficient areas within the Renton Village area as those provided in the Long-Range Management Plan including infiltration/inflow (I/I) issues contributing to existing deficiencies requiring upsizing to 30-inch pipe in the Renton Village area if I/I is not addressed upstream of Renton Village even without growth. Addressing I/I would reduce the necessary pipe size, but sewer system upsizing will be needed even with the reduction of I/I. These deficient areas will need to be addressed under all alternatives. Note that Alternative 2 was not run in the City’s hydraulic model, Alternative 3 was used for system capacity analysis as a bookend. What are some solutions or mitigation for impacts? State and local laws address water quality and compliance with City stormwater, water system, and wastewater system standards. Stormwater System The City’s Surface Water Utility System Plan mentions Rainier Pump Station upgrades on Rainier Avenue S to address flooding at the low elevation on Rainier Avenue S at the BNSF railroad underpass and Talbot Road Culvert Improvements on Talbot Road between Grady Way and I-405 to replace a 48-inch culvert that is deficient due to its age and condition. The Talbot Road project is identified by the City as a priority two project meaning it could be funded after all priority one projects are addressed. All development and redevelopment are required to comply with Department of Ecology’s Green River Watershed Temperature Total Maximum Daily Load (TMDL) standards. According to 2011 Green River Watershed Temperature TMDL, the plan to reduce temperature in this watershed includes encouraging Low Impact Development (LID) and restoring riparian vegetation. Alternative 2 and Alternative 3 both propose increased green space, required dedication of public open/green space (public or private with easements), creation of public plaza, green factor standards2, and a modification of street tree standards. These features would bring both qualitative and quantitative benefits to stormwater. In the highly developed Study Area, the stormwater in this area is already being collected and conveyed within the system. Due to the reduction of overall impervious area under Alternatives 2 and 3, the projected growth is unlikely to produce higher stormwater runoff volumes but will likely increase the pollutants entering the system as the population and employment levels rise. One option for reducing pollutants would be to use LID techniques that are intended to treat and infiltrate portions of runoff to reduce pollution in the system. The City could require enhancement of native growth protection areas within the Rolling Hills Creek stream buffer to encourage use of native and riparian vegetation (RMC 4-3-050). Encouraging native and riparian vegetation provides thermal cover and shields Rolling Hills Creek from extreme temperatures, reduces the 2 See Seattle’s Green Factor Standards Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-41 amount of algae in the creek allowing for the waters to hold more dissolved oxygen, and also supports the request of the Duwamish tribe for more native vegetation within the subarea. A portion of Rolling Hills Creek is currently piped underneath development. It should be noted that daylighting the creek or portions of the creek would allow for an increased impervious surface lot coverage per RMC 4-3-050 section 7f-ii. This is a viable option to improve existing conditions as well as benefit the developer. The City code allows for, but does not specify, incentives for developers to daylight streams. The City should consider implementing specific incentives to encourage developers to daylight portions of Rolling Hills Creek to restore more natural habitat to the area. When new street networks are formalized, regulatory stormwater standards will be required, and the development applications will receive a formalized review to verify required stormwater systems. The City could also consider encouraging detention facilities or bio-swales that allow for open space. Under all alternatives, a downstream analysis and hydraulic model analysis for the stormwater system should be conducted to verify the system’s capacity is efficient for the level of growth expected. Water Distribution System The City is planning to construct additional storage facilities for the water distribution system, including a 6.3 MG reservoir in the Highlands in 2026-2028 to accommodate the city’s growth and associated water demand (2021 Water System Plan, 2022-2028 Capital Improvement Program). When development or redevelopment is proposed, developers are required to submit information about the proposed development for the city and for Renton Regional Fire Authority to determine water demand for domestic use and fire protection. Developers must submit basic information such as the location and size of the buildings, number of dwelling units, proposed type of building construction materials, and occupancy. RRFA will determine the fire flow demand for the development based on the submitted information. The City Water Utility will verify through the use hydraulic model of the water system to determine if the existing water distribution system in the vicinity of the development is adequately sized to provide the fire flow demand, or if additional water main extensions, and upsizing of existing water mains are required to provide the fire flow demand. To accommodate additional water demand for domestic use and for fire protection resulting from the implementation of the selected land use Alternative, the following water system improvements are recommended: ▪ Developers will be required to install new water mains, including replacement and upsizing of existing mains, to meet the required fire flow demand for future development and redevelopment projects within the portion of the subarea east of Rainier Avenue S, including Renton Village. Additional water main improvements, including looping of water mains around proposed development/redevelopment and the installation of additional hydrants and fire sprinkler systems would be required to meet fire codes. Water line extensions for domestic water uses and to meet fire flow demands for development and redevelopment projects in the City shall be constructed by developers’ projects. ▪ To reduce summertime peak water demand, the City could adopt Landscape Water Budgeting requirements that would be applicable to the irrigation of landscape areas created by new or Rainier/Grady Junction TOD Subarea Planned Action Ch. 1 ▪ Summary January 2024 ▪ Draft EIS 1-42 redevelopment projects. Landscapes will be required to comply with the Landscape Water Budgeting Requirements when they are adopted by the City. Wastewater System To accommodate additional wastewater flows resulting from the implementation of the Alternative 2 or Alternative 3, the following wastewater system improvements are recommended: ▪ Deficiencies 7A, located southeast of the I-405 and SR 167 intersection with a small portion overlapping the south side of the Planned Action Area boundary, and 45A, located on the south side of the Planned Action Area overlapping the Renton Village area, both have high Infiltration and Inflow (I/I) at upstream mini- basins and are recommended for micro-monitoring (City of Renton, 2022). These specific locations are depicted in Appendix 5.4. ▪ Deficiency 14A is located on West Sunset Blvd and SW 4th Place (Manhole MH6332), as depicted in Appendix 5.4. It is recommended that this location be monitored for a duration of 3-7 years as part of the Long-Term Flow Monitoring. ▪ The City should upsize Renton’s wastewater pipes when replaced due to development to eliminate surcharging in the system. ▪ The City should continue to coordinate with King County regarding the King County interceptor which surcharges 400-500 yards into Renton’s system during King County’s peak flows. The City should consider applying for grants, or funding projects upfront using a Local Improvement District (LID) or Special Assessment District (SAD), to make sewer readily available to encourage development. ▪ The City should continue upgrading sewer services to match adopted land use densities where transportation projects are already planned. ▪ The City should maintain the hydraulic model analysis for the wastewater system. ▪ Specific potential projects to upgrade the system to address future growth proposed in Alternative 3 (based on the City’s hydraulic model analysis of the Planned Action Area) are upgrading 1,175 LF to 12-inch pipe, 153 LF to 18-inch pipe, and 2,221 LF to 36-inch pipe. See Appendix 5.4. With mitigation, what is the ultimate outcome? No significant unavoidable adverse impacts are expected for any alternatives if the potential mitigation measures and City regulations are followed. Through an overall reduction of runoff volumes, regulatory stormwater standards, and implementation of GSI techniques, all impacts should be mitigated. Therefore, no unavoidable adverse impacts are expected within the stormwater system. All impacts to the water distribution system should be mitigated by upsizing and looping water mains to meet fire flow demands and following City water regulations, resulting in no unavoidable adverse impacts expected within the water system. Development and redevelopment would be required to implement wastewater standards. Therefore, no unavoidable adverse impacts to wastewater are expected. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS Introduction and Proposals 2-1 2 Proposal and Alternatives 2.1 Introduction and Proposals This Chapter describes the proposals and alternatives examined in this Draft Environmental Impact Statement (Draft EIS). In 2020, the City of Renton “City” developed the Rainier/Grady Junction TOD Subarea Plan (“Subarea Plan”) to create a vibrant commercial and residential district oriented around near-term bus rapid transit, with potential for light rail service in the long term. The City is now considering Municipal Code Amendments to implement the land use vision of the Subarea Plan to increase mixed-use opportunities and alter development standards including height, density, parking, and others. A Planned Action Ordinance (“Planned Action”) will facilitate growth that is consistent with the Subarea Plan by implementing municipal code amendments and completing an Environmental Impact Statement (EIS) for the area. The Planned Action will complete the environmental review upfront and establish environmental performance standards that each development would meet. Development consistent with the ordinance requirements would not require a new threshold determination and could rely on the Planned Action EIS to streamline their permit review. This Draft EIS studies three alternatives including current plans and regulations, called the No Action Alternative, and two Action Alternatives that vary the amount and type of growth and investments in the area that could occur under the new municipal code amendments. 2.2 Study Area The Study Area is centered on the intersection of Rainier Avenue S and S Grady Way. A broader EIS Study Area is studied in this EIS for context and general conditions, while the core area (“Planned Action Area”) has more specific proposals for growth and more specific evaluations and mitigation measures. See Exhibit 2-1. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-2 Exhibit 2-1. EIS Study Area Source: City of Renton, BERK, 2024. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-3 2.3 Objectives The State Environmental Policy Act (SEPA) requires a statement of objectives describing the purpose and need for the proposals. The Subarea Plan includes the following four goals, which serve as objectives for this EIS: 1. ALIGN WITH OVERALL VISION FOR RENTON: Align with overall vision for Renton’s City Center area and support the unique role of the subarea in ways that are complementary to Downtown, the larger City Center area, and Renton as a whole. 2. TRANSITION TO A MULTIMODAL CENTER: Transition the area into a pedestrian-oriented district with a multi-modal center and strong pedestrian connections. 3. CREATE A LIVABLE NEIGHBORHOOD: Create a livable, distinct neighborhood that is active 18 hours a day, complements Downtown, and gracefully integrates with neighboring areas. 4. CATALYZE DESIRED CHANGES: Leverage the recent and planned public investment in the area for the private investment to follow. The objectives also serve as criteria by which the alternatives are evaluated. 2.4 Alternatives Alternative 1 (No Action) Summary Alternative 1, the No Action Alternative, is SEPA-required. Under Alternative 1, development would adhere to the existing Comprehensive Plan policies, land use designations and zoning districts, while aligning with the adopted Subarea Plan goals of transit-oriented development, community benefits, and quality of life. Land Use There are two land use designations in the EIS Study Area: (1) Commercial Mixed Use and (2) Employment Area. Policy U-17 in Renton’s Comprehensive Plan defines Commercial and Mixed Use (CMU) as a land use category for places with established commercial and office districts close to major arterials. Its intent is to establish a vibrant district and boost employment possibilities, permit residential uses as a component of mixed-use complexes, and encourage new construction of intense office and commercial uses. Policy L-18 defines the Employment Area (EA) land use classification as being reserved for commercial and industrial uses including office, industrial, warehouse, and manufacturing, with access to transportation networks and transit. Employment Areas give the city a foundation for economic growth and employment. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-4 While the EIS Study Area is split between CMU and EA, the entire Planned Action Area is designated for CMU. The Study Area has an auto-oriented urban form with a diverse mix of commercial and employment land uses. Along Rainier Avenue S in the subarea’s core, there are primarily retail uses, including a mix of big-box retailers, auto dealerships, and smaller retail and other business buildings. Office buildings can be found all along the corridor, but are most prevalent along S 7th Street, close to I-405 in the subarea’s southeast (the Planned Action Area), and south of I-405 at Lind Avenue. Large warehouse-style buildings housing light industrial uses are found in the western part of the subarea. With a few exceptions, residential uses are quite uncommon in the subarea. Outside of the subarea to the northeast, northwest, and southeast are medium-density residential neighborhoods. Zoning The No Action Alternative is consistent with existing policy and plans and would allow the Planned Action Area to be developed under the current Commercial Arterial (CA) and Commercial Office (CO) zoning designations. See Exhibit 2-2 and Exhibit 2-3. The CA Zone aims to transform linear “strip commercial” business districts into commercial areas with improved site planning and pedestrian orientation, including coordinated access, efficient parking lot design, amenities, and boulevard treatment with higher densities and a 70-foot height limit. The CO Zone permits professional, administrative, and business offices, and related uses in a high-quality and amenity-rich environment. Uses such as retail, onsite services, and attached dwellings are permitted with a gross floor area limit not to exceed 25% of the gross floor area of all uses on site. Medical institutions and associated uses, as well as limited light industrial activities that can seamlessly fit into an office setting, are also permitted. While the maximum building height is 250 feet, the greatest actual height achievable within the Planned Action Area is estimated to be 150 feet, as regulated by Federal Regulation Title 14 Part 77, which establishes standards and notification requirements for objects affecting navigable airspace. Other zoning designations that apply beyond the Planned Action Area include small clusters of Center Downtown (CD), and Medium Industrial (IM). Exhibit 2-2. Study Area Zoning Chart – No Action Alternative Zoning Designation Zone Abbreviation Max Density Allowed Outright Height Acres Commercial Arterial CA 60 dwelling units per net acre in the City Center 50’, except 70’ for vertically mixed-use buildings 192 Commercial Office CO 150 dwelling units per net acre** 250’* 87 Center Downtown CD 150 dwelling units per net acre 150’ 3.7 Medium Industrial IM N/A None 74 Total N/A N/A N/A 356.7 *Based on Federal Regulation Title 14 Part 77, which establishes standards and notification requirements for objects affecting navigable airspace, the maximum height achievable is estimated to be 150 feet. **Except that the gross floor area of all residential uses on site is limited to 25% of the total gross floor area of all uses on site. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-5 Exhibit 2-3. Study Area Zoning Map – No Action Alternative . Source: City of Renton, 2022. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-6 Growth The City considers its growth potential through an urban growth capacity analysis. The analysis considers redevelopable and vacant land applying the method documented in a regional King County Urban Growth Capacity Report (King County, 2021). The No Action Alternative allows for a net housing capacity of 3,339 units in the Planned Action Area and 3,337 housing units in the EIS Study Area (excluding the Planned Action Area). Additionally, the No Action Alternative allows for a net employment capacity of 560 jobs within the Planned Action Area and 1,353 jobs within the EIS Study Area. See Exhibit 2-4 and Exhibit 2-5. Exhibit 2-4. No Action Capacity Summary – Planned Action Area Zone Residential Non-Residential Net Housing Unit Capacity Net Square Feet Capacity Net Jobs Capacity CA 2,020 126,216 421 CD - - - CO 432 34,755 139 IM - - - Pipeline Development 887 - - Total* 3,339 160,972 560 *Totals may vary due to rounding. Source: BERK, 2023. Exhibit 2-5. No Action Capacity Summary – EIS Study Area Zone Residential Non-Residential Net Housing Unit Capacity Net Square Feet Capacity Net Jobs Capacity CA 1,420 90,232 301 CD 74 113,401 378 CO 1,697 117,133 469 IM - 39,515 56 Pipeline Development 145 44,133 149 Total* 3,337 404,415 1,353 *Totals may vary due to rounding. Source: BERK, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-7 Action Alternatives Two Action Alternatives were developed for evaluation in this EIS, and both align with the goals of the Subarea Plan, described in Section 2.3 Objectives, and illustrated in Exhibit 2-6. While both Action Alternatives would meet objectives for an active pedestrian-oriented district that supports multiple modes of transportation around an active transit hub, each alternative would vary densities, heights, and growth in the Planned Action Area. ▪ Alternative 2 would set minimum standards and incentives to achieve optimal Subarea Plan implementation resulting in a predominately mid-rise development pattern with some high-rise development possible through incentivized standards; and ▪ Alternative 3 would allow high-rise development with required standards and public benefits. Both Action Alternatives would be implemented under one zoning code but explore two separate growth concepts to test against the no Action Alternatives. The Action Alternatives presume CA zoning applied throughout and application of a Rainier/Grady TOD Overlay zone and would organize development in “Renton Village” around an east-west Main Street designed to promote pedestrian-scaled storefronts and promote a robust and engaging public realm. “Renton Village” is an existing brand name of a large retail area but for the purposes of this document includes all properties within the “super-block” situated east of Rainier Avenue S, south of S Grady Way, west of Talbot Road, and north of I- 405. Each action alternative would implement a Subarea Plan Growth Concept, providing mixed uses surrounding the planned Sound Transit Bus Rapid Transit (BRT) line and transit center at the intersection of Rainier Avenue S and S Grady Way. Development fronting Shattuck Avenue S and S 7th Street would have transition standards and accommodate a mix of residential housing and ground floor commercial uses within mixed-use typologies. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-8 Exhibit 2-6. Rainier/Grady Junction TOD Subarea Plan: Growth Concept Source: MAKERS, 2022. The Action Alternatives consider a range of building typologies that fit the Subarea Plan Growth Concept, and the proposed Municipal Code amendments, but vary the height, density, and other facets of the potential mixed-use buildings in the Planned Action Area. The typologies shown in Exhibit 2-7 and discussed in Exhibit 2-8 represent examples of existing buildings that fit within the tested typology assumptions. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-9 Exhibit 2-7. Development Typologies – Action Alternatives Commercial – Retail Renton, WA Seattle, WA Commercial – Tower Renton, WA Seattle, WA Mixed Use – Mid- Rise (Base) Bellevue, WA Bellevue, WA Mixed Use – High Rise (Maximum) Seattle, WA Bellevue, WA Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-10 Exhibit 2-8. Development Typology Descriptions Development Type Description Commercial – Retail Single story commercial uses in a low rise building with at grade parking. Commercial – Tower Primarily office/commercial uses consisting of towers and mid-rise building up to ten stories in height. The building envelope could accommodate an office tower or hotel. Mixed-Use – Base Mid-rise structures with four to five floors of residential uses over one floor of commercial use. Mixed-Use – Maximum Towers with eight to thirteen floors of residential uses over one or two floors of commercial use. Source: BERK, 2023. Alternative 2 Summary In support of the Subarea Plan’s objectives and goals to transition the Study Area into a mixed-use pedestrian- oriented district with an active multi-modal center and strong pedestrian connections, Alternative 2 would result in moderate growth throughout the Planned Action Area. This growth alternative is modeled to include a mix of development typologies with most buildings no taller than 5-10 stories, with the potential to achieve greater heights, in exchange for public benefits (e.g., affordable housing, open space, etc.), in Renton Village surrounding a pedestrian-oriented internal main street concept. The required buffers around the existing high voltage transmission lines would create opportunities for at grade recreational and open space to complement the scale of the mixed-use development and create a continuous greenbelt connecting to the modal improvements planned for S 7th Street. A mix of six-story mixed-use and single-story retail structures are modeled east of Shattuck Avenue S between S 7th Street and S Grady Way to provide a transition into the South Renton neighborhood (located on the opposing side of S 7th Street and Shattuck Avenue S). North of S 7th Street, between Rainier Avenue S and Shattuck Avenue S, the context is proposed to remain consistent with the area, but building step-backs would be required along the western frontage of Shattuck Avenue S. The northern most parcel of the Planned Action Area, fronting S 3rd Place, is shown as Mixed-Use Base around a potential future light rail alignment. Land Use Plan The Alternative 2 land use plan described by building type in Exhibit 2-9 and illustrated in Exhibit 2-10 includes: ▪ An integrated mix of both retail and tower commercial structures as well as Mixed-Use buildings, Base and Maximum, in the Renton Village area. ▪ Mixed-Use-Base development surrounding the planned transit center. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-11 ▪ Mixed-Use-Base development with walk up residential units fronting Shattuck Avenue S and S 7th Street providing a residential buffer that gradually transitions from the single-family context of the South Renton neighborhood. ▪ Commercial – retail uses on the northern frontage of S Grady Way with Mixed-Use-Base to the north. ▪ Mixed-Use-Base at the northern edge of the Planned Action Area, between Rainier Avenue S and Shattuck Avenue S. Exhibit 2-9. Alternative 2 Typology Assumptions Typology Lot Coverage Modeled Height Floors of Commercial Use Estimated Residential Density Net FAR* Commercial – Retail 50% 20’ All 0 0.5 Mixed-Use – Base 75% 70’ 1 150 3.0 Mixed-Use – Maximum 75% 120-150’ 2 250 6.5 Commercial – Tower 75% 120’ All 0 4.8 Notes: Each ground floor commercial retail story is modeled to be 20 ft. tall and 15 ft. tall for second story commercial retail. Each residential story is modeled to be 10 ft tall. Each office story is modeled to be 15 ft. tall. * FAR = Floor Area Ratio Source: BERK, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-12 Exhibit 2-10. Alternative 2 Modeled Typologies Source: BERK, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-13 Growth Growth is estimated based on the typologies. Since Alternative 2 offers incentives to achieve greater heights and densities, about 25% of sites are assumed to use maximum growth for the purposes of this EIS. With the mid-rise “base” assumptions predominating, the growth assumptions for Alternative 2 are in the range of Alternatives 1 and 3. Growth assumptions are shown in Exhibit 2-11 and Exhibit 2-12. Growth is higher in the Planned Action Area under Alternative 2, but the growth in the EIS Study Area outside of the Planned Action Area is the same as shown in the No Action Alternative. Exhibit 2-11. Alternative 2 Capacity Summary – Planned Action Area Typology Residential Non-Residential Net Housing Unit Capacity Net Square Feet Capacity Net Jobs Capacity Commercial – Retail - 116,414 100 Commercial – Tower - 247,799 939 Mixed-Use – Base 4,378 650,503 2,304 Mixed-Use – Maximum 667 81,661 320 Pipeline Development 887 - - Total* 5,932 1,096,377 3,663 *Totals may vary due to rounding. Source: BERK, 2023. Exhibit 2-12. Alternative 2 Capacity Summary – EIS Study Area Zone Residential Non-Residential Net Housing Unit Capacity Net Square Feet Capacity Net Jobs Capacity CA 1,420 90,232 301 CD 74 113,401 378 CO 1,697 117,133 469 IM - 39,515 56 Pipeline Development 145 44,133 149 Total* 3,337 404,415 1,353 *Totals may vary due to rounding. Source: BERK, 2023. Planned Action Ordinance Adopting a Planned Action Ordinance streamlines environmental review for development proposals by facilitating the review of development that meets or exceeds proposed land use and environmental performance standards in the ordinance. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-14 Alternative 3 Summary Consistent with the adopted Subarea Plan, under Alternative 3 high-rise growth and investment in housing, employment, transit, and parks and open space would support the transformation of the Study Area into a mixed-use pedestrian-oriented district with an active multi-modal center and strong pedestrian connections. Alternative 3 is modeled to achieve the most growth throughout the Planned Action Area. Alternative 3 would include a mix of Commercial Towers and Mixed-Use towers –10-14 stories in height predominantly. The greater heights in the range would be focused in Renton Village surrounding a pedestrian-oriented internal main street concept as well as other locations near investments in walkability, transit access, or greenspace. The wide easements under the existing high-voltage transmission lines would create opportunities for at grade recreational and open space to complement the scale of the mixed-use development and create a continuous greenbelt connecting to the modal improvements planned for S 7th Street. Up to twelve stories of mixed-use development is modeled east of Shattuck Avenue S between S 7th Street and S Grady Way. Mixed Use-Base typologies are proposed extending north between Rainier Avenue S and Shattuck Avenue S to the northern terminus of the Planned Action Area. Land Use Plan The proposed land use plan listed in Exhibit 2-13 and illustrated in Exhibit 2-14 includes: ▪ An integrated mix of Commercial towers and Mixed-Use – Maximum buildings in the Renton Village area centered on a pedestrian oriented main street concept. ▪ Mixed-Use – Maximum development surrounding the planned transit center. ▪ Mixed-Use – Base development with walk up residential units fronting Shattuck Avenue S and S 7th Street, extending south to the S Grady Way frontage. ▪ Mixed-Use – Maximum development at the northern edge of the Planned Action Area, between Rainier Avenue S and Shattuck Avenue S. Exhibit 2-13. Alternative 3 Typology Assumptions Typology Lot Coverage Modeled Height Floors of Commercial Use Estimated Residential Density Net FAR Commercial – Retail 75% 20’ All 0 0.5 Mixed-Use – Base 75% 70’ 2 150 3.0 Mixed-Use – Maximum 75% 120-150’ 2 250 6.5 Commercial – Tower 75% 150’ All 0 6.0 Source: BERK, 2023. Notes: Each ground floor commercial retail story is modeled to be 20 ft. tall and 15 ft. tall for second story commercial retail. Each residential story is modeled to be 10 ft. tall. Each office story is modeled to be 15 ft. tall. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-15 Exhibit 2-14. Alternative 3 Modeled Typologies Source: BERK, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-16 Growth Growth is estimated based on the typologies. Alternative 3 assumes a majority of sites use maximum heights and densities for the purposes of this EIS (65% or more of mixed-use sites and 90% of commercial sites). Based on greater use of high-rise development standards, Alternative 3 would result in the most growth in the Planned Action Area per Exhibit 2-15. Similar to other studies alternatives, growth outside the Planned Action Area is held constant similar to Alternative 1 No Action per Exhibit 2-16. Exhibit 2-15. Alternative 3 Capacity Summary – Planned Action Area Typology Residential Non-Residential Net Housing Unit Capacity Net Square Feet Capacity Net Jobs Capacity Commercial – Retail - - - Commercial – Tower - 220,376 752 Mixed-Use – Base 1,439 378,066 1,413 Mixed-Use – Maximum 6,342 1,359,999 4,489 Pipeline Development 887 - - Total* 8,668 1,958,441 6,654 *Totals may vary due to rounding. Source: BERK, 2023. Exhibit 2-16. Alternative 3 Capacity Summary – EIS Study Area Zone Residential Non-Residential Net Housing Unit Capacity Net Square Feet Capacity Net Jobs Capacity CA 1,420 90,232 301 CD 74 113,401 378 CO 1,697 117,133 469 IM - 39,515 56 Pipeline Development 145 44,133 149 Total* 3,337 404,415 1,353 *Totals may vary due to rounding. Source: BERK, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-17 Planned Action Ordinance Similar to Alternative 2, a planned action ordinance would be implemented under Alternative 3. Development would be allowed if they meet or exceed proposed land use and environmental performance standards in the planned action ordinance. Growth and Height Comparisons Below the three alternatives’ capacity is compared for housing and job growth. Within the Planned Action Area, the No Action Alternative shows a total net housing capacity of 3,339 units. The predominant mid-rise approach proposed in Alternative 2 shows a net housing capacity of 5,932 units, and the predominant high-rise approach proposed in Alternative 3 shows a net housing capacity of 8,688 units. See Exhibit 2-17. Exhibit 2-17. Total Housing by Alternative: Detail No Action Alternative 2 Alternative 3 Planned Action Area 3,339 5,932 8,668 EIS Study Area 3,337 3,337 3,337 Total* 6,676 9,269 12,005 *Totals may vary due to rounding. Source: BERK, 2023. Within the Planned Action Area, the No Action Alternative shows a total net jobs capacity of 560 jobs. The primarily mid-rise approach proposed in Alternative 2 shows a net jobs capacity of 3,663 jobs, and the primarily high-rise approach proposed in Alternative 3 shows a jobs housing capacity of 6,653 jobs. See Exhibit 2-18. Exhibit 2-18. Total Employment by Alternative: Detail No Action Alternative 2 Alternative 3 Planned Action Area 560 3,663 6,653 EIS Study Area 1,353 1,353 1,353 Total* 1,912 5,015 8,006 *Totals may vary due to rounding. Source: BERK, 2023. Currently heights are 70-150 feet under Alternative 1 with lesser heights in the north and central area and more to the south. Proposed Municipal Code Amendments allow heights of 70-150 feet across the Planned Action Area, subject to airport related height restrictions. Modeled heights vary to test the proposed mid-rise and high- Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-18 rise intensities and densities for purposes of the EIS. See Exhibit 2-19. Further discussion is found in Section 3.2 Land Use. Exhibit 2-19. Modeled Height Comparison Note: Heights are subject to Federal Regulation Title 14 Part 77, which establishes standards and notification requirements for objects affecting navigable airspace. Key Elements by Alternative The EIS Alternatives would leverage the Subarea Plan but test different assumptions about the intensity of land use, building heights, residential densities, street requirements, common open space and tree standards, and other elements of development. Alternative 1 assumes current plans and codes; Alternative 2 would consider new standards that set base goals but provide incentivizes to achieve optimal Subarea Plan implementation; and Alternative 3 would allow maximum heights and densities but require public benefits like the creation of affordable housing or substantial open spaces to achieve the Subarea Plan vision. Growth would vary depending on densities and heights. Key elements described by the alternatives above are compared in Exhibit 2-20. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-19 Exhibit 2-20. Alternative Features Compared Features Alt 1: No Action Alt 2: Mid Rise – Incentive Zoning Alt 3: High Rise – Required Public Benefit Subarea Goals and Objectives ▪ Adopted Subarea Plan. ▪ Adopted Subarea Plan ▪ Consider business displacement mitigation incentives. ▪ Coordination of development across site boundaries. ▪ Adopted Subarea Plan. ▪ Consider business displacement policy considering Subarea Plan and developed through EIS. ▪ Coordination of development across site boundaries. Zoning and Mixed-Use Development Patterns ▪ Mix of CA and CO zoning in PAA. ▪ Current standards for mixed- use development in Commercial Arterial and Commercial Office Zones: Equivalent to at least 40% of building footprint required to be commercial. ▪ CO Zone restricts residential uses to no more than 25% of gross floor area on site. ▪ Structured parking required for all residential. ▪ CA zoning throughout PAA, with an overlay zone. ▪ Residential buildings required to have ground floor commercial with potential for reduced ground floor commercial adjacent to South Renton neighborhood. Increased residential density for affordable housing or substantial open space dedication. ▪ Promote a range of commercial space sizes to encourage diverse business opportunities and retention of existing businesses. ▪ Structured parking required for all residential but prohibited on ground floor along streets or active public realms. Consider incentives for parking reductions. ▪ CA zoning throughout PAA with an overlay zone. ▪ Residential buildings required to have ground floor commercial with greater amount of commercial space along the “Main Street.” ▪ Allow standalone residential if dedicated as affordable housing and not abutting “Main Street.” ▪ Require range of commercial space sizes for diverse business opportunities and retention of existing businesses. ▪ Structured parking required for all residential but prohibited on ground floor along streets or active public realms. Consider incentives for parking reductions. Height ▪ CA: 50’–70’ ▪ CO: 250’ (greatest height achievable is ~150’ in Planned Action Area) ▪ Subarea vision: predominantly 70’ with incentives up to 150’. ▪ Base height with incentives for affordable housing, and open space. ▪ Building step-backs adjacent to residential zones. ▪ Graduated heights up to airport height limits: 70’ – 150’ with amenities required. ▪ Building step-backs adjacent to residential zones. Density (dwelling units per acre [DU/AC]) Min. and Max.: ▪ CA: 20 – 60 DU/AC ▪ CO: 75 – 150 DU/AC Min. and Max.: ▪ 60 – 150 DU/AC, up to 250 DU/AC with incentives. Min. and Max.: ▪ 60 – 250 DU/AC with public benefits required. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-20 Features Alt 1: No Action Alt 2: Mid Rise – Incentive Zoning Alt 3: High Rise – Required Public Benefit Affordable Housing Density Bonus ▪ CO Zone: 30% above max density or density allowed via conditional use permit for affordable bonus at 1:1 ratio. ▪ Increase max density bonus to 65% for affordable housing. ▪ No bonus. Rely on multifamily tax exemption, fee reductions, and inclusionary zoning to create affordable housing. Health – Air Quality ▪ None ▪ Implement a 500’ mitigation buffer from I-405 for residential development. Require centralized air filtration systems, air intake vents located away from highways, noise attenuating construction and materials, and other appropriate mitigation measures. Open Space, Landscaping & Stormwater ▪ Current common open space and stormwater requirements ▪ Increase and require dedication of public open space via public or private easement. ▪ Creation of public plaza. ▪ Green factor standards.1 ▪ Augment street tree standards. ▪ Increase green infrastructure; integrate into street standards. Potential Investments in Transportation ▪ New Transit Station ▪ Sound Transit Renton HOV Access Project ▪ Bike/Trail Plan Improvements ▪ Similar to Alternative 1 plus supportive modal infrastructure (e.g., multi-use paths, bicycle parking, etc.) as incentive with open space development. ▪ Similar to Alternative 1 plus increase long-term and short- term bike parking requirement for new development. Core Area – New Streets ▪ Subarea Plan provides cross- sections (pp 55-59). ▪ Implement Subarea Plan Street Standards, including the creation of Main Street/festival shared street with pedestrian- oriented retail and services. ▪ Require greater amount of commercial space abutting “Main Street” or other active pedestrian realms. ▪ Address mid-block connections. ▪ Implement Subarea Plan Street Standards including the creation of Main Street/festival shared street with pedestrian-oriented retail and services. ▪ Wider pedestrian clear zones to accommodate additional pedestrian volume. ▪ Address mid-block connections. Process ▪ Current permit procedures. ▪ Master Site Plan ▪ Planned Action ▪ Master Site Plan ▪ Planned Action Source: BERK, 2023. 1See Seattle’s Green Factor Standards Benefits and Disadvantages of Deferring Implementation of the Proposal The benefits of deferring implementation of the Planned Action could include: ▪ Avoid the need for some added infrastructure costs to address mitigation. ▪ Less future planned growth and travel on transportation routes requiring capital investment. ▪ Less future demand for public services and utilities. Rainier/Grady Junction TOD Subarea Planned Action Ch. 2 ▪ Proposal and Alternatives January 2024 ▪ Draft EIS 2-21 The disadvantages of delaying the Proposed Action include: ▪ Lack of a Subarea Plan implementation intended to guide development and investments for mixed-use development in a pedestrian oriented multi-modal district. ▪ Less opportunities to increase the residential density adjacent to planned transit infrastructure. ▪ Reduced opportunities for business retention and attraction. ▪ Less leveraging of investments in stormwater, water and sewer, and lighting infrastructure. ▪ Less leveraging of investments in transit center use and bus rapid transit system on I-405. ▪ Fewer opportunities for walkable areas with a mixture of uses that allow live-work opportunities and active transportation options. ▪ Reduced opportunities for increasing the urban tree canopy. THIS PAGE INTENTIONALLY BLANK. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Alternatives 3-1 3 Environment, Impacts, and Mitigation Measures This chapter describes the affected environment, potential impacts, and mitigation measures for the following topics: ▪ Section 3.1 Natural Environment ▪ Section 3.2 Land Use ▪ Section 3.3 Transportation ▪ Section 3.4 Public Services ▪ Section 3.5 Utilities Following a description of current conditions (affected environment), the analysis compares and contrasts the alternatives and provides mitigation measures for identified impacts. It also summarizes whether there are significant unavoidable adverse impacts. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Natural Environment 3-2 3.1 Natural Environment This section addresses the implications of each alternative relative to the existing natural environment conditions within the Study Area. This section briefly touches on surface water critical areas as they relate to species habitat and cultural significance and a more in-depth analysis can be found in the stormwater components of the Utilities section. Affected Environment As shown in Appendix 5.2, the Study Area contains the southern portion of Burnett Linear Park and a trail along South 7th Street connecting Lake to Sound Trail and Cedar River Trail. The portion of Burnett Linear Park within the Study Area consists of a ten-foot-wide sidewalk surrounded by grassy areas and large trees. However, the classified trail going east/west along South 7th Street consists of a sidewalk on the side of the road with very little greenery other than a few planting strips with trees at some locations along the trail. Overall, the Study Area lacks greenspaces as most of the area consists of retail properties with large parking lots. The trees in the park along with all other street trees can all be seen in the Renton Street Tree Map as shown in Exhibit 3-27 in Section 3.2 Land Use. The only stream located within the Study Area is Rolling Hills Creek, which is classified as NP – Non-Fish and is located in the southernmost portion of the Planned Action Area. While Rolling Hills Creek is not classified as fish-bearing, the stream discharges into Springbrook Creek, which is fish bearing and classified as Type F – Fish, located just west of the Study Area and WSDOT installed a downstream fish-passible culvert as part of the I 405, SR 167 Interchange Direct Connector project. SalmonScape, an online tool provided by Washington Department of Fish and Wildlife, indicates the potential for salmon species along Rolling Hills Creek in the subarea (SalmonScapes, 2024). Rolling Hills Creek also connects to Puget Wetland (located in the southeast corner of the Planned Action Area), Panther Creek Wetland (located southeast of the I 405 and HWY 167 intersection), and an unnamed wetland (located on the northwest corner of the S 14th and Smithers Avenue S intersection just south of the Study Area). There are some critical areas within the Study Area with seismic hazards, streams, wellhead protection zones, and FEMA flood zones being the most significant, and limited areas impacted by regulated slopes, landslide potential, and wetlands. See Exhibit 3-2. Portions of the Subarea are within the FEMA 100-year flood zone (Type A, AE, and AH), but no floodways are within the Subarea boundaries. Acres of land in the 100-year floodplain are listed in Exhibit 3-1. Exhibit 3-1. 100-Year Floodplain Acreage Subarea Gross Acres Parcel Acres Planned Action Area (PAA) 19.25 16.45 EIS Study Area excluding PAA 51.43 45.49 Study Area Total 70.68 61.93 Sources: City of Renton, FEMA, BERK 2022. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Natural Environment 3-3 Almost the entire Study Area lies within a seismic hazard zone, meaning it is prone to liquefaction and earthquake induced landslides. There are landslide prone areas mapped along I-405. Exhibit 3-2. Streams, Flood Hazard Areas, Wetlands, Shorelines in Study Area Source: City of Renton, FEMA, BERK 2022. The Duwamish Tribe provided context on the significance of this area via comments on the Renton EIS Rainier/Grady Junction Planned Action, noting: “The Black River was a focal point for the Duwamish in terms of its access to fishing for salmon, its access to Lake Washington, and the location of its village. Attempts should be made to preserve and improve these environments for the benefit of animal habitat as well as for the Renton population… Keeping these waterways free of pollutants and non-native plant species encourages native wildlife to inhabit the Renton area.” (Duwamish Cultural Preservation Committee, 2022). The freshwater emergent wetland in the southeastern section of the Study Area is classified as a priority habitat by the Washington Department of Fish and Wildlife (WDFW), meaning it has significant value to a multitude of Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Natural Environment 3-4 species. Maintaining these habitats is important to lessen the number of species categorized as endangered, threatened, or sensitive in the state of Washington and prevent additional species being added to the list. No priority species are identified by the Department’s map within the Study Area, but usually a site-specific survey is required to verify the lack of presence of such species. Exhibit 3-3 lists all endangered, threatened, sensitive, and other protected species in Washington. Exhibit 3-3. Washington’s Endangered, Threatened, Sensitive, and Other Protected Species Status of Species Type List of Species Endangered ▪ Birds ▪ Sandhill Crane ▪ Snowy Plover ▪ Upland Sandpiper ▪ Marbled Murrelet ▪ Tufted Puffin ▪ Columbian Sharp‐tailed Grouse ▪ Greater Sage‐Grouse ▪ Ferruginous Hawk ▪ Northern Spotted Owl ▪ Yellow‐billed Cuckoox ▪ Streaked Horned Lark ▪ Oregon Vesper Sparrow Endangered ▪ Reptiles ▪ Western Pond Turtle ▪ Leatherback sea turtle ▪ Loggerhead sea turtle Endangered ▪ Amphibians ▪ Oregon Silverspot Butterfly ▪ Taylor’s Checkerspot ▪ Mardon Skipper ▪ Pinto Abalone Threatened ▪ Mammals ▪ Western Gray Squirrel ▪ Sea Otter ▪ Mazama Pocket Gopher Threatened ▪ Birds ▪ American White Pelican Threatened ▪ Reptiles ▪ Green Sea Turtle Sensitive ▪ Birds ▪ Common Loon Sensitive ▪ Fish ▪ Pygmy Whitefish ▪ Margined Sculpin ▪ Olympic Mudminnow Sensitive ▪ Amphibians ▪ Larch Mountain Salamander Other Protected ▪ Mammals ▪ Cony or Pika ▪ Least Chipmunk Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Natural Environment 3-5 Status of Species Type List of Species ▪ Yellow-tailed Chipmunk ▪ Townsend’s Chipmunk ▪ Red-tailed Chipmunk ▪ Hoary Marmot ▪ Olympic Marmot ▪ Cascade Golder-Mantled Ground Squirrel ▪ Red Squirrel ▪ Douglas Squirrel ▪ Northern Flying Squirrel ▪ Humboldt’s Flying Squirrel ▪ Wolverine Other Protected ▪ Reptiles ▪ Painted Turtle ▪ California Mountain Kingsnake Source: Washington State Legislature, 2021; BERK, 2023. The Study Area also contains a high number of environmental hazards as suggested by the Black River’s environmental hazard index score of 72 (City of Renton, 2021). The environmental hazards included in the scoring include but are not limited to air quality, proximity to traffic, lead paint indicator, proximity to hazardous waste, and wastewater discharge. The Study Area also contains a low number of environmental opportunities as suggested by the Black River’s environmental opportunity index score of 80.9 (City of Renton, 2021). Environmental opportunity scores consider existing tree canopy cover and access to parks and open space to determine the overall score of a basin. A map portraying the environmental hazard and environmental opportunity scores can be found in Exhibit 3-4. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Natural Environment 3-6 Exhibit 3-4. Environmental Hazard Index Map (Top Right) and Environmental Opportunity Index Map (Bottom Left) Source: City of Renton, 2021. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Natural Environment 3-7 An additional consideration about the natural environment includes the following comment received on the EIS Study Area Planned Action notice: “This area is an area the Duwamish considers culturally significant and has a high probability to have unknown archaeological deposits, especially if excavation cuts below current fill. The downtown region of the City of Renton holds several known Duwamish precontact archaeological sites.” The Washington State Department of Archaeology & Historic Preservation (DAHP) WISAARD website map indicates most of the EIS Study Area including the Planned Action Area as “Survey Highly Advised.” The WISAARD map shows one known archaeological site within the Planned Action Area; six other sites within the EIS area but outside the Planned Action Area; and five Duwamish village or camp sites, and a historic homestead where a prominent Native family lived within a half-mile of the EIS area (DAHP WISAARD Map, n.d.). The map is viewable in Appendix 5.1. Planned Improvements Burnett Linear Park is anticipated to be expanded north to the area currently used for parking, which will strengthen the link between this park, Tonkin Park, the Piazza, and the Cedar River Trail. The Study Area Planned Action scoping notice identifies opportunities for parks and trails in the Study Area in locations such as under power lines. Impacts Thresholds of significance are established to differentiate significant impacts that may require mitigation from insignificant impacts. Thresholds of significance in this impact analysis include: ▪ Tree canopy impacts are considered significant when the action alternative would cause a net loss in the City’s overall current tree canopy coverage. ▪ Natural environment impacts are considered significant when the action alternative would cause degradation of habitats, changes to wetland hydroperiods, or decreased water quality of wetlands and streams. ▪ Archaeological impacts are considered significant when development would have the potential to alter or damage archaeological resources. Impacts Common to All Alternatives Under all alternatives, the project area includes growth in or near critical areas such as seismic hazard areas, wellhead protection areas, wetlands, streams, and special flood hazard areas for a 100-year flood event. The seismic hazard and wellhead protection areas both apply to most of the Planned Action Area, and the special flood hazard area for a 100-year flood event covers most of the Renton Village area. Critical areas typically require enhanced protection, such as limited fill material in wellhead protection areas and buffer/setbacks near streams and wetlands. The proposed growth in Renton Village is directly on top of an existing creek – Rolling Hills Creek – that has been piped underground. Stream relocation and/or daylighting (open channel where stream is currently in a culvert) is an option allowable under the current City code when developers propose building directly above streams piped underground. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Natural Environment 3-8 Additional growth in the Study Area would increase the need for parks and open spaces under all alternatives. With most of the Study Area consisting of retail properties with large parking lots, greenspaces are already lacking and the need for parks or open spaces would be even greater with anticipated housing and employment in the area. Any development or redevelopment requiring excavation poses threats of erosion hazards until construction is completed and soils on the site have been permanently stabilized. Any sediment deposition on adjacent roadways would need to be mitigated during construction. If hazardous materials are contained on construction sites, remedial actions, potentially including excavation and soil treatment in accordance with The Model Toxics Control Act (MTCA), would be required. With compliance to MTCA and Critical Areas Regulations, the residual impacts would be less than significant for the natural environment. Under all alternatives, there is one known archaeological site within the Planned Action Area; six other sites within the EIS area but outside the Planned Action Area; and five Duwamish village or camp sites, and a historic homestead where a prominent Native family lived, within a half-mile of the EIS area (DAHP WISAARD Map, n.d.). Due to the formation of Cedar and Duwamish deltas, the Study Area has ideal conditions for preservation of materials like bones that tend to not be well-preserved in Washington environments. This makes this area particularly significant for cultural resources. With major village sites preserved near the Study Area to both the east and west, it is very likely that there are undiscovered sites buried in the Planned Action Area. Refer to Section 3.5 Utilities for water quality impacts. Alternative 1 No Action Under the No Action Alternative, all impacts listed under the Impacts Common to All Alternatives section apply. This alternative would continue existing development standards throughout the Planned Action Area (i.e., no increased requirements or incentives for green space, reduced parking requirements), resulting in a higher percentage of impervious surface compared to the Action Alternatives. The No Action Alternative would also lack the support of an areawide EIS and Planned Action Ordinance to expeditiously facilitate development, which would likely result in a slower pace of redevelopment and therefore perpetuate existing conditions. Alternative 2 Under Alternative 2, all impacts listed under the Impacts Common to All Alternatives section apply. Increased green space, required public open/green space (public access easements), creation of a public plaza, landscaping or low-impact development standards, and a modification of street tree standard are proposed for Alternative 2. Additionally, landscape requirements for development on parcels will require more greenspace overall than what exists today. This alternative proposes more designated greenspaces and enhanced standards than the No Action Alternative. Specific locations of proposed green spaces include expansion and improvements of an existing greenspace at the southern corner of the intersection of Talbot Road S and S Grady Way and a proposed park/open space within the utility easement for the overhead power lines traveling south-to-north through Renton Village then continuing along the space west of Lake Avenue S. There is a vacant parcel adjacent to the wetland lying along I-405, named Puget Wetland. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Natural Environment 3-9 Alternative 3 Under Alternative 3, all impacts listed under the Impacts Common to All Alternatives and Alternative 2 sections apply. Alternative 3 also proposes a Commercial – Tower typology adjacent to the Puget Wetland which would eliminate surface-level parking on this parcel. The proposed towers could create the potential for shade around the wetland which could be beneficial in reducing water temperatures. Setbacks are required and measured from the buffers around the wetlands for any development or redevelopment. Mitigation Measures Incorporated Plan Features The Action Alternatives propose increased green space, required public open/green space (public access easements), creation of a public plaza, green factor standards, and a modification of street tree standards. It is suggested that the City investigate/study preferred parameters for required public open/green space, green factor standards, and modified street tree standards. Regulations and Commitments Endangered Species Act. Federal review applies to any projects performed in critical habitats for listed endangered species. These projects require a permit from the U.S. Army Corps of Engineers (Corps) with requirements for such projects including, but not limited to, a detailed review of potential effects on plants and animals protected under the federal Endangered Species Act. Impacts must be avoided and minimized to the maximum extent practicable and in some cases, mitigation is required. Per WDFW, site-specific surveys are typically needed to verify there are no endangered species or priority habitats. State of Washington Laws Pertaining to Waters of the State. State review applies to any project affecting waters of the State and thus requiring review by Ecology and/or WDFW. Such projects must commonly show that impacts have been minimized and permit requirements often include mitigation for irreducible impacts. Critical Areas Regulations. City review applies to projects in critical areas and requires compliance with Renton Municipal Code 4-3-050. Critical areas protected under these regulations include flood hazard areas, steep slopes, habitat conservation areas, streams and lakes, wellhead protection areas, and wetlands or sites within 200 feet of a wetland. In all flood hazard areas, new construction and substantial improvements shall be constructed to minimize flood damage. Requirements for elevating the lowest floor at least 1’ above the base flood elevation apply for non-residential construction. Areas below the lowest floor must meet additional design criteria. Aquifer Protection Areas. The City requires projects to comply with Renton Municipal Code 4-9-015 which protects aquifers used for potable water from contamination by hazardous materials. Environmental Health Regulations. The Model Toxics Control Act (MTCA) is Washington’s environmental cleanup law. MTCA governs the cleanup and prevention of contaminated sites that can threaten people’s health and the environment. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Natural Environment 3-10 Archaeological Excavation and Removal Permit (WAC 25-48). Washington state requires compliance for all development or redevelopment occurring on archaeological sites. Archaeological Sites and Resources (RCW 27.53). Washington state requires compliance for all development or redevelopment occurring on archaeological sites. Flood Plain Management (RCW 86.16 and WAC 173-158). Washington state requires base (one hundred year) floods and designated special flood hazard areas to be subject to floodplain management regulation, which is at a minimum equal to the minimum federal requirements for the National Flood Insurance Program. Other Potential Mitigation Measures Where parks and open space are proposed, the City should consider planting appropriate trees and native vegetation to improve the overall environmental quality of the area. To further combat the current lack of greenspaces in the Study Area, the City could consider adopting different street tree standards for the Renton Village internal street network, adding greenery to the south side of 7th street to enhance the proposed non- motorized improvements, and/or implementing specific landscaping standards for the Study Area. The City could prioritize planting native species in the Study Area; this could be accomplished in proposed street tree and landscape code amendments or in the Planned Action Ordinance. This would be consistent with scoping comments, including that the Duwamish Tribe supports the need for landscape buffers (preferably with native plants only) and open spaces, and sustainable design approaches. The Duwamish Tribe “strongly encourages that native plants be maintained and used for landscaping including tree canopy – not just potted vegetation” (Duwamish Cultural Preservation Committee, 2022). The EIS Study Area outside of the Planned Action Area is not proposed for zoning changes. Nevertheless, the City allows for development under No Action zoning. The City could consider whether its present wetland and riparian buffer standards and requirements for protection or incentives for enhancement encourage use of native plants. This would respond to scoping comments including that the Duwamish Tribe strongly requests an impact study be conducted in the Black River Riparian Forest and Wetland, Lake Washington, and the Cedar River on water quality, fish, birds, pollinators, and wildlife prior to, during, and after development. The Duwamish Tribe requests that only native plants be used in and around waterways (Duwamish Cultural Preservation Committee, 2022). Any additional greenspaces that are added to the existing conditions would improve water quality of natural water features in the area. Green infrastructure, such as Silva Cells and other best management practices, to support tree growth, protect sidewalks from root spread, and provide on-site stormwater management. For more information on water quality mitigation measures, refer to Section 3.5 Utilities. There is no standard mitigation package for archaeological sites. However, some mitigation efforts that have been used in the past include, but are not limited to, the following list (DAHP, 2022): ▪ Museum exhibits ▪ Thematic or multiple-property studies ▪ Additional inventory work ▪ History essays Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Natural Environment 3-11 ▪ Lecture series ▪ Documentaries or public service announcements ▪ National Register nominations ▪ Additional consultation to ensure compatible replacement buildings/structures ▪ Support for preservation nonprofit organizations ▪ Training/workshops ▪ Heritage tourism projects ▪ In situ preservation of cultural resources ▪ Preservation covenants ▪ Formal Documentation (requirements per DAHP Mitigation Options and Documentation Standards, 2020) ▪ Ethnographic studies Regardless of the mitigation measure chosen, DAHP, the lead agency, tribes and all other consulting parties should agree on mitigation measure(s) before any work on a known or suspected archaeological site begins (DAHP, 2022). The City could include inadvertent discovery requirements in the Planned Action Ordinance as recommended by DAHP. (DAHP, 2019) Through scoping comments, requests have been made to require an archaeological review. This includes a comment from the Duwamish Tribe that suggesting that if any archaeological work is performed, “the Duwamish Tribe requests notification and recommends an archaeological review performed where any development occurs within the scope of the planned action. An Inadvertent Discovery Plan (IDP) should not be used in lieu of archaeological investigation” (Duwamish Cultural Preservation Committee, 2022). The City has such a policy and requirement in the Shoreline Master Program (RMC 4-3-090.D.6). The City could apply similar requirements to the Study Area in the Planned Action Ordinance and consult with recognized tribal, State, Federal, and other local governments as well as the Duwamish Tribe, which is seeking federal recognition. See Other Potential Mitigation Measures within section 3.5 for more details on daylighting potential of Rolling Hills Creek. Significant Unavoidable Adverse Impacts No significant unavoidable adverse impacts are expected for any alternatives if the potential mitigation measures and City regulations are followed. Tree canopy cover should improve with proposed code changes and integration of open space and landscape standards. Therefore, there would not be a net loss in the City’s overall current tree canopy coverage. Development/redevelopment would be required to implement water quality standards and meet critical area impacts. Enhancing standards to encourage native plantings together with critical area and stormwater regulations should avoid degradation of habitats, changes to wetland hydroperiods, or decreased water quality. State laws, federal laws, and enhanced local regulations through the planned action requiring cultural resources review and engagement with tribes should avoid impacts to archaeological resources. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-12 3.2 Land Use Affected Environment This section of the report provides information on the current land use planning framework in Renton, including adopted plans, existing uses, and future designations and zoning applied by the City of Renton. It also describes the potential for growth in the Study Areas under current plans/zoning. Regional and City Planning Policies and Codes This section describes the planning framework that guides land use and development. Plans, policies, and codes addressed include: ▪ Washington State Growth Management Act (GMA). Adopted in 1990, the GMA is a body of regulations that requires counties and localities to plan for growth. ▪ VISION 2050. A 2020 plan containing multicounty policies for King, Pierce, and Snohomish Counties, as well as a Regional Growth Strategy for the three counties as well as Kitsap County. ▪ King County Countywide Planning Policies. Adopted in 2021 and ratified in 2022, these policies guide local government comprehensive plans, including related Study Area Plans. ▪ Renton Comprehensive Plan, last modified in 2019, identifies land use concepts and policies guiding decisions about zoning and investments including equitable services and planning efforts. ▪ Renton Zoning. The City’s zoning districts regulate building scale and location, residential density, land use, and urban design. ▪ Current land use policy and regulatory framework. Washington State Growth Management Act and State and Regional Planning Framework Adopted in 1990, the Washington State Growth Management Act (GMA) is a body of goals and laws that requires counties and localities to plan for growth. GMA requires local governments to manage growth by preparing comprehensive plans and implementing them through capital investments and development regulations (zoning), among other strategies. The Washington Department of Commerce and a Governor- appointed Hearings Board guide or assess whether local governments comply with GMA. The Puget Sound Regional Council (PSRC) develops multicounty planning policies and reviews comprehensive plans for consistency and certifies transportation elements. Local comprehensive plans must provide land use capacity that accommodates 20 years of projected growth. Cities in King County must demonstrate sufficient zoned capacity for housing and employment growth based on targets adopted in Countywide Planning Policies. VISION 2050 PSRC is composed of four counties, numerous cities and towns, ports, state and local transportation agencies, and Tribal governments within the region. PSRC develops policies and facilitates decisions about regional growth, transportation, and economic development planning within King, Pierce, Snohomish, and Kitsap counties. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-13 The GMA requires multi-county planning policies (MPPs) with which cities and counties’ comprehensive plans must be consistent. MPPs for King, Pierce, Snohomish, and Kitsap are adopted by PSRC in a long-range plan called VISION 2050. VISION 2050 is a regional growth plan to accommodate 5.8 million people by 2050. PSRC’s Regional Growth Strategy calls for the 16 Core Cities (including the City of Renton) to accommodate 28% of the region’s population growth and 35% of its employment growth by 2050. Within the Core Cities, jurisdictions should encourage growth near high-capacity transit stations and within regional growth centers to achieve regional growth goals. King County Within the GMA framework, each county collaborates with its cities to adopt Countywide Planning Policies (CPPs) and develop local growth targets that set expectations for local comprehensive plans. Manufacturing and industrial centers (MICs) are also designated at this countywide level. In 2021 the Growth Management Planning Council (GMPC) approved new CPP’s, and they have been approved by the King County Council and ratified by the cities. The updated policies are consistent with PSRC’s newly adopted VISION 2050. The CPPs set forth growth targets for housing and jobs, identify a hierarchy of centers reflecting VISION 2050 as well as countywide centers. The CPPs also address equity and environmental justice, environmental protection, detailed affordable housing requirements, among other policies. Existing City of Renton Framework Renton Comprehensive Plan The content, analyses, goals, and policies of Renton’s Comprehensive Plan were developed in compliance with the GMA, King County’s Countywide Planning Policies, and PSRC’s Regional Growth Strategy (at the time VISION 2040). The City will prepare a periodic update of its Comprehensive Plan by 2024 to address more recent updates to GMA and VISION 2050 as well as its new 2044 growth targets. The policies listed below illustrate Renton’s current regulatory framework that supports the effective implementation of the Rainer/Grady Junction TOD Subarea Plan. Meeting Demands of Growth ▪ Policy L-1: Support uses that sustain minimum employment levels of 50 employees per gross acre and residential levels of 15 households per gross acre within Renton’s Growth Center. Accommodate approximately 2,000 households and 3,500 jobs from the City’s Growth 2035 Targets within the Growth Center. ▪ Policy L-2: Support compact urban development to improve health outcomes, support transit use, maximize land use efficiency, and maximize public investment in infrastructure and services. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-14 Efficient Use of Land ▪ Policy L-11: Encourage non-conforming uses to transition into conforming uses or relocate to areas with compatible designations. ▪ Policy U-17: Commercial Mixed Use – Place areas with established commercial and office areas near principal arterials within the Commercial and Mixed Use (CMU) land use designation. Allow residential uses as part of mixed-use developments and support new office and commercial development that is more intensive than what exists to create a vibrant district and increase employment opportunities. The intention of this designation is to transform strip commercial development into business districts through the intensification of uses and with cohesive site planning, landscaping, signage, circulation, parking, and the provision of public amenity features. Protecting The Natural Environment and Ensuring Natural Resources for The Future ▪ Policy L-23: Promote urban forests through tree planting programs, tree maintenance programs that favor the use of large healthy trees along streets and in parks, residential, commercial, and industrial areas, programs that increase education and awareness, and through the protection and restoration of forest ecosystems. ▪ Policy L-31: Protect buffers along wetlands and surface waters to facilitate infiltration and maintain stable water temperatures, provide for biological diversity, reduce amount and velocity of run-off, and provide for wildlife habitat. ▪ Policy L-34: Ensure buildings, roads, and other built features are located on less sensitive portions of a site when sensitive areas are present. ▪ Policy L-42: Encourage environmentally friendly construction practices, such as Leadership in Energy and Environmental Design, Built Green, Salmon Safe, and Living Building Challenge. Promoting a Safe, Healthy, and Attractive Community ▪ Policy L-51: Include human-scale features such as pedestrian pathways, quality landscaping, and public spaces that have discernible edges, entries, and borders to create a distinctive sense of place in neighborhoods, commercial areas, and centers. ▪ Policy L-52: Orient buildings in developments toward the street or a common area, rather than toward parking lots. ▪ Policy L-56: Complement the built environment with landscaping using native, naturalized, and ornamental plantings that are appropriate for the situation and circumstance and provide for respite, recreation, and sun/shade. ▪ Policy L-57: Provide complete streets arranged as an interconnecting network or grid. Locate planter strips between the curb and the sidewalk to provide separation between cars and pedestrians. Discourage dead- end streets and cul-de-sacs. ▪ Policy L-60: Improve the appearance of parking lots through landscaping and screening. ▪ Policy L-61: Promote environmentally friendly, energy-efficient development, including building and infrastructure. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-15 Transit Element – General Goals and Policies ▪ Policy T-1: Develop a connected network of transportation facilities where public streets are planned, designed, constructed, and maintained for safe convenient travel of all users – motor vehicle drivers as well as, pedestrians, bicyclists, and transit riders of all ages and abilities. Transportation Demand Management ▪ Policy T-10: Implement transportation demand management (TDM) programs to reduce disruptive traffic impacts and to support mixed-use development, commercial centers, and employment areas. ▪ Policy T-13: Incorporate TDM measures such as priority parking places for HOVs and convenient, direct pedestrian access from transit stops/stations in site design and layout for all types of development. ▪ Policy T-15: Regularly review and refine parking ratios to account for existing parking supply, land use intensity, and access to transit. Street Network ▪ Policy T-20: Arrange the street network in a grid pattern to the extent possible. Connect internal development networks to existing streets and avoid cul-de-sacs and dead-end streets. Pedestrian and Bicycle Transportation ▪ Policy T-26: Ensure provision of safe and convenient storage and parking facilities for bicyclists. ▪ Policy T-27: Promote non-motorized travel not only as a viable means of transportation but as an important method for maintaining overall health and fitness. Transit and HOV ▪ Policy T-32: Coordinate transit, bike, and pedestrian planning efforts and evaluate opportunities to leverage investments for the benefit of more users. Growth Strategy, Land Use, and Transportation ▪ Policy T-41: Plan for land use densities and mixed-use development patterns that encourage walking, biking, and transit use in designated areas. ▪ Policy T-43: Prioritize multimodal transportation investments in Renton’s Growth Urban Center. Level of Service Standards, Design, and Concurrency ▪ Policy T-45: Ensure that new development contributes its fair share of the cost of transportation facilities, programs and services needed to mitigate growth related transportation impacts. ▪ Policy T-49: Encourage development that can be supported by transit and other non-single occupant vehicle modes. Housing and Human Services ▪ Policy HHS-9: Foster and locate new housing in proximity to Employment Centers and streets that have public transportation systems in place and complements existing housing. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-16 ▪ Policy HHS-23: Support the link between land development and physical activity by increasing options for transit use, walking, and bicycling, such as providing physical connections between residential areas and schools and/or commercial development. Economic Development ▪ Policy ED-1: Develop incentives for businesses to locate, stay, and expand within the City; provide incentives for economic development within the City’s Growth Center, neighborhood business districts, and commercial corridors. ▪ Policy ED-4: Develop a retail recruitment strategy with an emphasis on business district development. ▪ Policy ED-11: Encourage growth that balances employment and housing opportunities within designated urban centers by promoting investment in mixed-use centers with compact urban development, specifically advocating for redevelopment and quality infill design that maximizes allowable density. ▪ Policy ED-14: Encourage investments that address future needs; focus investment in infrastructure and services in designated centers that align with the City’s projected population, housing, and job growth targets. Parks, Recreation, Natural Areas, and Trails ▪ Policy P-1: Expand parks and recreational opportunities in new and existing locations with an identified need, to fill gaps in service and keep pace with future growth. ▪ Policy P-2: Create a connected system of parks corridors, trails, and natural areas that provide nearby and accessible opportunities for recreation and non-motorized transportation. City Utilities ▪ Policy U-5: Approval of development should be conditioned on the availability of adequate utility service and should not result in decreases in local levels of service for existing development. All new development should be required to pay their fair share of construction costs for necessary utility system improvements. Water Capacity and Availability ▪ Policy U-9: Provide and maintain a sustainable water supply, infrastructure, and service consistent with projected population growth within the City’s water service area, as established in the Land Use Element and the Water System Plan. ▪ Policy U-10: Extend water service within the City’s water service area in an orderly manner to serve anticipated growth and development in accordance with the Land Use Element. Sewer Service Capacity and Availability ▪ Policy U-20: Sewer facilities and services should be consistent with the growth and development concepts expressed in the Land Use Element. Extension of sewer service should be coordinated with expected growth and development. ▪ Policy U-21: All new development should be required to connect to the sanitary sewer system, except properties that have adequate soils to support on-site septic systems, are zoned for low density single Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-17 family residential development, located away from environmentally sensitive areas, and outside Aquifer Protection Areas. ▪ Policy U-22: Projected sewage flows from development should be calculated based on adopted land use plans and policies. These projections should be used as a guide in developing the wastewater Capital Improvement Program (CIP). The CIP should be updated as land use plans and policies are revised. Stormwater Management System ▪ Policy U-29: Control runoff from new development, redevelopment, and construction sites through the implementation of development design standards and construction techniques that promote the use of best management practices to maintain and improve storm water quality and manage stormwater flow. ▪ Policy U-30: Provide incentives and regulations appropriate to an urban environment that reduce impervious surfaces, promote natural and distributed stormwater techniques, and incorporate native and naturalized vegetation. Solid Waste Policies ▪ Policy U-55: Actively promote recycling, as well as overall reduction of both the residential and commercial solid waste streams through public education programs and incentive programs. Additional information on the city’s Water, Wastewater, and Surface Water utilities service policies and development standards are included in the 2019 Water Utility System Plan, Final May 2021, Long Range Wastewater Management Plan, Final September 2022, and the Surface Water Utility System Plan, December 2020. Capital Facilities Element ▪ Policy CF-7: Protect public health, enhance environmental quality and promote conservation of man-made and natural resources through appropriate design and installation of public facilities. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-18 Current Adopted Land Use Plan There are two land use designations in the EIS Study Area: Commercial Mixed Use (CMU) and Employment Area (EA). See Exhibit 3-5. ▪ Policy U-17 in Renton’s Comprehensive Plan defines Commercial and Mixed Use (CMU) as a land use category for places with established commercial and office districts close to major arterials. Its intent is to establish a vibrant district and boost employment possibilities, permit residential uses as a component of mixed-use complexes, and encourage new construction of intense office and commercial uses. Through the intensification of uses and coordinated site planning, landscaping, signage, circulation, parking—as well as the provision of public amenity elements—this classification aims to transform strip commercial development into business districts. ▪ Policy L-18 defines the Employment Area (EA) land use classification as being reserved for commercial and industrial uses including office, industrial, warehouse, and manufacturing, with access to transportation networks and transit. Employment Areas give the City a foundation for economic growth and employment. Through zoning that encourages the progressive conversion of uses on sites with strong access and visibility to more intense commercial and office uses, it is possible to maintain a variety and balance of uses. While the EIS Study Area is split between CMU and EA, the entire Planned Action Area is designated for CMU. Implementing zones are shown in Exhibit 3-6. The Study Area has an auto-oriented urban form with a diverse mix of commercial and employment land uses. Along Rainier Avenue S in the subarea’s core, there are primarily retail uses, including a mix of big-box retailers, auto dealerships, and smaller retail and other business buildings. Office buildings can be found throughout the Study Area, but are most prevalent along S Renton Village Pl, close to I-405 in the subarea’s southeast quadrant (the Planned Action Area), and south of I-405 along Lind Avenue SW. Large warehouse-style buildings housing light industrial purposes are mostly found in the western part of the subarea. With a few exceptions, residential uses are quite uncommon in the subarea. To the northeast, northwest, and southeast of the subarea are medium-density residential neighborhoods. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-19 Exhibit 3-5. Renton Land Use Designations Source: City of Renton, 2022. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-20 Exhibit 3-6. Land Use Designations in the Study Area Land Use Designation Implementing Zones Acres Employment Area Commercial Arterial (CA) Commercial Office (CO) Light Industrial (IL) Medium Industrial (IM) Heavy Industrial (IH) Resource Conservation (RC) 155 Commercial Mixed Use Center Downtown (CD) Center Village (CV) Commercial Arterial (CA) Commercial Office (CO) Urban Center (UC-1, UC-2) 278 Source: City of Renton, 2022. Municipal Code Renton Municipal Code, Title IV, regulates land use and development. Title IV provides zoning districts and overlays, site and building standards, environmental regulations, citywide property development standards, building and fire prevention standards, street and utility standards, subdivision standards, and permitting requirements. Consistent with WAC 173-60-030 and WAC 173-060-040, the City’s code addresses noise levels. Class A (Residential), Class B (Commercial), and Class C (Industrial) Environmental Designation for Noise Abatement (EDNA) designated properties are regulated with a noise level limit. In areas not covered by a local zoning ordinance but within the coverage of an adopted comprehensive plan the legislative authority of the local government may, by ordinance or resolution designate EDNAs to conform with the comprehensive plan. These limits are relevant to properties and zones. The noise limits are not applicable to highway noise. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-21 City of Renton Zoning Most of the land in the Study Area is zoned Commercial Arterial (CA), followed by Commercial Office (CO), Medium Industrial (IM), and Center Downtown (CD). See Exhibit 3-7 and Exhibit 3-8. The Planned Action Area is primarily zoned CA with parcels zoned CO south of S Grady Way, fronting Talbot Road S and I-405. The Commercial Arterial Zone (CA) aims to transform linear “strip commercial” business districts into commercial areas with improved site planning and pedestrian orientation, including coordinated access, efficient parking lot design, amenities, and boulevard treatment with higher densities. Along high-traffic corridors, the CA zone offers a wide range of retail sales, services, and other commercial operations. Mixed-use buildings may be used to incorporate residential purposes within the zone. The Auto Mall District Overlay is applied to several scattered CA-zoned parcels in the Planned Action Area, but mostly applied uniformly to parcels in the southwest of the Study Area along SW Grady Way. The Commercial Office (CO) Zone offers locations suitable for professional, administrative, and business offices, and related uses in a high-quality and amenity-rich environment. Under certain restrictions, a combination of restricted retail and service uses may be permitted to support other uses inside the zone. Medical institutions and associated uses, as well as limited light industrial activities that can seamlessly fit into an office setting, are also permitted. Exhibit 3-7. Renton Zoning in the Study Area Zoning Designation Zone Abbreviation Max Density Allowed Outright Height Acres Commercial Arterial CA 60 DU/AC in the City Center 50’, except 70’ for vertically mixed- use buildings 192 Center Downtown CD 150 DU/AC 150’ 3.7 Commercial Office CO 150 DU/AC 250’ 87 Medium Industrial IM N/A None 74 Total N/A N/A 356.7 Source: City of Renton, 2022. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-22 Exhibit 3-8. Renton Zoning in Study Area Source: City of Renton, 2022. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-23 While height is limited based on the zoning district, a key factor that overrides it is the airport related building height restrictions based on Federal Regulation Title 14 Part 77, which establishes standards and notification requirements for objects affecting navigable airspace. Maximum allowed heights vary from 70 feet above grade at the north end of the Study Area to 150 above grade at the south end of the Study Area. The maximum building height on any given site is determined by subtracting the ground elevation of the Renton Municipal Airport (32 feet above MSL) from the nearest height restricted boundary. See Exhibit 3-9. Exhibit 3-9. Mapped Airport Height Restrictions (Incomplete) Notes: Airport elevation is 32 feet above Mean Sea Level. Allowable Building Height is calculated by subtracting ground elevation of the airport from the nearest height restricted boundary. Source: City of Renton Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-24 Redevelopment Potential Roughly 43% of the buildable land in the Study Area is considered redevelopable or vacant, including over 140 acres of redevelopable land and almost 10 acres of land classified as vacant. See Exhibit 3-10. Redevelopable land is determined by comparing the assessed value of existing improvements to the assessed value of the land, potential improvements that could be made and the estimated feasibility of those improvements. Vacant land is land that may be improved or developed, is not currently in use, and has no structures. Exhibit 3-10. Urban Growth Capacity Zone Vacant Redevelopable Capacity Summary – Planned Action Area Parcel Acres CA 2.18 52.12 CD - - CO 0.52 28.30 IM - - PAA Subarea Total 2.71 80.43 Capacity Summary – Outside PAA CA 0.77 38.66 CD - 0.87 CO 4.52 15.53 IM 0.26 4.94 Subarea Total 5.54 60.00 Combined Total 8.25 140.43 Source: BERK, 2023 Most of the redevelopable land is located within the Planned Action Area. See Exhibit 3-11. The largest vacant parcel is adjacent to the southern border of the Study Area fronting Lind Avenue SW and SW 19th Street. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-25 Exhibit 3-11. Redevelopment Potential in the Study Area Source: City of Renton, 2022. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-26 Current Land Uses and Housing Need The Study Area has predominantly employment space with retail, office, and industrial uses. Zoning does allow for mixed uses including higher density residential. Residential neighborhoods are not located within the Study Area but are present outside the Study Area boundary to the north and southeast. The Renton Housing Action Plan recommends increasing the availability of affordable and market rate housing in Renton. An objective of the Rainier/Grady Junction TOD Subarea Plan is to “Continue to foster a mix of commercial uses within the area while also adding new residential areas.” Adding housing would help the City meet housing target goals while addressing the need for housing variety and affordability. Housing in the City of Renton has remained relatively consistent over the last decade with single family homes representing more than half of the total housing units. See Exhibit 3-12. The second most prevalent housing type is multifamily housing structures with five or more units, followed by multifamily structures with three or four units. Duplexes and mobile homes represent roughly 4% of available housing. ▪ As of 2010, the housing inventory consisted of 54% single family homes, 36% multifamily housing (5+ units), 6% multifamily housing (3 or 4 units), 2% duplex housing, and 2% mobile homes. ▪ As of 2015, the housing inventory consisted of 54% single family homes, 36% multifamily housing (5+ units), 6% multifamily housing (3 or 4 units), 2% duplex housing, and 2% mobile homes. ▪ As of 2020, the housing inventory consisted of 53% single family homes, 37% multifamily housing (5+ units), 6% multifamily housing (3 or 4 units), 2% duplex housing, and 2% mobile homes. Exhibit 3-12. Housing Stock by Type of Structure Year Single Family Duplexes Multi-family (3 or 4 Units) Multi-family (5+ Units) Mobile Homes Total Housing Units 2010 21,084 728 2,190 14,192 957 39,151 2015 22,229 803 2,280 14,992 981 41,285 2020 22,870 835 2,327 16,119 992 43,143 Source: Office of Financial Management, 2020. Looking into household type by income, Elderly Family and Elderly Living Alone are most represented in the Extremely Low-Income category. See Exhibit 3-13. More than 26% of Elderly Living Alone and 13% of Elderly Living with Family are considered extremely low-income. This household type is overrepresented in <30% area median income (AMI), 30-50% AMI, and 50-80% AMI bracket. More broadly, 12% of all households are currently below 30% AMI, 12% of all households are currently between 30% to 50% AMI, and 14% of all households are currently between 50% to 80% AMI. This aligns with the goals established in the Renton Comprehensive Plan. Policy HHS-10 in Renton’s Comprehensive Plan directs county, city, and community stakeholders to develop strategies to achieve a diverse housing stock that is affordable for the following minimum percentages of the City’s households: ▪ 12% - Below 30% AMI (very low-income) ▪ 12% - 30 to 50% AMI (low-income) ▪ 16% - 51 to 80% AMI (moderate-income) Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-27 Exhibit 3-13. All Households – Household Type by Income (2017) Household Type Extremely Low-Income (≤30% AMI) Very Low-Income (30-50% AMI) Low-Income (50-80% AMI) Moderate Income (80-100% AMI) Above Median Income (>100% AMI) All Households Elderly Family 455 500 470 595 1,520 3,540 Elderly Living Alone 1,050 755 785 425 960 3,975 Large Family 225 375 580 330 1,655 3,165 Small Family 1,550 1,945 2,045 2,065 10,130 17,735 Other 1,530 1,120 1,420 1,400 5,140 10,610 Total 4,810 4,695 5,300 4,815 19,405 39,025 Source: HUD CHAS (based on ACS 2013-2017 5-year estimates); AMI = HUD Area Median Family Income. Definitions Household Type Household Type Description Elderly Family 2 persons, either or both age 62 and over Elderly Living Alone Age 62+, living alone Large Family Families with 5 or more members Small Family Families with 2-4 members (excluding elderly families) Other Non-family, non-elderly households Housing affordability is a challenge facing the City of Renton and the region. Across the community, roughly 35% of households are facing some type of cost burden, which occurs when housing costs are over 30% of household income. Roughly 20% of households are officially considered “cost-burdened,” meaning families and individual residents spend more than 30% of their income on housing. See Exhibit 3-14. An additional 15% of households are “severely cost-burdened,” meaning families and individual residents spend more than 50% of their income on housing. Exhibit 3-14. All Households – Cost Burden by Income Level Source: HUD CHAS (based on ACS 2013-2017 5-year estimates); AMI = HUD Area Median Family Income. 65% 35% 11% 1% 1% 17% 12% 52% 39% 24% 8% 23% 6% 12% 50% 75% 92% 58% Extremely Low-Income (≤30% AMI) Very Low-Income (30-50%) Low-Income (50-80%) Moderate Income (80-100%) Above Median Income (>100%) All Households Severely Cost-Burdened (>50%)Cost-Burdened (30-50%) Not Cost Burdened Not Calculated Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-28 Air Quality and Noise Compatibility Pollution Sources The air and noise pollution sources most relevant to this study include aircraft at the Renton Municipal Airport and roadway traffic such as along I-405. Aircraft landing and take-off paths see concentrated air pollutants and noise impacts. Roadways see air pollution from vehicle exhaust and brake/tire/road wear. Pollutant particle size, topography, and wind patterns affect the geographic extent of concern, with the greatest impacts adjacent to and downwind of major freeways. Some patterns include: ▪ Pollutants are most concentrated within 500 ft of a roadway. Within that 500 feet, ultrafine particles “rapidly decay” to a 50% concentration (UW Mov-Up Report, 2019, p 38). ▪ Areas within 1,000 – 1,600 ft of a busy highway are most affected by a range of pollutants and particle sizes (American Lung Association). ▪ Close, long-term exposure (within 165 feet) to a heavily trafficked roadway has the strongest association with dementia (American Lung Association). Roadway traffic, especially larger vehicles (i.e., trucks and buses), also produce noise. The shift to electric vehicles may alleviate air pollution and some noise impacts. Air Quality There are several different kinds of air pollution associated with airports, railyards, and roadways, each of which has a different detrimental effect on health. Particulate matter of all sizes, including larger particulate matter (PM2.5) and ultrafine particles (UFP), ozone, carbon monoxide (CO), nitrogen dioxide (NO2), sulfur oxides (Sox), and other hazardous air pollutants are among the air pollutants associated with airports. These have an adverse effect on organ systems, particularly the respiratory and cardiovascular systems (PHSKC, Community Health and Airport Operations Related Noise and Air Pollution: Report to the Legislature, 2020). The effects of the Renton Municipal Airport and major roadways (including SR 167 and I-405) on air quality and noise are geographically depicted in the following maps. The flight path over Renton Village is a factor in air quality and noise impacts, with darker blues indicating more aircraft per day below 750 meters, where their effects on air quality and noise are concentrated. See Exhibit 3-15. The maps display results from the Mobile Observations of Ultrafine Particles Study at the University of Washington (MOV-UP Study Report). It focuses on ultrafine particles, which are concentrated near roads and airports and are smaller than particles with a diameter of 100 nanometers (University of Washington Department of Environmental & Occupational Health, 2019). Exhibit 3-15 shows the gridded spatial distribution of the number of arriving and departing flights that are below 750 meters in altitude in the year 2018 for the Seattle metropolitan area. The data includes flights from all local airports including Renton Municipal Airport. The graphic illustrates low flying air traffic that may contribute to both air and noise pollution. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-29 Exhibit 3-15. Density of Flights at 750m Altitude or Less Source: UW’s Mov-Up Report, 2019. Considering the presence of a wide range of air pollutants (including Nox emissions, ozone concentration, PM2.5 concentration, high volume roadways, and industrial contamination) Renton Village is highly impacted by air pollutants. See Exhibit 3-16. When looking at PM2.5 emissions, all census tracts in in the Study Area east of Rainier Avenue S are ranked “9,” indicating high concentrations of fine particulate matter. The west side of Rainier Avenue S is ranked “10” (Washington Environmental Health Disparities Map, 2022). Roadways with high traffic volumes and associated air pollutant emissions can impact health conditions including the elderly, children, and those with preexisting health conditions (e.g., asthma or heart disease). (Washington State Department of Health, 2023) Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-30 Exhibit 3-16. Environmental Exposures Map Notes: This map shows a composite score based on Nox emissions (diesel exhaust), ozone concentration, PM2.5 concentration (exhaust, smoke), heavy traffic roadways (>25,000 daily trips), toxic releases from facilities. Source: Washington Environmental Health Disparities Map, 2021. Noise Noise levels in the in the Study Area reach average daily sound levels of 55-55.9 dBA (24-hr Laeq) and increase to 60 – 69.9 moving north toward the Renton Municipal Airport. Individual flight noise reaches higher levels more frequently in the northern part of the Study Area compared to areas east of Rainier Avenue S and south of I-405. Exhibit 3-17 shows an accumulated measure of aviation, road, and rail noise. Noise is most intense directly at I-405, and at the northern and southern boundaries of the Renton Municipal Airport. Roadway noise levels are not regulated in the state, but if federal funds are sought (e.g., US HUD) noise limits and mitigation may apply. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-31 Exhibit 3-17. Noise Levels Map Notes: dBA: A-weighted decibel, a unit of sound measurement corrected for how humans hear sounds; 24-hr Laeq: Average sound energy over a 24-hour period. Source: USDOT National Transportation Noise Map, 2022; BERK, 2022. Aesthetics and Urban Design Recent History and Development At the location of present-day Renton, close to the meeting point of the Black and Cedar rivers, the Duwamish Indian tribe established a settlement long before European immigrants arrived in the region. The Black River carried runoff into the White River as the Cedar River emptied into Lake Washington from the southeast. The Duwamish River, which was formed by the confluence of the Black and White rivers, moved northward into Seattle. The rivers were then significant resources and routes for trade, but human engineering would later disrupt these waterways. Henry Tobin made a claim in 1853 after paddling up the Duwamish River and spotting where the rivers converged. Early industry focused on wood mills and coal mines. Captain William Renton, who had founded the Renton Coal Company a few years earlier, is credited with giving the town its name. Captain Renton, a successful lumberman best known for building the renowned Port Blakely Mill on the Puget Sound, had acquired the mine and had the resources to further expand it. Renton’s proximity to the lake and the rivers allowed it to become the center of the regional coal industry. Renton was one of the first remote villages to be connected to Seattle by road due to the emerging industry and Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-32 demand for better transit lines. Renton was a railroad hub by the end of the nineteenth century. Renton soon became a commercial hub thanks to the rich agricultural land in the river valleys. Other industries included timber mills, a cigar factory, brick and tile facilities, and a facility for producing glass. Renton was a thriving town in many ways by the early 1900s. The Boeing Company's relocation and establishment in Renton in 1941 had arguably the most impact on the city’s development. The Boeing Renton plant produced six B-29 aircraft per day at its peak during World War II. PACCAR was producing 30 Sherman tanks per month at the same period. Most of the hard labor was performed by women because most men had left to serve in the war. Present day Renton is at the confluence of major freeways (I-405 and SR 167), making it a regional hub for shopping, manufacturing, and industrial uses in the late 20th century; however, in the early 21st century, businesses in medical, tech, and research and development industries have established themselves as dominant parts of the city’s economy. New transit investments at Rainier Avenue S and S Grady Way, and potentially at Rainier Avenue S and the rail Line, could facilitate development, improve all modes including non-motorized pedestrian and bicycle connections, and integrate the subarea with adjacent areas including the City Center to the northeast. Urban Form The existing character of the Study Area is characterized by auto-oriented commercial development with industrial uses west of Rainier Avenue S. Many streets lack a sense of enclosure and ground floor activity which creates an uncomfortable and isolating environment for pedestrians. Large volumes of traffic, including freight lines, are carried on high-volume arterials. Although there are ongoing efforts to enhance bike connections on S 7th Street and Shattuck Avenue S, as well as a long-term aim to develop multimodal connections throughout the area, the subarea currently lacks connected cycling infrastructure. Several high-voltage power line corridors converge in the subarea, in addition to the roadway network. The buildable area is lessened by the easements surrounding these overhead utilities, especially in the core. North of I-405, East of Rainier Avenue S: Planned Action Area The eastern section of the Study Area is defined by S 7th Street acting as the northern boundary with I-405 forming a hard southern and eastern edge. South 7th Street separates the residential zoning to the north from the commercial zoning to the south. This is a gradual transition with single and multifamily structures transitioning to three story commercial and industrial uses. The topography is flat, limiting the opportunity for views extending past immediate structures and the tree line. The sidewalk on the northern frontage of S 7th Street is absent between Talbot Road S and Shattuck Avenue S. The sidewalk on the southern frontage of S 7th Street intermittently jogs to avoid City of Renton infrastructure but is primarily located adjacent to the curb with no street trees buffering pedestrians from the roadway. There are limited opportunities for pedestrians to safely cross S 7th Street due to the long block lengths and missing pedestrian infrastructure to facilitate an ADA accessible pathway. See Exhibit 3-18. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-33 Exhibit 3-18. The Intersection of S 7th Street and Talbot Road S Looking North Source: City of Renton, 2023. South 3rd Place is the northernmost boundary of the Study Area, bordering the northern frontage of the McLendon Hardware property. The building context between Rainier Avenue S and Shattuck Avenue S, north of S 7th Street, is a mix of multifamily housing fronting Shattuck Avenue S and single-story commercial uses with surface parking between the building and the right-of-way on Rainier Avenue S. The western frontage of Shattuck Avenue S, extending north from S 7th Street, has an incomplete sidewalk network stemming from the curb bulb at the intersection which does accommodate an ADA accessible crossing at all corners of the intersection. See Exhibit 3-19. The sidewalk transitions into perpendicular parking serving the multifamily housing. Additionally, there is a pedestrian underpass that connects Shattuck Avenue S across the railway across a series of long Commercial Arterial blocks. Exhibit 3-19. The Intersection of S 7th Street and Shattuck Avenue S Looking North Source: Google, 2022. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-34 The extent of Rainer Avenue S, between 3rd Place S and S 4th Place, is distinctly more commercially intense than the transitional buffer context on S 7th Street and Shattuck Avenue S. There is a King County Metro RapidRide facility serving Rainier Avenue S, along with more robust infrastructure to support pedestrian access. The sidewalk appears to be widened to, and is buffered by, street trees adjacent to the curb and at the back of walk. The block exclusively serves McLendon Hardware in a commercial big-box context. Renton Village is dominated by surface parking lots serving office and commercial uses. See Exhibit 3-20. While some landscaping is included in the surface parking lots, they are substantially under-landscaped per current Renton Municipal Code standards. There are no common green or recreational spaces within the business park. There is an internal road structure that exists, but it creates a relatively coarse-grained context for pedestrian and multimodal transit within the superblock. The tallest structures are currently up to six stories in height, but the most common building typology is characterized by single-story strip mall development. Exhibit 3-20. Renton Village Looking South from S Grady Way Source: Google, 2022. A prominent built feature in Renton Village consists of the 230 KV transmission lines that bisect the Study Area with 115 KV transmission lines running along I-405, see Exhibit 3-21. Most of the high-voltage power lines that cross this area come from the Maple Valley Substation to the east. Large poles and overhead power lines make up an imposing visual presence, and easements along the corridors forbid building underneath or close to the power lines. While buildable area within the transit center’s walkshed is considerably reduced by these power lines, the easements create opportunities for open space and multimodal use. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-35 Exhibit 3-21. Major Transmission Lines Source: City of Renton, 2022. North of I-405, West of Rainier Avenue S The western section of the Study Area is characterized by the Renton Auto Mall District. This section is zoned for Commercial Arterial adjacent to Rainier Avenue S and Medium Industrial uses moving east of Lind Avenue SW. Auto Mall Overlays (AMOs) cover several portions of the Study Area and establish development standards to implement the Renton Auto Mall Improvement Plan. The Study Area includes both District A and District B AMOs. See Exhibit 3-22. District A is exclusively for auto sales and related uses (see RMC 4-3-040). District B allows auto sales as well as what is allowed by the underlying zoning. Both AMO Districts are present west of Rainier Avenue S along S Grady Way. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-36 Exhibit 3-22. Aerial Image of the Renton Auto Mall District north of I-405 and west of Rainier Avenue S Source: City of Renton, 2022. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-37 SW Grady Way is a high-volume principal arterial street running east/west through the Study Area. Car dealerships occupy both frontages of SW Grady Way, buffered by street trees at the back of the sidewalk. Transmission lines run along the north side of SW Grady Way, which are considerably taller than any surrounding structure in the area. Bus route 153 is serviced on this corridor, but otherwise there are no multi- modal transit improvements west of Rainier Avenue S, making these superblocks more navigable for pedestrians. Exhibit 3-23. DK Market Looking East from Lind Avenue SW Source: Google, 2022. Lind Avenue SW extends south from SW 7th St, running through single-story industrial use structures before intersecting with SW Grady Way. See Exhibit 3-23 above for a view of the eastern street frontage. The building stock between SW 7th St and SW Grady Way is made up of warehouse style buildings with limited ground floor glazing and no relationship to the pedestrian realm. The lots abutting the west side of Lind Avenue SW mark the transition from Commercial Arterial zoning into Medium Industrial. The sidewalk jogs along the corridor, buffered by a landscape strip with street trees at the approach to the SW 7th St intersection. Additionally, the area is flat with no prominent viewsheds to protect as new development is planned. SW 7th St traverses the Study Area, stemming from its origin at Burnett Linear Park west across Rainier Avenue S into a light industrial built context. SW 7th St is designed to serve multimodal transit uses with the RapidRide F line and a designated shared use bike facility. Extending west from Rainier Avenue S, the sidewalk begins adjacent to the curb on both frontages, and then jogs behind a landscape strip past Edwards St. There are established street trees on the north side of SW 7th St softening the pedestrian realm. South of I-405, West of Rainier Avenue S The southeastern section of the Study Area is connected by the Lind Avenue SW overpass, transitioning from the Auto Mall District to a Medium Industrial, office park context. The southern terminus of the Study Area is Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-38 SW 19th Street, which fronts a five-story business park west of Lind Avenue SW, and a series of four-story hotels east of Lind Avenue SW adjacent to SR 167. The western section of SW 19th Street has an existing sidewalk adjacent to the curb on the southern frontage with no pedestrian access on the northern frontage. The paved sidewalk transitions into an at grade gravel walk as the Study Area transitions into the Black River. The eastern section of SW 19th Street is complete with a sidewalk on both frontages buffered by a planting strip adjacent to the curb. See Exhibit 3-24. Exhibit 3-24. Looking East on SW 19th Street Source: Google, 2022. There is a complete sidewalk network on Lind Avenue SW providing north/south pedestrian access through the southernmost corridor of the EIS Study Area. The sidewalk is adjacent to the curb at minimum widths for ADA accessibility, with trees planted behind the walk. The office uses fronting Lind Avenue SW are setback from the right of way, buffered by on street parking. Coupled with the length of the superblocks, this coarse-grained urban fabric is heavily auto oriented and is unrelatable from a pedestrian perspective. See Exhibit 3-25. Exhibit 3-25. Landmark West Building Looking East from Lind Avenue SW Source: Google, 2022. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-39 SW 16th Street is an east/west street dividing the Commercial Arterial zoning adjacent to I-405 with the Commercial Office uses on the southern frontage of SW 16th Street. The industrial structures on the northern frontage are one to two stories in height and are setback on the parcel to accommodate vehicle load and unload. The RapidRide F line is accessible from both SW 16th Street and Lind Avenue SW, although the sidewalk network is limited south of I-405. Light and Glare Light and glare in an urban setting can be produced from a variety of sources, including automobile headlights, exterior building illumination, streetlights, and illuminated signage characteristic of auto dealerships. The more intensely developed portions of the Study Area fronting Rainier Avenue S and S Grady Way currently have the highest levels of ambient light and glare. The less intensely developed single-family areas along the northeastern edge of the Study Area have relatively low levels of light and glare, especially properties located on side streets with few or no streetlights. Because the Study Area lacks a robust network of mature trees, there are no natural buffers to reduce the impacts of ambient light. Parks and Open Space Except for a short segment of Burnett Linear Park located near the intersection of S 7th Street and Talbot Road S, there are no parks or dedicated green spaces in the Study Area. According to The Trust for Public Land, the Study Area is identified as a moderate to high priority area for new parks (The Trust for Public Land, 2022). The City of Renton has 43 parks, and 8% of Renton’s land is used for parks and recreational use. For a regional comparison, 6% of the land in Burien is zoned for parks and recreational use, 7% in Kent, and 12% in Seattle. The Planned Action Area is ranked 72nd and 73rd of 73 block groups in Renton for Tree Equity Score (Tree Equity Score, 2022). The Tree Equity Score calculates scores based on how much tree canopy and surface temperature align with income, employment, race, age, and health factors. See Exhibit 3-26. Variables that influence the index to rank these block groups so low include high poverty rates, high temperatures, and a high composite health index score which ranks the prevalence of poor mental, physical, respiratory, and cardiac health. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-40 Exhibit 3-26. Tree Equity Score Map Notes: This map shows a composite score based on: Income: Percentage of population below 200% of poverty, Employment: Unemployment rate, Race: Percentage of people who are not white non-Hispanic, Age: Ratio of seniors and children to working-age adults, Climate: Urban Heat Island severity, Health: Prevalence of poor mental, physical, respiratory, and cardiac health (composite index). Source: Tree Equity Score Map, 2022. A 2018 Tree Canopy Assessment found that Renton had an existing urban tree canopy of 29% (King Conservation District, 2018). Tree canopy data was disaggregated based on Renton’s land use designations. The data found that ~80% of Renton’s urban tree canopy was located within Residential Low, Medium, and High- density land uses. The remaining ~20% was shared between Commercial Mixed Use (5%) and Employment Area (13%). The Study Area is exclusively comprised of Commercial Mixed Use and Employment Area land uses which are intensely impervious and underplanted. See Exhibit 3-27. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-41 Exhibit 3-27. Renton Street Tree Map Source: City of Renton, 2022 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-42 Impacts Thresholds of significance are used here to define impacts that would have adverse effects without mitigation. Thresholds of significance include: ▪ Interferes with state, regional, or local plans: Impedes PSRC VISION 2050 Growth Strategy. Inconsistency with Countywide Planning Policies. Interferes with subarea/city vision. ▪ Consistency with the Rainier/Grady Junction TOD Subarea Plan objectives. Align with overall vision for Renton’s City Center area. Transition to a pedestrian oriented multimodal center. Create an active, distinct, livable neighborhood. Catalyze desired changes. ▪ Increases potential for incompatible land use transitions. ▪ Potential to increase households’ exposure to air pollution, noise pollution. ▪ Transitions in scale. Height of development, location of roads, and landscaping abutting surrounding neighborhoods creating an inappropriate transition to areas of greater or lower density. ▪ Shadows on public space. The potential for future development to cast shadows on public open spaces that could hinder public use and enjoyment of the space. Impacts Common to All Alternatives Under all alternatives, growth and development will be focused within the Planned Action Area. Alternatives 2 and 3 support future development that would provide an increase in expected housing and jobs growth over the No Action Alternative. Under Alternative 1 (No Action), housing and jobs growth would be more moderate. Meeting these growth targets can help the City of Renton balance housing and jobs and enhance equity for low and moderate-income households by providing more affordable housing choices as well as integrated multimodal travel options. All alternatives will make progress towards meeting the City of Renton’s housing and jobs growth targets. There is an existing deficit of 497 housing units and 5,570 jobs based on the delta between the growth target and existing capacity. See Exhibit 3-28. The Action Alternatives will more aggressively meet the jobs target, with Alternative 3 proposing the greatest addition to both housing and jobs. Exhibit 3-28. City of Renton Housing and Jobs Growth Targets City of Renton Housing Jobs Growth Target 17,000 31,780 Capacity 16,503 26,210 Deficit (497) (5,570) Source: King County Urban Growth Capacity Report, 2021 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-43 Within the Study Area, the No Action Alternative shows a total net housing capacity of 6,676 units. The mid-rise approach proposed in Alternative 2 shows a net housing capacity of 9,269 units, and the high-rise approach proposed in Alternative 3 shows a net housing capacity of 12,005 units. See Exhibit 3-29. Additionally, within the Study Area, the No Action Alternative shows a total net jobs capacity of 1,912 jobs. Alternative 2 shows a net jobs capacity of 5,015 jobs, and Alternative 3 shows a jobs housing capacity of 8,006 jobs. See Exhibit 3-30. Exhibit 3-29. Total Housing by Alternative Source: BERK, 2023. Exhibit 3-30. Total Jobs by Alternative Source: BERK, 2023. 3,339 5,932 8,668 3,337 3,337 3,337 6,676 9,269 12,005 - 2,000 4,000 6,000 8,000 10,000 12,000 14,000 No Action Alternative 2 Alternative 3 Planned Action Area EIS Study Area Total 560 3,662 6,653 1,353 1,353 1,353 1,912 5,015 8,006 - 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 No Action Alternative 2 Alternative 3 Planned Action Area EIS Study Area Total Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-44 In 2023, the City of Renton has been assigned housing targets by area median income (AMI) band as of Summer 2023, summarized below: ▪ Low-income household (0-80% AMI): 8,914 units ▪ Moderate-income household (80-120% AMI): 2,267 units ▪ Above Moderate income (>120% AMI): 5,819 units ▪ Total: 17,000 units Housing that is particularly suited to meeting low-income housing needs include low and mid-rise housing. Housing at moderate income levels includes middle housing and mid and high-rise housing. All alternatives increase housing options, particularly Alternatives 2 and 3. Regional and Local Policy Consistency The City of Renton, designated as a Core City in PSRC’s VISION 2050, is “intended to accommodate a significant share of future growth” in population and employment. Additionally, Renton is designated as a High-Capacity Transit Community which plays an “important role as hubs to accommodate regional employment and population growth.” The table below identifies pertinent land use goals and policies and how well the three Alternatives would address them within the subareas. Alternative 1 No Action is consistent with VISION 2050 goals, but Action Alternatives would more optimally meet goals for increasing densities and providing housing, improving environmental conditions (e.g., tree canopy), and supporting transit. See Exhibit 3-31. Exhibit 3-31. Alternatives Consistency with VISION 2050 Goals and Policies Goal or Policy No Action Alt. 2 Alt. 3 Notes Regional Growth Strategy Goal: The region accommodates growth in urban areas, focused in designated centers and near transit stations, to create healthy, equitable, and vibrant communities well- served by infrastructure and services. Rural and resource lands continue to be vital parts of the region that retain important cultural, economic, and rural lifestyle opportunities over the long term. ✓ ✓+ ✓+ Alternatives focus residential and job growth in an established urban center served by infrastructure and services; particularly, Action Alternatives provide greater growth where future high- capacity transit is planned along the Rainier/Grady Junction. MPP-RGS-6 Encourage efficient use of urban land by optimizing the development potential of existing urban lands and increasing density in the urban growth area in locations consistent with the Regional Growth Strategy. ✓ ✓+ ✓+ Action Alternatives will rezone land enabling denser urban development. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-45 Goal or Policy No Action Alt. 2 Alt. 3 Notes MPP-RGS-8 Attract 65% of the region’s residential growth and 75% of the region’s employment growth to the regional growth centers and high-capacity transit station areas to realize the multiple public benefits of compact growth around high-capacity transit investments. As jurisdictions plan for growth targets, focus development near high-capacity transit to achieve the regional goal. ✓ ✓+ ✓+ Action Alternatives will focus housing and job growth adjacent to the future Sound Transit bus rapid transit (BRT) line and transit center. MPP-RGS-9 Focus a significant share of population and employment growth in designated regional growth centers. ✓ ✓ ✓+ All Alternatives will focus employment and population growth within the City of Renton, which is a designated regional growth center. Environment Goal: The region cares for the natural environment by protecting and restoring natural systems, conserving habitat, improving water quality, and reducing air pollutants. The health of all residents and the economy is connected to the health of the environment. Planning at all levels considers the impacts of land use, development, and transportation on the ecosystem. ✓ ✓+ ✓+ Action Alternatives would improve streetscapes including urban tree canopy particularly in areas with lower Tree Equity scores. All alternatives have the opportunity to daylight the Rolling Hill Creek. The City could incentivize the daylighting of the creek in the redevelopment of the Subarea. MPP-En-5 Locate development in a manner that minimizes impacts to natural features. Promote the use of innovative environmentally sensitive development practices, including design, materials, construction, and on-going maintenance ✓ ✓+ ✓+ All alternatives will focus future development on urban vacant and redevelopable land with minimal impacts to natural features. MPP-En-15 Provide parks, trails, and open space within walking distance of urban residents. Prioritize historically underserved communities for open space improvements and investments. ✓ ✓+ ✓+ All alternatives will prioritize an open space network under the existing high voltage power lines that bisect the subarea. This network will connect to existing park and bike facilities. MPP-CC-12 Prioritize transportation investments that support achievement of regional greenhouse gas emissions reduction goals, such as by reducing vehicle miles traveled. ✓ ✓ ✓+ Action Alternatives lower emissions by encouraging denser development that lessens reliance on automobile trips, focusing development in areas served by transit, and improving pedestrian and bike infrastructure. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-46 Goal or Policy No Action Alt. 2 Alt. 3 Notes Development Patterns Goal: The region creates healthy, walkable, compact, and equitable transit-oriented communities that maintain unique character and local culture, while conserving rural areas and creating and preserving open space and natural areas. ✓ ✓+ ✓+ Action Alternatives enhance the walkability of Renton Village and mitigate displacement impacts to community-serving local businesses. MPP-DP-1 Develop high-quality, compact urban communities throughout the region’s urban growth area that impart a sense of place, preserve local character, provide for mixed uses and choices in housing types, and encourage walking, bicycling, and transit use. ✓ ✓+ ✓+ Action Alternatives increase the potential for mixed use development and focuses growth on corridors served by transit. MPP-DP-15 Design communities to provide safe and welcoming environments for walking and bicycling. ✓ ✓+ ✓+ All alternatives will transform Renton Village into a pedestrian oriented district with a multi-modal center. MPP-DP-25 Support the development of centers within all jurisdictions, including high-capacity transit station areas and countywide and local centers. ✓ ✓+ ✓+ All alternatives will focus development adjacent to the future Sound Transit bus rapid transit (BRT) line and transit center. Housing Goal: The region preserves, improves, and expands its housing stock to provide a range of affordable, accessible, healthy, and safe housing choices to every resident. The region continues to promote fair and equal access to housing for all people. ✓ ✓+ ✓+ Action Alternatives zoning allows for denser development of a variety of housing types. MPP-H-2 Provide a range of housing types and choices to meet the housing needs of all income levels and demographic groups within the region. ✓- ✓ ✓ Action Alternatives will provide a high volume of mid-rise and high-rise residential typologies. MPP-H-7 Expand the supply and range of housing at densities to maximize the benefits of transit investments, including affordable units, in growth centers and station areas throughout the region. ✓ ✓+ ✓+ All alternatives increase the supply of housing and locate future development adjacent to the future Sound Transit bus rapid transit (BRT) line and transit center. Economy Goal: The region has a prospering and sustainable regional economy by supporting businesses and job creation, investing in all people and their health, sustaining environmental quality, and creating great central places, diverse communities, and high quality of life. ✓ ✓+ ✓+ All alternatives support the transition into a multi-modal mixed-use center supporting housing and job growth. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-47 Goal or Policy No Action Alt. 2 Alt. 3 Notes MPP-Ec-9 Promote economic activity and employment growth that creates widely shared prosperity and sustains a diversity of living wage jobs for the region’s residents. ✓ ✓ ✓+ Action Alternatives support a greater increase in housing and jobs growth than the No Action alternative. Transportation Goal: The region has a sustainable, equitable, affordable, safe, and efficient multimodal transportation system, with specific emphasis on an integrated regional transit network that supports the Regional Growth Strategy and promotes vitality of the economy, environment, and health. ✓ ✓+ ✓+ All alternatives support development adjacent to the Sound Transit BRT transit station and future light rail integration. MPP-T-12 Emphasize transportation investments that provide and encourage alternatives to single-occupancy vehicle travel and increase travel options, especially to and within centers and along corridors connecting centers. ✓ ✓+ ✓+ Action Alternatives would decrease surface parking for new development and will require enhanced multi-modal transit infrastructure within the right-of- way. MPP-T-16 Improve local street patterns including their design and how they are used for walking, bicycling, and transit use to enhance communities, connectivity, and physical activity. ✓ ✓+ ✓+ All Alternatives implement the Rainier/Grady Junction TOD Subarea Plan which proposes a formalized street network with Renton Village to support multi-modal connections to the Sound Transit BRT transit center. Legend: ✓- = partially meets, ✓ = meets, ✓+ = optimally meets In accordance with RCW 36.70A.210, which mandates that a county’s legislative authority adopt a countywide planning policy in collaboration with cities situated in the county, the 2021 King County Countywide Planning Policies (CPPs) create a shared and consistent framework for growth management planning for all jurisdictions in King County. The framework that the CPPs build is used to develop the comprehensive plan for King County as well as the comprehensive plans for the cities and municipalities that make up King County. The CPPs carry out VISION 2050, the region’s growth strategy. Selected Countywide Planning Policies that can influence planning for Subarea Plans are identified in Exhibit 3-32. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-48 Exhibit 3-32. Alternatives Consistency with the King County Countywide Planning Policies Goal or Policy No Action Alt. 2 Alt. 3 Notes EN-10 Ensure that new development, open space protection efforts, and mitigation projects support the State’s streamflow restoration law. Promote robust, healthy, and sustainable salmon populations and other ecosystem functions working closely within Water Resource Inventory Areas and utilizing adopted watershed plans. ✓ ✓+ ✓+ Action Alternatives would improve streetscapes including urban tree canopy particularly in areas with lower Tree Equity scores. There is an opportunity to daylight Rolling Hill Creek. The City could offer more incentives for daylighting as the area redevelops. EN-22 Provide parks, trails, and open space within walking distance of urban residents. Prioritize historically underserved communities for open space improvements and investments. ✓ ✓+ ✓+ All alternatives will prioritize an open space network under the existing high voltage power lines that bisect the subarea. This network will connect to existing park and bike facilities. Development Patterns Overarching Goal: Growth in King County occurs in a compact, centers-focused pattern that uses land and infrastructure efficiently, connects people to opportunity, and protects Rural and Natural Resource Lands. ✓ ✓+ ✓+ All alternatives will focus future development on urban vacant and redevelopable land with minimal impacts to natural features. DP-2 Prioritize housing and employment growth in cities and centers within the Urban Growth Area, where residents and workers have higher access to opportunity and high-capacity transit. Promote a pattern of compact development within the Urban Growth Area that includes housing at a range of urban densities, commercial and industrial development, and other urban facilities, including medical, governmental, institutional, and educational uses and schools, and parks and open space. The Urban Growth Area will include a mix of uses that are convenient to and support public transportation to reduce reliance on single-occupancy vehicle travel for most daily activities. ✓ ✓ ✓+ Action Alternatives will provide a high volume of mid-rise and high-rise residential typologies. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-49 Goal or Policy No Action Alt. 2 Alt. 3 Notes DP-4 Focus housing growth in the Urban Growth Area within cities, designated regional centers, countywide centers, locally designated local centers, areas of high employment, and other transit supported areas to promote access to opportunity. Focus employment growth within designated regional and countywide manufacturing/industrial centers and within locally designated local centers. ✓ ✓ ✓+ Action Alternatives encourage residential typologies for mixed- income communities that accommodate affordable housing. DP-31 Focus housing and employment growth into designated regional growth centers, at levels consistent with the Regional Growth Strategy, and at densities that maximize high capacity transit. ✓ ✓+ ✓+ All alternatives increase the supply of housing and locate future development adjacent to the future Sound Transit bus rapid transit (BRT) line and transit center. DP-40 Plan for neighborhoods or subareas to encourage infill and redevelopment, reuse of existing buildings and underutilized lands, and provision of adequate public spaces, in a manner that enhances public health, existing community character, and mix of uses. Neighborhood and Subarea Planning should include equitable engagement with Black, Indigenous, and other People of Color communities; immigrants and refugees; people with low incomes; people with disabilities; and communities with language access needs. ✓ ✓+ ✓+ All alternatives will focus future development on unforested vacant and redevelopable land. Housing Overarching Goal: Provide a full range of affordable, accessible, healthy, and safe housing choices to every resident in King County. All jurisdictions work to: ▪ preserve, improve, and expand their housing stock; ▪ promote fair and equitable access to housing for all people; and ▪ take actions that eliminate race-, place- , ability-, and income-based housing disparities. ✓ ✓+ ✓+ All alternatives increase the supply of housing and locate future development adjacent to the future Sound Transit bus rapid transit (BRT) line and transit center. Legend: ✓- = partially meets, ✓ = meets, ✓+ = optimally meets Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-50 The Action Alternatives propose alternative land use designations and zones compared to the No Action Alternative. The Subarea Plan would be integrated into the Comprehensive Plan under the Comprehensive Plan Periodic Update due in 2024. Alternative 1 No Action generally meets Renton Comprehensive Plan Policies though Alternatives 2 and 3 more optimally meet existing policies. See Exhibit 3-33. Exhibit 3-33. Alternatives Consistency with Renton Comprehensive Plan Policies Goal or Policy No Action Alt. 2 Alt. 3 Notes Policy L-2: Support compact urban development to improve health outcomes, support transit use, maximize land use efficiency, and maximize public investment in infrastructure and services. ✓ ✓+ ✓+ All alternatives support compact urban development within the Planned Action Area. Policy U-17: Commercial Mixed Use – Place areas with established commercial and office areas near principal arterials within the Commercial and Mixed Use (CMU) land use designation. Allow residential uses as part of mixed-use developments and support new office and commercial development that is more intensive than what exists to create a vibrant district and increase employment opportunities. The intention of this designation is to transform strip commercial development into business districts through the intensification of uses and with cohesive site planning, landscaping, signage, circulation, parking, and the provision of public amenity features. ✓ ✓ ✓+ All alternatives support mixed-use development in Renton Village. Alternative 3 proposes the largest increase in jobs with an emphasis on commercial tower typologies. Policy L-31: Protect buffers along wetlands and surface waters to facilitate infiltration and maintain stable water temperatures, provide for biological diversity, reduce amount and velocity of run-off, and provide for wildlife habitat. ✓ ✓ ✓ Action Alternatives would improve streetscapes including urban tree canopy particularly in areas with lower Tree Equity scores. All alternatives have the opportunity to daylight the Rolling Hill Creek. The City could offer incentives to encourage daylighting. Policy L-51: Include human-scale features such as pedestrian pathways, quality landscaping, and public spaces that have discernible edges, entries, and borders to create a distinctive sense of place in neighborhoods, commercial areas, and centers. ✓ ✓ ✓+ All Action Alternatives will implement the street cross sections envisioned in the Subarea Plan, with additional streetscape amenities included in Alt 3. Policy L-52: Orient buildings in developments toward the street or a ✓ ✓+ ✓+ Both Action Alternatives prioritize development around an east-west Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-51 Goal or Policy No Action Alt. 2 Alt. 3 Notes common area, rather than toward parking lots. pedestrian oriented main street in the Renton Village area. Policy L-57: Provide complete streets arranged as an interconnecting network or grid. Locate planter strips between the curb and the sidewalk to provide separation between cars and pedestrians. Discourage dead-end streets and cul-de- sacs. ✓ ✓+ ✓+ All alternatives will implement a road network within Renton Village with street cross sections developed in the Rainier/Grady Junction TOD Subarea Plan. Policy T-1: Develop a connected network of transportation facilities where public streets are planned, designed, constructed, and maintained for safe convenient travel of all users – motor vehicle drivers as well as, pedestrians, bicyclists, and transit riders of all ages and abilities. ✓ ✓+ ✓+ All alternatives provide multi-modal transit connections to the future Sound Transit BRT transit center as a means to enhance existing transit facilities. Policy T-20: Arrange the street network in a grid pattern to the extent possible. Connect internal development networks to existing streets and avoid cul-de-sacs and dead-end streets. ✓ ✓+ ✓+ All alternatives implement the Rainier/Grady Junction TOD Subarea Plan which proposes a formalized street network with Renton Village to support multi-modal connections to the Sound Transit BRT transit center. Policy T-26: Ensure provision of safe and convenient storage and parking facilities for bicyclists. ✓ ✓ ✓+ Action Alternatives prioritize short term bicycle parking in the right-of- way and long-term bicycle parking in all new proposed development. Policy T-27: Promote non-motorized travel not only as a viable means of transportation but as an important method for maintaining overall health and fitness. ✓ ✓+ ✓+ All alternatives implement the Rainier/Grady Junction TOD Subarea Plan which proposes a formalized street network with Renton Village to support multi-modal connections to the Sound Transit BRT transit center. Policy T-41: Plan for land use densities and mixed-use development patterns that encourage walking, biking, and transit use in designated areas. ✓ ✓ ✓+ Action Alternatives will provide a high volume of mid-rise and high-rise residential typologies. Policy ED-1: Develop incentives for businesses to locate, stay, and expand within the City; provide incentives for economic development within the City’s Growth Center, neighborhood business districts, and commercial corridors. ✓ ✓+ ✓+ Action Alternatives support a mix of small, medium, and large commercial spaces as an anti-displacement measure for existing businesses while attracting new commercial uses to the subarea. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-52 Goal or Policy No Action Alt. 2 Alt. 3 Notes Policy ED-11: Encourage growth that balances employment and housing opportunities within designated urban centers by promoting investment in mixed-use centers with compact urban development, specifically advocating for redevelopment and quality infill design that maximizes allowable density. ✓ ✓ ✓+ Action Alternatives increase the potential for dense mixed-use development and focuses housing and jobs growth in Renton Village. Legend: ✓- = partially meets, ✓ = meets, ✓+ = optimally meets Land Use Patterns and Transitions in Scale The Study Area is expected to see growth in both housing and jobs capacity under all the alternatives, although the amount of growth and composition of the mix of land uses will vary by alternative. The Action Alternatives would implement the Subarea Plan while testing different assumptions about the intensity of land uses near the new transit center and parking garage, including variations in building heights, residential densities, street requirements, common open space, and tree standards. Growth of a mixed-use, multi-modal center in the Study Area will increase the expected traffic volume, potentially impacting adjacent residential areas in terms of pedestrian safety, noise, and air and light pollution. Additionally, the placement of taller mixed-use residential or commercial buildings could create noise and light pollution impacts to adjacent low-intensity residential areas north of the Study Area. These impacts can be mitigated by design standards that prescribe features such as transitional height limits, setbacks, step-backs, or landscaping. The No Action Alternative assumes the implementation of current plans and codes. Under this alternative, the adopted Subarea Plan provides a policy direction for future development within the Study Area without having the regulatory support to fully implement the Subarea Plan’s vision. Alternatives 2 and 3 increase in the average height and intensity of land use as compared to the existing conditions. Both Action Alternatives would organize development south of S Grady Way around an east-west Main Street designed to promote pedestrian scale retail and promote a robust and engaging public realm. Development fronting Shattuck Avenue S and S 7th Street would have transition standards and accommodate a mix of walk-up residential buildings and ground floor commercial uses within mixed-use typologies. Renton Village, south of S Grady Way and east of Rainier Avenue S, would focus on Mixed-Use Base and Maximum, centered around an interior main commercial street. See Exhibit 3-34. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-53 Exhibit 3-34. Zoning and Typology Heights by Alternative Note: Building height is subject to Federal Regulation Title 14 Part 77, which establishes standards and notification requirements for objects affecting navigable airspace. Source: BERK, 2023. Noise and Air Quality New development would be located in areas subject to existing air quality. This could expose new residents to air pollutants from aircraft and roadway traffic due to proximity to major roadways and an airport. While the Subarea Plan recommends 350 feet as an acceptable buffer from highway traffic emissions, the Planned Action explores 500 feet as a uniform standard for indoor sound and air quality mitigation. Alternative 3 would result in a greater concentration of high-rise mixed-use typologies adjacent to I-405. As part of the municipal code amendments associated with the Action Alternatives, the City can address orientation and location of residential uses in mixed use developments to reduce the potential for localized air quality effects and improve compatibility. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-54 The Subarea Plan promotes enhanced landscaping and green infrastructure along with a reduction in surface parking. The plan envisions a multimodal, pedestrian oriented district with low traffic volumes which will be conducive to air quality improvement. Noise levels in the Study Area reach average daily sound levels of 55 – 55.9 dBA (24-hr Laeq) and increase to 60 – 69.9 dBA moving north toward the Renton Municipal Airport. Individual flight noise reaches higher levels more frequently in the northern part of the Study Area compared to areas east of Rainier Avenue S and south of I-405. According to the HUD Noise Level Acceptability Standards, these current noise levels are on the threshold of acceptable (not exceeding 65 dB) and normally unacceptable (above 65 dB but not exceeding 75 dB). WSDOT has addressed noise mitigation with I-405 improvements over the prior 20 years in various locations in Renton though the Study Area does not presently contain noise-sensitive uses. Across all alternatives, resulting residential development would be exposed to noise impacts, varying by location, orientation, design, density, and height allowance. See Exhibit 3-35. Exhibit 3-35. HUD Noise Level Acceptability Standards HUD Determination Day night average sound level in decibels (dB) Acceptable Not exceeding 65 dB Normally Unacceptable Above 65 dB but not exceeding 75 dB Unacceptable Above 75 dB + Source: HUD Region X Environmental Office, June 2011 Shadows on Public Space There are no existing parks or public spaces within the Study Area that will be impacted by future development. Subarea Plan Alignment The Rainier/Grady Junction TOD Subarea Plan offers a vision and strategies to direct future development and create a complete, people-oriented community around the planned bus rapid transit (BRT) line and transit center for Sound Transit at the intersection of Rainier Avenue S. and S. Grady Way. By creating a neighborhood that is distinct from Downtown but in line with the objectives of the City Center Community Plan, the strategies in this plan seek to promote mixed-use development, maximize multimodal transportation options, enhance pedestrian connectivity, and integrate the subarea with surrounding areas. See Exhibit 3-36. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-55 Exhibit 3-36. Alternatives Consistency with the Rainier/Grady Junction TOD Subarea Plan Goals and Objectives Goal or Policy No Action Alt. 2 Alt. 3 Notes Align with overall vision for Renton’s City Center area and support the unique role of the subarea in ways that are complementary to Downtown, the larger City Center area, and Renton as a whole. ✓ ✓+ ✓ While the No Action Alternative adopts the Subarea Plan there is no implementation to date in regulations. Both Action Alternatives implement the Rainier/Grady Junction TOD Subarea Plan with regulations. The Action Alternatives meet and exceed the Subarea Plan vision by testing a range of future development scenarios that vary the range and intensity of development. Alternative 2 closely aligns with the Subarea Plan vision, while Alternative 3 tests development scenarios that are at a greater scale and intensity. Transition the area into a pedestrian- oriented district with a multi-modal center and strong pedestrian connections. ✓ ✓+ ✓+ Create a livable, distinct neighborhood that is active 18 hours a day, complements Downtown, and gracefully integrates with neighboring areas. ✓ ✓+ ✓+ Leverage the recent and planned public investment in the area for the private investment to follow. ✓ ✓+ ✓+ Legend: ✓- = partially meets, ✓ = meets, ✓+ = optimally meets Alternative 1 No Action Transitions in Scale Alternative 1 No Action would retain the existing Comprehensive Plan policies, future land use designations and zoning districts, while aligning with the goals of transit-oriented development, community benefits, and quality of life. Current zoning allows 50 – 250 feet in height depending on the allowed uses, although the actual achievable height with the Airport Overlay regulations is estimated to be 70 – 150 feet. The highest intensity uses are currently permitted adjacent to I-405, on the southern boundary of the Study Area. Most of the Study Area is comprised of commercial uses that are one to two stories in height with the exception of several seven- story commercial towers in Renton Village. The Action Alternatives propose greater maximum height allowances than the No Action Alternative, and transitional heights would be applied along the Study Area border with exclusively residential uses. This will be especially important north of S 7th Street and east of Shattuck Avenue S where the zoning shifts to R-14, which primarily accommodates housing typologies dubbed “middle housing”, that include duplexes, triplexes, and townhomes. Shadows on Public Space There are no existing open or public spaces in the Study Area that would be affected. Burnett Linear Park begins within the northeastern limits of the Study Area but is too far removed from future development in the Planned Action Area to be impacted. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-56 Subarea Plan Alignment Alternative 1 No Action assumes the implementation of current plans and codes. Under this alternative, the adopted Subarea Plan provides a policy direction for future development within the Study Area without having the regulatory support to fully implement the Subarea Plan’s vision. Alternative 2 Transitions in Scale Alternative 2 would set minimum standards and incentives to achieve optimal Subarea Plan implementation resulting in a mix of commercial towers and mixed-use towers typically 70-120 feet in height in most of the Study Area. Buildings would be 70-150 feet in Renton Village. The taller buildings would surround a pedestrian- oriented internal main street concept. Mixed-Use-Base and Low-Rise Retail structures are proposed east of Shattuck Avenue S between S 7th Street and S Grady Way and would be designed to provide a transition into the South Renton neighborhood, which is primarily comprised of detached single-family housing. The South Renton neighborhood is zoned R-14, which allows attached and detached residential construction up to three stories in height and would visually relate to a five-story mixed use development as proposed under this alternative. North of S 7th Street, between Rainier Avenue S and Shattuck Avenue S, the context is proposed to remain consistent with the existing condition but increasing the density of the residential uses on the western frontage of Shattuck Avenue S with setback standards. The northern most parcel of the Planned Action Area, fronting S 3rd Place, is shown as Mixed Use-Base around the proposed future light rail alignment. The surrounding context includes surface parking fronting single story commercial uses with a height limit of 70 feet if mixed-use development is proposed, which would relate to future development as proposed under Alternative 2. Shadows on Public Space The required buffers around the existing high voltage transmission lines would create opportunities for at grade recreational and open space to complement the scale of the mixed-use development and create a continuous greenbelt connected to the modal improvements planned for S 7th Street. The proposed Main Street would be impacted by the surrounding building heights throughout the morning, see Exhibit 3-37. The future proposed open space network south of S Grady Way would be impacted by the proposed building heights during the afternoon, see Exhibit 3-38. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-57 Exhibit 3-37. Alternative 2 Shadow Analysis, 10AM Source: BERK, 2023 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-58 Exhibit 3-38. Alternative 2 Shadow Analysis, 3PM Source: BERK, 2023 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-59 Subarea Plan Alignment Alternative 2 proposes the fullest realization of the Subarea Plan. The scale and mix of future development fits the ideal heights and uses proposed withing the Subarea Plan. See Exhibit 3-39. Exhibit 3-39. Alterative 2 Features Features Alternative 2: Mid Rise – Incentive Zoning Subarea Goals and Objectives ▪ Adopted Subarea Plan. ▪ Consider business displacement mitigation incentives. ▪ Coordination of development across site boundaries. Mixed Use Development Patterns ▪ Vertical mixed-use required throughout the area with potential for reduced ground floor commercial adjacent to South Renton neighborhood. Increased residential density for affordable housing or substantial open space dedication. ▪ Promote a range of commercial space sizes for diverse business opportunities and retention. ▪ Structured parking required for all residential but prohibited on ground floor along streets or active public realms. Consider incentives for parking reductions. Height ▪ 70-120 typical, up to 150 feet. ▪ Base height with incentives for affordable housing, and open space. ▪ Building step-backs adjacent to residential zones. Density (dwelling units per acre [du/ac]) ▪ Minimum residential density of 60 du/acre ▪ Maximum residential density of 150 du/acre up to 250 du/acre with incentives. Affordable Housing Density Bonus ▪ Increase max density bonus to 65% for affordable housing. Health – Air and Noise Pollution ▪ Require a 500’ mitigation-buffer for residential from I-405 ▪ Require centralized air filtration systems, air intake vents located away from polluted areas, noise attenuation via materials and design, and continuous sound walls with vegetation along highways. Open Space, Landscaping & Stormwater ▪ Increase and require public open space via public access easements. ▪ Creation of public plaza. ▪ Green factor standards. Potential Investments in Transportation ▪ Similar to Alternative 1 plus supportive modal infrastructure as incentive with open space development. Core Area – New Streets ▪ Implement Subarea Plan Street Standards including the creation of Main Street festival shared street) with pedestrian-oriented retail and services. ▪ Require greater amount of commercial space. ▪ Require mid-block connections. Process ▪ Master Site Plan ▪ Planned Action Ordinance Source: BERK, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-60 Alternative 3 Transitions in Scale Alternative 3 would allow high-rise development with required standards and public benefits with a height range of 70–150 feet in height in Renton Village surrounding a pedestrian-oriented internal main street concept. There are greater locations where 150 feet is evaluated compared to Alternatives 1 and 2. Mixed-Use = Max development is evaluated east of Shattuck Avenue S between S 7th Street and S Grady Way which may be out of scale with the development potential of the South Renton neighborhood, which is zoned R-14. The R-14 zoning designation allows residential development up to three stories in height, which will contrast with potential development under Alternative 3. Mixed Use – Base typologies are proposed extending north between Rainier Avenue S and Shattuck Avenue S to the northern terminus of the Planned Action Area. The surrounding context is primarily single-story commercial structures and four-story mixed-use developments buffered by an extensive network of surface parking lots. While the existing conditions may be out of scale, the maximum allowable height adjacent to the Study Area is 70 feet in the Commercial Arterial zone and up to 150 feet in the CO Zone with limitations imposed by the Airport Overlay. If the parcels west of Rainier Avenue S are built to achieve their full development potential, they would visually transition to the proposed height ranges under Alternative 3. The greater heights of 150 feet in the Planned Action Area would, if fully developed, create a larger high intensity node than the CA zone today. Shadows on Public Space The required buffers around the existing high voltage transmission lines would create opportunities for at grade recreational and open space to complement the scale of the mixed-use development and create a continuous greenbelt connecting to the modal improvements planned for S 7th Street. The proposed open space south of S Grady Way would be shaded during the afternoon but would have access to light during the morning hours, see Exhibit 3-40. A majority of the internal roadways in Renton Village would be shaded during both the morning and afternoon, see Exhibit 3-41. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-61 Exhibit 3-40. Alternative 3 Shadow Analysis, 10AM Source: BERK, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-62 Exhibit 3-41. Alternative 3 Shadow Analysis, 3PM Source: BERK, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-63 Subarea Plan Alignment Alternative 3 proposes an enhanced version of the Subarea Plan. This alternative proposes a more vertically aggressive vision, with outright access to the height limits without bonuses or incentives. In exchange for the outright increase in height, Alternative 3 would require additional public benefit from future development including enhanced landscaping, public open space, multimodal transit infrastructure, and affordable housing. See Exhibit 3-42. Exhibit 3-42. Alternative 3 Features Features Alternative 3: High Rise – Required Public Benefit Subarea Goals and Objectives ▪ Adopted Subarea Plan. ▪ Consider business displacement policy considering Subarea Plan and developed through EIS. ▪ Coordination of development across site boundaries. Mixed Use Development Patterns ▪ Require vertical mixed-use with greater amount of commercial space along the “Main Street.” ▪ Allow standalone residential if dedicated as affordable housing. Ground floor commercial space is required but uses are not limited per existing RMC and services for residents are acceptable uses. ▪ Require range of commercial space sizes for diverse business opportunities and retention. ▪ Structured parking required for all residential but prohibited on ground floor along streets or active public realms. Height ▪ Graduated heights with fewer spaced towers up to airport height limits: 70 – 150 feet with amenities required. This may require an amendment to the existing Subarea Plan. ▪ Building step-backs adjacent to residential zones. Density (dwelling units per acre [du/ac]) ▪ Minimum residential density of 60 du/acre ▪ Maximum residential density of 250 du/acre. Affordable Housing Density Bonus ▪ No bonus. Rely on multifamily tax exemption, fee reductions, and inclusionary zoning to create affordable housing. Health – Air and Noise Pollution ▪ Require a 500’ mitigation-buffer for residential from I-405. ▪ Require centralized air filtration systems, air intake vents located away from polluted areas, noise attenuation via materials and design, and continuous sound walls with vegetation along highways. Open Space, Landscaping & Stormwater ▪ Increase and require public open space via public access easement. ▪ Creation of public plaza. ▪ Green factor standards. ▪ Modify street tree standards, such as requiring more trees than currently required by the municipal code and consider different species such as evergreens. ▪ Increase green infrastructure; integrate into street standards. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-64 Features Alternative 3: High Rise – Required Public Benefit Potential Investments in Transportation ▪ Similar to Alternative 1 plus increase long-term and short-term bike parking requirement for new development. Core Area – New Streets ▪ Implement Subarea Plan Street Standards, including the creation of Main St. festival shared street, with pedestrian-oriented retail and services. Also, wider pedestrian clear zones to accommodate additional pedestrian volume. ▪ Require mid-block connections. Process ▪ Master Site Plan ▪ Planned Action Ordinance Source: BERK, 2023. Mitigation Measures Incorporated Plan Features ▪ All alternatives would accommodate a share of the 2044 growth targets for housing and employment identified in regional plans, as well as support transit-oriented development. ▪ The Action Alternatives would implement the Subarea Plan with regulations designed to address new mixed-use and employment opportunities, and public amenities. Proposed regulations would also ensure appropriate landscaping and green infrastructure treatments that can address air quality and noise compatibility. ▪ The adopted Subarea Plan includes an expanded buffer recommendation for a natural area on the northern side of I-405 to reduce noise and air impacts and support environmental functions of Rolling Hills Creek and aid with flood storage. ▪ The adopted Subarea Plan recommends a 350-foot air quality buffer. Regulations and Commitments ▪ The City of Renton’s Zoning Code (RMC Title IV) regulates land use, landscaping, parking, and other aspects of development to ensure development meets the City’s long-term vision. ▪ Per RMC 4-4-110.D.8.c, the City of Renton adopts the Environmental Designation for Noise Abatement (EDNA), which regulates maximum sound levels between residential, commercial, and industrial districts. Noise is allowed at 60-75 dB(A) during the day and 50-65 during the night in residential areas. Mixed-use commercial areas are allowed 65-80 dB(A), and industrial 70-85 dB(A) depending on duration with lower range values for continuous sound. ▪ Per RMC 4-3-020 Airport Related Height and Use Restrictions, the City regulates building heights and land uses to ensure airport compatibility and safety. ▪ As required by GMA (RCW 36.70A.106), the City must submit proposed Comprehensive Plan amendments and updated regulations for review and comment by the State prior to final adoption. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-65 Other Potential Mitigation Measures Air / Noise Mitigation The City can reduce exposure to air quality emissions and reduce heat islands in paved areas through site design and tree canopy plantings. ▪ Consider locations for schools, daycares, and residential uses that increase buffers from high-volume roadways or other measures to reduce exposure to criteria pollutant emissions. For example, use the Subarea Plan’s suggested 350-foot distance, or extend to a 500-foot distance with proposed municipal code amendments associated with Action Alternatives; the distance could function as a preferred setback or management area with tailored site and building design standards. These standards could require centralized air filtration systems, air intake vents located away from highways, and noise attenuating construction and materials. ▪ Add a denser tree canopy near high-volume roadways such as in rights-of-way, setbacks, or parks. Incorporate landscaping with full bottom to top of canopy coverage, higher canopy heights, and multiple rows of vegetation types, including denser tree canopies, which help reduce exposure to criteria pollutant emissions. The Renton Municipal Airport directs all aircraft to maintain the highest FAA-advised altitude over noise- sensitive residential areas identified in yellow on the map. (Reference VFR proceedings for noise-sensitive areas in FAA A/C 91-36D). Pilots of large or turbine-powered aircraft must comply with the provisions of FAR 91.129I. Additionally, all aircraft shall honor voluntary curfew of nighttime engine maintenance run-ups. HUD Funded Projects In “normally unacceptable noise zones” (65-70 dB) HUD discourages new construction. New projects requiring federal permits or receiving federal funding would need to go through an environmental evaluation and could need additional permissions, requirements for documented mitigation, and mitigation evidence. If the day-night average sound level is more than 65 decibels but does not exceed 70 decibels, project clearance calls for “a minimum of 5 decibels extra sound attenuation for buildings having noise-sensitive applications” (24 CFR 51.104(a)(2)). Additionally, according to the regulations (24 CFR 51.104(a)(1),” “measures that reduce external noise at a site shall be used wherever practicable in preference to the incorporation of additional noise attenuation in buildings.” Site design techniques, such as parking garages or berms positioned closest to a highway to shield the residential area from noise, are examples of ways to minimize external noise (HUD). With airplane noise above, site design is less effective. New construction or renovations can better satisfy these requirements by using acoustical construction principles, such as material selection for improved insulation and window sizing, location, and thickness. Site planning techniques. From the HUD Noise Guidebook, noise mitigation techniques that address roadway noise and interior noise levels well include the following: ▪ Increase the distance from the road. ▪ Place noise compatible land uses such as parking garages, maintenance facilities, and utility areas between the road and the residences. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-66 ▪ Use buildings or berms as noise shields by locating them parallel to the road. (Note, this is an effective strategy for roads, but is ineffective from aircraft noise.) Soundproof the building if it contains residences. ▪ Locate residences in topographically low points that are naturally low noise pockets if they exist. ▪ Orient the residences—and spaces within the building that benefit from quieter volumes (bedrooms and living rooms)—away from the noise. ▪ Use cluster and planned urban development (PUD) techniques to accomplish combinations of the above. The City could apply some of the site planning techniques in code requirements or require a noise evaluation, similar to the HUD noise assessment through the Planned Action Ordinance. Daylighting Rolling Hills Creek The unintended effects of burying or covering rivers and streams include an increase in nutrient contamination, the degradation of ecosystems, and an increase in downstream floods. When feasible, daylighting restores rivers and streams to their natural courses by removing these human-caused obstructions; in cases where development is preventing this, daylighting can provide a new path for the waterway by avoiding immovable obstructions. The City currently restricts buildings over piped streams and easements to maintain the piping. Mitigation opportunities for daylighting Rolling Hills Creek include allowing transfer of residential density/floor area ratio so the daylighted stream and any natural buffer does not reduce the development potential when the stream is daylighted. Similar examples can be seen with Thornton Creek in Seattle’s Northgate neighborhood and Horse Creek in Bothell’s Downtown.3 The City could also require daylighting if development would relocate the creek, as well as incentivize daylighting where increased heights are allowed. Height Transition Area Alternatives 2 and 3 identify a height transition area along Shattuck Avenue S and S 7th Street (see Exhibit 1-8) where human-scale design standards would address compatibility of building scales with abutting lower intensity areas. Site and building design standards could include greater setbacks and upper-level step backs (e.g., 20 feet setback at ground floor, and similar step backs at one or more upper floors for adequate light such as above 40 and 75 feet). 3 See: Seattle https://www.seattle.gov/util/cs/groups/public/documents/webcontent/spu01_006146.pdf, and Bothell http://www.ci.bothell.wa.us/426/Horse-Creek-Improvements. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Land Use 3-67 Significant Unavoidable Adverse Impacts The area will experience more growth and activity under studied alternatives and help the City achieve its vision and growth targets; see the evaluation of Transportation, Public Services, and Utilities for the ways in which additional growth and activity would be addressed in service standards. More areas will experience bigger transitions between zoned height limits, particularly over the 20-year period as development infills. The increased height limits, modernized zoning, and improved development and design standards would improve the human experience of these subareas. There are no significant unavoidable adverse impacts to scale transitions. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-68 3.3 Transportation The Subarea transportation system encompasses vehicles, pedestrians, bicyclists, and transit. This section addresses the transportation implications of each alternative relative to the No Action Alternative within the Subarea. The transportation impacts are summarized though a detailed evaluation of traffic operations by Perteet, leveraging modeling work done by Transpo Group and the City of Renton to update the City’s Travel Demand Model that encompasses this Subarea. Access and circulation are evaluated for vehicles, pedestrians, and bicycles with a focus on connectivity for pedestrians and bicyclists. Lastly, future planned improvements to the transit system beyond the anticipated changes for the new South Renton Transit Center are qualitatively considered as to how they may influence transportation in the Subarea. Affected Environment Existing Roadway Network Within the Subarea, the majority of traffic in the transportation network is concentrated on the highways and principal arterials. Major roads and their functional classification are listed below and shown in Exhibit 3-43. East-West Corridors ▪ I-405 – Interstate ▪ S/SW Grady Way – Principal Arterial ▪ S/SW 7th Street – Minor Arterial North-South Corridors ▪ SR 167 – State Route ▪ Rainier Avenue S – Principal Arterial ▪ Lind Avenue S/SW – Minor Arterial ▪ Talbot Road S – Principal Arterial Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-69 Exhibit 3-43. Functional Classification within the Subarea Source: City of Renton, Perteet, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-70 Traffic Operations There are several commonly used intersections within the Subarea and throughout the City that may see traffic operation changes based on changes in potential land use density. To analyze existing conditions, the City collected PM peak hour volumes in October 2022 and updated the city-wide travel demand model. This baseline data is summarized in the following section. To analyze traffic operations, six study intersections were selected to provide insight to delay and queues that develop throughout Subarea. Study intersections include: ▪ Rainier Avenue S and S Grady Way ▪ S Grady Way and Talbot Road S ▪ Talbot Road S and S 7th Street ▪ Shattuck Avenue S and S 7th Street ▪ Shattuck Avenue S and S Grady Way ▪ Rainier Avenue S and S 7th Street ▪ Traffic operations of the study intersections are discussed later in this section. Exhibit 3-44 displays the updated 2022 PM peak hour travel demand model for the Study Area and surrounding Renton region. The numbers in the exhibit display the total amount of vehicles during the PM peak hour. The thickness of the line represents the number of vehicles relative to the city-wide model. Therefore, the higher traffic volumes a segment has, the thicker the line is in the exhibit. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-71 Exhibit 3-44. 2022 PM Peak Hour Travel Demand Model Source: Transpo Group, 2023 Aside from highways, the largest traffic volumes in the area are present on the following streets: ▪ Rainer Avenue S ▪ S/SW Grady Way ▪ Talbot Road S Traffic demand in the Subarea is driven by connection to the I-405 and SR 167 interchange. At the same time, flow is constrained by and therefore concentrated near highways and/or the geographic elevation changes that coincide with the I-405 alignment. For example, drivers traveling from Benson Hill (located southeast of the I- 405 and SR 167 interchange in Exhibit 3-44) to the freeways must choose to access the freeways either via S 43rd Street (south of roads shown in Exhibit 3-44) to the south or Talbot Road to the north. With most commuters likely traveling north to reach jobs in either Seattle or Bellevue, the ideal choice is Talbot Road, with Seattle commuters taking a route that then turns onto S Grady Way until Rainier Avenue S where drivers can then enter either I-405 or SR 167. Commuters to Bellevue may decide to bypass Talbot Road and use S Grady Way and other surface streets to enter I-405 at the Sunset Boulevard interchange. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-72 In order to address issues related to the street network system, the City aims “to reduce the amount of traffic on City streets that has neither an origin nor destination while providing reasonable levels of traffic flow and mobility for users of the local street system” (Comprehensive Plan, 2015). Aside from City traffic volumes, Washington State Department of Transportation (WSDOT) has a count site on I- 405 in Renton (37th) that has observed daily traffic trends from 2016 through present day (Highway Traffic Volumes, 2022). In pre-pandemic conditions from 2016 to 2019 during the peak month of July, traffic volumes remained generally consistent with the total traffic counts typically not exceeding a +/- 5% difference. One notable travel time throughout the summer months is the Independence Day holiday. With the holiday falling on a Thursday in 2019 and a Monday in 2016, the 2019 traffic counts exceeded the 2016 traffic counts at this data location by only 2.5%. For the remainder of the year, 2019 traffic counts had a wider range of data collected compared to 2016 traffic counts, as shown in Exhibit 3-45. Exhibit 3-45. I-405 Highway Traffic Volume Trends from 2016 to 2019 Source: WSDOT Highway Traffic Volumes, 2022. The Highway Capacity Manual, 6th Edition (HCM 6) provides methods for estimating performance of traffic operations. Synchro modeling software incorporates HCM 6 evaluation methodologies to determine intersection level of service-based delays that occur at each turning movement of an intersection. Level of service (LOS) ranges from LOS A (least control delay) to LOS F (most control delay). Inputs of geometric layout, volumes, control type, and signal timing in the model produce control delay results. The control delay threshold depends on the intersection control type as shown in Exhibit 3-46. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-73 Exhibit 3-46. Intersection Level of Service Criteria Level of Service Average Control Delay (Seconds/Vehicle) Signalized (All Approaches) Two-Way Stop Controlled (Worst St–p – Controlled Movement) A ≤ 10 ≤ 10 B 10-20 10-15 C 20-35 15-25 D 35-55 25-35 E 55-80 35-50 F > 80 > 50 Source: HCM 6, 2016. Policy T-48 of the City of Renton Comprehensive Plan provides multimodal LOS standards “at a citywide level, community planning area level, and development level.” Arterials and collectors (excluding Rainier Avenue and Grady Way) apply a standard of LOS D. Alternative arterial and state routes apply a standard of LOS E, particularly for Rainer Avenue and Grady Way. Additionally, “congestion should be mitigated (such as increasing transit or other modes) when PM peak hour falls below LOS E” (Comprehensive Plan, 2015). Exhibit 3-47 summarizes the existing LOS ratings at each study intersection and the corresponding control delay, and Exhibit 3-48 shows the ratings on a map. The PM peak hour for all intersections except Rainier Avenue S and S Grady Way is 4:30pm to 5:30pm. Rainier Avenue S and S Grady Way has a PM peak hour of 4:45pm to 5:45pm. Exhibit 3-47. Existing Peak Hour Intersection LOS and Delay – 2022 PM Peak Hour Intersection Traffic Control Overall Delay (sec) Intersection LOS Rainier Avenue S / S Grady Way Signal 43.3 D S Grady Way / Talbot Road S Signal 43.5 D Talbot Road S / S 7th Street Stop Control* 18.2 C Shattuck Avenue S / S 7th Street Signal 9.0 A Shattuck Avenue S / S Grady Way Signal 16.0 B Rainier Avenue S / S 7th Street Signal 30.4 C *Traffic control is three-way stop controlled. Synchro modeling software does not support this type of stop-control. Modeled in Synchro as two-way stop controlled at the eastbound and westbound approaches, and yield controlled at the southbound approach. Source: Perteet, 2023. All study intersections meet the level of service ratings for City of Renton. The intersection of Shattuck Avenue S / S 7th Street shows the least delay of all the study intersections with a LOS A rating. The next study intersection with low delay is Shattuck Avenue S / S Grady Way with a LOS B rating. All other study intersections have an approximate 30 to 40-second delay buffer before not meeting the standard level of service. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-74 Exhibit 3-48. Existing PM Peak Hour Intersection LOS Results (2022) Source: Perteet, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-75 Truck Routes Much of the Subarea network includes roadways designated as truck routes. These designations vary across agencies. Overall, the City of Renton designates fewer roadways in the area as truck routes but has designated proposed truck routes. WSDOT designates more roadways as truck routes, including minor arterials. These truck route designations are shown in Exhibit 3-49 and Exhibit 3-50. Exhibit 3-49. City of Renton Truck Routes within the Subarea Source: City of Renton, 2022. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-76 Exhibit 3-50. WSDOT Truck Routes within the Subarea Source: City of Renton, 2022. Parking Most of the parking spaces within the Subarea are located in private, off-street surface parking lots for associated businesses. Several off-street lots remain mostly empty or do not reach capacity either because the associated land use has been discontinued or is not fully utilized (i.e., tenant vacancies). Further from I-405 and SR-167, where buildings are mostly residential, on-street parking is available. Along the edge of the Subarea, Shattuck Avenue S offers on-street parking along curb lines but there are no pavement markings delineating the parking lanes. Street Sections The Subarea Plan defines cross sections for the network of complete streets throughout the Subarea. These streets focus on multimodal connectivity for people walking, biking, accessing transit, and driving. Exhibit 3-51 summarizes the minimum design standards. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-77 Exhibit 3-51. Minimum Design Standards for Complete Streets in the Subarea. Source: Renton Municipal Code, 2022. Through-block connections are also provided with new development to supplement connections of primary, secondary, and main streets throughout the Subarea. Pavement Generally, pavement conditions throughout the City are rated an average of “good” (City of Renton StreetLogix database, 2022). In the Subarea, pavement conditions vary, with more segments rated “good” and above than below. The portion of Talbot Road between S Grady Way and I-405 is the only arterial roadway in notably poor or very poor condition. S 3rd Place and a portion of SW 16th Street are collector roadways in poor condition. The remaining roadway in poor or worse condition are classified as residential access, meaning that they experience significantly less vehicular traffic than the other roadway classifications. The pavement conditions indices for the area are shown in Exhibit 3-52. Street Type Paved Roadway Width Sidewalks Planting Strips Parking Lanes Primary ▪ Two lanes ▪ 10-ft travel lanes ▪ 5-ft buffered bike lanes (3-ft buffer) ▪ 8-ft on both sides ▪ 8-ft between buffered bike lanes and sidewalks on both sides ▪ 7-ft on both sides Secondary ▪ Two lanes ▪ 10-ft travel lanes ▪ 5-ft bike lanes (3-ft buffer) ▪ 8-ft on both sides ▪ 8-ft between buffered bike lanes and sidewalks on both sides ▪ None Main ▪ Two lanes ▪ 10-ft travel lanes ▪ 12-ft on both sides ▪ 8-ft in curb bulbs at mid-block crossings on both sides ▪ 8-ft on both sides Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-78 Exhibit 3-52. Pavement Conditions within the Subarea Source: City of Renton, 2022. Modes of Transportation The Puget Sound Regional Council (PSRC) estimated 90% vehicles, 7% transit, and 3% walk and bike modes for work trips in Renton’s Regional Growth Center using 2010 data (Comprehensive Plan, 2015). However, the Study Area has several traffic analysis zones (TAZs) that collectively produce different mode splits. The weighted average of the TAZs were taken into account to produce the assumed existing mode splits for this analysis: 74% vehicles, 18% transit, and 8% walk and bike modes. King County Metro has several stops within the Subarea, including the Rapid Ride F-Line service. Sound Transit Express stops at the Renton Transit Center, located northeast of the Subarea, then passes through the Subarea while transferring passengers to the south and west. The park-and-ride facility located on S Grady Way and Shattuck Avenue S is commonly used by transit riders taking King County Metro routes 101, 102, 148, 153, 160, and 167. There is also a park-and-ride facility located at the Fred Meyer on Renton Center Way SW for transit riders taking King County Metro routes 101, 102, and 107. Notably, both park-and-ride facilities fill up quickly Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-79 with at least 90% of the lot occupied by 9 AM on weekdays. The King County and Sound Transit stops and service routes within the subarea are shown in Exhibit 3-53. Exhibit 3-53. Existing Transit Network within the Subarea Source: Perteet, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-80 As shown in Exhibit 3-53 some bus stops throughout the Subarea do not exist along current transit routes, particularly west of Rainier Avenue S on SW Grady Way. The data acquired from King County GIS may not reflect existing conditions. Sidewalks are present throughout most arterials, collectors, and local streets within subarea. However, the distance between pedestrian crossings and overall accessibility for pedestrians needs improvement. There is a notable difference in the number of pedestrians utilizing sidewalks in the Subarea compared to the number of vehicles on the roads. Exhibit 3-54 shows preliminary sidewalk data collected by the City of Renton. Exhibit 3-54. Existing Sidewalks within the Subarea Source: Perteet, 2023. Gaps within the sidewalk network are noticeable on both sides of Shattuck from S 7th Street to S 6th St, the north side of SW 10th St between Powell Avenue SW and Thomas Avenue SW, the north side of SW 16th Street and SW 19th Street from Raymond Avenue SW to Lind Avenue SW. Thomas Avenue SW is missing sidewalks entirely. The Comprehensive Plan states, “investments in the non-motorized components of the City’s transportation system enhance the quality of life in Renton, improve walking and bicycling safety, [and] support healthy lifestyles” (Comprehensive Plan, 2015). Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-81 City planning documents and GIS data show that bicycle infrastructure such as designated bike lanes and shared-use paths do not currently exist within the Subarea, but this may not reflect current conditions. The Burnett Linear Park, located within the outer boundary of the Study Area, has an existing shared-use path that ends prior to the S 7th Street / Burnett Avenue S intersection. There is an existing southbound bike lane on Benson Rd S that spans from approximately 700 feet south of S Grady Way to 350 feet north of S Puget Dr. The northbound bike lane on Benson Rd S spans from 1240 Benson Rd S to approximately 700 feet south S Grady Way as well. The City has expressed concern regarding pedestrian and bicycle connectivity throughout the S/SW 7th Street corridor and the S 7th Street intersections with Talbot Road S and Burnett Avenue S. Crosswalks exist only on the south side of the S/SW 7th Street corridor and with inaccessible crossings at Talbot Road S, pedestrians cannot connect to adjacent roads or to the north side of the corridor. Additionally, the S/SW 7th Street corridor has no bicycle infrastructure or transition areas to connect bicyclists with Burnett Linear Park. Exhibit 3-55 illustrates the existing conditions at S 7th Street and Talbot Road S. Exhibit 3-55. Existing Conditions at S 7th Street and Talbot Road S Source: Perteet, 2023. Planned Improvements Future planned improvements based on the City’s current Transportation Comprehensive Plan, 2022-2027 Transportation Improvement Program (TIP), (2021), (2019), and adopted transportation plans/programs for Renton, Sound Transit, King Country Metro, and WSDOT are described in Exhibit 3-56.Trails and Bicycle Master Plan (2019), and adopted transportation plans/programs for Renton, Sound Transit, King Country Metro, and WSDOT are described in Exhibit 3-56. S 7th Street S 7th Street & Talbot Road S Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-82 Exhibit 3-56. Table of Future, Planned Transportation Projects within the Subarea Project Name Project Description Mode Impacts Reference Planned Project (Exhibit 3-57) Grady Way (Main Ave to Rainier Ave) Reconfigure existing travel lanes to improve traffic operations and transit reliability. ▪ Vehicles ▪ Transit ▪ City of Renton 2015 Comprehensive Plan ▪ 1 Grady Way (Rainier Ave to West City Limits) Construct additional turn lanes at Grady Way intersections with Lind Ave and with Oakesdale Ave. ▪ Vehicles ▪ City of Renton 2015 Comprehensive Plan ▪ 2 S7th Street (Rainier Avenue S to Talbot Road S) Widen existing arterial and install traffic signal and additional lanes at intersection of S 7th Street/Shattuck Ave. ▪ Vehicles ▪ ▪ City of Renton 2015 Comprehensive Plan ▪ 3 Lind Avenue SW Roadway Widening (SW 16th Street to SW 43rd St) Widen existing roadway to five lanes where required. Includes new roadway, curbs, sidewalks, drainage, signals, lighting, signing and channelization. ▪ Vehicles ▪ Pedestrians ▪ City of Renton 2015 Comprehensive Plan ▪ City of Renton 2022- 2027 Transportation Improvement Program ▪ 4 I-405/Renton to Bellevue Widening and Express Toll Lanes Add new capacity to create a two-lane Express Toll Lane system between SR 167 in Renton and NE 6th St in Bellevue. ▪ Vehicles ▪ Transit ▪ City of Renton 2015 Comprehensive Plan ▪ City of Renton 2022- 2027 Transportation Improvement Program ▪ WSDOT Construction & Planning ▪ 5 Renton Bus Rapid Transit Improvements New transit access road improvements from I-405 exit 3 (Talbot Rd) to South Renton Transit Center. Includes reconfiguration of Grady Way, Lake Avenue S and S Renton Village Place to accommodate transit. ▪ Transit ▪ City of Renton 2022- 2027 Transportation Improvement Program ▪ 6 I-405 BRT BRT service on I-405 corridor between the Express Toll Lanes from Bellevue Transit Center to south Renton. New transit center and parking garage will be built in south Renton. ▪ Transit ▪ Sound Transit 3 (ST3) Plan, 2016 ▪ 2022-2050 Regional Transportation Plan ▪ City Center Community Plan, 2011 ▪ 7 Williams Avenue S and Wells Avenue S Conversion Project (S Grady Way to N 1st St) Provide pedestrian and bicyclist facilities and enhancements, traffic operation and circulation improvements in Downtown. Add signalized raised intersections with bulb outs, lighting, street furniture, streetscape, bike racks, signage and converting Williams Avenue S and Wells Avenue S to two-way traffic operations. ▪ Vehicles ▪ Pedestrians ▪ Bicyclists ▪ City of Renton 2022- 2027 Transportation Improvement Program ▪ 8 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-83 Project Name Project Description Mode Impacts Reference Planned Project (Exhibit 3-57) S 7th Street Corridor Improvements Develop S/SW 7th St as a key east-west bicycle route into the downtown: between Oakesdale Avenue S and Burnett Avenue S. Install a multi-use path on S 7th Street, between Shattuck and Burnett Avenue S, and install provide upgraded signage to bicyclists. Bicycle improvements include push-button activation, green bike lanes through conflict/crossing zones, and pavement markings. Also upgrade an existing marked crosswalk with flashing beacons. ▪ Bicyclists ▪ Pedestrians ▪ City of Renton 2022- 2027 Transportation Improvement Program ▪ 2022-2050 Regional Transportation Plan ▪ City Center Community Plan, 2011 ▪ Renton Trails and Bicycle Master Plan, 2019 ▪ 9 South Grady Way Multi-Modal Improvements (Rainier Avenue South to Talbot Road South) Remove the islands at the intersections of S Grady Way with Lake Avenue S and Shattuck Avenue S, to allow for a continuous eastbound lane from Rainier Avenue S to Talbot Road S. Modifications to traffic signals, new pedestrian crossings and channelization. Perform a comprehensive analysis of multi- modal transportation improvements, including review of potential transit improvements along Grady Way, such as Business Access and Transit (BAT) lanes and Traffic Signal Priority (TSP). ▪ Vehicles ▪ Transit ▪ Pedestrians ▪ City of Renton 2022- 2027 Transportation Improvement Plan ▪ 10 Grady Way Overpass at Rainier Avenue S Provide grade separation of one eastbound and one westbound lane of S Grady Way over SR167, construct an additional right turn lane from eastbound S Grady Way to southbound SR 167, construct new curbs, gutters, storm drainage and sidewalk improvements and install Transit Signal Priority through the intersection of SR 167 & S Grady Way. ▪ Vehicles ▪ Pedestrians ▪ City of Renton 2022- 2027 Transportation Improvement Plan ▪ 11 TS1 Restructure Transit Route 101 to start and end at the South Renton Park & Ride while serving the Downtown area on its way to and from Downtown Seattle. ▪ Transit ▪ Downtown Civic Core Vision and Action Plan, 2018 ▪ 12 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-84 Project Name Project Description Mode Impacts Reference Planned Project (Exhibit 3-57) TS2 Move bus layover currently on the Transit Street and Burnett Avenue S. to new on-street spaces west of the Civic Core and Downtown, and to on-street spaces along Shattuck Avenue S. and / or to the South Renton Park & Ride. ▪ Transit ▪ Downtown Civic Core Vision and Action Plan, 2018 ▪ 13 TS6 Consolidate bus layover at the new South Renton Transit Center constructed for I-405 BRT. ▪ Transit ▪ Downtown Civic Core Vision and Action Plan, 2018 ▪ 14 RapidRide1Line: Speed and Reliability Improvements Enhance the performance of transit service between the designated Regional Growth Centers of Renton, Kent, and Auburn. Along the corridor the project elements include re-timing of up to 60 signals (including 16 TSP). ▪ Transit ▪ 2050 Regional Transportation Plan ▪ 15 East Valley Road Shared Use Path 2-way travel separated from traffic by open space or barrier. May be used by bicyclists, pedestrians, skaters, wheelchair users, joggers, and other non- motorized users. ▪ Pedestrians ▪ Bicyclists ▪ Renton Trails and Bicycle Master Plan, 2019 ▪ 16 SW 16th Street Shared Use Path 2-way travel separated from traffic by open space or barrier. May be used by bicyclists, pedestrians, skaters, wheelchair users, joggers, and other non- motorized users. ▪ Pedestrians ▪ Bicyclists ▪ Renton Trails and Bicycle Master Plan, 2019 ▪ 17 Hardie Avenue Bike Lane & Shared Use Path 2-way travel separated from traffic by open space or barrier from Rainier Avenue S to SW 5th Pl. May be used by bicyclists, pedestrians, skaters, wheelchair users, joggers, and other non- motorized users. Striped bike lane from SW 5th Pl to SW Sunset Blvd. ▪ Pedestrians ▪ Bicyclists ▪ Renton Trails and Bicycle Master Plan, 2019 ▪ 18 Shattuck to Airport Connector Signed shared roadway for bicyclists and vehicles from S 7th Street to Airport Way. ▪ Bicyclists ▪ Renton Trails and Bicycle Master Plan, 2019 ▪ 19 Lake to Sound Trail: West Segment 2-way travel separated from traffic by open space or barrier. May be used by bicyclists, pedestrians, skaters, wheelchair users, joggers, and other non- motorized users. ▪ Pedestrians ▪ Bicyclists ▪ Renton Trails and Bicycle Master Plan, 2019 ▪ 20 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-85 Project Name Project Description Mode Impacts Reference Planned Project (Exhibit 3-57) Benson Drive S / 108th Avenue SE Shared Use Path 2-way travel separated from traffic by open space or barrier. May be used by bicyclists, pedestrians, skaters, wheelchair users, joggers, and other non- motorized users. ▪ Pedestrians ▪ Bicyclists ▪ Renton Trails and Bicycle Master Plan, 2019 ▪ 21 SR 515: SR 516 Jct to SR 900 Jct (Renton) Implement additional intersection improvements or ramp metering to improve capability of intersections and alleviate congestion during periods of use. Utilize ITS (Intelligent Transportation Systems) to provide traveler information on roadway conditions to reduce delay. ▪ Vehicles ▪ WSDOT Corridor Sketch Initiative, 2019 ▪ 22 Rainier Avenue S Phase 4 – S 3rd St to NW 3rd Pl Sidewalk widening with streetscaping, pedestrian-scale illumination, pedestrian actuated traffic signal, upgrading existing traffic signals, transit facility improvements, planted buffer strips and landscaped medians. Pedestrian/bike path on east side of Rainier Ave N between Airport Way and NE 3rd Pl. ▪ Vehicles ▪ Transit ▪ Pedestrians ▪ Bicyclists ▪ City of Renton Current Projects ▪ 23 I-405/Lind Avenue SW Bridge – Span Replacement Replace severely damaged northern span of the Lind Avenue SW bridge over southbound I- 405 in Renton. ▪ Vehicles ▪ WSDOT Construction & Planning ▪ 24 2025 Near-Term RapidRide Proposed 2025 RapidRide Long Range Plan ID Number 1033. The proposed suburban route is 16 miles one-way from Auburn to Renton via Kent. ▪ Transit ▪ Metro Connects, Technical Appendices ▪ 25 2040 Long-Term RapidRide Proposed 2040 RapidRide Long Range Plan ID Number 1075. The proposed suburban route is 11 miles one-way from Rainier Beach to Renton Highlands via Renton. ▪ Transit ▪ Metro Connects, Technical Appendices ▪ 26 Source: Perteet, 2023. All modes of transportation are recognized in planned improvements throughout the Subarea, although vehicles and transit are the most used utilized in existing conditions. The anticipated transportation projects within the Subarea, as described in Exhibit 3-56, are shown in a single map in Exhibit 3-57. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-86 Exhibit 3-57. Map of Future, Planned Transportation Projects within the Subarea Source: Perteet, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-87 Impacts Transportation Network Assumptions The following section summarizes impacts to the Rainier/Grady subarea transportation network. For information regarding the transportation operations analysis, refer to Appendix 5.3, section b. Appendix 5.3 section c includes travel demand model documentation completed by Transpo Group. For the purpose of this analysis, only the Alternative 1 No Action and the Alternative 3 are analyzed since they are the two bookend scenarios. Trip Generation The travel demand model for the Rainier/Grady EIS Study Area discussed in the Affected Environment section of the Transportation Element was also used to develop traffic volume forecasts for Alternative 1 No Action and Alternative 3 in the PM peak hour. Future planned transportation projects (specifically projects with new lane configurations), typologies, and general-purpose traffic for the new 700-stall garage were applied to the existing model to establish the forecasts. Exhibit 3-58 summarizes the anticipated trips to be generated for each of the alternatives. Exhibit 3-58. PM Peak Hour Vehicle Trips Generated In Out Total 2022 Existing 357 666 1,023 2044 Alternative 1 1,225 1,536 2,761 2044 Alternative 3 2,863 3,255 6,118 Source: Perteet, Transpo Group, 2023 New BRT transit trips are not included in Exhibit 3-58. SEPA documentation for the I-405 Bus Rapid Transit states “the [BRT station at the South Renton Transit Center] would add six buses per direction per hour to Study Area intersections. In most cases, these buses would replace existing service at some or all of the intersections in each station area, resulting in little to no change from No Build traffic estimate.” Mode splits for Alternative 1 No Action and Alternative 3 retain existing splits for the purpose of this analysis. This is a conservative modeling approach, as mode splits will likely shift to more transit and walk/bike splits in the future. Thresholds of Significance The following scenarios will result in a significant impact for Alternative 1 No Action and Alternative 3. Pedestrians and bicycles have qualitative thresholds of significance throughout this study, focused on multimodal access and connectivity. Conversely, vehicles have quantitative thresholds of significance based on intersection operational delay and queue lengths. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-88 This study does not have a threshold of significance for transit. Impacts to overall transportation in the Rainier Grady subarea are qualitatively considered as improvements to the transit system occur. Vehicles ▪ Traffic operations at study intersections on arterials and collectors (excluding Rainier Avenue and Grady Way) fall below a LOS D (policy T-48 of the City of Renton Comprehensive Plan). ▪ Traffic operations at study intersections on Rainier Avenue and Grady Way fall below a LOS E (policy T-48 of the City of Renton Comprehensive Plan). ▪ 95th percentile queues of a downstream study intersection extend into an upstream intersection. Pedestrians/Bicycles ▪ Crosswalks are spaced at least 750 feet apart. ▪ Pedestrian and bicycle facilities lack at least one continuous feasible route from the transit center to the north, south, east, and west directions on arterial or collector streets to the extent of the EIS Study Area boundary. Impacts Common to All Alternatives Vehicles Similar to the existing conditions discussed in the Affected Environment section of this document, the majority of trips are distributed to turning movements heading toward I-405 and SR 167. Within the Planned Action Area, the most commonly used streets are S Grady Way, S 7th Street, Shattuck Avenue S, and the new primary streets (identified in the Subarea Plan) spanning north-south from S Grady Way. Outside of the Planned Action Area throughout the EIS Study Area, the most commonly used streets are SW Grady Way, Rainier Avenue S, and Talbot Road S. In general, traffic volumes are lower during the AM peak hour than during the PM peak hour. All alternatives experience northbound SR 167 95th percentile queues that develop from the Rainier Avenue S / Grady Way intersection that may extend past the I-405 S off ramp. It is important to note that as vehicles merge with SR 167 northbound traffic from the I-405 southbound off ramp, vehicles have a separate lane that is used (which eventually turns into the northbound-right turn lane at Rainier Avenue S / S Grady Way) rather than being forced to merge immediately with traffic on SR 167; however, the off ramp from I-405 N forces vehicles to immediately merge with SR 167 traffic and vehicles entering the I-405 S on ramp. Vehicles attempting to turn left onto SW Grady Way have limited distance to cross travel lanes, which is further complicated by the queues from the Rainier Avenue S / Grady Way intersection. Additional traffic modeling can be performed, specifically with micro-simulation software, to analyze the impacts further. Throughout the S Grady Way corridor, the adopted Subarea Plan proposes roadway sections that generally retain existing roadway configuration but calls for exploring options to add or expand bicycle and pedestrian facilities and improve multimodal safety at key intersections. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-89 Pedestrians/Bicycles The implementation of primary, secondary, main, and internal through-block connections in the adopted Subarea Plan greatly increases access and connectivity in the Planned Action Area. With these improvements, pedestrians and bicyclists will be able to connect seamlessly throughout Renton Village and transit center. Bicyclists also have the opportunity to ride on 2-way cycle tracks, shared-use paths, and buffered bike lanes to connecting bike facilities on S/SW 7th St (east-west directions), Wells Avenue S (north direction), Hardie Ave (north direction), Shattuck Avenue S (north direction), and Benson Drive S/108th Avenue SE (south direction). See Exhibit 3-57 from the Affected Environment section for planned bike facilities within the EIS Study Area. Sidewalk facilities are present on both sides of the road in all facilities in some cases in the form of integrated shared-use paths proposed on one side of the roadway (north side of S Grady Way and west side of Talbot Road S). Bicycle facilities also exist throughout the Planned Action Area. The conceptual section for S Grady Way from the Plan exhibiting improvements for pedestrian/bicycles is shown below in Exhibit 3-59. The proposed section requires 23-feet of acquired or dedicated right-of-way on the south side, and 11- to 23-feet of acquired or dedicated right-of-way on the north side to implement this conceptual section. However, this section does not reflect the proposed RapidRide I line project. The RapidRide I line plans require an additional 11-ft lane to the total width for vehicle travel, which means the section below will require an additional 11-ft acquisition width or a reduction of landscape and sidewalk area by 11-ft total. Exhibit 3-59. Subarea Plan Exhibiting Pedestrian/Bicycle Improvements Source: Rainier/Grady Junction TOD Subarea Plan The RapidRide I Line will have an 11-ft shared use path buffered by a 5-ft planting strip on the north side of S Grady Way between Shattuck Avenue S and Talbot Road S, and 8-ft sidewalks on the north side of S Grady Way between Lake Avenue S and Shattuck Avenue S. Although the widths are less, the RapidRide I Line project will implement a shared use path section that fulfills the purpose pedestrian and bicycle connectivity of the subarea Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-90 plan on the north side of S Grady Way from Lake Avenue S to Talbot Road S. One short block, from Lake Avenue S to Shattuck Avenue S will meet minimal requirements for a shared use path at 8 ft wide. The RapidRide I Line is not installing improvements on the south side of S Grady Way. The section from the subarea plan requires an additional 34-ft of right-of-way width to be acquired in order to install an 8-ft sidewalk buffered by 15-ft of landscaping from the roadway, and 8-ft of landscaping between the sidewalk and property frontage. Exhibit 3-60 shows how much right-of-way will be acquired for the RapidRide I Line roadway section on the north side of S Grady Way per 90% submittal documents provided to the City of Renton, totaling 10,227 SF. These areas do not include permanent or temporary construction easements. Exhibit 3-60. Anticipated Right-of-Way to be Acquired for RapidRide I Line on S Grady Way Property Area (SF) Typical Width (FT) 700 S Grady Way 6,294 11.0 710 S Grady Way 3,658 14.5 800 S Grady Way 275 0.0 Source: Perteet, 2023. Bicycle facilities also exist throughout the Planned Action Area; however, main streets in Renton Village will have shared lanes for bikes and vehicles. The shared lanes for bikes and vehicles on the main streets of Renton Village allow for bicycle circulation to adjacent primary and secondary streets; however, this bicycle design does not include a separated bicycle facility. Separated bicycle facilities are recognized as a safe design so that bicyclists do not intermix with vehicle traffic. Within the Planned Action Area, the majority of distances between crosswalks at each intersection do not surpass the threshold of significance. The short blocks allow pedestrians/bicyclists to access both sides of the road and connect to various routes. There are two blocks within the Planned Action Area that surpass the 750-ft distance between crosswalks: S Grady Way between Rainier Avenue S and Lake Avenue S, and between Shattuck Avenue S and Talbot Road S. The Grady Way Overpass project is still in the planning phase, so it is unknown at this time how the overpass may impact pedestrians/bicyclists in order to cross S Grady Way. The Southcenter Parkway bypass described in the previous section is approximately 1,000 ft long. If the same overpass length is assumed for the Grady Way Overpass, then the nearest at-grade crosswalk location on S Grady Way east of Rainier Avenue S is close to the Lake Avenue S intersection. Alternative 1 No Action and Alternative 3 have different zoning/typologies at this location, which is discussed in later sections for crossing opportunities. Pedestrians/bicyclists have continuous routes from the transit center to the east border of the EIS Study Area on S Grady Way. To the south border of the EIS Study Area, pedestrians/bicyclists have a continuous route by taking S/SW Grady Way to the west until turning south on Lind Avenue SW. To the north border, pedestrians/bicyclists have several continuous routes to consider. One option from the transit center is to take S/SW Grady Way to Lind Avenue SW, take Lind Avenue SW north to SW 7th St, then go east on SW 7th St until turning north on Hardie Avenue SW. Another, more direct, option is to take Shattuck Avenue S to S 7th Street, Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-91 and then turn north onto Hardie Avenue SW. Several continuous routes are also available for pedestrians/bicyclists to the west border. Both options involve taking S/SW Grady Way west until Lind Avenue SW. Then pedestrians/bicyclists have the option to go north on Lind Avenue SW to then turn west onto SW 7th St. or go south on Lind Avenue SW and turn west on SW 16th Street. Outside of the Planned Action Area throughout the rest of the EIS Study Area, several blocks surpass the 750- foot distance between crosswalks, discouraging circulation and access for pedestrians/bicyclists. The largest blocks exist on S Grady Way from Lind Avenue SW to Rainier Avenue S, Lind Avenue SW from SW Grady Way to SW 7th St, and Lind Ave from SW 16th Street to SW 19th Street. Throughout the Study Area outside of the Planned Action Area, the zoning designations will remain mostly Commercial Arterial in addition to Commercial Office, Industrial Medium, and Center Downtown. For all alternatives, these areas are not supportive of pedestrian access and circulation that is necessary to create safe and thriving neighborhoods for pedestrians traveling outside of the Planned Action Area to the adjacent areas for their jobs or shopping. Transit All alternatives incorporate the operations of the new transit center and new 700-stall garage. I-405, SR-167, Rainier Avenue S, SW Sunset Blvd, and SW 16th Street all become transit corridors. To enter and exit the transit center, transit will utilize the new access road that intersects Rainier Avenue S or Lake Avenue S (in route to S7th Street or S Grady Way). Vehicles accessing the new 700-stall garage will use new intersections on Rainier Avenue S and Lake Avenue S just south of the new transit access road. These new intersections will likely impact queuing and operational delay at the access road intersections as well as surrounding intersections. Specifically, the intersection of Rainier Avenue S and S Grady Way will be the most impacted by all of the new intersections as transit, vehicles, and pedestrians/bicyclists are traveling to and from the new transit center. For reference of the proposed access road and new 700-stall garage, see Appendix 5.3. The planned projects of the Study Area (as listed in Exhibit 3-56 in the Affected Environment section) will impact the transit network for all alternatives. Several projects will revise signal detection to prioritize transit upon approaching an intersection. This will occur at SR-167 and S Grady Way (Grady Way Overpass project) and S Grady Way from Rainier Avenue S to Talbot Road S (S Grady Way Multi-Modal Improvements project). Bus Access Transit Lanes (BAT lanes) will help transit more efficiently move through traffic and provide better access to businesses, which will be installed on Rainier Avenue S north of S 3rd St (Rainier Avenue S Phase 4 project) and on S Grady Way from Rainier Avenue S to Talbot Road S (S Grady Way Overpass project). These improvements were not modeled in Synchro software; however, the transit signal priority and BAT lanes are anticipated to improve transit circulation and access to and from the transit center on S Grady Way. The I-405 BRT plans to use the Rainier Avenue S BAT lane northbound and southbound. All alternatives will also experience the same anticipated transit route connections as established in SEPA documentation for the I-405 Bus Rapid Transit. By 2044, connections will be provided to Sound Transit route 566, King County RapidRide F Line, RapidRide I Line and Metro routes 101, 102, 106, 143, 169, 240, 907, 2022, 2614, 3162, 3218, and 3221. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-92 Alternative 1 No Action Transportation Network Assumptions Alternative 1 No Action retains the adopted Subarea Plan policies as well as the future, planned projects discussed in Exhibit 3-56. The current zoning designation for this alternative allows the planned area to transform to commercial areas with improved site planning and pedestrian orientation. Highlights of the adopted Subarea Plan elements included in this alternative and all other alternatives are as follows: ▪ Short distances between crosswalks. ▪ Primary, secondary, main streets, and internal through-block connections throughout the planned action area (see Subarea Plan cross sections). ▪ Intersection improvements geared toward pedestrians and bicyclists on S Grady Way, Talbot Road S, Rainier Avenue S, and S/SW 7th Street. ▪ Transit corridors on I-405, SR 167, Rainier Avenue S, SW Sunset Blvd, and SW 16th Street. Vehicles Exhibit 3-61 displays trip distribution of the Planned Action Area for Alternative 1 No Action during the PM peak hour. The width of the lines representing the streets reflects the amount of volume on the segment relative to the total generated trips. For example, since there is high volume on S Grady Way east of Rainier Avenue S, the S Grady Way segment is shown fairly thick compared to other streets. The green and red arrows and labels show the distribution of trips entering and exiting the Planned Action Area by arterial roadways. The AM peak hour is assumed to have reverse trip distribution of the PM peak hour. In reality, this is subject to change since vehicles do not always take the same routes to and from a destination. Traffic may arise on one road so an alternative, detour route is taken. Or the end destination during the PM peak hour may be different than the original departure location during the AM peak hour. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-93 Exhibit 3-61. Alternative 1 No Action Trip Distribution, PM Peak Hour Source: Transpo Group, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-94 Exhibit 3-62 and Exhibit 3-63 provide vehicle delay, intersection level of service ratings, and queue lengths for each of the study intersections. Exhibit 3-62. Alternative 1 No Action Intersection LOS and Queues: 2044 AM Peak Hour Intersection Traffic Control Overall Delay (sec) Intersection LOS Location 95th Percentile Queue (ft)* Rainier Avenue S / S Grady Way Signal 56.5 E To Rainier Avenue S / Hardie Avenue SW To S Grady Way / Lake Avenue S 333 < 570 768 < 770 S Grady Way / Talbot Road S Signal 33.9 C To Shattuck Avenue S / S Grady Way To Talbot Road S / S 7th Street 308 < 890 70 < 310 Source: Perteet, 2023. Exhibit 3-63. LOS and Delay for Renton Village Entrance Intersections, Alternative 1: 2044 AM and PM Peak Hour Intersection Traffic Control Overall Delay (sec) Intersection LOS Location 95th Percentile Queue (ft)* 2044 AM Peak Hour Lake Avenue S / S Grady Way Signal 7.1 A To Rainier Avenue S / S Grady Way To Shattuck Avenue S / S Grady Way 108 < 770 145 < 470 S Renton Village Place / Talbot Road S Signal 24.3 C To Talbot Road S / S Grady Way To Talbot Road S / I-405 NB On-Ramp 50 < 1170 155 < 365 2044 PM Peak Hour Lake Avenue S / S Grady Way Signal 13.1 B To Rainier Avenue S / S Grady Way To Shattuck Avenue S / S Grady Way 168 < 770 150 < 470 S Renton Village Place / Talbot Road S Signal 35.7 D To Talbot Road S / S Grady Way To Talbot Road S / I-405 NB On-Ramp 345 < 1170 268 < 365 Notes: *X < X = 95th percentile queue length < Distance to intersection. Source: Perteet, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-95 Throughout Alternative 1 No Action Synchro modeling, one intersection surpasses the level of service threshold of significance during the AM peak hour: Talbot Road S / S 7th Street. The overall delay for this intersection is 118.8 seconds during the AM peak hour. The rest of the study intersections meet the level of service standard and do not surpass the level of service threshold of significance, including the two intersections that are anticipated to function as the main entrances/egresses for the roadway network within the Renton Village area. The high volumes on Talbot Road S / S 7th Street during both peak hours takes a toll on the two-way stop- controlled intersection, specifically with vehicles going eastbound and westbound on S 7th Street to access the new transit center. During the AM peak hour, the westbound approach causes significant intersection delay, at 118.8 second, as vehicles head toward the transit center. During the PM peak hour, the cause of intersection delay, less than the AM peak hour at 30.5 seconds, is the eastbound approach as vehicles leave the transit center. In reality, the southbound approach may also experience high delay times similar to the eastbound and westbound approaches since it is stop-controlled. As stated below, three-way stop control cannot be modeled in Synchro, so only the eastbound and westbound approaches of S 7th Street were modeled with stop control, the southbound approach on Talbot Road S was modeled with yield control, and the northbound approaches on Talbot Road S was modeled without any intersection control. All study intersections do not surpass the 95th percentile queue length threshold of significance during the AM peak hour; however, Rainier Avenue S / S Grady Way and Rainier Avenue S / S 7th Street are very close to extending into upstream intersections. If Rainier Avenue S / S Grady Way and Rainier Avenue S / S 7th Street queue lengths grow any longer, they will surpass the threshold of significance. There are two study intersections that surpass the 95th percentile queue length threshold of significance during the PM peak hour: S Grady Way / Talbot Road S and Rainier Avenue S / S 7th Street. The southbound approach at S Grady Way / Talbot Road S develops a 95th percentile queue length that extends into the intersection of Talbot Road S / S 7th Street, 388-feet long. The northbound approach at Rainier Avenue S / S 7th Street develops a 95th percentile queue length that extends into the new intersection of Rainier Avenue S / Hardie Avenue SW, 428-feet long. Depending on the time of day, queue lengths at an intersection approach change in size due to reverse trip distribution. For instance, the westbound approach of Rainier Avenue S / S Grady Way has a 95th percentile queue of 333 feet during the AM peak hour compared to a 295-foot 95th percentile queue during the PM peak hour. During the AM peak hour, there is an estimated 454 more vehicles using the westbound approach of S Grady Way than during the PM peak hour. This also impacts intersection operations, such that the AM peak hour experiences a LOS E rating whereas the PM peak hour has a LOS D rating. Rainier Avenue S / S Grady Way shows an increase in delay times during both peak hours from existing conditions not only due to the change in volume, but also with the removal of all slip lanes (per the adopted Subarea Plan). S Grady Way / Talbot Road S has a slight decrease in overall delay compared to existing conditions due to signal optimization. Without optimizing, the existing timings would result in higher delay times than what is shown in Exhibit 3-62. The existing signal timings are designed for present-day volumes, not the anticipated 2044 volumes. For existing conditions, see the Affected Environment section. Exhibit 3-64 illustrates intersection level of service for Alternative 1 No Action in the PM peak hour as listed in Exhibit 3-62 and Exhibit 3-63. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-96 Exhibit 3-64. Alternative 1 No Action PM Peak Hour Intersection LOS Results Source: Perteet, 2023. Pedestrians/Bicyclists Exhibit 3-65 displays all pedestrian/bike improvements that are planned projects or are within the adopted Subarea Plan with the Alternative 1 No Action zoning designations shown in the Planned Action Area. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-97 Exhibit 3-65. Alternative 1 No Action Pedestrian/Bicyclist Impacts Source: Perteet, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-98 Most pedestrian/bicyclist activity during peak commuting hours will occur within the relatively highest density zoning designation of the Planned Action Area, Commercial Office. See Exhibit 3-65. There will also likely be a high volume of trips between the Commercial Office areas and the transit center. Pedestrians/bicyclists will most likely use the primary street paths identified in the adopted Subarea Plan along the outer edge of Renton Village prior to connecting with the new transit center (or in route to adjacent, connecting paths as stated in Impacts Common to All Alternatives). The intersections of S Grady Way with Shattuck Avenue S and Lake Avenue S will observe the most pedestrian/bike usage in this alternative. At the intersection of S Grady Way and Lake Avenue S, the adopted Subarea Plan implements a high-visibility crosswalk on the south approach, tactile cues at all curb ramps, advance stop bars and warning signs on the west approach for vehicles, and curb extensions/bulb-outs. The shared-use path on the north side of S Grady Way will help increase visibility and awareness of pedestrians and bicyclists. At the intersection of Talbot Road S and S Grady Way, pedestrians/bicyclists will approach the intersection on the west side of Talbot Road S and on the north side of S Grady Way. Since both intersecting streets have shared-use paths, there will be increased visibility and awareness of pedestrians/bicyclists at the intersection, as well as enhanced connectivity throughout the area for these users. If the Grady Way Overpass project is assumed to end near or prior to Lake Avenue S within Commercial Arterial zoning, there is not an opportunity for pedestrians/bicyclists to cross to the other side of the street within the 750-foot threshold. Mitigation measures will need to be further analyzed and coordinated with the Grady Way Overpass project. Much of the Study Area outside of the Planned Action Area consists of large blocks and mostly Commercial Arterial zoning. For this zoning type, surface parking is allowed. Traversing large blocks of parking lots is not an experience that is welcoming to pedestrians. Therefore, many visitors making trips to these businesses to run errands, such as grabbing groceries at big box stores, will likely continue to use vehicles to complete their trips as long as capacity of parking in the area allows. Given that there are not high density and high employment rates for the planned zoning designations for this alternative, it is not anticipated that there will be a shift toward more pedestrian activity outside of the Planned Action Area. Transit The Rainier/Grady subarea transportation system will experience impacts from the new transit center and new 700-stall garage. Under Alternative 1 No Action, the intersections of S Grady Way with Shattuck Avenue S and Lake Avenue S are anticipated to experience the largest volume of pedestrians/bicyclists in the Planned Action Area. Adding on transit and vehicles traveling to and from the transit center to these two heavily used intersections, queue lengths and delay times will continue to increase. Specifically, the intersections producing the most delay in the Synchro models may cause delay to transit routes. The LOS D operations at Rainier Avenue S / S 7th Street will impact King County RapidRide F Line, Metro routes 102, 153, 160, 167, and Sound Transit 560 and 566. The LOS D operations at Rainier Avenue S / S Grady Way will impact King County Metro route 153 and Sound Transit 560 and 566. The LOS D operations at S Grady Way / Talbot Road S may impact King County RapidRide I Line and King County Metro routes 101, 102, 148, 153, and 160. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-99 Alternative 2 Transportation Network Assumptions Alternative 2 builds off Alternative 1 No Action and allows for moderate growth throughout the planned action area with a mixed-use pedestrian-oriented district with an active multi-modal center and strong pedestrian connections. The assumed pedestrian connections include sidewalk minimum widths of 8-ft on primary and secondary streets, and sidewalk minimum widths of 12-ft on main streets. Additionally, midblock crossings will be implemented at bus stops and open spaces between buildings. The required buffers around transmission lines that run north-south allow for open space and parks within the Planned Action Area. This buffer area can also be used to implement a trail facility for pedestrians and/or bicyclists. The assumed incentives to achieve optimal Subarea Plan implementation include: ▪ Bicycle parking incentive when provided in front of Mixed Use-Base buildings. ▪ Incentive for developers to create open spaces between buildings when developing more than one building within a block. Impacts are not analyzed for this alternative since the number trips generated will fall between the bookend alternatives: Alternative 1 No Action and Alternative 3. Alternative 3 Transportation Network Assumptions Alternative 3 also builds off Alternative 1 No Action and allows for the most growth throughout the Planned Action Area, specifically through a mix of commercial towers and mixed-use towers surrounding a pedestrian- oriented internal main street concept. Like Alternative 2, Alternative 3 will have midblock crossings at bus stops, though more frequently throughout the subarea as the higher density population may warrant more bus stops. This alternative also requires open space and parks as a buffer for the transmission lines that run north-south, which can be used to implement a trail facility for pedestrians and/or bicyclists. Contrary to Alternative 2, Alternative 3 is assumed to implement: ▪ 10-ft minimum sidewalks widths on primary and secondary streets, and 12-ft minimum sidewalk widths on main streets. ▪ All-way pedestrian crossings at intersections within Renton Village with high pedestrian density. ▪ Bike parking in front of all mixed-use high-density frontages based on the building capacity. Vehicles Exhibit 3-66 displays trip distribution of the Planned Action Area for Alternative 3 during the PM peak hour. AM trips are assumed to be in the reverse direction of the PM trips, as discussed in the Alternative 1 No Action section. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-100 Exhibit 3-66. Alternative 3, PM Peak Hour Source: Transpo Group, 2023. Trip distribution under Alternative 3 is similar to Alternative 1 No Action; however, Alterative 3 has more trips entering/exiting the Planned Action Area through the northern region since the alternative has “Mixed-Use – Maximum” typologies in that area. Specifically, entering trips increase by 5% on southbound Rainier Avenue S and westbound S 7th Street and decrease by 5% on northbound Talbot Road S and northbound Rainier Avenue S. Exiting trips increase by 5% on eastbound S 4th St and decrease by 5% on southbound SR 167. Exhibit 3-67 and Exhibit 3-68 provide vehicle delay, intersection level of service rating, and queue lengths for each of the study intersections. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-101 Exhibit 3-67. Alternative 3: Intersection LOS and Queues: 2044 AM and PM Peak Hour Intersection Traffic Control Overall Delay (sec) Intersection LOS Location 95th Percentile Queue (ft)* 2044 AM Peak Hour Rainier Avenue S / S Grady Way Signal 60.2 E To Rainier Avenue S / Hardie Avenue SW To S Grady Way / Lake Avenue S 338 < 570 960 > 770 S Grady Way / Talbot Road S Signal 35.0 C To Shattuck Avenue S / S Grady Way To Talbot Road S / S 7th Street 305 < 890 105 < 310 Talbot Road S / S 7th Street Stop Control** 160.9 F To Shattuck Avenue S / S 7th Street To S Grady Way / Talbot Road S 0 < 860 0 < 310 Shattuck Avenue S / S 7th Street Signal 17.1 B To Rainier Avenue S / S 7th Street To Talbot Road S / S 7th Street To S Grady Way / Shattuck Avenue S 68 < 560 323 < 860 155 < 730 Shattuck Avenue S / S Grady Way Signal 30.0 C To S Grady Way / Lake Avenue S To S Grady Way S / Talbot Road S To Shattuck Avenue S / S 7th Street 238 < 470 490 < 890 195 < 730 Rainier Avenue S / S 7th Street Signal 45.8 D To Rainier Avenue S / Hardie Avenue SW To Shattuck Avenue S / S 7th Street 415 ≤ 415 560 ≤ 560 2044 PM Peak Hour Rainier Avenue S / S Grady Way Signal 58.0 E To Rainier Avenue S / Hardie Avenue SW To S Grady Way / Lake Avenue S 320 < 570 775 > 770 S Grady Way / Talbot Road S Signal 44.4 D To Shattuck Avenue S / S Grady Way To Talbot Road S / S 7th Street 285 < 890 400 > 310 Talbot Road S / S 7th Street Stop Control** 57.3 F To Shattuck Avenue S / S 7th Street To S Grady Way / Talbot Road S 145 < 860 0 < 310 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-102 Intersection Traffic Control Overall Delay (sec) Intersection LOS Location 95th Percentile Queue (ft)* Shattuck Avenue S / S 7th Street Signal 15.4 B To Rainier Avenue S / S 7th Street To Talbot Road S / S 7th Street To Shattuck Avenue S / S 7th Street 228 < 560 188 < 860 190 < 730 Shattuck Avenue S / S Grady Way Signal 31.3 C To S Grady Way / Lake Avenue S To S Grady Way S / Talbot Road S To Shattuck Avenue S / S 7th Street 413 < 470 300 < 890 250 < 730 Rainier Avenue S / S 7th Street Signal 50.3 D To Rainier Avenue S / Hardie Avenue SW To Shattuck Avenue S / S 7th Street 428 > 415 398 < 560 Source: Perteet, 2023. Notes: *X < X = 95th percentile queue length < Distance to intersection. **Traffic control is three-way stop controlled. Synchro modeling software does not support this type of stop-control. Modeled in Synchro as two-way stop controlled at the eastbound and westbound approaches, and yield controlled at the southbound approach. Exhibit 3-68. LOS and Delay for Renton Village Entrance Intersections, Alternative 3: 2044 AM and PM Peak Hour Intersection Traffic Control Overall Delay (sec) Intersection LOS Location 95th Percentile Queue (ft)* 2044 AM Peak Hour Lake Avenue S / S Grady Way Signal 8.0 A To Rainier Avenue S / S Grady Way To Shattuck Avenue S / S Grady Way 125 < 770 155 < 470 S Renton Village Place / Talbot Road S Signal 32.5 C To Talbot Road S / S Grady Way To Talbot Road S / I-405 NB On-Ramp 63 < 1170 58 < 365 2044 PM Peak Hour Lake Avenue S / S Grady Way Signal 14.7 B To Rainier Avenue S / S Grady Way To Shattuck Avenue S / S Grady Way 190 < 770 168 < 470 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-103 Intersection Traffic Control Overall Delay (sec) Intersection LOS Location 95th Percentile Queue (ft)* S Renton Village Place / Talbot Road S Signal 39.0 D To Talbot Road S / S Grady Way To Talbot Road S / I-405 NB On-Ramp 393 < 1170 273 < 365 Source: Perteet, 2023. Notes: *X < X = 95th percentile queue length < Distance to intersection. The Alternative 3 Synchro modeling shows results very similar to the Alternative 1 No Action scenario. The two intersections that are anticipated to function as the main entrances/egresses for the roadway network within the Renton Village area shown in Exhibit 3-68 present no changes in impacts from Alternative 1. The differences across the Study Area intersections for Alternative 3 are: the overall delay for Talbot Road S / S 7th Street intersection is longer at 160.9 seconds during the AM peak hour and 57.3 seconds during the PM peak hour with both peak hours now surpassing the threshold of significance, the S Grady Way / Talbot Road S southbound approach develops a 95th percentile queue length that is longer at 400-feet during the PM peak hour, and the Rainier Avenue S / S Grady Way intersection level of service is downgraded to an “E” during the PM peak hour. LOS E at the Rainier Avenue S / S Grady Way intersection is not considered a significant impact. Rainier Avenue S / S Grady Way also develops a 95th percentile queue during both peak hours that extends into upstream intersections, surpassing the threshold of significance. With most of the study intersections displaying queue length changes between the alternatives, the 95th percentile queue lengths at Rainier Avenue S / S 7th Street to Shattuck Avenue S / S 7th Street during the AM peak hour and to Rainier Avenue S / Hardie Avenue SW during the PM peak hour are not expected to increase from Alternative 1 No Action to Alternative 3 High Rise – Required Benefit. As shown in Exhibit 3-67, 95th percentile queues will spill into and past Lake Avenue S / S Grady Way. When this occurs, westbound vehicles may choose to reroute and turn north on Lake Avenue S instead of waiting in the long queue to access Rainer Avenue S / S Grady Way. All study intersections experience a slight increase in delay from Alternative 1 No Action. Although Rainier Avenue S / S Grady Way downgrades the intersection level of service rating, it only has an increase in intersection delay of 4.6 seconds from Alternative 1 No Action to Alternative 3. The intersection that sees the highest increase in delay is Talbot Road S / S 7th Street. During the AM peak hour, the intersection has a delay increase of 258.3 seconds and 178.8 seconds during the PM peak hour. Exhibit 3-69 summarizes intersection LOS for Alternative 3 in the PM peak hour. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-104 Exhibit 3-69. Alternative 3 PM Peak Hour Intersection LOS Results Source: Perteet, 2023. Pedestrians/Bicyclists Exhibit 3-70 displays all pedestrian/bike improvements that are planned projects or are within the adopted Subarea Plan with the Alternative3 High Rise – Required Public Benefit typologies shown in the Planned Action Area. Typologies represent land use changes from the Alternative 1 No Action zoning designations. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-105 Exhibit 3-70. Alternative 3 Pedestrian/Bike Impacts Source: Perteet, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-106 Alternative 3 includes majority Mixed-Use – High-Rise typologies within the Planned Action Area illustrated in Exhibit 3-70. With high-rise typologies, high usage of the sidewalk and bike facilities is anticipated with an increase of 5,539 housing units and 6,093 jobs compared to Alternative 1 No Action in the Planned Action Area. Outside of the Planned Action Area, zoning designations remain the same as Alternative 1 No Action with no increase in housing units or jobs within the Study Area. Long-term and short-term bike parking is required for new development within Alternative 3. The amount of bike parking in front of a building is based on the number of housing units or jobs within the parcel. With the elimination of surface parking lots in the Planned Action Areas, higher density facilities, and a sufficient amount of bike parking for each parcel, there will be an increase in non-motorized transportation. This will be a significant mode-choice change from Alternative 1 No Action, which favors vehicles. With the shift in mode-choice to walking and biking in the Planned Action Area and Study Area, there are several routes for pedestrians/bicyclists that support connectivity. A majority of these routes will be within Renton Village due to primary and secondary streets, main streets, and through-block connections supporting multi-modal transportation with ample bike parking. Outside of Renton Village, pedestrians/bicyclists will have strong connectivity and access on S Grady Way to the east (all the way to the EIS Study Area border) and Lind Avenue SW to the west. From Lind Avenue SW, pedestrians/bicyclists can connect north to SW 7th St, Hardie Avenue SW, and Houser Way S. To the south, pedestrians/bicyclists can continue on Lind Avenue SW and connect with SW 16th Street. However, pedestrian/bike infrastructure to support connectivity is lacking at several access points of the EIS Study Area: Raymond Avenue SW at the south end, SW 10th St and SW Grady Way at the west end, and Rainier Avenue S, Hardie Avenue SW, and Shattuck Avenue S on the north end. Pedestrians/bicyclists will have more opportunities for access and circulation within the Planned Action Area in Alternative 3 due to the implementation of mid-block crossings adjacent to proposed bus stops. Access and circulation are further improved through all-way crossings at intersections within Renton Village, specifically at crossings with primary, secondary, and main streets. To connect with the new transit center (or in route to adjacent, connecting paths as stated in Impacts Common to All Alternatives), the intersections of S Grady Way with Shattuck Avenue S and Lake Avenue S are anticipated to experience the largest volume of pedestrians/bicyclists in the Planned Action Area. Although there are other options for crossing S Grady Way, Shattuck Avenue S and Lake Avenue S offer a direct route to/from the transit center, with parks/green space adjacent to the path that will travel up Lake Avenue S. This park/green space area is also the approximate location where the Grady Way Overpass project is anticipated to end at-grade with the rest of Grady Way. Therefore, this space has the opportunity to become a shared-use path for pedestrians and bicyclists. Once non-motorized users cross S Grady Way to the Renton Village area, pedestrians/bicyclists can utilize the primary, secondary, and main streets, and internal through-block system to continue south, east, and west. Transit Similar to Alternative 1 No Action, Alternative 3 will also likely experience impacts from the new transit center and new 700-stall garage. However, the intersections of S Grady Way with Shattuck Avenue S and Lake Avenue S will continue to have heightened queue lengths and delay times. Building off impacted transit routes due to intersection delays, the LOS E operations at Rainier Avenue S / S Grady Way will likely impact transit routes the most of all study intersection. Routes impacted include King County Metro route 153 and Sound Transit 560 and 566. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-107 Mitigation Measures This section navigates mitigation measures that exist in current planning documents, and City of Renton programs. Additionally, recommendations for potential mitigation measures that do not currently exist are evaluated. Incorporated Plan Features The Comprehensive Plan discusses Transportation Demand Management (TDM) to reduce trips, disperse peak period travel demand throughout the day, and increase transit usage and ride sharing in place of constructing new or widening existing facilities. TDM policies include: ▪ Policy T-10: Implement TDM programs to reduce disruptive traffic impacts and to support mixed-use development, commercial centers, and employment areas. ▪ Policy T-11: Through investments in non-motorized facility connections, collaboration with transit providers, and commute trip reduction programs with employers, encourage a reduction in drive alone work trip shares to below 75% by 2035 within the Regional Growth Center. Another incorporated plan feature involves Intelligent Transportation Systems (ITS) which can apply technological solutions to problems such as congestion, safety, and mobility. As stated in the Comprehensive Plan, “Substantial investment in ITS – such as signs and internet sites providing real time feedback on travel times and alternatives – continues in the Puget Sound Region.” ITS policies include: ▪ Policy T-12: Invest in and maintain Renton’s Intelligent Transportation Systems (ITS) Program coordinated with other agencies. Specific projects and programs of the Comprehensive Plan are listed in Exhibit 3-56 in the Affected Environment. The table also provides project information from the 2022-2027 Transportation Improvement Plan and the Trails and Bicycle Master Plan. The Rainier/Grady Junction TOD Subarea Plan includes the following principles for transportation planning and implementation: ▪ Develop a new street network that provides strong multimodal connectivity and human-scale block sizes. ▪ Provide safe crossings for pedestrians and bicyclists across S Grady Way, between Rainier Avenue S and Talbot Road S, and streetscape improvements along the corridor, such as landscape buffers and wide sidewalks. ▪ Implement facilities identified in the city’s Trails and Bicycle Master Plan (TBMP) that are within the subarea to provide strong connections between the core area, the transit center, and Downtown Renton. ▪ Improve intersections at key locations to provide safe connections to the transit center and Downtown Renton. ▪ Pursue near-term and long-term opportunities to connect the southwest section of the subarea to the transit center. ▪ Retain opportunities for a potential future light rail alignment and station with strong connections to the transit center. The Renton City Center Community Plan is referenced in the Subarea Plan as supporting plan documentation. Relevant transportation goals from the plan include: Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-108 ▪ Goal 5: Provide better transportation connections for the full range of transportation modes to improve access to and from the City Center. ▪ Goal 6: Provide better connections between areas within the City Center. ▪ Goal 7: Promote and pursue the expansion of, and improve access to, regional recreational trails in the City Center, and build on these key connections as an economic development strategy. Specific recommendations from the Subarea Plan for transportation address roadways, needs of pedestrians and bicycles including connectivity to transit, and considerations for future light rail in the area. These are listed below: ▪ MT-1: Conduct a traffic analysis to assess impacts of proposed development on traffic patterns and identify opportunities for safe crossings, particularly at key intersections along the S Grady Way and Rainier Avenue S corridors.4 This is completed as part of this study. ▪ MT-2: Coordinating with local property owners and developers, update and apply design and connectivity standards to establish a new grid of complete streets (primary and secondary streets), a Main Street that is a central focus of redevelopment, and through-block connections to increase circulation for people walking and biking. The following should be considered for implementation: New streets to become City right-of-way and be built to City standards. Case-by-case consideration may allow streets to be constructed to City standards through public access and utility easements with maintenance agreements. Adopt the street standards provided by the Subarea Plan for redevelopment of Renton Village and implement the conceptual street network (Exhibit 3-71) as redevelopment occurs. Through-block connections to be publicly accessible, safe, and inviting for pedestrians/bicyclists. 4 Included in this EIS Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-109 Exhibit 3-71. Conceptual Illustration of New Street Network- Source: Subarea Plan, 2021. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-110 ▪ MT-3: Implement planned pedestrian and bicycle infrastructure identified in the City of Renton’s Trails and Bicycle Master Plan and current city projects. Near-term actions may include: SW/S 7th Street. Obtain missing ROW needed along S 7th Street to complete the shared-use path connection east of Rainier Avenue S. Final planning/design and implementation of shared-use path along SW 7th St. Include streetscape improvements along the south side of SW/S 7th Street and bike/pedestrian improvements at intersections with future corridor improvement projects. Assess feasibility of the Hardie Avenue S bicycle facilities to provide a safe connection for bicyclists to the transit center. (See also MT-4) Construct two-way cycle track along Shattuck Avenue S and Lake Avenue S, with a safe, direct connection to the transit center. Explore opportunities for extending the facility south across S Grady Way and through the core area. Implement a shared-use path along Talbot as redevelopment occurs within the core area. Feasibility of extending 2-way cycle track on Shattuck Avenue S to cross S Grady Way and connection to the core: The segment of Shattuck Ave between Lake Avenue S and S Grady Way consists of one southbound through/right lane, one southbound left lane, and one northbound receiving lane. All lane configurations will remain to preserve the anticipated level-of-service ratings for the Shattuck Avenue S / S Grady Way intersection as modeled in the AM and PM peak hours of 2044. Therefore, right-of- way will need to be acquired to extend the 2-way cycle track. The area required to maintain the existing 6-ft wide sidewalk and to extend the existing 2-way cycle track width of 11-ft plus a 3-ft buffer, is estimated to be approximately 3,700 SF acquisition for a typical right-of-way acquisition width of 14 ft. It is recommended that this is obtained from the WSDOT-owned parcel to the west. At the Shattuck Avenue S / S Grady Way intersection, bike signal heads, bike detection, and bike pushbuttons will need to be installed at the northwest and southwest corners. Bike phasing will run simultaneously with pedestrian phasing for the northbound and southbound directions. To optimize signal phasing, additional intersection level-of-service analyses can be conducted at the Shattuck Avenue S / S Grady Way intersection during the AM and PM peak hours. An additional bike pushbutton and bike detection will need to be installed at the southeast corner of Shattuck Avenue S / S Grady Way for the westbound crossing of Shattuck Avenue S / S Grady Way. Bicyclists heading north on Shattuck Avenue S from Renton Village will be on the east side of the road and will need to crossover to the southwest corner of Shattuck Avenue S / S Grady Way in order to continue north on the 2-way cycle track. ▪ MT-4: Coordinate with Sound Transit to ensure safe and clear connections between city facilities and key destinations within the transit center, especially secure bike parking areas. ▪ MT-5: Add buffered sidewalks along both sides of Lake Avenue S and Shattuck Avenue S. ▪ MT-6: Develop a curb management strategy around the transit center to ensure circulation and space for pick-up/ drop-off and ride-sharing. ▪ MT-7: Coordinate with planned multimodal analysis of S Grady Way to assess feasibility of crossing improvements that improve the safety and comfort of people crossing S Grady Way while accommodating vehicles. Key elements to study may include: Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-111 Pedestrian and bike improvements at the Rainier Avenue S / S Grady Way intersection. The Subarea Plan lists potential improvements identified by the Renton Transit Access Study: Reconfigure intersection geometry and curb radius and add curb extensions/bulb-outs. Add high visibility crosswalk, advance stop bars and warning signs on south side. Remove all slip lanes. Crossing improvements at Lake Avenue S, Shattuck Avenue S, and Talbot Road S. The Subarea Plan lists potential improvements identified by the Renton Transit Access Study for Lake Avenue S. Perteet ranked these potential improvements and additional improvements at the three intersections in consideration. Exhibit 3-72 provides anticipated costs and impacts of the potential improvements to help prioritize improvements at each of the intersections. Removing slip lanes is included as a potential improvement in the Subarea Plan, however it is not included in Exhibit 3-70 since it will be implemented by 2025 Near-Term RapidRide (project #25, Exhibit 3-57 of the Affected Environment). Exhibit 3-72. Prioritization of Crossing Improvements at Lake Avenue S, Shattuck Avenue S, and Talbot Road S. Rainier Avenue S / Lake Avenue S Potential Improvement Cost Safety/ Mobility Enhance ment Accomm odates Future Pedestria n Volume? Preserve s or Improves Vehicle Delay? Priority Add advance stop bars and warning signs at all intersection legs* $ ◑ Provide high-visibility crosswalk at all intersection legs* $ ◕ 1 Improved curb radius and intersection geometry and curb extensions/bulbouts* $$$ ◕ Add tactile cues at all curb ramps* $ ● Remove east lanes of fork to better align intersection north/south* $$$ ◕ 2 Upgrade all ramps to ADA compliance $$ ● Upgrade accessible pedestrian signal (APS) assemblies $$ ● Install bicycle signal heads, bicycle pushbuttons, and bicycle detection $$ ◑3 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-112 Rainier Avenue S / Shattuck Avenue S Potential Improvement Cost Safety/ Mobility Enhance -ment Accommo dates Future Pedestrian Volume? Preserves or Improves Vehicle Delay? Priority Add advance stop bars and warning signs at all intersection legs* $ ◑ Provide high-visibility crosswalk at all intersection legs* $ ◕ Improved curb radius and intersection geometry and curb extensions/bulbouts* $$$ ◕ Add tactile cues at all curb ramps* $ ● Upgrade all ramps to ADA compliance $$ ● Upgrade accessible pedestrian signal (APS) assemblies $$ ● Install bicycle signal heads, bicycle pushbuttons, and bicycle detection $$ ● Rainier Avenue S / Talbot Road S Potential Improvement Cost Safety/ Mobility Enhancement Accommodates Future Pedestrian Volume? Preserves or Improves Vehicle Delay? Priority Provide high-visibility crosswalk at all intersection legs* $ ◕ Improved curb radius and intersection geometry and curb extensions/bulbouts* $$$ ◕ Add tactile cues at all curb ramps* $ ● Upgrade all ramps to ADA compliance $$ ● Upgrade accessible pedestrian signal (APS) assemblies $$ ● Install bicycle signal heads, bicycle pushbuttons, and bicycle detections $$ ◑ Source: Perteet, 2023 Notes: 1West leg of intersection does not currently have a crosswalk. By adding a crosswalk to all legs, signal timing/phasing may require changes and impact vehicle delays. 2Removing east lane may increase eastbound vehicle delays, particularly for the right-turn movement. 3Intersection is not centrally located for bicyclists to access transit center and Renton Village. *From Subarea Plan. Least effective ○ ◔ ◑ ◕ ● Most effective = No = Yes Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-113 (MT-7, continued) Utilizing a portion of the power line utility corridor for a shared-use path along the north side of S Grady Way that is buffered from traffic. The original intent from the subarea plan was to construct a near-term portion of this shared use path from Rainier Avenue S to Shattuck Avenue S, then implement a long-term project to continue to connect to Talbot Road S. From here, cyclists would connect via Talbot up to SW 7th St and Burnett Linear Park. However, given that the power line utility corridor does not continue on S Grady Way east beyond Shattuck Avenue S, this would require significant right-of-way acquisitions or dedications from properties that are already relatively small. Rerouting bicyclists traveling eastbound on S Grady Way onto Shattuck Ave’s two-way cycle track and S/SW 7th St’s shared-use path will provide a less impactful route to reach Burnett Linear Park. This mitigation measure specifically addresses the bicycle connection gap caused by the near-term adopted Subarea Plan bike improvements for S Grady Way and the proposed roadway section of the RapidRide I Line transit route Utilizing a portion of the power line utility corridor for a shared-use path along the north side of S Grady Way that is buffered from traffic. Providing a landscape buffer and wider sidewalks along the south side of S Grady Way Removing or consolidating existing access driveways, particularly along the south side of S Grady Way Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-114 ▪ MT-8: Improve intersection at key locations along Rainier Avenue S to ensure strong multimodal connectivity to the transit center and for redevelopment. (See also MT-3) See Exhibit 3-73. Exhibit 3-73. Proposed Intersection Improvements Source: Subarea Plan, 2021. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-115 ▪ MT-9: Improve intersections for pedestrians and bicyclists along S 7th Street to increase safety and promote stronger connections to the transit center and downtown. See Exhibit 3-73. ▪ MT-10: Improve transit facilities at bus stops to improve safety and comfort for people riding transit. ▪ MT-11: Include multimodal improvements with near-term and long-term roadway and highway projects. Widen sidewalks, add pedestrian lighting, and increase landscape buffer where feasible along Lind Avenue S between 16th Avenue S and SW 19th Street. Study feasibility and opportunities to implement a shared-use path or other off-street bicycle facility between 16th Avenue S and SW 19th Street, to improve connections for existing employees and potential future infill development. Explore opportunities to implement pedestrian and bike facility improvements across the bridge in association with WSDOT’s long-term interchange project. ▪ MT-12: Identify funding and initiate a follow-up study to refine the scope of work and refine the comparison of [light rail (LR) alignment and station] options 1, 2, and 3. ▪ MT-13: Expand the scope of work for the [LR location] follow-up study to consider origin density, employment density, and proximity to key destinations like a downtown core. ▪ MT-14: Future [LR location] studies should consider including cost-benefit analysis and racial equity as evaluation criteria. ▪ MT-15: Continue to coordinate with Sound Transit to ensure LR alignment and station area location with consideration of the following: Achieves seamless transfers (need better understanding of what transfers are needed). Provides opportunities for more people to live close to the station. Consider impacts to existing businesses and residents. Provides safe pedestrian/bike access to station. Provide a station location and design that aligns with the city’s future plans, integrates into the fabric of the neighborhood and meets the mobility and transit access needs of the local community. Ensure that new development provides for a grid of multimodal streets and pedestrian bicycle routes. ▪ Most transportation improvements of the Rainer/Grady Junction TOD Subarea Plan do not currently have funding mechanisms in place, and developments will need to contribute funding for these improvements to be constructed. These improvements were assumed to be key indicators for differentiating the build-out conditions of each alternative assumed in this analysis. They are broken out by each alternative: Alternative 1 No Action ▪ Primary, secondary, main streets, and internal through-block connections throughout the planned action area (see Subarea Plan cross sections). ▪ Intersection improvements geared toward pedestrians and bicyclists on S Grady Way, Talbot Road S, Rainier Avenue S, and S/SW 7th St. ▪ Transit corridors throughout the area, shown in Exhibit 3-53. Alternative 2. Alternative 1 improvements apply, with: ▪ Sidewalk minimum widths of 8-ft on primary and secondary streets, and sidewalk minimum widths of 12-ft on main streets. ▪ Midblock crossings at bus stops and open spaces between buildings. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-116 ▪ Open space/parks around transmission lines used as a trail for pedestrians and/or bicyclists. ▪ Bicycle parking incentive when provided in front of Mixed Use-Base buildings. ▪ Incentive for developers to create open spaces between buildings when developing more than one building within a block. Alternative 3. Alternative 1 improvements apply, with: ▪ 10-ft minimum sidewalks widths on primary and secondary streets, and 12-ft minimum sidewalk widths on main streets. ▪ Midblock crossings at bus stops, though more frequently than Alternative 2 throughout the subarea as the higher density population may warrant more bus stops. ▪ All-way pedestrian crossings at intersections within Renton Village with high pedestrian density. ▪ Open space/parks around transmission lines used as a trail for pedestrians and/or bicyclists. ▪ Bike parking in front of all mixed-use high-density frontages based on the building capacity. Regulations and Commitments Employers have commute trip reduction obligations under the City of Renton’s Commute Trip Reduction (CTR) Ordinance and CTR Plan. In summary, the ordinance requires employers with one hundred or more full-time, permanent, year-round, employees who arrive at work on weekdays between the hours of 6 AM and 9 AM to have programs for their employees supporting and encouraging non-single-occupant-vehicle commute options. Some of these non-single-occupant-vehicle commute options include carpooling, vanpooling, taking the bus or train, walking, biking, or working a flexible schedule. Renton Municipal Code encompasses the transportation ordinances for the City of Renton. The following sections in the Municipal Code are relevant to the Rainier/Grady transportation analysis: ▪ Chapter 4-6-060 provides street standards to ensure reasonable and safe access to public and private properties. ▪ Chapter 4-6-070 ensures Renton transportation level of service standards are achieved concurrently with development. ▪ Chapter 13 establishes plans and goals for Commute Trip Reduction. Renton’s Public Works department has standard details for construction that are also applicable to this analysis. Details relevant to improvements discussed throughout this document include: ▪ Section F – Curbs, Approaches, Gutters, and Sidewalks ▪ Section G – Signs and Sign Supports ▪ Section H – Delineators and Miscellaneous Construction ▪ Section J – Illumination and Signals Other Potential Mitigation Measures With all incorporated plan features and City of Renton programs applied, there is still a need to mitigate impacts. This section provides a detailed discussion of potential mitigation measures for vehicle and pedestrian/bicycle facilities. These transportation improvements are not currently planned for nor funded, and therefore development will need to contribute funding to actualize these improvements. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-117 Vehicles ▪ Implement change from the stop-control at the intersection of Talbot Road S and S 7th Street to a roundabout. See the discussion below Exhibit 3-74. ▪ Implement change from the linked signal timing at the intersection of S Grady Way and Talbot Road S with adjacent signals to unlinked signal timing with adjacent signals. ▪ Study and implement intersection improvements to address long queues for the northbound-through movement at the intersection of Rainier Avenue S and S 7th Street. One potential solution to consider is adding an additional northbound-through lane to provide additional queueing space between this intersection and the new Rainier Avenue S / Hardie Avenue SW intersection. One potential solution to consider is an additional northbound-through lane to provide additional queueing space between this intersection and the new Rainier Avenue S / Hardie Avenue SW intersection. Another potential solution to consider is converting the bus-only lane to bus and carpool to help alleviate congestion and queue development leading up to the intersection of Rainier Avenue S and S 7th Street. ▪ Study and implement intersection improvements to address long queues for the westbound-right movement at the intersection of Rainier Avenue S and S Grady Way. During the implementation of the Grady Way Overpass, one potential consideration during design is to separate the at-grade westbound- through and westbound-right movements to provide additional queuing space between this intersection and S Grady Way / Lake Avenue S. ▪ Prioritize “Access to Transit” project if funding is provided. This project is not listed in Affected Environment section due to the funding pending. Features of “Access to Transit” may analyze the impacts of the 95th percentile queues at the Rainier Avenue S / S Grady Way intersection that may extend past the I-405 off ramp. ▪ Study and implement intersection improvements to address long queues for the westbound-right movement at the intersection of Rainier Avenue S and S Grady Way. During the implementation of the Grady Way Overpass, one potential consideration during design is to separate the at-grade westbound- through and westbound-right movements to provide additional queuing space between this intersection and S Grady Way / Lake Avenue S. ▪ Talbot Road S Prioritize “Access to Transit” project if funding is provided. This project is not listed in Affected Environment section due to the funding pending. Features of “Access to Transit” may analyze the impacts of the 95th percentile queues at the Rainier Avenue S / S Grady Way intersection that may extend past the I-405 off ramp. The improvement in level of service ratings and queue lengths expected from implementing the potential mitigation measures for vehicles are exemplified in Exhibit 3-74. Only Alternative 3 is displayed in this exhibit with and without mitigations since this alternative showed overall higher delays and worse level of service ratings than Alternative 1 No Action. Therefore, if potential mitigation measures help Alternative 3 no longer surpass the threshold of significance, then Alternative 1 No Action should also no longer surpass the threshold of significance. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-118 Exhibit 3-74. 2044 PM Peak Hour LOS and Delay, With and Without Mitigations Alternative 3 Overall Delay (sec) / Intersection LOS 95th Percentile Queue (ft) < Distance to Intersection (ft) Intersection Traffic Control No Mitigation With Intersection Improvemen ts No Mitigation With Intersection Improvements 2044 AM Peak Hour Rainier Avenue S / S Grady Way Signal 60.2 / E 55.2 / E 960 > 770** 670 < 770** S Grady Way / Talbot Road S Signal 35.0 / C 25.7 / C 105 < 310 70 < 310 Talbot Road S / S 7th Street Stop Control* 160.9 / F 0.0 / A n/a n/a Shattuck Avenue S / S 7th Street Signal 17.1 / B n/a n/a n/a Shattuck Avenue S / S Grady Way Signal 30.0 / C n/a n/a n/a 1Rainier Avenue S / S 7th Street Signal 45.8 / D 41.7 / D 415 ≤ 415 165 < 415 2044 PM Peak Hour Rainier Avenue S / S Grady Way Signal 58.0 / E 54.0 / D 775 > 770** 503 < 770** S Grady Way / Talbot Road S Signal 44.4 / D 28.1 / C 400 > 310** 258 < 310** Talbot Road S / S 7th Street Stop Control* 57.3 / F 3.6 / A n/a n/a Shattuck Avenue S / S 7th Street Signal 15.4 / B n/a n/a n/a Shattuck Avenue S / S Grady Way Signal 31.3 / C n/a n/a n/a 1Rainier Avenue S / S 7th Street Signal 50.3 / D 44.4 / D 428 > 415** 173 < 415** Source: Perteet, 2023. Notes: *Signalization was modeled, but recommendation was later changed to roundabout installation. Existing traffic control is three-way stop controlled. Synchro modeling software does not support this type of stop-control. Modeled in Synchro as two-way stop controlled at the eastbound and westbound approaches, and yield controlled at the southbound approach.**95th percentile queue length analyzed only at the intersection approach that surpasses the threshold of significance. n/a = No intersection improvements. 1Modeled with additional northbound- through lane. 2Modeled with bus-only lane changed to bus and carpool lane. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-119 The intersections surpassing significance thresholds no longer do so with mitigations applied. Talbot Road S / S 7th Street drastically changes from a LOS F to LOS A during both peak hours due to signal installation, which was initially studied instead of a roundabout. A roundabout would provide similar benefits to signalization in this case, mainly balancing volumes across the four legs of the intersection. A roundabout was previously identified by the City as a potential improvement for this intersection, but at the time it was studied, queuing at the intersection of S Grady Way / Talbot Road S would have led to poor performance. With both intersections improved according to these suggested mitigation measures, a roundabout at Talbot Road S / S 7th Street is a feasible solution. The main purpose of unlinking the signal at S Grady Way / Talbot Road S with other signals on S Grady Way is to reduce the 95th percentile queue that develops at the southbound approach so that it does not extend into the intersection of Talbot Road S / S 7th Street. However, there is an additional impact to overall intersection delay, improving the level of service rating from a LOS D to a LOS C during the PM peak hour. During the AM peak hour, S Grady Way / Talbot Road S experiences a delay reduction of 9.3 seconds when the signal is unlinked. Rainier Avenue S / S 7th Street also experiences multiple improvements when implementing an additional northbound-through lane: 95th percentile queue length decreases by approximately 250 feet during both peak hours and the overall intersection delay decreases by approximately 4 to 5 seconds during both peak hours. Analysis called for in MT-2 from the Subarea Plan (see Incorporated Plan Features) was completed with this study. MT-2 emphasizes that the new grid of complete streets should prioritize the high-growth Renton Village area, serving to connect with Talbot Road S and S Grady Way, with an east-west street that can be used to access into the core of Renton Village area. However, the following limitations on that analysis should be considered by the City: ▪ Without traffic counts for the intersections of S Grady Way / Lake Avenue S and Talbot Road S / S Renton Village Pl, volumes were assumed from balancing between adjacent intersections that have been studied for Alternative 1 and Alternative 3. Similar turn-movement ratios from the City’s travel demand model for Alternative 1 and Alternative 3 were also applied to each intersection turn-movement. Collecting traffic counts at S Grady Way / Lake Avenue S and Talbot Road S / S Renton Village Pl may result in slightly different delay and queueing results than what is presented in Exhibit 3-67. In particular, S Renton Village Place and Talbot Road S should have traffic counts obtained and be re-analyzed when development begins to occur. Transit The transit network will continue to be impacted by intersection delays, especially routes that pass-through Rainier Avenue S / S Grady Way, S Grady Way / Talbot Road S, and Rainier Avenue S / S 7th Street. The installation and usage of Transit Signal Priority (TSP) and Business Access and Transit (BAT) lanes should promote transit efficiency and circulation surrounding the transit center. “Access to Transit” may perform additional studies for more TSP and BAT lane implementation as connections are established between the Bus Rapid Transit (BRT) and existing Sound Transit and Metro routes. Pedestrians/Bicyclists ▪ Consider modifying the main street sections proposed for use by the Subarea Plan for Renton Village from shared bicycle lanes to or connecting to shared-use paths for pedestrians and bicyclists. Along main streets, the proposed 73 ft of right-of-way accommodates one 10-ft travel lane in each direction, two 8-ft parking Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Transportation 3-120 lanes/landscape in curb bulbs, and 12-ft sidewalk, and 6-ft flex seating zone on both sides of the road. Modifying the 12-ft sidewalks to be shared-use paths allows bicyclists to be separated from vehicle traffic, overall creating a safer environment for pedestrians and bicyclists. Per WSDOT Design Manual Chapter 1515 for shared-use paths adjacent to roadways with posted speeds less than or equal to 35 mph, the desired width is 12-ft, and the minimum width is 10-ft. Therefore, a 12-ft shared-use path will provide adequate space for the intermixing of pedestrians and bicyclists without the need for additional right-of- way acquisition. ▪ Prioritize MT-7 from the Subarea Plan as a critical next step for addressing non-motorized safety in the area. Specifically, the top priority from MT-7 should be studying options for safe pedestrian crossings across S Grady Way at intersections with Shattuck Avenue S and Lake Avenue S, as well as between Rainier Avenue S and Lake Avenue S. These studies will include cost estimating so the City can identify funding needs and mechanisms to establish this key connection between Renton Village and the transit center. An option to be considered is a pedestrian/bicycle bridge over S Grady Way. ▪ Avoid major right-of-way dedication that could hinder development by implementing a roadway section on S Grady Way that varies from the proposed conceptual section in the Subarea Plan. The south side of S Grady Way should provide an 8-ft minimum landscape strip to buffer pedestrians from vehicle traffic with an 8-ft minimum sidewalk behind. This would only require an additional 8-ft of right-of-way acquisition, instead of 34-ft to match the conceptual section from subarea plan. The north side of S Grady Way should match what is provided for in the RapidRide I line plans with a typical shared-use path width of 12-ft and a minimum shared-use path width of 8-ft only on the block between Lake Avenue S and Shattuck Avenue S. The adopted Subarea Plan discusses several high priority intersection improvements at S Grady Way for pedestrian/bicycle circulation and safety; however, many recommendations of the specific improvements require additional studies and were not detailed out within the plan. To fulfill the pedestrian/bicycle circulation and safety needs on S Grady Way, a pedestrian/bicycle bridge over S Grady Way between Rainier Avenue S and Lake Avenue S could be installed. The location of this bridge will allow for pedestrians/bicyclists to seamlessly access the new transit center without intermixing with vehicle traffic, as well as reduce the distance to the nearest crosswalk below the 750-foot threshold of significance. This would need to be coordinated with the Grady Way Overpass project which will also be elevating two lanes along S Grady Way in this same area. Because the Grady Way Overpass project will reduce the surface-level lanes to one lane in each direction, there is the possibility that other crossing treatments, such as a signalized crossing underneath the planned overpass, could be a viable option. Ultimately, the City should investigate at least these two options and how they would interface with the Grady Way Overpass project to determine what type of pedestrian crossing is feasible at this location. Significant Unavoidable Adverse Impacts Vehicle and pedestrian/bicycle significant impacts are anticipated to be mitigated through a combination of incorporated plan features, City of Renton regulations, and other potential mitigation measures as discussed in the previous section. Therefore, there are no anticipated significant unavoidable adverse impacts to transportation. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Public Services 3-121 3.4 Public Services This section addresses police services, fire and emergency medical services, schools, and parks and recreation, and the implications of each alternative relative to the No Action and action alternative within the Subarea. The primary providers of these services in the Study Area are the Renton Police Department, the Renton Regional Fire Authority, and the Renton School District. Following a description of current services in the Study Area and level of service (LOS) standards, an impact analysis is presented for each alternative. Mitigation measures are proposed to address significant impacts to services. Affected Environment Police Affected Environment This chapter is based on the following sources: ▪ Renton Police Department Policy Manual: RELEASE_20220613_T114545_Renton_PD_Policy_Manual.pdf (civiclive.com) ▪ Renton Police Department webpage: Police - City of Renton (rentonwa.gov) ▪ Crime in Washington 2021 Annual Report, Washington Association of Sheriffs and Police Chiefs: 2021 CIW.pdf (waspc.org) ▪ Renton Budget, 2021-2022: Budget - City of Renton (rentonwa.gov) ▪ Capital Facilities Element of the Renton Comprehensive Plan: Comprehensive Plan (rentonwa.gov) The Renton Police Department is a full-service law enforcement agency with 164 employees comprised of 129 commissioned and 35 civilian personnel. As of 2022, the Department employs 1.2 sworn officers per 1,000 residents. Exhibit 3-75 shows that response time from police dispatch to arrival on scene for Priority 1 calls was less than five minutes each year between 2015 and 2019. However, the target time for such calls is 3.5 minutes, which has not been realized since 2012. Exhibit 3-75. Police Performance Measures City Service Area City Service Area Strategies Performance Measures 2015 Results 2016 Results 2017 Results 2018 Results 2019 Results Safety and Health Timely responsiveness and “Projection of effort” when the community cannot help itself Average response time (in minutes) to Priority I calls. 4.52 4.43 4.61 4.66 4.06 Average response time (in minutes) to Priority II calls. 8.13 7.62 7.35 6.90 6.59 Average response time (in minutes) to Priority III calls. 11.75 11.62 10.94 10.73 10.01 Average response time (in minutes) to Priority IV calls. 23.94 26.08 23.54 23.82 21.99 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Public Services 3-122 City Service Area City Service Area Strategies Performance Measures 2015 Results 2016 Results 2017 Results 2018 Results 2019 Results Encouragement of a self-reliant community through programs and education Residents report feeling somewhat or very safe during the day in their neighborhood. 92%* --- 92%* --- next survey 2021 Residents report feeling somewhat or very safe during the night in their neighborhood. 60%* --- 67%* --- next survey 2021 Community report feeling somewhat or very safe during the day in the downtown area. 80%* --- 86%* --- next survey 2021 Community report feeling somewhat or very safe during the night in the downtown area. 33%* --- 42%* --- next survey 2021 Encourage the community to comply with local, state, and federal laws Annual percent of successful resolution or clearance of assigned cases 83% 88% 106% 68% 82% Number of Cases processed by staff 15,517 16,665 16,367 16,179 14,643 Number of Warrants processed by staff 2,161 1,575 1,526 1,687 1,695 Number of Citations processed by staff 11,766 11,462 11,438 11,047 8,629 Number of Public Records Requests processed by staff 2,359 1,630 2,686 2,855 3,596 Source: City of Renton 2021-2022 Adopted Budget, 2021 Patrol Operations Exhibit 3-76 shows the Patrol Operations performance metrics and average response time to calls, and Exhibit 3-77 shows budgeted resources for Patrol Operations. Uniformed, first responders to emergency and non- emergency calls for service have been able to meet the target response times nearly every year except for Priority I calls, which have consistently exceeded the target time since 2014. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Public Services 3-123 Exhibit 3-76. Patrol Operations Performance Metrics and Data 2012 RESULTS 2013 RESULTS 2014 RESULTS 2015 RESULTS 2016 RESULTS 2017 RESULTS 2018 RESULTS 2019 RESULTS 2020 RESULTS TARGET Average response time (in minutes) to Priority I calls 3.07 3.81 4.64 4.52 4.43 4.61 4.66 4.06 TBD Less than 3.5 minutes Average response time (in minutes) to Priority II calls 7.32 6.50 7.64 8.13 7.62 7.35 6.80 6.59 TBD Less than 8 minutes Average response time (in minutes) to Priority III calls 10.48 8.81 10.87 11.75 11.62 10.94 10.73 10.01 TBD Less than 12 minutes Average response time (in minutes) to Priority IV calls 21.05 16.01 20.91 23.94 26.08 23.54 23.82 21.99 TBD Less than 21 minutes Source: City of Renton, 2022 Exhibit 3-77. Department Resources Budgeted for Patrol Operations 2013 Budget 2014 Budget 2015 Budget 2016 Budget 2017 Budget 2018 Budget 2019 Budget 2020 Budget 2021 Adopted 2022 Adopted FTEs: 64.0 64.0 63.0 63.0 67.0 67.0 67.0 67.0 67.0 67.0 Dollars: $8,982,138 $9,191,931 $9,792,900 $10,159,956 $9,900,191 $10,338,556 $11,225,287 $12,007,857 $12,958,172 $13,392,798 Source: City of Renton, 2022 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Public Services 3-124 Patrol Services Uniformed, first responders to emergency and non-emergency calls for service relating to safe, coordinated, and accessible roadway and neighborhood traffic concerns, animal safety, and parking violations. The Patrol Services division acts as a support service to Patrol Operations, responding for collision reporting and investigating, clearing the roads, and moving traffic safely through Renton. The division works collaboratively with intra- departmental teams to coordinate a traffic plan to safely move hundreds of thousands of vehicles through the city on any given day. The Patrol Services division emphasizes a traffic plan that focuses on traffic safety through engineering, education, and enforcement. The Patrol Services division handles all serious injury and fatality collision investigations and employs the use of Unmanned Air Systems-Drone (UAS) technology and software to efficiently map and recreate collisions and scenes. The division also uses this technology to fly and map crime scenes for Renton and other agency's Investigations divisions for serious crimes and officer involved shootings. Exhibit 3-78 shows the Patrol Services performance metrics, and Exhibit 3-79 shows budgeted resources for Patrol Services. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Public Services 3-125 Exhibit 3-78. Patrol Services Performance Metrics and Data 2012 RESULTS 2013 RESULTS 2014 RESULTS 2015 RESULTS 2016 RESULTS 2017 RESULTS 2018 RESULTS 2019 RESULTS 2020 RESULTS TARGET Percent of collision incidences resolved by Patrol Services during regular hours of service to reduce resources needed in Patrol Operations 84.49 55.42 76.00 50.86 31.80 44.62 100.00 100.00 TBD Minimum of 80 percent Average percent of traffic safety camera notices of violation are provided within fourteen days. 95.72 58.75 100.00 100.00 100.00 100.00 29.65 52.00 TBD Minimum of 100 percent Source: City of Renton, 2022 Exhibit 3-79. Department Resources Budgeted for Patrol Services 2013 BUDGET 2014 BUDGET 2015 BUDGET 2016 BUDGET 2017 BUDGET 2018 BUDGET 2019 BUDGET 2020 BUDGET 2021 ADOPTED 2022 ADOPTED FTEs: 14.0 14.0 14.0 14.0 14.5 14.5 15.0 15.0 16.0 16.0 Dollars: $ 2,503,671 $2,538,020 $2,622,607 $2,707,749 $2,997,063 $3,036,562 $3,747,418 $3,860,730 $4,175,438 $4,276,359 Source: City of Renton, 2022 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Public Services 3-126 Investigations The Investigations division consists of sixteen detectives, two evidence technicians, two sergeants, one secretary, one domestic violence victim advocate, one crime analyst, and one commander. The Investigations division conducts follow-up investigations of crimes against persons (assault, homicide, missing persons, rape, robbery, sex offenders, internet crimes against children, domestic violence, and runaways) and property crimes (auto theft, fraud, forgery, burglary, theft, malicious mischief, identity theft, unlawful issuance of bank checks, and pawns). Detectives conduct investigations and submit them to the Prosecutor's Office for charges. Once charges are filed, they prepare the case for trial and assist the Prosecutor's Office. The Investigations division secretary processes all payables, assists the crime analyst with statistical reports, transcribes tapes for detectives, tracks automated fingerprint identification system records, tracks case dispositions from King County courts, coordinates volunteers for second floor reception, and tracks registered sex offenders with the King County Sheriff's Office and the Renton Police Department. Exhibit 3-80 shows the Investigations performance metrics, and Exhibit 3-81 shows budgeted resources for Investigations. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Public Services 3-127 Exhibit 3-80. Investigations Performance Metrics and Data 2012 RESULTS 2013 RESULTS 2014 RESULTS 2015 RESULTS 2016 RESULTS 2017 RESULTS 2018 RESULTS 2019 RESULTS 2020 RESULTS TARGET Annual percent of successful resolution or clearance of assigned cases 82.00 84.19 76.83 83.21 88.00 55.51 68.00 82.00 TBD Minimum of 80 percent Source: City of Renton, 2022 Exhibit 3-81. Department Resources Budgeted for Investigations 2013 BUDGET 2014 BUDGET 2015 BUDGET 2016 BUDGET 2017 BUDGET 2018 BUDGET 2019 BUDGET 2020 BUDGET 2021 ADOPTED 2022 ADOPTED FTEs: 20.0 20.0 20.0 20.0 22.0 22.0 22.0 22.0 24.0 24.0 Dollars: $2,639,554 $2,696,607 $2,815,279 $2,940,571 $3,247,139 $3,308,069 $3,513,861 $3,699,534 $4,184,172 $4,326,131 Source: City of Renton, 2022 THIS PAGE INTENTIONALLY BLANK. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS Public Services 3-129 Current Plans and Regulations Community resources, needs, and values determine the level of law enforcement services and facilities. Generally, the higher the density and intensity of land use, the greater the demand for law enforcement services to address the safety of the citizens. Capital facilities associated with police services include vehicles, office and police equipment which are provided through general funds and grants and determined on an annual basis. Projected capital facility requirements are based on officer response times to different types of “priority” level calls that are received. As the City grows, and response times increase, the need for additional officers will increase, as well as the need for additional police equipment and facilities. The Renton Comprehensive Plan includes a Capital Facilities Element with a level of service to meet police service demands, as shown in Exhibit 3-82. Exhibit 3-82. Police Service Demand Level of Service Police Enforcement Avg. response time to Priority I calls: <3.5 minutes Avg. response time to Priority II calls: <8 minutes Avg. response time to Priority III calls: <12 minutes Avg. response time to Priority IV calls: <21 minutes Source: City of Renton, 2022 The Department’s goals for 2021-2022 are: ▪ Continue to meet the needs of the public we serve while maintaining fiscally responsible practices. ▪ Increase engagement and outreach with the goal of interacting with a broader spectrum of the community. ▪ Evaluate Department effectiveness through polling of populous to be more efficient at serving their needs and building confidence in our organization. Fire / EMS Affected Environment Existing Features This Draft EIS summarizes information about the Renton Regional Fire Authority from current reports including: ▪ Renton Regional Fire Authority website: Renton Regional Fire Authority – (rentonrfa.com) ▪ Renton Regional Fire Authority 2021-2025 Strategic Plan: Approved-External-2021-2025-Strategic-Plan- Optimized.pdf (rentonrfa.com) ▪ Renton Regional Fire Authority 2020 Annual Report Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-130 Planning Area Renton Regional Fire Authority (RRFA) is a special purpose district established in 2016 by the voters to provide critical fire and life safety services to the residents of Renton and Fire District 25. The RRFA provides life safety services for more than 130,000 residents of the city and Fire District 25. King County Fire District #25 (KCFD 25) is located in unincorporated King County, Washington, east of the City of Renton proper and southwest of the City of Issaquah. This area is commonly referred to as the East Renton Plateau. The district itself covers approximately 4.5 square miles and has a population of approximately 10,000 people. Services Firefighters are also trained emergency medical technicians, providing response to medical emergencies, fires and fire investigations, motor vehicle accidents, hazardous material incidents, water rescues, and specialized technical rescues. The Office of the Fire Marshal also provides citizens with commercial and residential fire inspections, fire plan review, permitting, and public education. The mission of the RRFA is to: ▪ Respond to and recover from emergencies. ▪ Reduce risk for all hazards. ▪ Build a culture of safety and support. ▪ Adapt to future challenges through strategic planning. The Fire Authority has earned a fire protection class rating of 2 by the Washington Survey and Rating Bureau through regular evaluations, which places the RRFA in the top five percent of fire and life safety agencies across the country. Ratings are on a 1-10 scale with 1 being exemplary fire protection capability. This rating is used to set fire insurance premiums for the community. Facilities Exhibit 3-83 shows that the RRFA has seven stations and Exhibit 3-84 provides details on RRFA’s population, area size, and assessed property value. Station 11 serves most of the Rainier/Grady Junction TOD subarea; Station 11 is currently the second-busiest station with 4,273 total responses in 2021, just 171 responses shy of being the station with the most responses to emergencies. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-131 Exhibit 3-83. RRFA Jurisdiction Source: Renton Regional Fire Authority Annual Report, 2020 Exhibit 3-84. RRFA's Coverage Area, Population, Area, and Assessed Property Value Legal Jurisdiction Population Area (Sq. Miles) Assessed Property Value RRFA Coverage Area 132,029 33.29 miles $24,656,488,581 City of Renton 105,500 23.62 miles $19,776,956,960 Fire District #25 21,605 6.02 miles $1,515,021,900 Fire District #40 7,924 3.61 miles $3,364,509,721 Source: Renton Regional Fire Authority Annual Report, 2020 Staffing The RRFA staffs 151 uniformed personnel total. Every day, 33 RRFA staff members are ready to respond to emergencies throughout the RRFA’s jurisdiction. The RRFA provides for about 1.4 uniformed personnel per 1,000 population in the city and district lands. Other members serve in training, planning, and logistics. All Renton RFA firefighters are certified emergency medical technicians. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-132 Fire and Life Safety Renton RRFA holds a Public Protection Class Rating (PPCR) of 2 within the City of Renton, as shown in Exhibit 3-85. The PPCR is a representation of a fire agency’s ability to provide effective fire and life safety services to its community. The best rating an agency can receive is 1. Renton RFA is now in the top 5% of fire and life safety agencies in the nation for service quality. Exhibit 3-85. Countywide Protection Class Ratings Source: Renton Regional Fire Authority Annual Report, 2020 Response Counts and Time As shown in Exhibit 3-86, the total number of responses by the RRFA has been trending down since 2018. Exhibit 3-87 shows the responses by incident type, and Exhibit 3-88 shows the number and percentage of responses by fire station and incident type. Exhibit 3-86. RRFA Total Responses, 2020 Source: Renton Regional Fire Authority Annual Report, 2020 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-133 Exhibit 3-87. RRFA Responses by Incident Type Source: Renton Regional Fire Authority Annual Report, 2020 Exhibit 3-88. RRFA Responses by Fire Station and by Incident Type Source: Renton Regional Fire Authority Annual Report, 2020 Turnout Time is the time between when a unit is dispatched to when they are in route, as shown in Exhibit 3-89. While both Fire and EMS exceed the standard turnout time, fire turnout time is decreasing. Exhibit 3-89. RRFA Turnout Time Standard 2019 2020 Fire 1:30 2:45 2:42 EMS 1:00 2:24 2:29 Source: Renton Regional Fire Authority Annual Report, 2020 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-134 Travel Time is the time a unit spends in route, before it arrives at the scene, as shown in Exhibit 3-90. Both Fast Arriving Engine and First BLS Unit are decreasing in travel time. Exhibit 3-90. RRFA Travel Time Standard 2019 2020 Fast Arriving Engine 4:00 5:44 5:35 First BLS Unit 4:00 6:02 5:55 Source: Renton Regional Fire Authority Annual Report, 2020 Emergency Management Partnerships Renton Regional Fire Authority’s Training section is comprised of a battalion chief and two lieutenants. They are assigned to the South King County Fire Training Consortium (SKCFTC), a partnership organization between Renton RFA and 12 local fire agencies to provide consistent training throughout South King County. SKCFTC provides multiple levels of training to nearly 1,300 firefighters every year. The RRFA assisted other jurisdictions on 1,692 responses in 2021. Current Plans and Regulations Comprehensive Plan policies addressing RRFA services cover water infrastructure, inspections, and capital facilities, etc. include: ▪ Policy U-12: Maintain and upgrade the water system to deliver adequate water flow and storage for fire protection to all customers and facilities connected to the City water system. ▪ Policy U-61: Coordinate with non-City water providers to ensure that all water systems operating in Renton have access to sufficient emergency water flow for fire protection. ▪ Policy U-62: Before issuing building permits to new development in areas not served by the City of Renton Water Utility, require applicants to provide a certificate of water availability stating that sufficient water supply is available to meet both regular and fire flow requirements. ▪ Policy CF-5: Adopt by reference the most current Capital Facilities Plans for Renton Regional Fire Authority and adopt an implementing ordinance establishing a fire impact fee consistent with their Capital Facilities Plan, if the Plan demonstrates that the facilities are needed to accommodate projected growth. In 2020, the RRFA adopted a Strategic Plan dated 2021-2025. The City of Renton has adopted the International Fire Code (IFC) applicable to new construction. The City has adopted impact fees for capital improvements to meet levels of service for the RRFA. The rate schedule applies to residential and non-residential uses. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-135 Schools Affected Environment Existing Features This chapter summarizes information about Public Schools in Renton based on the following resources: ▪ Renton School District website: Home - Renton School District 403 (rentonschools.us) ▪ City of Renton Comprehensive Plan: Comprehensive Plan (rentonwa.gov) ▪ Washington State Report Card: Home - Washington State Report Card (ospi.k12.wa.us) ▪ 2022 Renton School District Capital Facilities Plan: 2022 Capital Facilities Plan (finalsite.net) Planning Area Renton’s youth attend schools within the Renton, Kent, or Issaquah School District depending on the location of the pupil’s residence. The schools that primarily serve the City of Renton are part of the Renton School District. The district spans approximately 32 square miles and serves a diverse population of approximately 15,000 students in pre-K through 12th grade at four high schools, four middle schools, 15 elementary schools, and an early childhood learning center. District programs also address the special needs of disabled, academically gifted, and artistically talented students. Four schools (Renton Park Elementary, Hazelwood Elementary, McKnight Middle, and Lindbergh High) are U.S. Department of Education-recognized Blue-Ribbon Schools of Excellence. Over the past year, District enrollment has continued to decline. However, there were differences across the region. Enrollment declined by over 4300 students in King County, but it grew in three other surrounding counties. Renton’s decline in enrollment may likely be due to the pandemic and a lower growth rate of immigrant population. Home based instruction also increased in Renton and the surrounding areas. The district will continue to monitor trends, but there are also significant conditions that may speak to the potential for enrollment growth in the future. The number of new housing units expected to be developed in the district boundary is larger than what has been experienced in the last decade. Additionally, the most recent economic factors increasing interest rates and inflation appear to be causing a reduction in housing prices, at least in the immediate term. This could drive an influx of new home buyers and new construction in the next few years. Approval by the community of a 2019 bond measure allowed the district to construct a new elementary school (#16 Hilltop Heritage Elementary School) to accommodate over-enrollment in the K-5 grade span and to provide some elementary capacity relief. Sartori, another new elementary school, was opened in 2019 as a choice school in the downtown area. Considering the decline in enrollment and the effect of the pandemic, the district chose to supplement the 2020 Capital Facilities Plan by further evaluating the enrollment and capacity of the elementary schools located within or near the service areas the new elementary school #16. The conclusion of that analysis reaffirmed the district need for the new elementary school #16. The new elementary school opened in August 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-136 Level of Service The district, and the Renton Education Association, recognize that reasonable class size is necessary for optimum learning, and have established the following targets in student/teacher ratios: ▪ Grade Levels K-1 21:1 ▪ Grade Level 2 22:1 ▪ Grade Level 3 24:1 ▪ Grade Levels 4-12 29:1 The 29:1 ratio at the secondary level applies to all Language Arts, Social Studies, Science, Math, World Languages, World Language Exploratory and Health classes. Other ratios apply as follows: ▪ Band/Orchestra 40:1 ▪ Choir 50:1 ▪ Middle School PE 35:1 ▪ High School PE 40:1 ▪ All other classes 31:1 Student capacity of existing, permanent K-12 facilities, excluding special education facilities and facilities housing alternative learning environments, is 14,788. Based on current enrollment (October 2021 headcount), the district is showing a capacity deficit in the 6-8 grade span next year and in the out years, as well as a continued, yet smaller deficit in the K-5 grade span. That deficit transitioned to a surplus with the opening of the new elementary school in August 2023. This allowed for a boundary shift to relieve some of the over-crowded schools. It should be noted, however, that current and future capacity at the elementary level, as documented in this report, is based on the district’s current Standard of Service, and does not necessarily reflect aspirational K-3 student/teacher ratios of 17 students to one teacher. The district continues to make progress towards these requirements, by utilizing available classroom space, added staffing and plans to utilize the new elementary school classrooms to work towards this ratio. Most recent ratios have been anywhere from 17.3 to 19:1 but staffing during the coronavirus disease has slowed the district’s progress. Continued efforts will be made with opening of the new elementary school providing more classroom space to progress towards the K-3 standard of 17:1. Elementary school capacity remains the district’s greatest challenge. Relying heavily on the use of relocatable classrooms (portables) to accommodate the fluctuating student population, portables at elementary schools account for over 15% of the district’s total K – 5 facility capacity. Portables are not considered permanent structures and are therefore not included in the inventory of permanent facilities. They are viewed as a short- term solution for managing enrollment fluctuation, housing students on a temporary or interim basis until permanent facilities can be constructed. Renton School District’s capital facilities include both permanent structures and relocatable (interim or portable) classrooms. Permanent facilities are further categorized as either K-12 (traditional elementary, middle, and high school configurations), Special Instructional Use, or Non-instructional Support Facilities. The district maintains a total of 32 permanent and 55 relocatable facilities serving a total student population of 14,595 (October 2021 headcount). Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-137 The district’s permanent K-12 facilities include 15 elementary schools, 4 middle schools, and 4 high schools. Two Special Instructional Use facilities house the district’s early childhood, special education, and alternative learning programs. Support facilities include the Kohlwes Education Center (admin.), Transportation Center, Facilities Operations and Maintenance Center, Nutrition Services/Warehouse, Renton Memorial Stadium, and the Lindbergh Swimming Pool. Total permanent facilities encompass 2,595,263 square feet, with 2,417,847 square feet (93%) devoted to K-12 and instructional special use. The district’s relocatable K-12 facilities are used primarily to address enrollment fluctuations and to house students on an interim or temporary basis until permanent facilities can be constructed. For those reasons they are not considered a long-term solution for housing students and are not acknowledged in the calculation of the capacity of K-12 facilities. Of the 55 relocatable facilities in the district’s inventory, 44 are “double portables” containing two classrooms, and 11 are singles. Combined, they provide the district with a total of 99 relocatable classrooms, encompassing 88,704 square feet of additional space available for instruction. The tables below summarize existing K-12 facility capacity. Exhibit 3-91 includes all facilities, and Exhibit 3-92 indicates capacities in term of high school service areas. Exhibit 3-91. Existing Facility Capacity Facility Type Elementary Schools Share Middle Schools Share High Schools Share Total Share Permanent 6,895 84.6% 3,435 88.3% 4,458 98.0% 14,788 89.1% Relocatable 1,252 15.4% 457 11.7% 92 2.0% 1,801 10.9% Total 8,147 100.0% 3,892 100.0% 4,550 100.0% 16,589 100.0% Source: Renton School District Capital Facilities Plan, 2022 Exhibit 3-92. Capacity by Service Area Facility Type Lindbergh Hazen Renton High Total Elementary Permanent 1,843 2,423 2,075 6,341 Relocatable 183 618 451 1,252 Total Elem 2,026 3041 2,526 7,593 Middle Permanent 896 1,745 794 3,435 Relocatable 183 183 91 457 Total Middle 1,079 1,928 885 3,892 High Permanent 1,211 1,462 1,389 4,062 Relocatable 92 0 0 92 Total High 1,303 1,462 1,389 4,154 Grand Total 4,408 6,431 4,800 15,639 Source: Renton School District Capital Facilities Plan, 2022 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-138 Growth and Planned Improvements Enrollment projections provided by Educational Data Solutions, LLC indicate some growth in the elementary grade span over the next six years, with a minor decrease in middle school and high school enrollment. Using the high level of growth chart, overall enrollment is projected to grow by 791 students, or 15,386 students - returning enrollment to pre-pandemic levels with growth. The elementary grade span is projected to increase by 389 students, middle school is projected to drop enrollment by 62 students and the high school grade span projects a growth of 465 students. While this enrollment projection begins to return the district to pre- pandemic levels and reflects projections that consider a higher rate of growth, it still reflects annual growth between (.2%) a year to 2.1% annual growth, which is relatively consistent with actual enrollment growth over the past decade. Because of the more recent factors in housing prices coming down, planned development within the district, and the expectation that King County population will continue to grow, the district is using the higher enrollment projection for permanent facility capacity planning. As the District moves past the pandemic and related impacts, there is potential for development growth in the real estate market and for a resurgence of immigrant population with recent political administration changes at the national level. The local jurisdiction is planning on over 5,000 new residential units in various areas over the next 2-10 years. It is the district’s responsibility to monitor these projects, the timing and how the district will be able to respond with appropriate capacity to accommodate instructional delivery. Acknowledging the opening of the new Sartori Elementary School in 2018 the completion of Hilltop Elementary in 2023, permanent capacity can surpass enrollment for the first time in nearly two decades. Projections show a slight drop in middle school enrollment over the next six years and there are currently no plans to increase middle school capacity. At the high school level, projected enrollment over the next six years will add an additional 465 students. With a current surplus capacity of 195, this enrollment increase will result in a deficit of 65 by the school year 2023 –2024. That deficit will be mitigated in part by the construction of new science classrooms, construction of new portables, and the renovation of existing science classrooms, at Lindbergh and Renton High School. The Renton School District is reviewing expansion opportunities at the current Renton High School site and surrounding neighborhood. Capital Construction Plan: For the next six-year period, the district’s highest priorities will be addressing existing and projected facility capacity deficits, aging infrastructure at secondary schools, and planning for both growth and program related added capacity. This includes: ▪ Construction of a new elementary school within the Hazen High School service area, where most of the growth has and continues to occur, and relief is needed at the elementary grade-span. ▪ High school additions and/or renovations to create additional science classroom/laboratory space to address changes in State graduation requirements. ▪ Planning for renovation or replacement of Renton High School, Dimmitt Middle School and/or Nelson Middle School – all aging facilities and also impacted by growth. ▪ Acquisition of land for future development. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-139 ▪ Addition and or relocation of relocatable classrooms (interim classroom space known as portables). Other high priority capital improvements will fall into one or more of the following major categories; Safety and Security, Energy Conservation, Site Improvements, and Building Upgrades. Improvements will occur district- wide, affecting nearly all District facilities, achieving, and maintaining the level of service necessary to provide safe, healthy, and nurturing learning environments for all students. Areas of Focus Rainier/Grady Junction Subarea There are no public K-12 schools within the Rainier/Grady Junction Subarea. Talbot Hill Elementary School, Nelson Middle School, and Renton High School will serve the subarea. Current Plans and Regulations Policies within the Renton Comprehensive Plan that address public schools covers infrastructure, location and design, accessibility, and mobility, etc. include: ▪ Policy L-63: Collaborate with schools, businesses, and faith-based groups to promote healthy lifestyles through education, activity, and nutrition. ▪ Policy HHS-17: Build on collaborative relationships; partner with local agencies and school districts to increase affordability and availability of early-childhood education, after-school youth engagement opportunities, and preparation for college/career. ▪ Policy HHS-23: Support the link between land development and physical activity by increasing options for transit use, walking, and bicycling, such as providing physical connections between residential areas and schools and/or commercial development. ▪ Policy ED-3: Foster communications with, and support for key local and regional economic foundations. Support partnerships between businesses, government, schools, and research institutions to implement economic development policies and promote workforce development programs. ▪ Policy CF-5: Individually adopt by reference the most current Capital Facilities Plans for the Kent School District #415, the Issaquah School District #411, and the Renton School District #403, and adopt an implementing ordinance establishing a school impact fees consistent with each District’s adopted Capital Facilities Plan, if the Plan demonstrates that the facilities are needed to accommodate projected growth. Parks and Recreational Facilities Affected Environment Existing Features This section reports on parks, recreational facilities, and trail conditions based on the following sources: ▪ Renton Downtown Civic Core Vision and Action Plan, 2018 ▪ Renton Trails and Bicycle Master Plan, 2019 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-140 ▪ Parks, Recreation and Natural Areas Plan, 2020 Renton Parks Renton’s parks system comprises more than 1200 acres of land, including 10 “natural areas” (712 acres), 24 neighborhood parks (156 acres), 6 community parks (125 acres), 1 regional park (51 acres), 1 park “corridor” (2 acres), and 8 special use parks (192 acres). As shown in Exhibit 3-93, the Rainier/Grady Junction TOD subarea has almost no parks or formalized community gathering places and lacks meaningful connections to parks and natural systems. The Burnett Linear Park starts at the northeast corner of the area and could provide an important pedestrian connection between the planned transit center, downtown, and growing parks system. The City is currently in the early planning stages for the Renton Connector, a proposed greenway envisioned along Burnett Avenue S, which would integrate Burnett Linear Parks (north and south) to the neighboring Civic Core and Downtown, Cedar River, and greater TOD Subarea. Exhibit 3-93. The Renton Connector Greenway Source: Renton Downtown Civic Core Vision and Action Plan, 2018 Park Classification The City’s park system is composed of various types of parks; each providing unique recreation and environmental opportunities. City parks are classified by their size, function, and features. While individual park sites function differently, they collectively meet a variety of community and natural resources needs. The City’s park system is classified below and further summarized in Exhibit 3-94, Exhibit 3-95, Exhibit 3-96, and Exhibit 3-97. ▪ Neighborhood parks are small park areas (usually 2-10 acres in size) utilized for passive use and unstructured play. They often contain open lawn areas and non-programmed field space, a children’s playground, sports courts, and a picnic area. Neighborhood parks provide close-to-home recreation opportunities for nearby residents, who typically live within walking and bicycling distance of the park. ▪ Community parks are larger sites that can accommodate organized play and contain a wider range of facilities than neighborhood parks. They usually have programmable sports fields and hard surface courts, and sometimes include other major use facilities as the central focus of the park. In many cases, they will Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-141 also serve the neighborhood park function for nearby residents. Community parks generally average 10-25 acres in size with a substantial portion of them devoted to active use. ▪ Regional parks are large park areas (50 acres or more) that may serve a single purpose or offer a wide range of facilities and activities. In many cases, they also contain large portions of undeveloped natural areas. Many regional parks are acquired because of unique features found or developed on the site. In Renton, Gene Coulon Memorial Beach Park functions as the only park in Renton that meets the size and unique character of a regional park. ▪ Specialized parks and facilities include areas that provide specialized use or recreational activities. With the exception of the Maplewood Golf Course (192.3 acres) and the Senior Activity Center Property (2.8 acres), special use parks in Renton are approximately one acre in size or less. ▪ Natural areas in Renton preserve land for a variety of reasons. Some natural areas preserve habitat or include environmentally sensitive lands, including streams, ravines, steep hillsides, and wetlands. In other cases, these may be wooded areas that contribute to the tree canopy and scenic views across Renton. In Renton, natural areas range in size from 0.3 to 264.2 acres. ▪ Park corridors capture narrow swaths of land that serve as connections between parks or to other destinations. A corridor site can be the location of a trail or can provide a habitat linkage between two larger areas. The City owns or controls several narrow pieces of property that extend between park sites, creating connections within or beyond the City’s system to other destinations in the region. Exhibit 3-94. Park Land by Classification, City of Renton Park Classification Developed Park Sites* Undeveloped Sites / Natural Areas Total # of Sites Acreage # of Sites Acreage Total Acreage % of System Neighborhood Park 18 94.8 6 61.5 156.3 12.6% Community Park 5 100.5 1** 24.0 124.5 10.0% Regional Park 1 51.3 - 0 51.3 4.1% Special Use Area 8 198.5 - 0 198.5 16.0% Natural Area - 0 10 711.7 711.7 57.2% Corridor 1 1.8 - 0 1.8 0.1% Total 33 446.9 16 805.2 1244.1 100.0% * Some developed park sites include natural areas and/or undeveloped areas ** Reflects the undeveloped flat area of the N.A.R.CO Property Source: City of Renton Parks, Recreation and Natural Areas Plan, 2020 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-142 Exhibit 3-95. Park Land Needs Based on Level of Service Standard Park Classification Existing Parkland 2019 (Acres) Parkland Needed to Meet Level of Service Standard for 2019 Population (Acres) Parkland Needed to Meet Level of Service Standard with 2035 Population (Acres) Developed Parks 446.9 530.8 682.2 Future Park Sites 85.5 Natural Areas 711.7 642.9 826.1 Total 1244.1 1173.7 1488.3 * The standard above is based on the following assumptions: 2030 population of 124,106; 95 additional acres of neighborhood and community parks; a minimum of 75 additional acres of natural areas. Source: City of Renton Parks, Recreation and Natural Areas Plan, 2020 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-143 Exhibit 3-96. Existing Renton Parks, Recreation, and Natural Areas Source: City of Renton Parks, Recreation and Natural Areas Plan, 2020 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-144 Exhibit 3-97. Developed Park Access and Residential Density Source: City of Renton Parks, Recreation and Natural Areas Plan, 2020 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-145 Recreational Facilities Inventory Renton’s parks offer a wide range of indoor and outdoor recreation facilities, adding recreational variety to the park system, including: ▪ 20 parks that provide playground equipment, plus playground equipment at Renton School District elementary schools, adding an additional 13 sites to the total available playground inventory within the City’s boundary. ▪ Rentable spaces that provide indoor recreation at many park sites. Additionally, the Renton School District provides indoor facilities that support recreation opportunities. ▪ Opportunities for aquatic activity, both outdoor and indoor. For example, Kennydale Beach Park and Gene Coulon Memorial Beach Park provide lifeguarded public access to outdoor swimming in Lake Washington. The Henry Moses Aquatic Center at Renton’s Cedar River Park offers lap and wave pools and a “lazy river” for outdoor play. Additional indoor pools are owned and operated at two area high schools and are programmed by the school district. ▪ One 8,400 sq. ft. community-scale skate park, located at Liberty Park, approximately ½ mile from the north from TOD subarea boundary. ▪ Opportunities for various types of water access and recreation, such as boating, rowing, sailing, canoeing, and kayaking. For motorized boating, the only facility in Renton is the eight-lane boat launch at Gene Coulon Memorial Beach Park providing access to Lake Washington. ▪ An off-leash dog park within the City’s boundary and participation in a multi-agency agreement with other South King County cities to provide an additional off-leash dog park in SeaTac. ▪ The Maplewood Golf Course, an 18-hole par 72 facility. ▪ Numerous outdoor sports courts. The City provides 17 tennis courts, 11 full basketball courts and three half courts located throughout the City. There are also two sand volleyball courts located at Gene Coulon Memorial Beach Park. The Renton School District also provides tennis and basketball courts. Three pickleball courts are available at Talbot Hill Reservoir Park, and a bocce ball court is available at the Senior Activity Center. ▪ Community garden sites at North Highlands Park and near the Senior Activity Center. ▪ 16 sports fields located at 11 park sites. The Renton School District also provides 40 fields accessible to the public. Trail System The City of Renton manages over 30 miles of regional and local trails and bicycle facilities, including the popular Cedar River Trail, Honey Creek Trail, May Creek Trail, and Springbrook Trail. Multiple future regional trail connections are planned in or near Renton, including the Lake to Sound Trail (connects to the Interurban Trail), the Interurban Trail, the Green River Trail, the Soos Creek Trail, Eastrail and Lake Washington Loop. As a partner in the regional trail system, Renton collaborates in trail planning and development with King County, and the neighboring cities of Kent, Newcastle, and Tukwila. This partnership includes trails that cross Renton city limits such as the May Creek Trail which will eventually connect to Newcastle’s trail system and King County’s Cougar Mountain Regional Wildland Park. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-146 Eight Renton parks and the Maplewood Golf Course also have trails or trail access points to the adjacent Cedar River Regional Trail. Outside of City-owned park land, trails are also provided on easements owned by the City or other public entities. Trails – Level of Service The City has developed a three-part Level of Service addressing trail quantity, quality, and distribution, as shown in Exhibit 3-98, with the existing trails network shown in Exhibit 3-99. The City’s Trail and Bicycle System is an integrated system that will be expanded from about 30 miles to 127 miles within city limits, shown in Exhibit 3-100. Exhibit 3-98. Existing and Proposed Trail Miles City Limits Overall Plan Existing 30.20 30.20 Proposed 101.94 109.46 Total 127.81 135.32 Source: City of Renton, 2018; Renton Trails and Bicycle Master Plan, 2019. ▪ Quantity: Increase the miles of trails per 1,000 persons. ▪ Quality: Increase the extent of level of traffic service 1 and level of traffic service 2 facilities to increase use comfort and participation. ▪ Connectivity and Extent (Distribution): Reduce gaps and increase the coverage of facilities within all Renton community planning areas. Increase the share of residents and employees within a quarter mile of facilities. By implementing these levels of service, the City can close gaps and meet demands. For example, population and jobs in proximity to LTS 1& 2 network shows nearly all areas of the community would have improved access. See Exhibit 3-101 and Exhibit 3-102 comparing existing and proposed networks’ level of traffic stress. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-147 Exhibit 3-99. Existing Trails Network Source: City of Renton Trails and Bicycle Master Plan, 2019 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-148 Exhibit 3-100. Existing and Proposed Network and Project Map Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-149 Proposed Project Number, Name 28, Lake to Sound Trail: West Segment 56, Renton Park Neighborhood Greenway 1, 116th Avenue SE Bike Lanes 29, Lake Washington Loop Trail 57, S 2nd Street Protected Bike Lanes 2, 128th Avenue SE Bike Lanes 30, Langston Road / SW 135th Street Hillclimb 58, S 3rd Street Signed Shared Roadway 3, 156th Avenue SE Bike Lanes 31, Logan Avenue N Shared Use Path 59, S/SW 7th Street Transit Connector 4, Benson Drive S / 108th Avenue SE Shared Use Path 32, Maplewood Heights Neighborhood Greenway 60, Sam Chastain Waterfront Trail 5, Benson Neighborhood Greenways 33, May Creek Hillclimb 61, SE 168th Street Protected Bike Lanes 6, Benson Road/Main Avenue S Bike Lanes 34, May Creek Trail 62, SE 182nd & 184th Streets Neighborhood Greenway 7, Cascade Waterline Spur Trail 35, May Valley Trail 63, SE Petrovitsky Road Shared Use Path 8, Cedar to Sammamish Trail 36, Mill Avenue S Signed Shared Roadway 64, Seattle Waterline Spur Trail 9, Duvall Avenue NE Bike Lanes 37, Monroe Avenue NE Bike Lanes 65, Seattle Waterline Trail 10, East Valley Road Shared Use Path 38, N 4th Street Connector 66, Shattuck to Airport Connector 11, Eastside Rail Corridor 39, N 6th Street Bike Lanes 67, Soos Creek Trail 12, Edmonds Avenue Connector 40, N 8th Street Shared Use Path 68, South Highlands Neighborhood Greenway 13, Garden Avenue N Shared Use Path 41, Naches Avenue Shared Use Path 69, Springbrook Trail 14, Glencoe Neighborhood Greenway 42, NE 3rd Street 70, Springbrook Trail Extension 15, Grant Avenue Neighborhood Greenway 43, NE 4th Street Bike Lanes 71, Sunset Boulevard Hillclimb 16, Hardie Avenue Bike Lane & Shared Use Path 44, NE 12th Street Bike Lanes 72, SW 16th Street Shared Use Path 17, Harrington Ave NE Neighborhood Greenway 45, NE 16th Street Signed Shared Roadway 73, SW 27th Street Connector 18, Highlands Hillclimb 46, NE Sunset Blvd Shared Use Path 74, Talbot Road S Bike Lanes 19, Hillcrest Neighborhood Greenway 47, Nile Avenue NE Bike Lanes 75, Thunder Creek Trail 20, Honey Creek Trail Extension 48, North Highlands Neighborhood Greenway 76, Tiffany-Cascade Connector Trail 21, Houser Way and Factory Avenue 49, North Southport Drive Shared Use Path 77, Tiffany Park Neighborhood Greenway 22, Houser Way N Shared Use Path 50, Oakesdale Avenue Bike Lanes 78, Tukwila Station Trail 23, Jericho Avenue NE Bike Lanes 51, Pacific Railroad Trailhead & Trail 79, Union Avenue NE Bike Lanes 24, Kennydale Neighborhood Greenway 52, Panther Creek Trail 80, Wells Avenue S Signed Shared Roadway 25, Kennydale Signed Shared Roadway 53, Powerline Trail 26, Kenyon-Dobson Trail and Trailhead 54, Puget Drive Bike Lanes & Signed Shared Roadway Highest Priority Project 27, Lake to Sound Trail: East Segment 55, Renton Connector Source: City of Renton Trails and Bicycle Master Plan, 2019 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-150 Exhibit 3-101. Level of Traffic Stress and Existing Network Source: City of Renton Trail and Bicycle Master Plan, 2019 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-151 Exhibit 3-102. Level of Traffic Stress and Proposed Network Source: City of Renton Trail and Bicycle Master Plan, 2019 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-152 Exhibit 3-103 shows that the City has approximately 30 miles of trails of different types – shared use paths that accommodate pedestrians and bicyclists, dedicated bike lanes, and dedicated pedestrian trails. Exhibit 3-103. Existing Trails Network Miles Facility Existing Shared Use Path 7.67 Protected Bike Lane - Protected Bike Lane - Two-Way Protected Bike Lane - Striped Bike Lane 9.70 Striped Bike Lane 9.70 Buffered Bike Lane - Neighborhood Greenway - Signed Shared Roadway 2.47 Pedestrian Trail 10.36 Boardwalk 0.26 Hard Surface Trail 6.32 Soft Surface Trail 3.79 Total 30.20 Source: City of Renton, 2018. Area of Focus Rainier/Grady Junction Subarea A substantial portion of the Rainier/Grady Junction TOD Subarea is located within the City Center Community Planning Area, including the entirety of Planned Action and EIS Study Area boundary, as shown in Exhibit 3-104. Although several signature parks are located within the greater City Center Planning Area, the Study Area is void of parks, community facilities, and other recreational opportunities. The planned transit center and planned mixed-use development in the area will bring more residential and employment opportunities and new parks, trails, and other community recreation will need to be considered to meet the increased demand. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-153 Exhibit 3-104. City Center Planning Area Source: Renton Parks, Recreation and Natural Areas Plan, 2020 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-154 Current Plans and Regulations Comprehensive Plan policies addressing parks, recreational facilities, trails, etc. include: ▪ Policy L-56: Complement the built environment with landscaping using native, naturalized, and ornamental plantings that are appropriate for the situation and circumstance and provide for respite, recreation, and sun/shade. ▪ Policy P-1: Expand parks and recreational opportunities in new and existing locations with an identified need, in order to fill gaps in service and keep pace with future growth. ▪ Policy P-2: Create a connected system of parks corridors, trails, and natural areas that provide nearby and accessible opportunities for recreation and non-motorized transportation. ▪ Policy P-5: Ensure long-term economic and environmental sustainability in system planning, design, operation, maintenance, and decision making. ▪ Policy P-7: Protect, preserve, and enhance the area’s diverse natural resources for the long-term health of ecosystems, and for the benefit and enjoyment of future generations. Impacts Impacts of the alternatives on public service are considered significant if they: ▪ Negatively affect the response times for police and/or fire and emergency medical services. ▪ Result in increases in students and lack of facilities unanticipated in district plans or that would reduce adopted levels of service. ▪ Increase in demand for acres of parkland and miles of trail that cause a decline in the levels of service beyond planned capacity. Impacts Common to All Alternatives All studied alternatives are anticipated to increase housing and employment within the subarea. Given that the LOS criteria are based on or affected by population growth, all studied alternatives would create an increased demand for police, fire and emergency services, schools, and parks. Exhibit 3-105 shows the expected net housing and employment increase associated with each alternative. The Rainier / Grady Junction subarea will see a net increase in housing units and jobs under each alternative. Alternative 3 sees the largest increase in housing, population, and employment followed by Alternative 2, with the least growth associated with Alternative 1 No Action. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-155 Exhibit 3-105. Total Housing, Population, and Employment by Alternative: Detail Existing Alternative 1 No Action Alternative 2 Alternative 3 Net Housing Increase 6,676 9,269 12,005 Net Population Increase1 17,491 24,285 31,453 Net Jobs Increase 1,912 5,016 8,006 Note: Estimates are rounded. 1Assumes 2.62 persons per household, the citywide estimate for the 2017-2021 ACS Five-Year Estimate. Source: BERK, 2023. Police As of 2022, the Renton Police Department employs 129 commissioned employees and 35 civilian personnel, with 1.2 sworn officers per 1,000 residents. With each alternative resulting in increased residential and total population, additional officers will be needed to maintain the current rate of commissioned officers per 1,000 residents. Exhibit 3-106. shows the new officers needed for each alternative, with approximately 21 additional officers needed under Alternative 1 and 38 officers under Alternative 3. With the increased number of commissioned officers needed to support the population demand, it will also result in increased police equipment and facility needs. Additional growth may also increase traffic volumes, which might increase the response time to priority calls. Regular planning by the Department is anticipated to address incrementally increased demand for police services. Exhibit 3-106. Potential Demand for Police Services, Full Study Area - All Alternatives Officers Per 1,000 Pop1. Alternative 1 No Action Alternative 2 Alternative 3 New Population Capacity 17,491 24,285 31,453 Additional Officers Needed 21.0 29.1 37.7 Note: 12022: Commissioned Officers per 1,000: 1.2 Source: BERK, 2023. The increased population growth in all three alternatives in the Study Area may not necessarily result in increased crime and demand for police services. For example, the average response time dropped for all priority calls from 2015 through 2019, while the population in the City increased. Given that population growth does not directly correlate to an increase response time in calls, the Police Department will continue to analyze where best to place resources to respond to changing demand. Site and building design, such as building placement, lighting, and visibility, can reduce crime potential as well. Fire / EMS The City of Renton falls within the service area of the Renton Regional Fire Authority (RRFA). The RRFA employs 151 uniformed personnel, with 1.4 personnel per 1,000 residents. Given the net increase in population with Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-156 each alternative, Exhibit 3-107. estimates the additional number of firefighter personnel needed to support each growth estimate. Exhibit 3-107. Potential Demand for Fire and EMS Services, Full Study Area - All Alternatives Personnel Per 1,000 Pop1. Alternative 1 No Action Alternative 2 Alternative 3 New Population Capacity 17,491 24,285 31,453 Additional Personnel Needed 24.5 34.0 44.0 Note: 12020: Personnel per 1,000: 1.4 Source: BERK, 2023 The subarea is served by Station 11, which is the second most active station and sees 20% of the responses in the Fire District. The increased population growth in all three alternatives is expected to lead to an increased number of calls for emergency services. As the population grows incrementally, the RRFA would need to maintain response times consistent with or better than current performance levels. Additional staffing, fire equipment, and facilities may be required to maintain performance levels with the population growth. The incremental growth will allow time for RRFA and Station 11 to address future staffing, equipment, and facility needs in the Study Area through planned improvements. Regarding equipment, the existing ladder truck at Station 11 is equipped to provide services to buildings of heights proposed under all alternatives. Additionally, new buildings would be required to have sprinklers to meet the Fire Code. Limited impacts to fire services are anticipated under all alternatives. Schools Renton School District’s enrollment currently outpaces permanent capacity at the elementary and high school grade levels despite added capacity from the new Sartori Elementary School. Each alternative would generate new students in housing units, with all new residential growth assumed to be multifamily. Estimated additional demand based on Renton School District’s multifamily student generation rate at each school level and estimated dwelling units for each alternative is shown in Exhibit 3-108. Exhibit 3-109 shows the District’s minimum LOS standards and the anticipated teaching stations needs under each alternative. Exhibit 3-108. Estimated Additional Student Generation by Grade Level - All Alternatives School Level Student Generation Factors - Multifamily (>1 bedroom) Alternative 1 No Action Alternative 2 Alternative 3 Elementary School 0.14 915 1,270 1,645 Middle School 0.04 280 389 504 High School 0.06 401 556 720 Total 0.24 1,596 2,215 2,869 Source: Renton School District Capital Facilities Plan, 2022; BERK, 2023 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-157 Exhibit 3-109. Estimated Level of Service by Grade Level - All Alternatives Additional Teaching Stations Needed School Level1 Minimum Level of Service (LOS) Alternative 1 No Action Alternative 2 Alternative 3 Elementary School (K-5) 24 37.6 52.2 67.6 Middle School (6-8) 29 9.7 13.4 17.4 High School (9-12) 29 13.8 19.2 24.8 Notes: 1The District’s LOS standards are determined on the K-1, 2, 3, and 4-12 grade levels. The elementary (K-5) LOS is determined by averaging the LOS standards listed for grade levels K-1, 2, 3, and 4-5. 2 Minimum LOS is the maximum average students per scheduled teaching station (e.g., class size). Source: Renton School District Capital Facilities Plan, 2022; BERK, 2023 Renton School District’s current enrollment shows a capacity deficit in the middle school grade span. With a new elementary school opened in August 2023, the Renton School District’s permanent capacity surpassed enrollment for the first time in nearly two decades, which will also signal boundary shift to relieve the overcrowded schools. Despite added capacity from the opening of the new elementary school in August 2023, the school district does not have enough permanent capacity to accommodate future demand at any grade level under all alternatives. Taking relocatable portables into account, the elementary and middle schools have enough total capacity for Alternative 1 No Action and Alternative 2 while the high schools do not. There is not enough total capacity under Alternative 3, as shown in Exhibit 3-110. Exhibit 3-110. Estimated Permanent and Total Capacity of School District Serving the Study Area - All Alternatives Surplus or (Deficit) Permanent Capacity Surplus or (Deficit) Total Capacity Schools by Grade Level Existing Permanent Classroom Capacity Existing Total Capacity 2022-2023 (Existing Headcount) Alternative 1 No Action Alternative 2 Alternative 3 2022-2023 (Existing) Alternative 1 No Action Alternative 2 Alternative 3 Elementary (K-5) 7,5451 8,797 7,254 (624) (979) (1,354) 7,254 628 273 (102) Middle (6-8) 3,435 3,892 3,503 (348) (457) (572) 3,503 109 0 (115) High School (9-12) 4,458 4,550 4,577 (520) (675) (839) 4,577 (428) (583) (747) Total 15,438 17,239 15,334 (1,492) (2,111) (2,765) 15,334 309 (310) (964) Note: 1The existing permanent classroom capacity includes the capacity of the new elementary school which opened in 2023/24. The capacity of the new elementary school is 650. Source: Renton School District 2022 Capital Facilities Plan; OSPI, 2021-22 Enrollment by School Level, January 2023; BERK, 2023. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-158 As the District has exhausted permanent capacity, additional facilities would be needed to accommodate student growth and the associated teaching stations at all grade levels under all alternatives. However, the associated growth in student population is expected to occur incrementally as individual development projects are constructed. This would allow time for the Renton School District to address future facility and staffing needs through its Capital Facilities Plan. Parks and Recreational Facilities Parks and Recreation Although the City’s park system has more than 1200 acres of land, the Study Area has almost no parks and lacks a meaningful connection to parks and natural systems. Currently, the City is in the planning stages for the Renton Connector, a greenway along Burnett Avenue, which would integrate the Study Area with Burnett Linear Parks and the neighboring Civic Core and Downtown. With each alternative resulting in increased residential and total population, additional park land will be needed to maintain the current level of service of 5.07 acres of developed parks per 1,000 residents, and 6.14 acres of natural areas per 1,000 residents. Exhibit 3-111 and Exhibit 3-112 show the additional park acreage needed for each park type, with Alternative 3 needing the most additional park acreage. Exhibit 3-111. Estimated Additional Demand for Park Space, Full Study Area - All Alternatives Park Type Minimum LOS (Acres per 1,000 Pop.) Alternative 1 No Action Alternative 2 Alternative 3 Developed Parks 5.07 88.68 acres 123.12 acres 159.46 acres Natural Areas 6.14 107.40 acres 149.11 acres 193.13 acres Total - 196.08 acres 272.23 acres 352.59 acres Source: City of Renton Parks, Recreation, and Natural Areas Plan, 2020; BERK, 2023 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-159 Exhibit 3-112. Estimated Additional Park Demand and Surplus / Deficit - All Alternatives Park Type Minimum LOS (Acres per 1,000 Pop.) Existing Parkland Acres (2019) Existing (2019) Alternative 1: No Action Alternative 2 Alternative 3 Demand (Ac.) Surplus / (Deficit) (Ac.) Additional Demand (Ac.) Surplus / (Deficit) (Ac.) Additional Demand (Ac.) Surplus / (Deficit) (Ac.) Additional Demand (Ac.) Surplus / (Deficit) (Ac.) Developed Parks 5.07 532.401 530.8 1.6 88.68 (87.08) 123.12 (121.52) 159.46 (157.87) Natural Areas 6.14 711.70 642.9 68.8 107.40 (38.60) 149.11 (80.31) 193.13 (124.32) Total - 1244.10 1173.70 70.40 196.08 (125.68) 272.23 (201.83) 352.59 (282.19) Notes: 1includes both developed parks (446.90) and future park site acres (85.50). Source: City of Renton Parks, Recreation, and Natural Areas plan, 2020; BERK 2023 Given the anticipated incremental population growth of the three alternatives, the City would need to add approximately 125 - 283 additional acres of park land, which is 25 to 55 percent of the total acreage of the Study Area. The Study Area's total acreage is 510 acres, but that includes the high voltage power line corridors, interchanges, and other rights-of-way. However, LOS standards are determined based on resident population citywide; additional acres of park land could be added outside the Study Area to meet the population demand. Trails The Study Area also currently lacks a strong existing trail network and meaningful connection to nearby trails. In addition, the trail’s level of service quantity standard is increasing from 0.29 miles of trail per 1,000 residents in 2018 to 0.95 miles per 1,000 residents by 2035. With each alternative, additional trail miles and connections will need to be considered to maintain the current and future level of service as shown in Exhibit 3-113. The City will also need to consider how the proposed trail projects fulfill the two additional parts to the trail level of service - quality and distribution. Exhibit 3-113. Potential Demand for Trail Miles, Full Study Area - All Alternatives Trails Per 1,000 Pop1. Alternative 1 No Action Alternative 2 Alternative 3 New Population Capacity 17,491 24,285 31,453 Additional Miles of Trails Needed 16.62 miles 23.07 miles 29.88 miles Note: 1 Future Trail LOS is 0.95 per 1,000 people by 2035. Source: BERK, 2023 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-160 Given the anticipated incremental population growth, the City would need to add approximately 16 - 30 additional miles of trails. However, LOS standards are determined based on resident population citywide, so the additional miles of trail demanded can be added beyond the Study Area. With trail implementation, the City must also address trail quality and distribution as part of the trail LOS. Therefore, the implementation of additional miles of trail should be located on key rights of way. Currently, the trails subarea plan has proposed trails that create connectivity and are along these rights of way. Alternative 1 No Action Alternative 1 No Action is expected to result in a net population increase of approximately 17,500 in the Study Area compared to existing conditions. Residential development is expected to increase to approximately 6,670 units, and it is expected to add approximately 1,900 additional jobs. Police Alternative 1 No Action would increase demand for officers if the current LOS were applied, anticipating 21 additional officers needed. This increase will also result in increased police equipment and facility needs. Calls for service would also likely increase. Of the three alternatives considered, Alternative 1 No Action produces the lowest housing, employment, and population demand for additional police officers. Fire / EMS While Alternative 1 No Action would increase demand for additional firefighter personnel, it is the lowest increase level among the three alternatives. To maintain the City’s current LOS for residents, Alternative 1 No Action would result in 24.5 additional firefighter personnel needed. Additional fire equipment and facilities may be required to maintain quality performance as well. The increase in housing, population, and employment would likely increase calls for service. The fire station most likely to experience increased demand is Station 11, which is the second most active station in the Fire District. Schools Alternative 1 No Action would produce the fewest additional housing units and lowest student generation among the three alternatives. It is estimated to generate an additional 1,596 students, including 915 elementary, 280 middle, and 401 high school students. To achieve the City’s current LOS standards would require 37.6 additional elementary school teaching stations, 9.7 additional middle school teaching stations, and 13.8 additional high school teaching stations. See Exhibit 3-108, Exhibit 3-109, and the associated discussion under Impacts Common to All Alternatives. The total capacity of elementary and middle schools in the school district are likely to accommodate the anticipated student population. However, the total capacity of high schools falls short of the projected student growth by 428 spots. At all levels, the existing permanent classroom capacity falls short of accommodating student growth, and temporary building capacity is needed. See Exhibit 3-110. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-161 Parks and Recreational Facilities Alternative 1 No Action would produce the lowest additional acreage demand for park, recreational facilities, and trails among the three alternatives, as shown in Exhibit 3-111 and Exhibit 3-112. Based on the LOS quantity standards for parks and trails, Alternative 1 No Action would generate demand for 88.68 acres of parkland, 107.40 acres of natural area, and 16.62 trail miles. Alternative 2 Alternative 2 would create the capacity for approximately 24,285 people, 9,269 additional housing units and 5,016 additional jobs. The population growth is approximately 6,800 people higher than the population increase in Alternative 1 No Action. Police Of the three alternatives proposed, Alternative 2 would result in the second-highest demand for additional police personnel. To maintain the current LOS, an additional 29.1 police officers would be needed. Additional police equipment and facilities would also be needed to support the increase in personnel. With an increase in population capacity of approximately 24,285 and resulting increases in housing stock and employment, services calls are also anticipated to increase. Fire / EMS Alternative 2 would result in the second-highest demand for additional firefighters. To maintain the present effective LOS for residents, an additional 34.0 firefighter personnel would likely be needed. The increase in staff will likely also require additional equipment and facilities. With an increase in housing stock, population, and employment, service calls are also anticipated to rise. The second-most active fire station in the Fire District, Station 11, is most likely to see an increase in demand under this alternative. Schools Alternative 2 would produce the second highest additional housing units and student generation among the three alternatives. It is estimated to generate an additional 2,215 students, including 1,270 elementary, 389 middle, and 556 high school students. To achieve the City’s current LOS standards would require an additional 52.2 elementary, 13.4 middle, and 19.2 high school teaching stations. See Exhibit 3-108, Exhibit 3-109, and the associated discussion under Impacts Common to All Alternatives. Exhibit 3-110 shows that the long-term total capacity of schools can accommodate additional students at the elementary and middle school level but lacks capacity at the high school level. The total capacity of high schools falls short of the projected student growth by 583 students. At all levels, the existing permanent classroom capacity falls short of accommodating student growth, and temporary building capacity is needed. Parks and Recreational Facilities Alternative 2 would produce the second highest additional demand for park, recreational facilities, and trails among the three alternatives, as shown in Exhibit 3-111 and Exhibit 3-113. Based on the LOS quantity standards Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-162 for parks and trails, Alternative 2 would generate demand for 123.12 acres of developed parkland, 149.11 acres of natural area, and 23.07 trail miles. Alternative 3 Alternative 3 would add approximately 12,025 housing units and 8,000 more jobs. Alternative 3 has the greatest growth than Alternative 2 and 3, adding approximately 31,500 people, nearly 14,000 more people than Alternative 1 No Action. Police Of the three alternatives, Alternative 3 would result in the greatest increased need for additional police personnel. To maintain the City’s existing LOS for residents, an additional 37.7 police officers would be required under Alternative 3. Additional police equipment and facilities would also be needed to support the increase in personnel. With an increase in population, housing units, and employment, service calls are also likely to see an increase. Fire / EMS Alternative 3 would result in the highest demand for additional firefighters. To maintain the present effective LOS for residents, an additional 44 firefighter personnel would be needed. This is 20 more firefighter personnel needed than in Alternative 1 No Action. The increase in staff will also require additional equipment and facilities. With an increase in housing stock, population, and employment, service calls are also anticipated to rise; the increased call service demand is most likely to affect Station 11, the second-most active fire station in the Fire District. Schools Alternative 3 would produce the highest additional housing units and student generation among the three alternatives. It is estimated to generate an additional 2,869 students, including 1,645 elementary, 504 middle, and 720 high school students. To achieve the City’s current LOS standards would require an additional 67.6 elementary, 17.4 middle, and 24.8 high school teaching stations. See Exhibit 3-108, Exhibit 3-109, and the associated discussion under Impacts Common to All Alternatives. Exhibit 3-110 shows that the projected long-term total capacity of schools cannot accommodate additional students at all grade levels under Alternative 3. With capacity increases from portable additions and boundary changes fully exhausted, additional facilities would be needed to accommodate student growth and the associated additional teaching stations at all grade levels needed under Alternative 3. However, growth and development and the associated growth in student population are expected to occur incrementally as individual development projects are constructed. Parks and Recreational Facilities Alternative 3 would produce the highest additional acreage demand for park, recreational facilities, and trails among the three alternatives. Alternative 3 would see increase the demand for developed parks to Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-163 approximately 160 acres, the acreage for natural areas to 193.13 acres, and the mileage for trails to approximately 30 additional trail miles. Mitigation Measures Incorporated Plan Features Police, Fire & EMS Services ▪ Compact growth in proximity to Renton Police Department and RRFA services could result in more efficient service delivery and ability to meet LOS objectives. Schools ▪ None. Parks and Recreational Facilities ▪ The Subarea Plan identifies opportunities for parks, trails, and green space in the Study Area in locations, such as under the overhead power lines traveling south-to-north through Renton Village. Regulations and Commitments The City of Renton addresses public service levels in its Capital Facilities Plan Element of the Comprehensive Plan. The element is updated periodically to ensure that proposed growth and change can be served. Renton Municipal Code allows for the collection of impact fees to address increased demand generated by new development. Charging impact fees will provide funding needed to provide emergency services, expand the park system, build new recreational facilities, and construct new school facilities as needed. Police ▪ Primary funding sources for public safety services include property taxes, sales taxes, and utility taxes. New development will increase the tax base for each of these funding sources, which will help partially offset additional service costs associated with housing and employment growth. The City will need to review growth in existing homes as well as new growth to determine its revenue sources and ability to respond with capital improvements and operational changes in its six-year capital facility plans. ▪ The Renton Police Department promotes “Business Watch,” a free crime prevention program that works towards collaboration between business owners and police to help reduce crime in commercial areas. Fire / EMS ▪ The City collects fire impact fees to help fund RRFA system improvements needed to serve new growth (see RMC Chapter 4-1-190). Other primary funding sources for public safety services include property taxes, sales taxes, and utility taxes. New development will increase the tax base for each of these funding sources, which will help partially offset additional service costs associated with housing and employment growth. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-164 ▪ Ongoing capital facilities improvements, budgeting, and operational planning by the RRFA are anticipated to address incremental increases and other changes in demand for fire services, including the need for additional personnel, additional equipment, and facility improvements. Schools ▪ The City of Renton collects school impact fees on behalf of the Renton School District (see RMC Chapter 4- 1-190) to help fund system improvements needed to serve new growth. Future residential development in the Study Area contributes impact fees to help fund the cost to construct new or expanded facilities needed for growth. Ongoing capital facilities improvements, budgeting, and operational planning by Renton School District will be needed to accommodate projected student enrollment at acceptable levels of service and to meet capacity needs at schools serving the Study Area. ▪ The Renton School District will continue with the construction of a new elementary school, Elementary School #16, land acquisition for future development, and renovations or replacements of Renton High School, Dimmitt Middle School, and/or Nelson Middle School. Parks and Recreational Facilities ▪ The City identifies its level of service and desired capital improvements in its PROS Plan and Trails and Bicycle Master Plan. This includes improvements in or near the Study Area. ▪ Primary funding sources for park services include property taxes, sales taxes, and real estate excise taxes. The City of Renton also collects park impact fees to help fund system improvements needed to serve new growth (see RMC Chapter 4-1-190). With the passage of the King County Parks, Recreation, Trails, and Open Space Levy, the City receives a percentage of funding for park acquisition, trail development, and operations and maintenance of existing parks and trails. The City receives approximately $1.94 M from 2020 and 2025. Other Potential Mitigation Measures Police ▪ The City could consider the hiring of additional police officers and police department staff to maintain levels of service consistent with growth. This would be considered with the Comprehensive Plan, Capital Facility Plan, and regular budgets adjustments. ▪ To reduce the increased need for police response to that area, the City could require new developments in the Study Area to provide on-site security services to reduce calls for service. This reduction is largely dependent on the nature of the incident. ▪ The City could adopt specific Crime Prevention Through Environmental Design (CPTED) principles to provide tips to residents, businesses, and developers on how to create designs in landscaping, access, and buildings to promote natural surveillance. Fire / EMS ▪ As development occurs, the Fire Authority could reassess future operations plans to ensure that staff and equipment are located close enough to areas of concentrated development to maintain adequate response Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-165 times according to the Fire Authority’s Annual Report. This may entail redistribution of staff or equipment between fire stations or construction of new facilities. ▪ The City could require a mitigation agreement at the time a development application is submitted to address additional staffing needs and needed capital investments at stations serving the Study Area (e.g., stations, ladder trucks, or other). ▪ The City could condition Planned Action proposals during development review to develop protocols for fire aid and emergency medical services in conjunction with the RRFA. Schools ▪ Renton School District tracks information on growth in enrollment and demand for educational program offerings across all grade spans in the region, including the Study Area, to determine if and when additional personnel or facilities are needed. The City will periodically review trends and information from the Renton School District, to ensure school impact fees are sufficient to address the District’s needs, including grade configuration, optimum facility size, educational program offerings, classroom utilization, scheduling requirements, and the use of temporary classroom facilities. Parks and Recreational Facilities ▪ LOS standards and provision are determined based on resident population citywide. Given the acreage of the Study Area and the anticipated number of future residents, the current parks LOS standard of 5.07 acres per 1,000 people cannot practically be achieved within the Study Area. Additionally, the Study Area will also have non-residential users generating demand for parks and recreation. The City could consider the anticipated impacts of new visitors, residents, and employees working in the Study Area to determine what additional or future amenities and improvements are needed. ▪ The City could adopt an urban park LOS category in an upcoming PROS Plan update to encourage dedicated park and open space while addressing specific needs and uses. This could address the idea of adding capacity through a combination of new power line parks/trails and improvements at existing parks (e.g., Burnett Linear Park) to address increased demand. ▪ The City could encourage and promote dedicated public space through public/private partnerships where possible. ▪ The City could ensure the Trails and Bicycle Master Plan is implemented along key rights-of-way. ▪ The City could adapt its onsite open space standards for mixed use and residential development to address development-specific recreation needs. Significant Unavoidable Adverse Impacts Future population and employment growth will increase the demand for public services including police, fire, schools, and parks. This growth would occur incrementally over the 20-year planning period and would be addressed in regular capital planning. Each service provider in conjunction with the City could evaluate levels of service and funding sources to balance with expected growth; if funding falls short, there may need to be an adjustment to levels of service or growth as part of regular planning under the Growth Management Act. With implementation of mitigation measures and regular periodic review of plans, significant unavoidable adverse impacts to public services are not anticipated. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-166 3.5 Utilities Information presented in this section addresses the utility implications of each alternative relative to the existing conditions within the Rainier/Grady subarea, including stormwater, water, and wastewater. Surface water is addressed within the stormwater components of this section. Affected Environment Existing Stormwater Network Within the Study Area, the public stormwater system is entirely owned by the City of Renton’s Surface Water Utility with private stormwater systems on private property. The stormwater system is in the public right of way or easements in the Study Area and consists of pipes ranging from 8” to 72” and a variety of different materials including concrete, ductile iron, corrugated metal, polyvinyl chloride, and polyethylene. Although a large variety of materials are present in the current system, the most common pipe material is concrete. There are five surface water facilities (flow control or water quality and flow control combined facilities), 32 water quality facilities, one discharge point in Rolling Hills Creek, and a variety of private surface water facilities located on private property. Rolling Hills Creek within the subarea runs through a piped system as both a tributary from Thunder Hills Creek to the east of the subarea and from the natural stream to the southeast of Benson Drive S. The piped stream includes two pipe that weave around existing buildings through Renton Village from the eastern edge to the southern edge. Rolling Hills Creek daylights for roughly 700-feet behind Renton Village along I 405 before crossing under I 405 at SR 167 through a culvert to a natural stream that runs along the east side of SR 167. See Other Potential Mitigation Measures within this 3.5 Utilities section for more details on daylighting potential. A significant portion of the stormwater system in the core of the subarea has been replaced in the last 15 years (specifically the storm mains located on Rainier, 7th, and some of Shattuck). Runoff treatment facilities were installed along Rainier Avenue S and SW 7th St to improve water quality along these major transportation corridors. The subarea is located entirely within the Black River Drainage Basin, and has three subbasins: South Renton, Rolling Hills Creek, and Springbrook Creek. This area possesses a high percentage of impervious surfaces limiting infiltration and in turn creating higher peak flow rates compared to forested areas (City of Renton, 2021). In general, the storm mains flow from North to South and East to West within the Rainier/Grady subarea then continue traveling west until discharging into Springbrook Creek and the Black River Riparian Wetland. Surface water from this basin is conveyed to the Black River Pump Station forebay (located at 550 Monster Rd SW) which ultimately pumps the water to Green River/Duwamish River. This pump station acts as a dam during flooding events and assists in regulating the flow to keep Green River from backwatering up the Black River and Springbrook Creek (City of Renton, 2021). Additionally, the storm system maintenance program, operated by the City of Renton, helps to reduce flooding, and prevent non-point source pollution from entering the Green River by street sweeping and sediment removal from catch basins and flow control facilities (City of Renton, 2018). Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-167 Based on the Renton’s Surface Water Utility System Plan and the basin assessment completed as part of the Stormwater Management Action Plan, the Black River is considered to have moderate hydrologic impacts from urbanization and moderate-high pollutant loading impacts (City of Renton, 2021). Since there are mostly impervious surfaces in this urbanized area, there is an increased risk of negative impacts to the environment, such as stormwater pollution and temperature increase, which negatively affect the fish and wildlife in the receiving waterbody. Large quantities of impervious surface increase the quantity of runoff flowing into the system generating higher flow rates compared to predeveloped (natural) conditions. Increasing the potential for infiltration in the subarea where soils are suitable would benefit the water quantity, water quality, and fish and wildlife population. A majority of the subarea is consumed by impervious surfaces, decreasing water quality with very few pervious surfaces to aid in improving the water quality (City of Renton, 2021). Roads and roofs both generate heat and increase temperatures. Roads produce contaminants such as hydrocarbons and metals, whereas roofs create little pollution other than increased temperature. The lack of green spaces and parks in the subarea leaves little opportunity for infiltration and natural filtration of surface water. Mapping of the existing public stormwater infrastructure system in the subarea can be found in Exhibit 3-114. The private stormwater system is shown in Exhibit 3-115. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-168 Exhibit 3-114. Existing Public Storm Water System Source: City of Renton GIS, 2022 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-169 Exhibit 3-115. Existing Private Storm Water System Source: City of Renton GIS, 2022 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-170 The subarea is located within Zone 2 of the Aquifer Protection Area (APA) meaning it is located between the one-year groundwater travel time contour and the boundary of the zone of potential capture for a well. Development projects in Zone 2 are required to follow specific infiltration guidelines in the 2022 City of Renton Surface Water Design Manual which include additional requirements depending on soil and site conditions. Current Stormwater System Deficiencies Due to lack of evident or frequent flooding problems within the subarea, the current system is believed to meet capacity requirements under typical conditions. Design standards require stormwater to be designed to accommodate a 25-year storm event. This means that beyond the 25-year storm event, the system may experience ponding and flooding. Additionally, development, loss of wetlands, and loss of fish passage are all concerns for the Springbrook Creek/Black River Basin (City of Renton, 2018). The Springbrook Creek/Black River Basin primarily consists of area within Kent and Renton; however, portions of Tukwila and Unincorporated King County also lie within the basin. Runoff from urbanized areas in all four jurisdictions contributes to water quality and habitat concern in this Basin. There are currently four water quality parameters in the Black River Basin that fail to meet the Department of Ecology’s water quality criteria (all failing parameters in the Black River Basin are listed in Exhibit 3-116). All water quality parameters categorized as a “5” are subject to EPA review while those categorized as 4A already are below maximum thresholds are therefore approved by the EPA. If at any point the threshold has not been properly achieved, the EPA may choose to recategorize the parameter as 5 until further action is taken (City of Renton, 2021). The Green River Watershed Temperature TMDL (2011) addresses the four deficient water quality parameters and plans to reduce temperature by encouraging low impact development (LID) and restoring riparian vegetation. Exhibit 3-116. Water Quality Assessment Listings for Black River Basin Water Quality Parameter Category Bioassessment (B-IBI) 5 Dissolved Oxygen 5 Bacteria (Fecal Coliform) 5 Temperature 4A Source: City of Renton, 2021 Overall, the Black River Basin received a Water Quality Index (WQI) score of 27 (poor) in the City’s Stormwater Management Action Plan receiving water assessment . Additionally, multiple streams in the Black River Basin received poor or very poor biological condition scores. These scores range from zero to one hundred with zero being very poor and one hundred being excellent (City of Renton, 2021). The Benthic index of biotic integrity is based on the quantity of benthic macroinvertebrates to indicate the overall health of the creek; the fewer benthic macroinvertebrates in the water, the worse the biological condition of that creek. Altered flow regimes, changes in runoff constituents, high levels of contaminants, or altered channel stability could all contribute to Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-171 lower index scores. Exhibit 3-117 shows the benthic index of biotic integrity scores for creeks within the Black River Basin. Exhibit 3-117. Benthic Index of Biotic Integrity Scores for Black River Basin Creek Name (Site ID) Overall Score Biological Condition Panther Creek (213) 18.1 Very Poor Panther Creek (214) 22.4 Poor Panther Creek (215) 10.6 Very Poor Rolling Hills Creek (216) 5.0 Very Poor Springbrook Creek (2484) 31.8 Poor Springbrook Creek (212) 41.0 Fair Source: City of Renton, 2021 Planned Improvements – Stormwater System The Surface Water Utility Engineering Section stormwater conveyance system infrastructure in the Rainier/Grady subarea has no planned improvements in the current 2023-2028 Surface Water Utility Capital Improvement Program. No significant deficiencies requiring pipe replacements in the next 5 years have been identified. The City’s Surface Water Utility System Plan includes upgrades to Rainier Pump Station on Rainier Avenue S to add a backup generator that would reduce the risk of flooding along Rainier Avenue S during power outages, which is programmed in the current 6-year Capital Improvement program. The plan also includes a project on Talbot Road between Grady Way and I-405 to address an aging 48-inch culvert conveying Thunderhills Creek across Talbot Road that needs replacing due to its physical condition. This project is identified by the City as a priority two project meaning it could be funded in future capital programs after all priority one projects are addressed. Planned projects have no impacts on the alternatives considered in this section. The adopted 2022 City of Renton Surface Water Design Manual requires low impact development (LID) facilities (Core Requirement #9 – On-Site BMPs).Most of the Study Area was developed prior to current surface water design standards. New and redevelopment projects must provide onsite BMPs to promote infiltration of runoff that include dispersal of runoff, roof downspout infiltration, permeable pavements, bioretention and other acceptable LID BMPs. The requirements for including and sizing planter strips to separate sidewalk from the road could provide opportunities for water quality treatment. Compact facilities such as Biopods™, or Filterras™ are the City’s preference on arterial roads to maximize sidewalk widths and bioretention facilities if the planter strip space is sufficient. Existing Water Supply and Distribution Network The City of Renton primarily relies on their own municipal water system to supply, treat, store, and distribute potable drinking water (City of Renton, 2021). The Study Area is within Renton’s Water Utility service area. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-172 Renton’s water supply consists of groundwater wells and an artesian spring (Springbrook Springs) with approximately 87 percent of the water supply coming from the Cedar Valley Aquifer and the rest from Springbrook Springs. The US Environmental Protection Agency (EPA) has designated the Cedar Valley Aquifer as a sole source aquifer. Therefore, proposed projects receiving federal financial assistance that have the potential to contaminate the aquifer are subject to EPA review. The City has sufficient water rights, pumping, and storage capacity to meet water demand for the next 40 years. The City uses a long-term water supply contract with Seattle Public Utilities to provide additional water supply beyond the City’s own supply if needed through 7 existing metered interties. There is an existing 24-inch transmission main along Talbot Rd and along Burnett Avenue S as well as 12-inch distribution mains in existing roadways (e.g., S 7th St, Rainier Ave S, S Renton Village, S Grady Way east of Shattuck Ave S) within the subarea that can be extended to serve future development and redevelopment projects. Exhibit 3-118 shows the existing water system in the Rainier/Grady Subarea Exhibit 3-118. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-173 Exhibit 3-118. Existing Water System in Rainier/Grady Subarea Source: City of Renton, 2022 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-174 Current Water System Deficiencies The water distribution system in the Rainier/Grady subarea is comprised of pipes ranging from 8 to 24 inches in diameter and is within the Valley 196 pressure-zone. Within the subarea, most of the existing water mains west of Rainier Avenue S are 10 or 12 inches in diameter and can provide sufficient capacity for fire protection and for domestic uses for future development and redevelopment projects. The portion of the subarea east of Rainier Avenue S, including Renton Village, has mostly 8-inch and smaller water mains. These mains will need to be upsized to meet the required fire flow demand for future development and redevelopment projects. The existing fire flow capacity is depicted in Appendix 5.4. Additional water main improvements, including looping of water mains around proposed development/redevelopment buildings, street frontages and the installation of additional new hydrants, if necessary, will be required to meet fire codes for development/redevelopment. Planned Water System Improvements The City is planning to construct additional water storage facilities, including a 6.3 MG reservoir in the Highlands in 2026-2028 (2021 Water System Plan, 2022-2028 Capital Improvement Program). The existing water distribution system within the subarea is adequately sized to accommodate existing demand. Typical developers’ extensions and/or the upsizing of existing water mains are required to serve future development and redevelopment projects within the subarea under current zoning. The City’s current typical process is to evaluate the need for improvements for growth when an individual development is proposed. The evaluation includes determining if water main improvements to meet fire flow are required on-site and/or off-site. Water system improvements necessary to meet new construction fire flow requirements (as determined by Renton Regional Fire Authority) are typically required as part the City’s review and approval of utility plans and issuance of civil construction permits for new development, redevelopment and of building permits for new building construction. Existing Wastewater Network Within the subarea, much of the wastewater system contains either concrete or polyvinyl chloride (PVC) pipes. The system consists of 8- to 18-inch pipes with a 108-inch gravity King County wastewater main crossing the subarea along Burnett Avenue S, SW 7th St, Hardie Avenue SW, and SW 10th St. The Rainier/Grady subarea lies within the Black River and Downtown Wastewater Basins. The City of Renton’s Public Works Department manages the wastewater collection system owned and operated by the City of Renton Wastewater Utility. The sanitary sewer services approximately 25.6 square miles with approximately 19,361 connections as of March 2023 (City of Renton, 2023). Gravity mains are primarily used for wastewater collection (City of Renton, 2018) and consist of approximately 230 miles of sewer lines (City of Renton, 2022). In addition to gravity mains, there are also approximately 5.13 miles of force mains and 20 lift stations to assist in navigating the topography changes (City of Renton, 2022). Once collected, the wastewater goes to King County’s regional transmission interceptors where it is discharged to the County’s South Treatment Reclamation Plant for treatment (City of Renton, 2018). The County’s system occasionally stores wastewater in interceptor lines during peak flows (Stowell, 2022). Two lift stations are located within the subarea. The Lind Avenue Lift Station is a part of the City of Renton’s system. Another lift station on private property feeds wastewater from the existing Tesla Dealership at 700 S Grady Way into the King County force main system along S 7th Street). Due to its current condition and construction date of 2014, Lind Avenue lift station is considered a low risk for potential failure according to the City of Renton Utility Systems Capital Improvement Program. All lift stations classified as low risk are Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-175 recommended to be evaluated for rehabilitation in the long-term (City of Renton, 2022). All existing wastewater pipes are shown in Exhibit 3-119. Exhibit 3-119. Existing Wastewater System Source: City of Renton, 2022 Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-176 The subarea is in the Black River and Downtown wastewater basins. The wastewater basin boundaries are shown in City of Renton 2022 Long-Range Wastewater Management Plan. Current Wastewater System Deficiencies With infrastructure dating back to the 1940s, much of the City’s sewer infrastructure has exceeded its useful lifespan and requires replacement; however, only a few pipes in need of replacement are located inside the subarea (City of Renton, 2018), shown in Appendix 5.4. A criticality analysis of the wastewater system included key factors such as cost to repair, potential for life-threatening injuries, ability to maintain flow, emergency construction access constraints, and environmental impact. Vulnerability for the system was also analyzed using factors such as material type, age, history of failure, pipe conditions, and soil corrosivity. The results of these analyses are shown in Appendix 5.4. Additionally, King County is using the interceptor lines to store wastewater during peak flows, which contributes to the current capacity issues and risk of sewer back-ups in the Renton system. The 2022 Long-Range Wastewater Management Plan provides three deficiency improvement recommendations within or near the subarea, shown in Appendix 5.4. Two identified deficiencies have high infiltration and inflow at upstream mini-basins and are recommended for micro-monitoring: 7A, located southeast of the I-405 and SR 167 intersection with a small portion overlapping the south side of the Planned Action Area boundary; and 45A, located on the south side of the Planned Action Area overlapping the Renton Village area. The Plan recommends that Deficiency 14A, located on West Sunset Blvd and SW 4th Place (Manhole MH6332), should be monitored for a duration of three to seven years as part of the Long-Term Flow Monitoring. The City’s wastewater modeling, performed in July of 2023, confirmed existing deficiencies located within the Renton Village area – these deficiencies are already identified in the Long-Range Management Plan. See Appendix 5.4 for the complete Hydraulic Analysis. There are also existing I/I issues contributing to the existing deficiencies which show the need to upsize pipes to meet current standards even without future growth in the Renton Village area. Planned Wastewater System Improvements There are currently no planned improvements involving the wastewater system in the Rainier/Grady Subarea. Impacts Thresholds of significance are established as benchmarks used to differentiate significant impacts that may require mitigation to address significant impacts. Thresholds of significance utilized in this impact analysis include: ▪ Projected growth demand exceeds planned capacity of utility. ▪ Decreases in adopted levels of service. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-177 Impacts Common to All Alternatives The subarea would experience growth under all alternatives, increasing demand on water and wastewater utilities. Impacts to the existing stormwater system are expected to be insignificant. Critical areas within the Study Area will remain undeveloped under all alternatives. Stormwater System Both residential and commercial populations in the Study Area will increase in each of the alternatives. Increase in traffic due to development in the area will result in increases in traffic related pollutants entering the stormwater system, but this increase is projected to be minor compared to background levels. There are currently four water quality parameters in the Black River Basin that fail to meet the Department of Ecology’s water quality criteria, listed in Exhibit 3-116. Under all alternatives, any redevelopment at higher densities will result in improved water quality as outdated aspects of the storm system are replaced with newer infrastructure and stormwater treatment controls. The City of Renton Surface Water Design Manual requires all newly developed and redeveloped properties that meet the thresholds for water quality treatment to provide such treatment which will contribute to improved water quality in the Black River Basin. Additionally, green stormwater infrastructure (GSI) practices would be implemented to promote natural hydrologic processes, conserve native vegetation and soils, and treat and reduce overland stormwater flow to match predeveloped conditions (native forest or prairie) more closely (City of Renton, 2018). GSI is designed to reduce stormwater discharges from developments and to improve water quality, resulting in improvements over the current conditions. Excluding the critical areas that will remain undeveloped, the Study Area is nearly 100% comprised of impervious surfaces, so the potential for additional impervious surfaces in this highly developed area is significantly lower than in less developed areas. Under all alternatives, the impervious surface area is expected to either remain the same or decrease. Water Distribution System Under all alternatives, demand for domestic water service and for fire protection will increase. Each alternative requires fire flow requirements to be met. The portion of the subarea east of Rainier Avenue S, including Renton Village, has mostly 8-inch and smaller water mains that will need to be replaced, relocated, and upsized to meet the required fire flow demand for future development and redevelopment projects. Additional water main improvements, including looping of water mains around proposed development/redevelopment (e.g. if fire flow demand exceeds 2,500 gallons per minute), extensions of water main in roadways fronting properties to be developed and/or redeveloped and the installation of additional new hydrants, and fire sprinkler systems, would be required to meet fire code and city development regulations (The existing fire flow capacity is shown in Appendix 5.4. Water main improvements and extensions should be installed within existing and/or new street rights-of-way and/or within 15-ft wide utility easements on private properties. Future water system demand rates are based on the City of Renton 2021 Water System Plan Update. Estimated rates of 102 gallons per dwelling unit per day and 15 gallons per employee per day were used for all future water demand calculations. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-178 Wastewater System Under all alternatives, wastewater demand from both residential and commercial development would increase. The comparisons of demand for each alternative are shown in Exhibit 3-120. According to the 2015 City of Renton Comprehensive Plan (Amended in 2018), demand on the sewer system based on adopted land use is projected to exceed its capacity as the city nears “ultimate build-out” in 2030 (City of Renton, 2018). Existing sewer infrastructure that exceeds its useful lifespan and requires replacement under all alternatives is shown in Appendix 5.4 along with three deficiency improvement recommendations within or near the subarea. Additionally, the King County interceptor lines, storing wastewater during peak flows, contribute to the current capacity issues and back-ups in the system. In July of 2023, the City modeled the wastewater system using proposed land use densities from Alternative 3 . The City’s modeling efforts for Alternative 3 have identified the same deficient areas within the Renton Village area as those provided in the Long-Range Management Plan including I/I issues contributing to existing deficiencies requiring upsizing to 30-inch pipe in the Renton Village area if I/I is not addressed upstream of Renton Village even without growth. Addressing I/I would reduce the necessary pipe size, but sewer system upsizing will be needed even with the reduction of I/I. These deficient areas will need to be addressed under all alternatives. See Appendix 5.4 for the hydraulic analysis. Calculations assume an average household size of 2.62 people, based on the American Community Survey 5- year estimate (2017-2021). Assumptions of water use include 100 gallons of flow per day (gpd) per person, and 20 gpd per employee per day ( from Renton Long-Range Wastewater Management Plan assumptions). Exhibit 3-120. Wastewater Demand Comparison Alternative Additional ADWF in Study Area (mgd) Total ADWF (mgd) Peak ADWF with Factor of 3 (mgd) Alternative 1 0.6 0.7 1.4 Alternative 3 2.4 2.5 4.9 Calculations assume an average household size of 2.62 people, based on the American Community Survey 5-year estimate (2017-2021). Assumptions of water use include 100 gallons of flow per day (gpd) per person, and 20 gpd per employee per day (Renton Long-Range Wastewater Management Plan assumptions). Source: Perteet 2023. Alternative 1 No Action Under the No Action Alternative, the residential population is expected to increase by approximately 268 times to 6,676 dwelling units in the Study Area, and the employment population is expected to increase 1.6 times to 1,912 employees. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-179 Stormwater System Impacts Common to All Alternatives are listed above. Alternative 1 No Action assumes that current requirements for common open space, street trees, green space, and stormwater management will remain unchanged. All impervious areas for Alternative 1 were assumed to use maximum lot coverage in zoning districts defined by Renton Municipal Code 4-2-110, 4-2-120 and 4-2-130. Maximum lot coverage allowed in the CA and CO zones is 93%, 100% in CD and IM, and 80% in R-14. Alternative 1 No Action proposes a total of 286 acres of impervious surface, less than the existing impervious surface. The resulting additional pervious surface area would allow water to infiltrate, which would increase water quality and decrease overall runoff through the system. Water Distribution System Under Alternative 1 No Action, the future average daily demand (ADD) for the subarea (assuming 12.5% system leakage) is projected at 0.77 million gallons per day (mgd) for residential and 0.09 mgd for commercial, for a combined total of 0.9 mgd. With a peaking factor of 1.3, the maximum daily demand (MDD) is estimated at 1.1 mgd. The City’s 2021 ADD of approximately 7.39 mgd is drawn from wells and Springbrook Springs. With ADD varying from 6.59 to 7.39 mgd over the past ten years (2012–2021), the existing water system has the capacity to support the additional growth ADD of 0.9. The MDD of the City over the past ten years has varied between 11.44 mgd and 13.59 mgd . During demand peaks that exceed the City’s total certificated water rights , the City buys water under a long-term contract with Seattle Public Utilities (SPU) through 7 metered connections with SPU’s water pipelines. The City expects that additional supply provided by SPU will be enough to meet the MDD’s projected growth of 1.1 mgd (2021 Water System Plan). The ADD and MDD demands are shown in Exhibit 3-121. Exhibit 3-121. Water System: Average Daily Demand (ADD) and Maximum Daily Demand (MDD) – Alternative 1 Existing City Demand (mgd) Additional Demand (mgd) Combined Demand (mgd) City Capacity (mgd) ADD 7.39 0.9 8.29 9.43 MDD 13.59 1.1 14.69 21.82 Source: City of Renton, Perteet, 2023. Wastewater System Under Alternative 1 No Action, the average daily flow (ADF) or ADWF is estimated to increase by 0.64 mgd for residents and 0.01 mgd for employees. Assuming an industry-standard peaking factor of 2, the combined maximum daily flow is estimated to be 1.4 mgd. A demand rate of 100 gpd per person was used for residential demand calculations in this alternative. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-180 Alternative 2 Under Alternative 2, the residential population is expected to increase by approximately 370 times to 9,269 dwelling units, and the employment population 2.6 times to 5,015 employees within the Study Area. Alternative 2 assumes 100 dwelling units per acre (du/ac) for Mixed Use – Base typologies and 200 du/ac for Mixed Use – Maximum typologies. Stormwater System Alternative 2 proposes increased green space, requires dedication of public open/green space (public or private with easements), creation of public plaza, Green Factor standards, and a modification of street tree standards. These proposals would bring both qualitative and quantitative benefits to stormwater. Alternative 2 also proposes additional greenspace within the high voltage transmission line buffers where impervious surface currently exists. Replacing impervious surfaces with greenspace would increase water quality and decrease the volume of stormwater runoff by allowing for infiltration. Though mapping is limited due to most of the land being developed, the USDA’s Web Soil Survey indicates soils in the area are well drained or moderately well drained where mapped (Natural Resources Conservation Service, 2023). Impervious surfaces (including driveways) are assumed to cover 91% of Commercial – Retail typologies, 77% of Low-Rise Residential typologies, 77% of Mixed Use – Maximum, 77% Mixed Use – Base, and 77% Commercial Tower typologies based on maximum lot coverages per City code, with 2% representing driveways in all scenarios. Any impervious areas within the EIS boundaries but outside the Planned Action Area were estimated based on zoning requirements in the current Renton Municipal Code 4-2-110, 4-2-120 and 4-2-130. Maximum lot coverage allowed in the CA and CO zones is 93%, 100% in CD and IM, and 80% in R-14. The only stream in the Planned Action Area is Rolling Hills Creek, a portion of which is currently piped underground in the Renton Village area. With poor water quality in the stream’s current conditions, daylighting this portion of the creek and restoring natural conditions, including vegetation, would improve overall water quality. Installation of stormwater treatment facilities would also improve the condition of the stream. Daylighting the stream, along with creating the buffers required by City code would reduce developable area. Alternative 2 proposes reducing the area of impervious surfaces within the subarea to a total of 270 acres resulting in 17 fewer acres of impervious surface compared to the 287 acres of impervious surfaces expected in the No Action Alternative, improving infiltration and water quality, and decreasing overall runoff through the system. Additionally, the proposed changes in Green Factor standards, street tree standards, and street standards would further improve the existing stormwater system compared to Alternative 1 No Action. Water Distribution System Under Alternative 2, the future average daily demand (ADD) for the subarea specifically is projected to be 0.90 million gallons per day (mgd) for residents and 0.14 mgd for commercial use, for a combined total of 1.0 mgd (assuming 12.5% system leakage). With a peaking factor of 1.3, the maximum daily demand (MDD) is estimated at 1.6 mgd. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-181 The City’s 2021 capacity has an ADD of approximately 7.39 mgd, supplied by existing wells and Springbrook Springs. With the ADD of the City varying from 6.59 to 7.39 mgd over the past ten years (2012-2021), the existing water system has the capacity to support 1.2 mgd of growth in ADD. The MDD of the City over the past ten years has varied between 11.44 mgd and 13.59 mgd, During peak demands that exceed the City’s total certificated water rights, the City buys water under a long-term contract with Seattle Public Utilities (SPU) through 7 metered connections to SPU’s water pipelines. The City expects that additional supply provided by SPU will be enough to meet the MDD’s projected growth of 1.6 mgd (Gafour, 2023). The ADD and MDD demands are shown in Exhibit 3-122. Exhibit 3-122. Alternative 2 Average Daily Demand (ADD) and Maximum Daily Demand (MDD) Existing City Demand (mgd) Additional Demand in Study Area (mgd) Combined Demand (mgd) City Capacity (mgd) ADD 7.39 1.2 8.59 9.43 MDD 13.59 1.6 15.19 7.3921.82 Source: Perteet, 2023 Alternative 2 is projected to add 0.3 mgd to ADD and 0.5 mgd to MDD as compared to the No Action Alternative, as seen in Exhibit 3-123. Exhibit 3-123. Alternative 2 Average and Daily Demand Comparison to No Action Alternative No Action ADD (mgd) Alternative 2 ADD (mgd) No Action MDD (mgd) Alternative 2 MDD (mgd) 8.29 8.59 14.69 15.19 Source: Perteet, 2023 Wastewater System Alternative 2 assumes 25% of the sites will use maximum growth for the purposes of this EIS. With mid-rise “base” assumptions predominating, the growth assumptions for Alternative 2 fall between Alternatives 1 and 3. Because the exact location of the maximum growth is unknown, the wastewater model assumes it could occur anywhere within Renton Village, where the greatest heights are allowed, making Alternative 3 a conservative estimate of the impacts of Alternative 2 to the wastewater system. Alternative 3 Under Alternative 3, the residential population and employment population are expected to increase by approximately 481.2 times existing (12,005 dwelling units) and 3.4 times existing (8,006 employees), Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-182 respectively, within the Study Area. Alternative 3 assumes 175 dwelling units per acre (du/ac) for Mixed Use – Base density typologies and 325 du/ac for Mixed Use – Maximum density typologies. Stormwater System Under Alternative 3, all impacts listed under the Impacts Common to All Alternatives section apply. This alternative proposes increased green space, required dedication of public open/green space (public or private with easements), creation of a public plaza, adopting Seattle’s Green Factor Standards or similar, and a modification of street tree standards. These features would bring both qualitative and quantitative benefits to stormwater. Alternative 3 also proposes additional greenspace within the high voltage transmission line buffers where impervious surface currently exists. Replacing impervious surfaces with greenspace would increase water quality and decrease the volume of stormwater runoff by allowing for infiltration. Impervious surfaces (including driveways) are assumed to cover 91% of Commercial – Retail typologies, 77% of Low-Rise Residential typologies, 77% of Mixed Use – Maximum, 77% Mixed Use – Base, and 77% Commercial Tower typologies with 2% representing driveways in all scenarios. Any impervious areas within the EIS boundaries but outside the Planned Action Area were estimated based on zoning requirements in the current Renton Municipal Code 4-2-110, 4-2-120, and 4-2-130. Maximum lot coverage allowed in the CA and CO zones is 93%, 100% in CD and IM, and 80% in R-14. An additional 2% impervious surface was added for driveways to each parcel with a maximum of 100%. The only stream in the Planned Action Area is Rolling Hills Creek, a portion of which is currently piped underground in the Renton Village area. With poor water quality in the stream’s current conditions, daylighting this portion of the creek and restoring natural conditions (and vegetation) would improve overall water quality. Alternative 3 proposes reducing the area of impervious surfaces to a total of 268 acres resulting in 19 fewer acres of impervious surface than the 287 acres expected in Alternative 1 No Action, improving infiltration and water quality, and decreasing overall runoff through the system. Additionally, the changes to Green Factor standards, street tree standards, and street standards proposed in Alternative 3 would further improve the existing stormwater system as compared to Alternative 1 No Action. Water Distribution System Under Alternative 3, the future average daily demand (ADD) for the subarea specifically is projected to be 1.39 million gallons per day (mgd) for residential use and 0.19 mgd for commercial use, for a combined total of 1.6 mgd (assuming 12.5% system leakage). With a peaking factor of 1.3, the maximum daily demand (MDD) is estimated at 2.1 mgd. The City’s existing capacity has an ADD of approximately 7.39 mgd from the existing wells, supplied by existing wells and Springbrook Springs. With the ADD of the City varying from 6.59 to 7.39 mgd over the past ten years (2012-2021), the existing water system has the capacity to support 2.1 mgd of growth in ADD. The maximum daily demand (MDD) of the City over the past ten years has varied between 11.44 mgd and 13.59 mgd . During peak demands that exceed the City’s total certificated water rights, the City buys water using a long-term contract with Seattle Public Utilities (SPU) through 7 metered connections to SPU’s water pipelines Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-183 The City is not concerned about capacity of the additional MDD of 2.1 mgd due to growth because of their contract with SPU (2021 Water System Plan ). The ADD and MDD demands are shown in Exhibit 3-124. Exhibit 3-124. Alternative 3 Average Daily Demand (ADD) and Maximum Daily Demand (MDD) Existing City Demand (mgd) Additional Demand in Study Area (mgd) Combined Demand (mgd) City Capacity (mgd) ADD 7.39 1.6 8.99 9.43 MDD 13.59 2.1 15.69 21.82 Source: Perteet 2023 Alternative 3 is projected to add 0.7 mgd to the projected ADD and 1.0 mgd to the projected MDD as compared to the No Action Alternative, as seen in Exhibit 3-125. Exhibit 3-125. Alternative 3 Comparison to No Action Alternative No Action ADD (mgd) Alternative 3 ADD (mgd) No Action MDD (mgd) Alternative 3 MDD (mgd) 8.29 8.99 14.69 15.69 Source: Perteet 2023 Wastewater System Under Alternative 3, the average daily flow (ADF) or ADWF is estimated to increase 2.2 mgd for residents and 0.2 mgd for employees. Assuming an industry-standard peaking factor of 2 to represent peak flows during the day, the combined maximum daily flow (MDF) or Peak DWF is estimated to be 4.9 mgd. Alternative 3 would result in an estimated additional ADF or ADWF of 1.8 mgd and MDF of 3.5 mgd as compared to Alternative 1 No Action, as shown in Exhibit 3-126. Exhibit 3-126. Alternative 3 Wastewater Comparison to Alternative 1 No Action ADWF (mgd) Alternative 2 ADWF (mgd) No Action MDWF (mgd) Alternative 2 MDWF (mgd) 0.7 2.5 1.4 4.9 Source: Perteet, 2023 Modeling Alternative 3 in the City’s wastewater system model revealed two locations of deficiencies in runs that lead to Uwajimaya, as shown in Appendix 5.4. Surcharging under this alternative is caused by the additional Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-184 flows from the EIS in the Planned Action Area. These deficiencies are both in similar locations as those already identified in the Long-Range Management Plan but would also need to be addressed in addition to the deficiencies addressed in Alternative 1 No Action. Mitigation Measures Incorporated Plan Features Alternative 2 and Alternative 3 both propose increased green space, required dedication of public open/green space (public or private with easements), creation of public plaza, green factor standards, and a modification of street tree standards. These features would bring both qualitative and quantitative benefits to stormwater. The City’s Surface Water Utility System Plan mentions Rainier Pump Station upgrades on Rainier Avenue S to address flooding at the low elevation on Rainier Avenue S and Talbot Road Culvert Improvements on Talbot Road between Grady Way and I-405 to address the need to replace a 48-inch culvert that is in poor condition. The Talbot Road project is identified by the City as a priority two project meaning it could be funded in years after all priority one projects are addressed. The City is also planning to construct additional drinking water storage facilities for the water distribution system, including a 6.3 MG reservoir in the Highlands in 2024-2026 to accommodate the city’s growth and associated water demand (Gafour, 2023). Regulations and Commitments State of Washington Laws Pertaining to Waters of the State. State review applies to any project affecting waters of the state and thus requiring review by Ecology and/or the Washington Department of Fish and Wildlife. Such projects must commonly show that impacts have been minimized and permit requirements often include mitigation for irreducible impacts. Critical Areas Regulations. City review applies to projects in critical areas and requires compliance with Renton Municipal Code (RMC) 4-3-050. Critical areas protected under these regulations include flood hazard areas, steep slopes, habitat conservation areas, streams and lakes, wellhead protection areas, and wetlands (or sites within 200 feet of a wetland). Aquifer Protection Areas. City requires projects to comply with RMC 4-9-015 which protects aquifers used for potable water from contamination by hazardous materials. Environmental Health Regulations. The Model Toxics Control Act (MTCA) is Washington’s environmental cleanup law. MTCA governs the cleanup and prevention of contaminated sites that can threaten people’s health and the environment. Stormwater Regulations. All development and redevelopment projects are required to comply with the City of Renton Stormwater Management Program Plan, National Pollutant Discharge Elimination System (NPDES) Phase II Stormwater Permit, RMC Section 8-2: Storm and Surface Water Drainage, Renton’s Surface Water Design Manual, King County Surface Water Design Manual, and Stormwater Management Manual for Western Washington. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-185 Water Regulations. All development and redevelopment projects are required to comply with the 1972 Clean Water Act, and RMC Section 8-4: Water. Wastewater Regulations. All development and redevelopment projects are required to comply with the City of Renton Long-Range Wastewater Management Plan, RMC Section 8-5: Sewers, and King County Wastewater Treatment Division. Renton Municipal Code (RMC). All development and redevelopment projects are required to comply with the Renton Municipal Codes. Other Potential Mitigation Measures Stormwater System All development and redevelopment are required to comply with Department of Ecology’s Green River Watershed Temperature Total Maximum Daily Load (TMDL) standards. According to 2011 Green River Watershed Temperature TMDL, the plan to reduce temperature in this watershed includes encouraging Low Impact Development (LID) and restoring riparian vegetation. In the highly developed Study Area, stormwater is collected and conveyed within the existing urban system. Due to the reduction of overall impervious area under Alternatives 2 and 3, the projected growth is unlikely to produce higher stormwater runoff volumes but will likely increase the pollutants entering the system as the population and employment levels, and ensuing vehicular traffic, rise. One option for reducing pollutants would be to retrofit existing streets and parking lots with water quality treatment BMPs. LID techniques identified in the City’s Comprehensive Plan include bioretention planters/facilities, permeable sidewalks, and rain gardens (City of Renton, 2018). Development within an Aquifer Protection Area can make utilizing LID techniques difficult; however, a focus could be directed at creating tree, park and open spaces that do not receive runoff from polluting surfaces. A regional facility could be considered, or an existing facility could be modified, but an analysis will be required to determine the feasibility, benefits, and drawbacks of a regional facility. It is recommended that a study be conducted for the use of a regional facility. The City could require enhancement of native growth protection areas within the Rolling Hills Creek stream buffer to encourage use of native and riparian vegetation (RMC 4-3-050). Encouraging native and riparian vegetation provides thermal cover and shields Rolling Hills Creek from extreme temperatures, reduces the amount of algae in the creek allowing for the waters to hold more dissolved oxygen, and also supports the request of the Duwamish tribe for more native vegetation within the subarea. A portion of Rolling Hills Creek is currently piped underneath development. It should be noted that daylighting the creek or portions of the creek would allow for an increased impervious surface lot coverage per RMC 4-3-050 section 7f-ii. This is a viable option to improve existing conditions as well as benefit the developer. The City code allows for, but does not specify, incentives for developers to daylight streams. The City should consider implementing specific incentives to encourage developers to daylight portions of Rolling Hills Creek to restore more natural habitat to the area. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-186 When new street networks are formalized, regulatory stormwater standards will be required, and the development applications will receive a formalized review to verify required stormwater systems. The City could also consider encouraging detention facilities or bio-swales that allow for open space. Under all alternatives, a downstream analysis and hydraulic model analysis for the stormwater system should be conducted to verify the system’s capacity is sufficient for the level of growth expected. Water Distribution System When development or redevelopment is proposed, developers are required to submit information about the proposed development for the city and for Renton Regional Fire Authority to determine water demand for domestic use and fire protection. Developers must submit basic information such as the location and size of the buildings, number of dwelling units, proposed type of building construction materials, and type of occupancy. Renton Regional Fire Authority will determine the fire flow demand for the development based on the submitted information. The City Water Utility will verify through the use hydraulic model of the water system to determine if the existing water distribution system in the vicinity of the development is adequately sized to provide the fire flow demand or if additional water main extensions, and upsizing of existing water mains are required to provide the fire flow demand. To accommodate additional water demand for domestic use and for fire protection resulting from the implementation of the Proposed Alternative, the following water system improvements are recommended: ▪ Developers will be required to install new water mains, including replacement and upsizing of existing mains, to meet the required fire flow demand for future development and redevelopment projects within the portion of the subarea east of Rainier Avenue S, including Renton Village. Additional water main improvements, including looping of water mains around proposed development/redevelopment and the installation of additional hydrants and fire sprinkler systems would be required to meet fire codes. Water line extensions for domestic water uses and to meet fire flow demands for development and redevelopment projects in the City shall be constructed by and as part of the developer’s project. Water main improvements and extensions shall be installed in existing and new streets. ▪ Exhibit 3-56 and Exhibit 3-57 show planned transportation projects within the Planned Action Area along Grady Way (Main Ave to Rainier Ave); Talbot Road (I-405 exit 3 to South Renton Transit Center) including reconfigurations of Grady Way, Lake Avenue South, and South Renton Village Place; South Grady Way (Rainier Avenue South to Talbot Road South); Grady Way Overpass at Rainier Avenue South; Shattuck Avenue South and/or South Renton Park and Ride; and at the new South Renton Transit Center. Wastewater System To accommodate additional wastewater flows resulting from the implementation of the Alternative 2 or Alternative 3, the following wastewater system improvements are recommended: ▪ Deficiencies 7A, located southeast of the I-405 and SR 167 intersection with a small portion overlapping the south side of the Planned Action Area boundary, and 45A, located on the south side of the Planned Action Area overlapping the Renton Village area, both have high Infiltration and Inflow (I/I) at upstream mini- basins and are recommended for micro-monitoring (City of Renton, 2022). These specific locations are depicted in Appendix 5.4. Rainier/Grady Junction TOD Subarea Planned Action Ch. 3 ▪ Environment, Impacts, and Mitigation Measures January 2024 ▪ Draft EIS 3-187 ▪ Deficiency 14A is located on West Sunset Blvd and SW 4th Place (Manhole MH6332), as depicted in Appendix 5.4. It is recommended that this location be monitored for a duration of 3-7 years as part of the Long-Term Flow Monitoring. ▪ The City should upsize Renton’s wastewater pipes when replaced due to development to eliminate surcharging in the system. ▪ The City should continue to consider applying for grants, or funding projects upfront using a Local Improvement District (LID) or Special Assessment District (SAD), to make sewer readily available to encourage development. The City should continue upgrading sewer services to match adopted land use densities where transportation projects are already planned. Exhibit 3-57 shows planned transportation projects within the Planned Action Area along Grady Way (Main Ave to Rainier Ave); Talbot Road (I-405 exit 3 to South Renton Transit Center) including reconfigurations of Grady Way, Lake Avenue S, and S Renton Village Place; S Grady Way (Rainier Avenue S to Talbot Road S); Grady Way Overpass at Rainier Avenue S; Shattuck Avenue S and/or S Renton Park and Ride; and at the new South Renton Transit Center. ▪ The City should maintain the hydraulic model analysis for the wastewater system. ▪ Specific potential projects to upgrade the system to address future growth proposed in Alternative 3 (based on the City’s hydraulic model analysis of the Planned Action Area) are upgrading 1,175 LF to 12-inch pipe, 153 LF to 18-inch pipe, and 2,221 LF to 36-inch pipe. It should be noted that under Alternative 1 No Action, the 2,221 LF of 36-inch pipe can be reduced to 30-inch pipe and possibly further if I/I can be addressed and be sufficient for the increased demand. The specific locations of these upgrades are depicted in Appendix 5.4. Developers are responsible for replacing the required pipes, but the City could coordinate with developers on cost-sharing since there are existing I/I issues in the area showing the need for a 30-inch pipe in the future even without growth. The entire area, from behind Home Depot to Valley Medical/Benson area, drains to the Renton Village area and has I/I (location of I/I not identified). If locations/issues are identified, upstream issues could be fixed to help resolve downstream issues in this area. Significant Unavoidable Adverse Impacts No significant unavoidable adverse impacts are expected for any alternatives if the potential mitigation measures and City regulations are followed. Through an overall reduction of runoff volumes, regulatory stormwater standards, and implementation of GSI techniques, all impacts should be mitigated. Therefore, no unavoidable adverse impacts are expected within the stormwater system. All impacts to the water distribution system should be mitigated by installing new water mains, upsizing existing water mains and looping water mains around new buildings and new redevelopment projects to meet fire flow demands and following City development regulations, resulting in no unavoidable adverse impacts expected within the water system. Development and redevelopment would be required to implement wastewater standards. Therefore, no unavoidable adverse impacts to wastewater are expected. THIS PAGE INTENTIONALLY BLANK. 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Renton Parks, Recreation, and Natural Areas Plan. Retrieved from https://cdn5- hosted.civiclive.com/UserFiles/Servers/Server_7922657/File/City%20Hall/Community%20Services/Parks %20Planning%20and%20Natural%20Resources/Parks%20Recreation%20Natural%20Areas%20Plan/2020 %20Parks%20Recreation%20and%20Natural%20Areas%20Plan_FinalAdopted_012720_web.pdf. City of Renton. (2019, January 28). Renton Trails and Bicycle Master Plan. Retrieved from https://cdn5- hosted.civiclive.com/UserFiles/Servers/Server_7922657/File/City%20Hall/Community%20Services/Parks %20Planning%20and%20Natural%20Resources/Trails%20and%20Bicycle%20Master%20Plan/Renton%2 0Trails%20Plan_may19.pdf. Renton Police Department (2022, June 13). Renton Police Department Policy Manual. Retrieved from https://cdn5- hosted.civiclive.com/UserFiles/Servers/Server_7922657/File/City%20Hall/Police/Policy%20Manual/2022 %20Policy%20Manual/June%202022/RELEASE_20220613_T114545_Renton_PD_Policy_Manual.pdf. Renton Regional Fire Authority (2020, September). 2021-2025 Strategic Plan. Retrieved from . https://rentonrfa.com/wp-content/uploads/2020/09/Approved-External-2021-2025-Strategic-Plan- Optimized.pdf. Renton Regional Fire Authority (2020). Annual Report. Retrieved from https://rentonrfa.com/wp- content/uploads/2022/01/2021-Annual-Report-Final-reduced-1.pdf . Renton School District (2022, June). Capital Facilities Plan. Retrieved from https://resources.finalsite.net/images/v1659128228/rentonschoolsus/j0u85aykvdevxoco0izn/2022Capit alFacilitiesPlan.pdf. Washington Association of Sheriffs and Police Chiefs (2021) Crime in Washington 2021 Annual Report. Retrieved from https://www.waspc.org/assets/2021%20CIW.pdf. Utilities City of Renton. (2018, December 10). Comprehensive Plan. Retrieved from https://edocs.rentonwa.gov/Documents/DocView.aspx?id=8461903&dbid=0&repo=CityofRenton&cr=1 City of Renton. (2021). Stormwater Management Action Plan. Retrieved from https://cdn5- hosted.civiclive.com/UserFiles/Servers/Server_7922657/File/City%20Hall/Public%20Works/Utility%20Sy stems/Stormwater/NPDES%20Phase%20II%20Municipal%20Stormwater%20Permit/Combined_attachm ents.pdf City of Renton. (2021, May). Water System Plan Update. Retrieved from https://cdn5- hosted.civiclive.com/UserFiles/Servers/Server_7922657/File/City%20Hall/Public%20Works/Utility%20Sy stems/Water%20Utility%20Engineering/Water%20System%20Plan%20Update_2019/2019%20Water%2 0System%20Plan%20Update_Exec%20Summary%20and%20Chapters%20 City of Renton. (2022). COR Maps. Retrieved from https://maps.rentonwa.gov/Html5viewer/Index.html?viewer=cormapsCity of Renton. (2022, July). Long- Natural Resources Conservation Service. (2023, August). Web Soil Survey. Retrieved from https://websoilsurvey.nrcs.usda.gov/app/WebSoilSurvey.aspx. Rainier/Grady Junction TOD Subarea Planned Action Ch. 4 ▪ Acronyms and References January 2024 ▪ Draft EIS 4-5 Gafour, A. (2023, January 13). Metcalf and Eddy, Inc. (1998). Wastewater Engineering Treatment, Disposal, and Reuse (Third Edition). Range Wastewater Management Plan. Retrieved from https://edocs.rentonwa.gov/Documents/DocView.aspx?id=8479367&dbid=0&repo=CityofRenton Renton Municipal Code. (2022, November 14). Retrieved January 6, 2023, from https://www.codepublishing.com/WA/Renton/ Stowell, J. (2022, August 11). THIS PAGE INTENTIONALLY BLANK. Rainier/Grady Junction TOD Subarea Planned Action Ch. 5 ▪ Appendices January 2024 ▪ Draft EIS References 5-1 5 Appendices THIS PAGE INTENTIONALLY BLANK. Rainier/Grady Junction TOD Subarea Planned Action Ch. 5 ▪ Appendices January 2024 ▪ Draft EIS Scoping Notice and Meeting Summary 5-2 5.1 Scoping Notice and Meeting Summary THIS PAGE INTENTIONALLY BLANK. August 9, 2022 1 State Environmental Policy Act Determination of Significance and Request for Comments on Scope of Environmental Impact Statement Rainier/Grady Junction Planned Action Date of Issuance August 9, 2022 Lead Agency / Proponent City of Renton Agency Contact Paul Hintz, Principal Planner City of Renton, Community and Economic Development, Long Range Planning 1055 Grady Way Renton, WA 98057 phintz@rentonwa.gov, 425-430-7436 Description of Proposal In 2021 the City of Renton developed the Rainer/Grady Junction Transit Oriented Development (TOD) Subarea Plan to create a vibrant commercial and residential district oriented around near -term bus rapid transit, with potential for light rail service in the long term. The City is now considering interim municipal code amendments to implement the land use vision of the subarea plan to increase mixed use opportunities and alter density and development standards including height, density, parking and others. The City proposes to develop a Planned Action Environmental Impact Statement (EIS) and Ordinance that tests the interim regulations and studies master planned land uses and implements parks, transportation, and other projects that align with the vision of the subarea plan. The Planned Action EIS would study alternatives including current plans and regulations, called the No Action Alternative (SEPA required), and two Action Alternatives that vary the amount and type of growth and investments in the area. A planned action provides more detailed environmental analysis during an areawide planning stage rather than at the project permit review stage. Designating a planned action streamlines environmental review for development proposals. Planned actions would be allowed if they meet or exceed proposed land use and environmental performance standards in the planned action ordinance. Location of Proposal The subarea is centered on the intersection of Rainier Ave S and S Grady Way. A core area lies east of Rainier Avenue between South 3rd Place and I-405 around a planned transit center and Renton Village. A broader EIS study area will be studied for context and general conditions, while the core area Planned Action Area”) will have more specific proposals for growth and more specific evaluations and mitigation measures. See the map below. DocuSign Envelope ID: 2ED7795F-5703-4576-A339-C3CFABDDE1F5 August 9, 2022 Renton | Rainier/Grady Junction Planned Action DS/Scoping Notice 2 Rainier/Grady Junction Study Area Map Determination The City of Renton has determined that this proposal is likely to have a significant adverse impact on the environment. An environmental impact statement (EIS) is required under RCW 43.21C.030 (2)(c) and will be prepared. Materials indicating anticipated environmental impacts is available at the project website. The lead agency has identified the following areas for discussion in the EIS: Natural Environment (streams, wetlands, floodplain), land use (land use patterns, growth and socioeconomics, noise and air quality compatibility), transportation, stormwater, public services (schools, parks, police, fire/emergency services), and utilities (water and wastewater). Scoping Agencies, affected tribes, and members of the public are invited to comment on the scope of the EIS. You may comment on alternatives, mitigation measures, probable significant adverse impacts, and licenses or other approvals that may be required. The method and deadline for giving us your comments is: Send written comments to: DocuSign Envelope ID: 2ED7795F-5703-4576-A339-C3CFABDDE1F5 August 9, 2022 Renton | Rainier/Grady Junction Planned Action DS/Scoping Notice 3 Paul Hintz, Principal Planner City of Renton, Community and Economic Development, Long Range Planning 1055 Grady Way Renton, WA 98057 phintz@rentonwa.gov, 425-430-7436 Email comments are preferred. Please put “Rainier/Grady Junction Planned Action” in the subject line. Comments are due by 5 pm on September 1, 2022 [21 days from notice] Consistent with RCW 43.21c.440, a community meeting is being held to share the purpose of the EIS and planned action. [Scoping Meeting – https://us02web.zoom.us/j/85698193317 Join by phone: + 1 253-215-8782, Webinar ID: 85698193317] The meeting will be held virtually via Zoom on Tuesday, August 23, 2022 at 6:00pm. SEPA Responsible Official Renton Environmental Review Committee Date: ________________________________ Administrator Public Works Department Fire Marshal Renton Regional Fire Authority Administrator Parks and Recreation Department Administrator Community and Economic Development Department Appeal Process Environmental Determination Appeal Process: Appeals of the environmental determination must be filed in writing on or before 5:00 p.m. on August 25, 2022. Due to the ongoing state of emergency enacted by Governor’s Proclamation 20-28.14 (and as amended), the City Clerk’s Office is working remotely. For that reason, appeals must be submitted electronically to the City Clerk at cityclerk@rentonwa.gov or delivered to City Hall 1st floor Lobby Hub Monday through Friday. The appeal fee, normally due at the time an appeal is submitted, will be collected at a future date if your appeal is submitted electronically. Appeals to the Hearing Examiner are governed by RMC 4-8-110 and additional information regarding the appeal process may be obtained from the City Clerk’s Office, cityclerk@rentonwa.gov. DocuSign Envelope ID: 2ED7795F-5703-4576-A339-C3CFABDDE1F5 8/9/2022 | 2:21 PM PDT DRAFT August 9, 2022 1 Rainier/Grady Junction Planned Action Environmental Impact Statement Scoping Document and Fact Sheet | August 2022 Introduction In 2021 the City of Renton developed the Rainer/Grady Junction Transit Oriented Development (TOD) Subarea Plan to create a vibrant commercial and residential district oriented around near-term bus rapid transit, with potential for light rail service in the long term. The TOD Subarea Plan includes the following four goals: 1. ALIGN WITH OVERALL VISION FOR RENTON: Align with overall vision for Renton’s City Center area and support the unique role of the subarea in ways that are complementary to Downtown, the larger City Center area, and Renton as a whole. 2. TRANSITION TO A MULTIMODAL CENTER: Transition the area into a pedestrian- oriented district with a multi-modal center and strong pedestrian connections. 3. CREATE A LIVABLE NEIGHBORHOOD: Create a livable, distinct neighborhood that is active 18 hours a day, complements Downtown, and gracefully integrates with neighboring areas. 4. CATALYZE DESIRED CHANGES: Leverage the recent and planned public investment in the area for the private investment to follow. The City is now considering interim municipal code amendments to implement the land use vision of the subarea plan to increase mixed use opportunities and alter density and development standards including height, density, parking and others. The City proposes to develop a Planned Action Environmental Impact Statement (EIS) and Ordinance that tests the interim regulations and studies master planned land uses and implements parks, transportation, and other projects that align with the vision of the subarea plan. The EIS would study alternatives including current plans and regulations, called the No Action Alternative (SEPA required), and two Action Alternatives that vary the amount and type of growth and investments in the area. This Fact Sheet describes the EIS topics and alternatives proposed for study and ways to participate. Renton is seeking public, agency, and tribal input on the EIS contents to help shape the implementation of the TOD Subarea Plan and achieve the subarea plan goals. DRAFT August 9, 2022 Renton | Rainier/Grady Junction TOD Planned Action 2 Where is Rainier/Grady Junction? The subarea is centered on the intersection of Rainier Ave S and S Grady Way. A core area lies east of Rainier Avenue between South 3rd Place and I-405 around a planned transit center and Renton Village. A broader EIS study area will be studied for context and general conditions, while the core area Planned Action Area”) will have more specific proposals for growth and more specific eva luations and mitigation measures. See the map below. DRAFT August 9, 2022 Renton | Rainier/Grady Junction TOD Planned Action 3 What is an EIS? An EIS is an informational document for a predefined geographic area that provides the City, public, agencies, and developers with environmental information to be considered when deciding on a preferred alternative.. An EIS also allows the public, tribes, and government agencies to comment on p roposals and alternatives. An EIS describes: proposed actions & alternatives; existing conditions; impacts that may occur if an alternative were implemented; mitigation measures to reduce or eliminate adverse impacts; and potential significant, unavoidable, and adverse impacts. Environmental topics proposed for review in the EIS include: Natural environment (streams, wetlands, floodplain), land use (land use patterns, growth and socioeconomics, noise and air quality, compatibility), transportation, stormwater, public services (schools, parks, police, fire/emergency services), and utilities water and wastewater). The EIS will also identify potential beneficial outcomes, where alternatives improve environmental characteristics (e.g., stormwater quality), and emphasize improved access and multimodal travel by transit, foot, and bike. What is a Planned Action? The City is proposing that the core area of Rainier/Grady Junction be designated as a Planned Action, pursuant to the State Environmental Policy Act (“SEPA”; see RCW 43.21c.440 and WAC 197-11-164 to 172). A planned action provides more detailed environmental analysis during an areawide planning stage, before individual projects are proposed, rather than at the project permit review stage. Designating a planned action streamlines environmental review for development proposals. Planned actions would be allowed if they meet or exceed proposed land use and environmental performance standards in the planned action ordinance. A diagram of the Planned Action process is included below. The City has developed planned actions for Southport, Renton Landing, and Sunset Area in the past, and will work to provide a planned action with specific mitigation measures that apply to the Rainier/Grady Junction to facilitate growth that fits the subarea plan vision and goals. Natural Environment Land Use Transportation Stormwater, Water, Sewer Public Services DRAFT August 9, 2022 Renton | Rainier/Grady Junction TOD Planned Action 4 Planned Action Process What Alternatives could be studied? The City adopted a subarea plan in 2021 but codes and standards have not been implemented. The EIS Alternatives would leverage the subarea plan but test different assumptions about the intensity of land use near transit investments, and building heights, densities, street requirements, common open space and tree standards, and other elements of development. Alternative 1 assumes current plans and codes; Alternative 2 would consider new standards that set minimum goals but incentivizes to achieve optimal subarea plan implementation; and Alternative 3 would allow maximum heights and densities but stipulate requirements to achieve the subarea plan vision. Growth would vary depending on densities and heights. Potential Alternative Features Features Alt 1: No Action Alt 2: Mid Rise – Incentive Zoning Alt 3: High Rise – Required Public Benefit Subarea Goals and Objectives Adopted Subarea Plan Adopted Subarea Plan Consider business displacement mitigation incentives Coordination of development across site boundaries Adopted Subarea Plan Consider business displacement policy considering Subarea Plan and developed through EIS Coordination of development across site boundaries Mixed Use Development Patterns Current standards for mixed use development in Commercial Arterial and Commercial Office Zones. Including 40% of gross floor space required to be commercial. Structured parking required for all residential. Vertical mixed use required throughout the area with potential for ground floor residential if adjacent to South Renton neighborhood or if a public benefit is provided (affordable housing or substantial open space dedication). Provide incentives for superior design earned through proposed public benefit. Promote range of commercial space sizes for diverse business opportunities and retention. Structured parking required for all residential but prohibited on ground floor along identified corridors. Consider incentives for parking reductions. Require vertical mixed use with greater amount of commercial space on identified corridors (existing and new). Allow standalone residential if dedicated as affordable housing. Require range of commercial space sizes for diverse business opportunities and retention. Structured parking required for all residential but prohibited on ground floor along identified corridors. Prepare & Issue Environmental Impact Statement (EIS) Consider Adoption of Planned Action Ordinance that defines development and required mitigation Review Future Permits for Consistency with Planned Action Ordinance & Streamlined Permitting DRAFT August 9, 2022 Renton | Rainier/Grady Junction TOD Planned Action 5 Features Alt 1: No Action Alt 2: Mid Rise – Incentive Zoning Alt 3: High Rise – Required Public Benefit Height Current Allowed Heights CA: 50’–70’ CO: 250’ CD: 95’ Subarea vision: 6-10 stories Base height with incentives for affordable housing, and open space. Building step-backs adjacent to residential zones. Graduated heights with fewer spaced towers up to airport height limits: 10-18 stories with amenities required. Building step-backs adjacent to residential zones. Density (dwelling units per acre [du/ac]) Current densities: CA: 20-60 du/ac CO: 75-150 du/ac CD: 150 – 200 du/ac 150 du/ac 250 du/ac Affordable Housing Density Bonus 30% above max density for affordable bonus at 1:1 ratio. Increase max density bonus to 65% for affordable housing. No bonus. Rely on multifamily tax exemption, fee reductions, and required affordable housing. Health – air quality None Consider requiring a 350’ buffer for residential from I-405. Consider requiring a centralized air filtration system, air intake vents located away from polluted areas, and continuous sound walls with vegetation along highways. Open Space, Landscaping Stormwater Current common open space and stormwater requirements Increase and require dedication of public open/green space public or private with easements). Creation of public plaza. Green factor standards. Modify street tree standards Increase green infrastructure; integrate into street standards. Potential investments in transportation New Transit Station Sound Transit Renton HOV Access Project Bike/Trail Plan Improvements Alt 1 and include supportive modal infrastructure as incentive with open space development. Alt 1 and increase long-term and short-term bike parking requirement for new development. Core Area – New Streets Subarea Plan provides cross- sections (pp 55-59) Implement Subarea Plan Street Standards including the creation of Main St. festival shared street) with pedestrian-oriented retail and services. Require greater amount of commercial space. Address mid-block connections. Implement Subarea Plan Street Standards + wider pedestrian clear zones to accommodate additional pedestrian volume. Address mid-block connections. Process Current permit procedures Master Plan Planned Action DRAFT August 9, 2022 Renton | Rainier/Grady Junction TOD Planned Action 6 What is the schedule? The schedule begins with scoping in fall 2022 to gather feedback on the alternatives and EIS topics. Then a preliminary draft EIS by a technical team of consultants between September 2022 and February 2023. Draft EIS publication would begin a 30-day public comment period approximately in March 2023. Following a review of public comments, a Preferred Alternative would be developed along with a Planned Action Ordinance. A Final EIS would evaluate the Preferred Alternative and respond to comments and be completed by June 2023. How can I participate in scoping the EIS? Comments are due by 5 pm on September 1, 2022 [21 days from notice]. See the scoping notice at the project website (link below) for more information about how to provide comments. Consistent with RCW 43.21c.440, a community meeting is being held to share the purpose of the EIS and planned action. It is scheduled for August 23, 2022; https://us02web.zoom.us/j/85698193317 Where can I find more information? You can find information about the planning process at the project website: https://www.rentonwa.gov/city_hall/community_and_economic_development/long_range_planning/rain ier__grady_junction_subarea_plan Information about events and comment opportunities will be posted at the project website. For more questions, please contact: Paul Hintz, Principal Planner City of Renton, Community and Economic Development, Long Range Planning 1055 Grady Way Renton, WA 98057 phintz@rentonwa.gov, 425-430-7436 Scoping: August-September 2022 What should be studied? Environmental Topics Growth Alternatives 21-day Comment Period Draft EIS: February - March 2023 What are the implications? Compare Alternatives Impacts Mitigation Measures 30 day Comment Period Final EIS: April -June 2023 What’s the best alternative for Renton? What mitigaiton is required in the Planned Action Ordinance? Create Preferred Alternative Respond to Comments City of Renton Rainier/Grady Junction Subarea Planned Action Scoping Meeting Meeting Details: August 23, 2022 | 6:00 - 8:00pm on Zoom Purpose The purpose of the scoping meeting was to: ▪ Share more about the Rainier/Grady Junction Transit Oriented Development Plan, the Environmental Impact Statement (EIS) process, and upcoming milestones. ▪ Learn about opportunities for how to stay involved and submit comments on key issues and concerns. Agenda ▪ Item 1: Learn information about the plan, EIS Process, and Alternatives. ▪ Item 2: Discuss different EIS topics and share your vision for the future of transportation. ▪ Item 3: Ask questions, share feedback, and participate in polls. ▪ Item 4: Wrap up and next steps. Attendance Staffing ▪ Paul Hintz, City of Renton ▪ Alex Morganroth, City of Renton ▪ Lisa Grueter, AICP, BERK Consulting ▪ Hayden Campbell, BERK Consulting ▪ Michelle Ellsworth, BERK Consulting Zoom Attendees Six members of the public joined the Zoom meeting. Item 1: EIS Process, Scoping, and Alternatives EIS Process Lisa Grueter from BERK Consulting defined the State Environmental Policy Act (SEPA), the Environmental Impact Statement (EIS), and the steps in a planned action. Lisa described the project’s expected SEPA timeline. The scoping period is August - September 2022. The Draft EIS is expected February - March 2023 with a 30-day comment period. The final EIS is expected to be delivered April - June 2023. 1 Scoping Hayden Campbell from BERK Consulting described scoping of the subarea. As part of the EIS process, scoping focuses the topics of the EIS. Anticipated topics in this project’s planned action include natural environment; land use; transportation; stormwater, wastewater, and sewer; and public services. The issues and challenges of the subarea include overhead power constraints, environmental critical areas, common and contiguous land ownership, and subarea plan implementation. Alternatives Hayden described the concepts of the three alternatives in the subarea. ▪ Alternative 1 is a no-action alternative. ▪ Alternative 2 is a mid-rise alternative option, offering incentive zoning. ▪ Alternative 3 is a high-rise alternative option that requires public benefit. He described how each alternative compares to the subarea’s goal and objectives, the building heights, density, and affordable housing density bonus. The analysis will be included in the draft and final EIS. Item 2: Discussion Summary Comments and questions heard during the discussion portion of the scoping meeting are summarized below, followed by project team responses if provided. Summary of Comments and Questions The comments and questions focused on the following key themes: ▪ Noise exposure information: Given its proximity to I-405, attendees requested more information on the noise exposure and ambient noise conditions in the subarea. It affects NEPA requirements faced by affordable housing developers. ▪ Affordable Housing Details: An attendee requested an expanded definition of affordable housing in the City, such as including levels for those who earn 60-80% AMI (area median income). 1 The original schedule was based on a grant completion date of June 2023. The grant deadline was changed to June 2025. The City intends to complete the process in 2024. ▪ Parking Requirements: Meeting attendees asked about parking requirements in developments. Highlighted questions include if including parking with rent will be required. Specific Comments / Questions ▪ I am interested in learning more about the potential light rail. Response: The City is looking at future light rail expansion, anywhere between 20-30 years. It is something the City is trying to encourage and accommodate to the best of its ability. ▪ What is the definition of the natural environment? Does it include traffic calming or noise mitigation? Response: The City is primarily analyzing floodplains and streams. Traffic calming and noise mitigation is included in land use of compatibility. The City will be looking at common standards. There are also recommendations for the distance from I-405 and residential uses. That will help address air quality and noise to some extent. ▪ Does the subarea set a goal for the number of affordable units desired in this location? Response: The subarea does not set a plan for the amount for an affordable set of units. But the City encourages a strong mix of both affordable and workforce housing. There will be market-rate residential development as well. ▪ What is the definition of affordable housing for the City of Renton? Response: Renton’s municipal code defines affordable housing for annual income does not exceed 80% of the area median income (AMI). For rental housing, it is 50% of AMI. These figures are then adjusted for the Department of Housing and Urban Development Sale Metropolitan Statistical Area, with rent limited to one-third of what income earners can pay. ▪ As an affordable housing developer, I ask that the City of Renton revisit the definition of affordable housing. There is a need for affordable housing at 60-80% AMI. A more flexible definition could encourage mixed-income neighborhoods and serve the widest range of households possible. Response: Thank you for the suggestion. The City will look into providing affordable housing definitions at various income levels. ▪ Is there a clause that indicates if parking would be included in the rent? Or would this be an optional added expense? Response: Given the impacts to the South Renton neighborhood, there will likely be a parking program for residents, so they are not overwhelmed with people occupying street parking. Many cities struggle with requiring parking structures and facilities dedicated to renters and condominium owners. As an example, development in Kirkland has strong provisions that require the development manager to restrict car parking. Residents that enter into an agreement and say that they do not own a car or their car will be accommodated in off street parking, if available. There are other methods that the City can study to mitigate parking overflow in the South Renton neighborhood. ▪ For the natural systems assessment, will the City examine the groundwater constraints on underground structured parking? The water table in the valley seems to be shallow and may present a site constraint. Response: There are currently groundwater constraints and City standards for aquifers and construction standards. Underground structured parking in the valley may be challenging, but the challenges are different depending on the building site. Some sites may not be able to accommodate underground parking due to the groundwater and floodplain level. The City is also looking at reducing the parking requirement. ▪ The Renton Airport Noise Exposure Forecast and the ambient noise conditions would be helpful to know. The National Environmental Policy Act (NEPA) declines mortgage insurance for anything over 80 decibels. Given the proximity to I-405, noise exposure will be an issue especially with ambient noise conditions. While these conditions can be mitigated with building modifications, it is key to anticipate these elements in advance and to remain sensitive to equity issues so those with low- and moderate incomes are not put in unhealthy situations. Response: The City can address land use and noise compatibility conditions in the subarea. ▪ Is the South 7th Corridor project included in the scope of this project? Is there a specific person not leading that project? Response: The South 7th Corridor project is not a prime focus of the TODI planned action EIS project, but it is incorporated into the transportation analysis. Please contact the Renton Public Works Department about more specific information on this and other relevant projects. Item 4: Wrap Up and Next Steps The scoping comment period was open until September 1, 2022. The scoping summary and synthesis will be developed. The draft EIS is anticipated in early Spring 2023, with a comment period of 30 days. The final EIS is scheduled later in 2023.2 The meeting ended at about 6:47pm. 2 The original schedule was based on a grant completion date of June 2023. The grant deadline was changed to June 2025. The City intends to complete the process in 2024. Rainier/Grady Junction Planned Action Scoping Meeting Rainier/Grady Junction Planned Action EIS | August 23rd, 2022 1 Meeting Purpose Share more about the Rainier/Grady Junction Transit Oriented Development Plan, the Environmental Impact Statement (EIS) process, and upcoming milestones. Learn about opportunities for how to stay involved and submit comments on key issues and concerns. 2 Agenda 3 •Information about the Plan, EIS Process, and AlternativesLearn •Opportunity to discuss different EIS topics Discuss •Ask questions, share feedbackQ&A •Wrap up and next steps Wrap up Introductions Lisa Grueter – BERK Consulting Hayden Campbell – BERK Consulting Paul Hintz – City of Renton Alex Morganroth – City of Renton 4 Participation Ground Rules Acceptable behavior Use welcoming and inclusive language Be respectful of differing viewpoints and experiences Try to frame comments positively Focus on what is best for the community Show empathy towards other participants Unacceptable behavior Harassment, bullying, and intimidation Any activity meant to convey or cultivate hostility Insults, or other attacks Encouraging the above behavior 5 Technical Ground Rules Message through chat with any technical difficulties The chat feature will be visible to the host and panelists only. Participants can submit questions to the host via the chat or Q&A* Want to learn more about the plan? Sign up for email updates online *All information entered in the chat and Q&A is part of the public record and will be shared as part of the public meeting summary. 6 Rainier/Grady Junction TOD Overview The City proposes to develop a Planned Action Environmental Impact Statement (EIS) and Ordinance that tests the potential regulations and studies master planned land uses and implements parks, transportation, and other projects that align with the vision of the subarea plan. The EIS would study alternatives including current plans and regulations, called the No Action Alternative (SEPA required), and two Action Alternatives that vary the amount and type of growth and investments in the area. 7 Rainier/Grady Junction Zoning Map Zoning Legend 8 Rainier/Grady Junction TOD Subarea Goals Align With Overall Vision For Renton: Align with the overall vision for Renton’s City Center area and support the unique role of the subarea Transition To A Multimodal Center: Transition the area into a pedestrian-oriented district Create A Livable Neighborhood: Create a livable, distinct neighborhood Catalyze Desired Changes: Leverage the recent and planned public investment in the area 9 Rainier/Grady Junction TOD Overview Renton City Council adopted the Rainier/Grady Junction TOD Subarea Plan on Nov. 22, 2021 10 QUESTIONS? 11 EIS PROCESS & MILESTONES 12 What is SEPA? State Environmental Policy Act (SEPA) What is an EIS? Environmental Impact Statement (EIS) Under the State Environmental Policy Act (SEPA), an Environmental Impact Statement (EIS) is a required document that provides the City, public, and other agencies with environmental information to be considered in the decision-making process. An EIS describes: Existing conditions in the city, Proposed actions and alternatives Potential impacts that may occur, Mitigation measures to reduce or eliminate adverse impacts 13 What is a Planned Action? 14 Prepare & Issue Environmental Impact Statement (EIS) 1 Consider Adoption of Planned Action Ordinance that defines development and required mitigation 2 Review Future Permits for Consistency with Planned Action Ordinance & Streamlined Permitting 3 A planned action provides more detailed environmental analysis during an areawide planning stage, before individual projects are proposed, rather than at the project permit review stage. Designating a planned action streamlines environmental review for development proposals. Planned actions would be allowed if they meet or exceed proposed land use and environmental performance standards in the planned action ordinance What is a Planned Action? 15 The city has developed planned actions for Southport, Renton Landing, and Sunset Area in the past, and will work to provide a planned action with specific mitigation measures that apply to the Rainier/Grady Junction to facilitate growth that fits the subarea plan vision and goals. A planned action ordinance typically includes: •A specific boundary where the planned action process applies •Types and quantities of land uses/growth covered by the planned action (such as, number of dwelling units, amount of employment space or jobs) •Amount of transportation trips considered in the analysis •Mitigation measures that apply in addition to codes Example mitigation measures: •Area specific transportation or utility improvements •Stormwater / green infrastructure most suited to area SEPA Timeline 16 Scoping •What should be studied? •Environmental Topics •Growth Alternatives •21-day Comment Period Aug.–Sep. 2022 Draft EIS •What are the implications? •30 day Comment Period Feb.–Mar. 2023 Final EIS •What’s the best alternative for Renton? •What mitigaiton is required in the Planned Action Ordinance? •Create Preferred Alternative •Respond to Comments Apr.–June 2023 SCOPING 17 Scoping Topics Scoping is a process required by the State Environmental Policy Act (SEPA) intended to focus the scope of an EIS on the likely significant adverse impacts and reasonable alternatives, including mitigation measures. Scoping is a call for comments from the public, tribes, and agencies about EIS topics and alternatives. 18 Scoping Topics Topics will be finalized after scoping but are anticipated to include: Natural Environment Land Use Transportation Stormwater, Wastewater, and Sewer Public Services The EIS will also identify potential beneficial outcomes, where alternatives improve environmental characteristics (e.g., stormwater quality), and emphasize improved access and multimodal travel by transit, foot, and bike. 19 ALTERNATIVES 20 What is an Alternative? Alternatives… Are different ways of achieving objectives. Represent a range of reasonable options (it is not necessary to consider every possible option!). Are conceptual at this stage, providing high-level direction. Are distinct from each other to allow for meaningful comparison. Identifying a preferred alternative is not required but can be designated at any point in the process. A ‘no action’ alternative is required and provides a benchmark for comparison with ‘action’ alternatives. 21 Testing Alternatives 22 The EIS Alternatives would leverage the subarea plan but test different assumptions about the intensity of land use near transit investments, and building heights, densities, street requirements, common open space and tree standards, and other elements of development. Alternative 1 assumes current plans and codes Alternative 2 would consider new standards that set minimum goals with incentives to achieve optimal subarea plan implementation Alternative 3 would allow maximum heights and densities but stipulate requirements to achieve the subarea plan vision. Growth would vary depending on densities and heights. Issues and Challenges 23 Overhead Power Constraints Environmental Critical Areas Common and Contiguous Land Ownership Subarea Plan Implementation Overhead Power Constraints 24 Environmental Critical Areas 25 Common and Contiguous Land Ownership 26 Subarea Plan Implementation 27 Conceptual Alternatives Alternatives Subarea Goals and Objectives Height Density Affordable Housing Density Bonus Alternative 1 No Action Adopted Subarea Plan CA: 50’–70’ CO: ~180’* CD: 95’ *per FAA height restrictions CA: 20-60 du/ac CO: 75-150 du/ac CD: 150 –200 du/ac 30% above max density for affordable bonus at 1:1 ratio. Alternative 2 Mid Rise – Incentive Zoning Consider business displacement mitigation incentives. Coordination of development across site boundaries. 6-10 stories Base height with height incentives for affordable housing, and open space. 150 du/ac Increase max density bonus to 65% for affordable housing. Alternative 3 High Rise – Required Public Benefit Consider business displacement policy. Coordination of development across site boundaries. 10-18 stories Graduated heights with fewer spaced towers up to airport height limits. 250 du/ac Rely on MFTE reductions, and required affordable housing. 28 Rainier/Grady Junction Zoning Map Zoning Legend 29 Alternative 1: No Action Alternative 1 assumes current plans and codes No action will provide a benchmark for comparison with ‘action’ alternatives. Affordable housing density bonus: 30% above max density for affordable bonus at 1:1 ratio Structured parking is required for all residential development 30 Alternative 2: Mid-Rise Incentive Zoning Alternative 2 would consider new standards that set minimum goals but incentivizes to achieve optimal subarea plan implementation This alternative proposes a max height of ~120’ with a max density of 120 DU/AC Affordable housing density bonus: increased to 65% above max density for affordable bonus at 1:1 ratio Structured parking required for all residential but prohibited on ground floor along identified corridors. Consider incentives for parking reductions. 31 Alternative 3: High Rise – Required Public Benefit Alternative 3 would allow maximum heights and densities but stipulate requirements to achieve the subarea plan vision This alternative proposes a max height of 182’ with a max density of 250 DU/AC No affordable housing bonus. This alternative relies on MFTE and other fee reductions Structured parking required for all residential but prohibited on ground floor along identified corridors. 32 Changes Common to Alternatives 2 and 3 Open Space: o Creation of Public Plazas o Implement green factor standards o Modify street tree standards Transitional Standards o Limit podium height to 30’ with a focus on ground-level transparency for commercial uses. o Develop defined standards for tower floor plates Air Quality o Consider a 350’ buffer for residential from I-405 Coordination of development across site boundaries 33 QUESTIONS? 34 Next Steps 35 Scoping Comment Period Starts - August 11, 2022 Scoping Comment Period Ends - September 1, 2022 Scoping Summary and Synthesis – Early 2023 Draft EIS – Spring 2023 How Do I Comment On The Scope Of The EIS? Agencies, affected tribes, and members of the public are invited to comment on the scope of the EIS. You may comment on alternatives, mitigation measures, probable significant adverse impacts, and licenses or other approvals that may be required. Comments are due by 5:00 pm on September 1, 2022. Email comments to Paul Hintz, phintz@rentonwa.gov. Include “Rainier/Grady Junction Planned Action” in the subject line. To comment by phone, call (425)-430-7436 Send written comments to: Paul Hintz, Principal Planner City of Renton, Community and Economic Development, Long Range Planning 1055 Grady Way Renton, WA 98057 Scoping Comment Period: August 11 – September 1, 2022 Please provide comments by 5:00 PM on September 1, 2022. 36 Duwamish Tribal Services | 4705 West Marginal Way SW, Seattle, WA 98106 | 206-431-1582 www.duwamishtribe.org DUWAMISH TRIBE dxʷdəwʔabš August 25, 2022 Renton EIS Rainier/Grady Junction Planned Action Comments Archaeological Comments Thank you for the opportunity to review and comment. Based on the information provided and our understanding of the project and its APE, we would recommend an archaeological review performed where any development occurs within the scope of the planned action. This is in an area the Duwamish Tribe considers culturally significant and has a high probability to have unknown archaeological deposits, especially if excavation cuts below current fill. The downtown region of the City of Renton holds several known Duwamish precontact archaeological sites. The DAHP WISAARD website shows about 8 known sites within an approximate 1.6 mile radius in and around the subarea plan. If any archaeological work is performed, we request notification. An IDP should not be used in lieu of archaeological investigation. Cultural and archaeological resources are non- renewable and are best discovered prior to ground disturbance. Below are our rankings of the alternative plans and additional comments. Potential Alternatives Ranking Comments – (based on pages 4 & 5 of the draft EIS) Features Alt 1: No Action Alt 2: Mid Rise – Incentive Zoning Alt 3: High Rise – Required Public Benefit Subarea Goals and Objectives 0 0 1 Mixed Use Development Patterns 1 Height 0 1 0 Density Affordable Bonus 0 1 0 Health – air quality 0 1 1 Open Space, Landscaping & Stormwater 0 1 1 Potential investments in transportation 0 0 1 Core Area – New Streets 0 1 1 Process 0 1 1 Ranking Totals 0 7 6 Based on our ranking, the Duwamish Tribe strongly encourages potential alternatives features Alt2: Mid Rise – Incentive Zoning. Duwamish Tribal Services | 4705 West Marginal Way SW, Seattle, WA 98106 | 206-431-1582 www.duwamishtribe.org Other Comments In addition, we recommend the following: 1. Due to the proximity of the Black River, now the Black River Riparian Forest and Wetland, Lake Washington, and the Cedar River, we strongly request an impact study be conducted in these areas and in the planned action area on water quality, fish, birds, pollinators and wildlife prior to, during and post development. The Black River was a focal point for the Duwamish in terms of its access to fishing for salmon, its access to Lake Washington and the location of its village. Attempts should be made to preserve and improve these environments for the benefit of animal habitat as well as for the Renton population. 2. Strongly encourage that native plants be maintained and used for landscaping including tree canopy – not just potted vegetation. 3. To continue to conserve, restore and improve stream and creek water quality for our salmon, other fish, birds and wildlife during migration, mating and young rearing. Keeping these waterways free of pollutants and free of non-native plant species encourages native wildlife to inhabit the Renton area. We request only native plants be used in and around these waterways. Also, we support the following stated in Rainier Grady Subarea Plan_Adopted_Nov2021 document: 1. Encouragement of daycares in commercials spaces and support of vulnerable populations needing housing like seniors, large families and veterans. As an indigenous tribe we support multi-generations living near each other as well as those who have special needs. 2. Open spaces and urban designs with walkability for pedestrians, bike paths and those needing ADA access while using sustainable design approaches. 3. Encouragement of the diverse mix of economic sectors and encourage ethnically diverse businesses as well as BIPOC owners. 4. The need for landscape buffers (preferably with native plants only). Sincerely, Nancy Sackman Duwamish Cultural Preservation Committee THIS PAGE INTENTIONALLY BLANK. Rainier/Grady Junction TOD Subarea Planned Action Ch. 5 ▪ Appendices January 2024 ▪ Draft EIS Natural Environment 5-3 5.2 Natural Environment THIS PAGE INTENTIONALLY BLANK. 18,056 1,505 City of Renton Parks and Trails Maps This map is a user generated static output from an Internet mapping site and is for reference only. Data layers that appear on this map may or may not be accurate, current, or otherwise reliable. 7/15/2022 Legend 1,0230512 THIS MAP IS NOT TO BE USED FOR NAVIGATION Feet Notes 1,023 WGS_1984_Web_Mercator_Auxiliary_Sphere Information Technology - GIS RentonMapSupport@Rentonwa.gov Trails Open Spaces Golf Course Parks Rainier/Grady Way Vicinity City of Renton, Bureau of Land Management, Esri Canada, Esri, HERE, Garmin, INCREMENT P, USGS, METI/NASA, EPA, USDA Environmental Factors with Archaeological Resources Results 1 - Survey Contingent Upon Project Parameters: Low Risk (Color: Brick Red) 2 - Survey Contingent Upon Project Parameters: Moderately Low Risk (Color: Burnt Orange) 3 - Survey Recommended: Moderate Risk (Color: Orange) 4 - Survey Highly Advised: High Risk (Color: Pale Yellow) 5 - Survey Highly Advised: Very High Risk (Color: Brightest Yellow/Canary Yellow) 2/1/2023 0 0.25 0.50.13 mi 0 0.45 0.90.23 km 1:18,056 Rainier/Grady Junction TOD Subarea Planned Action Ch. 5 ▪ Appendices January 2024 ▪ Draft EIS Transportation 5-5 5.3 Transportation THIS PAGE INTENTIONALLY BLANK. 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Rainier/Grady Junction TOD Subarea Planned Action Ch. 5 ▪ Appendices January 2024 ▪ Draft EIS Transportation 5-7 b) Rainier/Grady Subarea Planned Action Traffic Operations Analysis, Perteet 2023 THIS PAGE INTENTIONALLY BLANK. MEMORANDUM 801 2nd Avenue, Suite 302, Seattle, WA 98104 P 206.436.0515 1 File location: https://perteet.sharepoint.com/sites/ActiveProjects/20210283-Renton-Rainier_Grady_Junct_EIS-Internal/Planning/02- Analysis/Transportation To: City of Renton From: Lauren McElmurry, PE, STP Rebecca O’Sullivan, EIT Date: February 7, 2023 Re: Rainier/Grady Subarea Planned Action – Appendix B Traffic Operations Analysis The PM peak hour volumes produced in the travel demand model for Alternative 1 No Action and Alternative 3 High Rise – Required Public Benefit were post-processed prior to Traffic Operations modeling using the Synchro modeling platform. For each alternative, the 2022 travel demand model outputs were subtracted from the 2044 travel demand model outputs. The difference in volume was then added to the 2022 counts to produce estimated 2044 volumes. Post-processing the estimated 2044 volumes continued with the addition of trips generated for the new 700-stall garage and verification of balanced volumes throughout the study area. Since there are driveways and intersections between study intersections, volumes approaching a study intersection do not retain the same quantity of volumes departing an adjacent study intersection. The approach/departure pair differences for the existing conditions between each of the study intersections served as a basis for the anticipated pair differences for both alternatives. Both alternatives did not require further post-processing following these steps, as the approach/departure pair differences were consistent with anticipated growth, typologies, and travel patterns in 2044. Without AM peak hour counts collected in 2022, a different approach was taken to produce volumes for Synchro modeling. The Transportation Technical Report (TTR) for the I-405 Bus Rapid Transit provides AM and PM peak hour turning movements for the study intersections, excluding Talbot Rd S and S 7th St, for existing (2018 in the TTR), 2024 no build, 2024 build, 2042 no build, and 2042 build conditions. Excluding Talbot Rd S and S 7th St volumes, the total 2018 TTR PM peak hour volumes were compared to the total PM peak hour counts collected in October 2022 for this project to establish a linear growth rate. Overall, the 2018 TTR PM peak hour volumes were higher than the 2022 PM peak hour counts. This may be due the COVID-19 pandemic, reducing trips and increasing work-from-home options for many employers. To approximate the 2018 TTR turning movements at Talbot Rd S and S 7th St, volumes were balanced with adjacent intersections. The linear growth rate was then applied to the 2018 TTR AM peak hour volumes to produce estimated 2022 AM peak hour volumes. From here, the same process as described above for the PM peak hour volumes was followed to estimate 2044 AM peak hour volumes. The difference in volume between the 2022 travel demand model outputs and the 2044 travel demand model outputs is assumed to have reverse trip distribution for the AM peak hour. The post-processed volumes for both alternatives in the AM and PM peak hours were then modeled utilizing Synchro modeling software with optimized splits. It is unknown if all future, planned projects will be constructed by 2044, but for the purpose of this analysis it is assumed that they are all completed and operational, and are reflected so in the Synchro models. For instance, the intersection of S Grady Way and Rainier Ave S is modeled reflecting an as-built condition of the future planned Grady Way Overpass based on current project descriptions describing one lane in each direction of S Grady Way being routed over Rainier Ave S via the overpass. This intersection is modeled with one less eastbound-through and westbound-through lane due to the proposed grade You created this PDF from an application that is not licensed to print to novaPDF printer (http://www.novapdf.com) MEMORANDUM 2 File location: https://perteet.sharepoint.com/sites/ActiveProjects/20210283-Renton-Rainier_Grady_Junct_EIS-Internal/Planning/02- Analysis/Transportation separation, with only 50% of the anticipated eastbound/westbound-through volumes using the single at-grade lane, assuming the other trips will bypass over the intersection on the overpass. A similar example exists in neighboring Tukwila where two lanes of Southcenter Parkway bypass the intersection with Klickitat Drive, a roadway that feeds to the I-5 on-ramp. An additional eastbound-right turn lane is also implemented at this intersection in the model. Results observed from the Synchro models include intersection delays and 95th percentile queue lengths. The 95th percentile queue lengths are output in units of vehicles per lane. To convert to feet, the Synchro output is multiplied by an assumed average vehicle length of 25 feet. You created this PDF from an application that is not licensed to print to novaPDF printer (http://www.novapdf.com) Rainier/Grady Junction TOD Subarea Planned Action Ch. 5 ▪ Appendices January 2024 ▪ Draft EIS Transportation 5-8 c) Travel Demand Model Documentation, Transpo, February 2023 THIS PAGE INTENTIONALLY BLANK. City of Renton TRAVEL DEMAND MODEL DOCUMENTATION February 2023 Prepared by: 12131 113th Avenue NE, Suite 203 Kirkland, WA 98034 Phone: 425-821-3665 Fax: 425-825-8434 www.transpogroup.com 1.22304.00 © 2023 Transpo Group Renton Travel Demand Model Documentation February 2023 i Table of Contents Chapter 1. Introduction............................................................................................................ 1 1.1 Model Overview ............................................................................................................... 1 1.2 Model Documentation Outline ......................................................................................... 1 Chapter 2. Travel Demand Inputs ........................................................................................... 3 2.1 Land Use .......................................................................................................................... 3 2.2 Daily Trip Generation ....................................................................................................... 4 2.3 Mode Split and Vehicle Occupancy ................................................................................. 5 2.4 Time-of-Day ..................................................................................................................... 5 2.5 Truck Model ..................................................................................................................... 6 2.6 Trip Distribution ................................................................................................................ 7 2.7 Externals .......................................................................................................................... 7 2.8 Traffic Counts................................................................................................................... 8 Chapter 3. Travel Supply Inputs ............................................................................................. 9 3.1 Existing Street Network ................................................................................................... 9 3.2 Future Street Network ...................................................................................................... 9 3.3 Link Types ........................................................................................................................ 9 3.4 Node Types and Turn Capacities .................................................................................... 9 3.5 Volume-Delay Functions ................................................................................................ 10 3.6 Other Inputs ................................................................................................................... 10 Chapter 4. Validation and Reasonableness Checks .......................................................... 12 4.1 Screen Line Analysis ..................................................................................................... 12 4.2 Link Volume Analysis ..................................................................................................... 14 4.3 Distribution Checks ........................................................................................................ 15 4.4 Validation and Reasonableness Summary .................................................................... 16 Figures Figure 1. Renton Travel Demand Model Extents ............................................................... 2 Figure 2. Screen Lines in Renton Model .......................................................................... 13 Figure 3. Link Analysis Scatterplot ................................................................................... 15 Tables Table 1. Land Use Categories ........................................................................................... 3 Table 2. Trip Generation Rates ......................................................................................... 4 Table 3. Hourly Trip Types and PM Peak Time-of-Day Factors ....................................... 6 Table 4. Gravity Model Distribution Parameters ................................................................ 7 Table 5. Screen Line Results .......................................................................................... 12 Table 6. Link Volume Statistics ....................................................................................... 14 Table 7. Trip Length Statistics ......................................................................................... 15 Renton Travel Demand Model Documentation February 2023 1 Chapter 1. Introduction The City of Renton Travel Demand Model (Renton Model) was developed to provide a solid technical basis for evaluating transportation system needs in coordination with long-term planning for the City of Renton. The Renton Model was built using Visum software and is consistent with local and regional growth plans within the region. The scope of the model is the City of Renton, its UGA, and some adjacent areas (approximately 9 miles wide and 9 miles tall). Figure 1 illustrates the Renton Model extents. 1.1 Model Overview The Renton Model has a base year of 2022 and future forecast of 2044. The 2022 year is based on the year of the latest available land use and traffic counts for the area at time of model development. The model trip assignment represents the PM peak hour period (one- hour volume) between 4 p.m. and 6 p.m. on a typical weekday. The model has a total of 423 Transportation Analysis Zones (TAZs). The 2022 Renton Model has 582 lane miles coded that represent expressways, arterials, collectors, and local streets. Trip generation is based on daily trips, then converted to peak hour trips by time -of-day factors. This model documentation was developed based on the Visum 22.01-22 (64-bit) software version. 1.2 Model Documentation Outline This report provides details about the structure of the model and the assumptions used in constructing the model. • Chapter 2 - Travel Demand Inputs. This section explains the various model inputs relative to estimating travel demands including land use, trip generation, trip distribution, mode choice, and other parameters. • Chapter 3 - Travel Supply Inputs. This section explains the various model inputs relative to the supply or capacity of the network including planned improvements, roadway capacities, and other parameters. • Chapter 4 - Validation and Reasonableness Checks. This section explains how existing data sets compare to the modeled travel conditions. Renton Travel Demand Model Documentation February 2023 2 Figure 1. Renton Travel Demand Model Extents Renton Travel Demand Model Documentation February 2023 3 Chapter 2. Travel Demand Inputs Travel demand inputs relate to any element that places trips on stu dy area roadways. Land use inputs, trip generation rates, and trip distribution parameters are discussed. Trips linked to areas outside the model study area (external trips) are discussed, as well as traffic counts. 2.1 Land Use Socio-economic information is the basis for estimating the quantity of travel activity in the study area. This land use information was summarized by the categories shown in Table 1. These land use categories are the basic building blocks of travel demand. Table 1. Land Use Categories Type Code Units Description Residential HH1 Households Households with 1 person HH2 Households Households with 2 persons HH3 Households Households with 3 persons HH4+ Households Households with 4 or more persons Employment MIWTU Employees Manufacturing, industrial, wholesale trade, transportation, warehousing, utilities FIRES Employees Office, financial, insurance, real estate, professional services, other RETAIL Employees Retail, food services GOV Employees Government EDU Employees Education RESOURCE Employees Construction, agriculture, forestry, extraction Source: PSRC, 2022 To generalize travel activity by small areas, transportation analysis zones (TAZs) were developed. The Renton Model has a total of 423 TAZs. These TAZs were established by reviewing current GIS data sets (geography, roads, and parcels), US Census boundaries, and administrative boundaries. Figure 1 show the general size and extents of the model TAZs. 2.1.1 Land Use Development Land use for the Renton Model was developed by PSRC. PSRC maintains GIS database of residential households and employment at a very fine level for the purposes of their modeling efforts. The TAZ boundaries were provided to PSRC and they populated the TAZ with land use information. PSRC information was based on their 2018 and 2050 land use information. This data was interpolated to create the 2022 and 2044 horizon year land use inputs. 2.1.2 Rainier/Grady Subarea Study Land Use In a separate effort, Berk developed existing and future land use in the Renton area within the Rainier/Grady Subarea. Future 2044 horizon year land use included two scenarios: one which reflects the recently adopted Renton Village zoning; and one that includes more intense development. These more refined existing and future land use assumptions superseded the PSRC land use inputs. Renton Travel Demand Model Documentation February 2023 4 2.2 Daily Trip Generation Daily person trips are generated by land uses and are assigned a trip type (In Visum, trip types are called “demand strata”). In the Renton Model, there are five basic daily trip types, indicative of the general purpose of the trip: • Home-Based Work (HBW): Daily person trips between the place of residence and the resident’s place of employment. • Home-Based Other (HBO): Daily person trips between the place of residence and locations other than work or school. • Home-Based School (HBSch): Daily person trips between the place of residence and the resident’s place of schooling. • Non-Home Based (NHB): Daily person trips with no residential trip end. • Regional Truck Trips (TRKREG): Truck trips with one trip end entering or exiting the model area. Trip generation rates used in the Renton Model reflect daily person trips. Households generate a certain amount of daily person trips, and employment areas also generate daily trips. Households generate “production” trips based on household size and rates range from 3.7 to 19.3. Trip rates for employee “attraction” trips range from 1.7 to 17.2 depending on the land use classification. These rates are based on similar models and generalized values in NCHRP 716 Travel Demand Forecasting: Parameters and Techniques (TRB, 2012). During calibration, these trip rates were adjusted based on 2022 traffic counts (see Calibration chapter). Detailed trip generation rates by trip type are included in Table 2. At the daily person trip level, the total amount of productions and attractions are balanced with each other by trip type (except the regional trucks that are balanced at the peak hour level). Table 2. Trip Generation Rates Productions2 Attractions3 Code1 HBW HBO HBSch NHB TRKREG4 HBW HBO HBSch NHB HH1 0.4500 1.6200 0.0000 1.1700 0 0 0.2118 0 0.1985 HH2 1.0800 3.1500 0.1000 2.2500 0 0 0.4118 0 0.3817 HH3 1.8000 5.4000 0.8000 3.4200 0 0 0.7059 0 0.5802 HH4+ 2.1150 8.1900 2.1000 4.9500 0 0 1.0706 0 0.8397 MIWTU 0 0 0 0 0.150 0.8 0.5 0 0.4 FIRES 0 0 0 0 0.001 1.0 2.5 0 2.5 RETAIL 0 0 0 0 0.001 1.2 11.5 0 4.5 GOV 0 0 0 0 0.001 0.8 0.5 0 0.4 EDU 0 0 0 0 0.001 0.9 0 7.2 0.4 RESOURCE 0 0 0 0 0.005 0.8 0.5 0 0.4 Source: Transpo Group, 2023 1. Code represents the land use category. See Table 1 for land use definitions and units. 2. Productions represent trips generated based on residential land uses, in general. 3. Attractions represent trips generated based on non-residential land uses, in general. 4. “TRKREG” represents regional truck trips generated with the model and will be linked to external truck trips. Trip generation for this trip purpose is only applicable for “Productions” Renton Travel Demand Model Documentation February 2023 5 2.3 Mode Split and Vehicle Occupancy Mode split and vehicle occupancy factors convert person trips into auto trips to be assigned in the model. The Renton Model has static mode split and vehicle occupancy factors that are TAZ specific. Mode split is calculated for each TAZ by trip purpose. This process is discussed in more detail in the following sections. 2.3.1 Mode Split Calculation The Renton model has factors for vehicles, walk/bike, and transit. Walk/bike mode splits were assumed to be 8 percent for all TAZs. Transit mode splits varied based on districts within the City of Renton, generally ranging from 1 to 18 percent. For some TAZs the transit mode splits were set even higher during the model calibration process. The vehicle mode splits were then calculated based on the walk/bike and transit percentages. These mode split factors were based on information from the Census Bureau’s 2016-2020 American Community Survey (ACS) for the City of Renton. After the trip distribution step of the model procedures, the vehicle trips were further subdivided into high-occupancy vehicles (HOV) and single- occupancy vehicles (SOV). For work and school related trips, the HOV portion was assumed to be 10 percent of vehicle trips. For other trip types, the HOV portion was assumed to be 15 percent. 2.3.2 Vehicle Occupancy Factor (VOF) The VOF converts “person-trips-in-automobiles” into “automobile-trips”, by taking account of the average number of people in car trips. A VOF of 1.0 would be for trips made by car drivers with no passengers, a VOF of 2.0 would be for trips made by car drivers with 1 passenger, and so on. An average VOF of 1.3 was used in converting trips, which is based on similar models and regional studies. 2.4 Time-of-Day The time-of-day factors convert daily trips into trips occurring within a specific time period, such as the PM peak hour. Time-of-day factors are different depending on the directionality of the trip. For example, in the PM peak, trips traveling from work to home have a much higher time-of-day factor compared to trips traveling from home to work. Table 3 shows the vehicle PM peak hour time-of-day factors used in the Renton Model, which are a percent of daily vehicle trips. The time-of-day factors are based on information found in NCHRP 716 Travel Demand Forecasting: Parameters and Techniques (TRB, 2012). Renton Travel Demand Model Documentation February 2023 6 Table 3. Hourly Trip Types and PM Peak Time-of-Day Factors Code Description PM Peak Hour Time-of-Day Factor1 PM Peak Hour External Trips Factor2 HW Home-to-Work Vehicle Trips 0.3% 2% WH Work-to-Home Vehicle Trips 9.6% 30% HO Home-to-Other Vehicle Trips 2.4% 15% OH Other-to-Home Vehicle Trips 4.2% 18% HSch Home-to-School Vehicle Trips 1.3% 0% SchH School-to-Home Vehicle Trips 3.7% 0% NHB Non-Home-Based Vehicle Trips 5.4% 35% Source: Transpo Group, 2023 1. Time-of-day factor converts daily vehicle trips to PM peak hour vehicle trips. Factor represents a percent of daily trips. 2. External trip factor assigns trips entering or exiting the model to a specific hourly trip type. This does not include trips traveling through the model without stopping (external-to-external trips). 2.5 Truck Model For the purposes of this model, “trucks” are any vehicle with more than 4 tires on the pavement. Vehicles with 4 tires towing recreational vehicles, trailers, and boats would not be considered trucks. This is consistent with how “heavy vehicles” are counted at intersections and used in intersection Level-of-Service (LOS) operations analysis. In the FHWA vehicle classification scheme, it is any vehicle in Class 5 thru 13. In the Renton Model, there are two types of truck trips generated in the model: regional truck trips and local truck trips. Before traffic assignment, both truck trip types are combined into a single truck trip matrix. The following sections describe how trucks are generated for each type. 2.5.1 Regional Truck Trips Each trip has two sides, the starting location and the ending location. The truck trips classified as “regional truck trips” are any truck trip that has one side outside the model area and the other side inside the model area. The trip generation for regional truck trips are explicitly controlled by the truck trips assumed at each external TAZ (in other words, external truck volume inputs dictate regional truck trip generation). Regional truck trips have one trip side within the model area at TAZs that have employment. These productions of internal regional trips act as placeholders for the location and relative magnitude of regional truck trips generated at internal zones. The total regional internal truck units are scaled to match the external truck trips when the model procedures run. In summary, all regional truck trips have one side at an external TAZ and another side at an internal TAZ, with the external TAZ dictating magnitude. 2.5.2 Local Truck Trips The truck trips classified as “local truck trips” are any truck trip that has both trip ends completely within the model area. The trip generation for local truck trips are based on the auto Non-Home-Based trips. After PM peak hour auto trips are calculated for the Non-Home- Based trip type, 2 percent of the total NHB trips are converted to local truck trips (see demand strata “TRLOC” in Visum). Renton Travel Demand Model Documentation February 2023 7 2.6 Trip Distribution Trips are distributed to trip matrices after the mode split and time of day calculations. This allows for mode split factors to be unique by TAZ, better calibration of external trip patterns, and faster model run times. Trips are distributed between TAZs using the “gravity” model, which is incorporated into the Visum software. This gravity model is built on the theory that, all else being equal, the attraction between two masses will be proportional to the size of the masses and inversely proportional to the distance between the masses. In the travel demand model, the number of trips in a TAZ is used to reflect the size of the mass, and combined route travel time and distance is used to reflect the distance factor in the gravity model. The gravity model has parameters to adjust these relationships for each trip purpose. Simply put, these parameters influence average trip lengths of each trip type. In the Renton Model, the “Combined” utility function controls the impact of the distance factor in the gravity model. In equation form, the function is f(U) = a*(Ub)*(ecU) where U is travel time between zones. Congested travel times are used for distributing trips. The parameters differ by trip type as shown in Table 4 and are based on guidance in NCHRP 716 Travel Demand Forecasting: Parameters and Techniques (TRB, 2012). Table 4. Gravity Model Distribution Parameters Distribution Function Parameters Trip Type a b c Home-Based Work Auto Trips (HW, WH) 1 -0.50 -0.10 Home-Based Other Auto Trips (HO, OH) 1 -0.60 -0.07 Home-Based School Auto Trips (HSch, SchH) 1 -0.80 -0.10 Non-Home-Based Auto Trips (NHB) 1 -0.60 -0.07 Local Truck Trips (TRLOC) 1 -0.60 -0.07 Regional Truck Trips (TRXI, TRIX) 1 -0.25 -0.05 Source: Transpo Group, 2022 Trip distribution in the Renton Model assigns origins to destinations for PM peak hour trips, which creates origin-destination matrices. These origin-destination matrices are used directly in the model trip assignment steps. 2.7 Externals External TAZs account for trips which start and/or end outside the model study area. The Renton Model has 26 external TAZs. External TAZ were not defined at local roadways that have relatively low volumes. Note that the future 2044 model includes the new external TAZ connection at S 27th Street that is not present in existing conditions. Depending on the number of trip ends outside the study area, external trips are divided into two categories. • External-External Trips: These are trips with both ends outside the study area. They are denoted by XX and also often referred to as “through” trips. Renton Travel Demand Model Documentation February 2023 8 • External-Internal or Internal-External Trips: These trips have one trip end (either origin or destination) inside the study area whereas the other trip end is outside the study area. These trips are denoted by XI (External-to-Internal Trips) and IX (Internal- to-External Trips). Trip generation for these TAZs is based on traffic counts obtained from recent traffic counts or WSDOT sources. The total traffic flows were divided into passenger vehicle traffic (auto) and truck traffic and then further split into XX traffic and XI/IX traffic using “through traffic factors”. The through traffic factors were based on referencing both PSRC model information and Replica information. Replica is a national dataset that models traffic based on Census information, cell phone data, fleet data, and other sources. For future 2044 forecasts of external TAZ trips, the PSRC model was referenced. Annual growth factors were developed by comparing existing and future PSRC model forecasts at external locations. If the PSRC model suggested a negative growth rate, then in most cases a nominal 0.1 percent annual growth rate was used. 2.8 Traffic Counts Existing traffic counts are significant in the development of the model because they directly account for existing travel demands. These existing volume inputs are used in key metrics that determine the validation and reasonableness of the existing year model. For the Renton Model, classified traffic counts were obtained from two sources: 1. WSDOT Permanent Traffic Recorders (PTR) and Online GIS: Historical traffic data was available on WSDOT online traffic data GIS portal. The available data contains daily (ADT) and hourly traffic counts data for PTR locations. The data was accessed in late 2022 or early 2023. 2. Turning movement counts (TMC): Recent traffic counts were collected at 50 locations by the City of Renton. This traffic counts are from fall 2022. Renton Travel Demand Model Documentation February 2023 9 Chapter 3. Travel Supply Inputs Travel supply inputs relate to any elements that process trips on study area roadways. Overall network structure is explained as well as link and node types. Volume -delay relationships for various link and nodes types are also discussed. 3.1 Existing Street Network The street network models the available travel supply. In the travel demand model, the street network is composed of links (roadways segments) and nodes (intersections). At the nodes, capacities at turns (turning movements) are used to represent basic traffic control constraints. Travel demand enters and exits the street network at nodes called TAZ centroids. These centroids are connected to the network with special links called connectors. In the Renton Model, the scope of the street network includes most major roads in the City, its UGA, and nearby areas. Street alignments and attributes of the existing street network (such as posted speeds, lanes, and traffic controls) were obtained from GIS data sources and field observation in spot areas. Visum software allows direct integration with available GIS information. 3.2 Future Street Network The 2044 horizon year model include street network improvements anticipated between 2022 and 2044. These future planned improvements were based on the City’s current Transportation Comprehensive Plan, 2022-2027 Transportation Improvement Program(2021), and adopted transportation plans/programs for Renton, Sound Transit, King Country Metro, and WSDOT. 3.3 Link Types Link types are used to define the basic roadway attributes assumed by the model. Specific link capacities are assigned to each link type based on access control type, posted speeds, restricted vehicle modes, and number of lanes. For consistency and quality control purposes , the Renton Model automatically updates link speeds and capacities based on a link type lookup table (when the model runs). This reduces the risk for link attribute errors in the model. 3.4 Node Types and Turn Capacities Similar to link types, node types are used to define basic intersection control types. These types account for most basic types of intersections. These node types set the assumed turn capacities and basic turn delays from the major and minor approaches. Specific turn capacities are assigned to each node type, based on whether the intersection is uncontrolled, stop-controlled, or controlled with a traffic signal or roundabout. For consistency purposes, the Renton Model automatically updates capacities and base delays of turns based on the node type and approach link capacity. This reduces the risk for model coding error and reduces the effort in maintaining the model. Node types include signals (Type 30), roundabouts (Type 20 and 25), all-way stops (Type 10), and partial-way stops (Type 5). No delays are assumed for other node types. Renton Travel Demand Model Documentation February 2023 10 The default turn capacities can be adjusted manually with the “TURNFACTOR” attribute for Visum turns. This is a multiplier number that can adjust the capacity up or down when the model runs. This is usually applied for key intersections, such as interchange ramps, and areas with duel left-turn lanes or other unique characteristics. 3.5 Volume-Delay Functions Volume-delay functions dictate the level of delay along roadways or at intersections as traffic volumes approach network capacity. In other words, they calculate traffic congestion. Volume-delay functions are used to calculate both link (roadway) delays and turn (intersection-related) delays. In the Renton Model, link delays are calculated with “Conical” functions and generally follow the characteristics outlined below: • Expressway Links. Congested speeds remain at freeway speeds until approximately 80 percent of capacity. At 90 percent, speeds drop close to 45 mph. At capacity, speeds represent stop and go conditions (about 30 mph). • Non-Expressway Links. At 80 percent of capacity, congested speeds drop to about 60 to 70 percent of free-flow speeds. At capacity, congested speeds drop to about 30 to 35 percent of free-flow speeds. In the Renton Model, base turn delays are assigned to each turn based on intersection type. Additional turn delays are calculated with the “TModel Nodes” function. This function is sensitive to the volume-to-capacity ratios at the turning movement level. Characteristics of this function parameter set include: • At 50 percent of turn capacity, additional delays are less than 5 seconds per vehicle. • At 80 percent of capacity, additional delays are approximately 20 seconds per vehicle. • At capacity, additional delays are approximately 45 seconds per vehicle. 3.6 Other Inputs The following items are other inputs that were used in the Renton Model. 3.6.1 Multipoint Assignment Multipoint assignment (MPA) is used for several TAZs in the Renton Model. MPA refers to assigning a specific percentage of travel demand to a connector for TAZs that have multiple connectors, rather than allowing the shortest path to the centroid to dictate connector traffic. However, the default setting for each TAZ is to not use MPA, unless it is needed. 3.6.2 Truck Model Notes During trip assignment, all truck trips are assumed to have a passenger -car-equivalent of 2.0 for the determination of volume-delay functions and volume-to-capacity ratios. This allows the model to reflect how trucks can have a larger impact on traffic operations compared to a Renton Travel Demand Model Documentation February 2023 11 passenger car. The 2.0 factor represents an average of both small box trucks and the larger semi-tractor-trailer trucks. 3.6.3 Impedances Impedances reflect the attributes along a trip path that will be used to determine th e shortest route. In the Renton Model, all trips have an impendence based on travel time and route distance. This reflects that some trips may choose a shorter more direct path that may be slower, then a higher speed circuitous path. Renton Travel Demand Model Documentation February 2023 12 Chapter 4. Validation and Reasonableness Checks The process of model validation and reasonableness checks confirms if the model building blocks, when correctly applied, reasonably predict real world travel patterns and the model is valid for forecasting and other transportation planning purposes. Several statistics were reviewed that were associated with screen line volumes and individual link volumes. Distribution and trip generation characteristics were also reviewed using various checks. 4.1 Screen Line Analysis Screen lines (a boundary line which identifies all links between two areas) were defined to compare model travel patterns to actual travel patterns between two areas. Screen line locations are shown in Figure 2. Table 5 shows the screen line results for the Renton Model. Percent difference maximums vary by volume and are based on guidance from Travel Model Validation and Reasonableness Checking Manual (FHWA, 2010), but generally anything less than a 22- percent variation is acceptable. Table 5. Screen Line Results WB/SB/Inbound1 EB/NB/Outbound2 Both Directions Model3 Count4 Diff5 Model Count Diff Model Count Diff East-West Flows Downtown east of I-405 4,650 3,975 17% 5,816 6,065 -4% 10,466 10,040 4% West of Rainier Ave Corridor 2,924 2,605 12% 3,506 3,530 -1% 6,430 6,135 5% Highlands east of Duvall Ave 1,687 1,830 -8% 2,080 2,535 -18% 3,767 4,365 -14% North-South Flows Downtown north of I-405 6,182 5,210 19% 3,970 3,325 19% 10,152 8,535 19% South of Petrovitsky Rd 2,714 2,495 9% 1,928 1,875 3% 4,642 4,370 6% Source: Transpo Group, 2022 1. WB is Westbound; SB is Southbound 2. EB is Eastbound; NB is Northbound 3. Represents the sum of all model volumes crossing the screen line in that direction 4. Represents the sum of all count volumes crossing the screen line in that direction 5. Represents to percent difference between the count and model volumes. Percent difference maximums vary by volume and are based on guidance from Travel Model Validation and Reasonableness Checking Manual (FHWA, 2010), but generally anything less than 22 percent is acceptable. As shown in Table 7, all screen lines performed within an acceptable difference of 22 percent, based on recommendations in the FHWA Manual. Given overall model travel patterns these results were considered acceptable. Renton Travel Demand Model Documentation February 2023 13 Red lines show screen line locations. Gray lines are the model road network Figure 2. Screen Lines in Renton Model Renton Travel Demand Model Documentation February 2023 14 4.2 Link Volume Analysis The analysis of roadway link volumes compares roadway model volumes to actual traffic counts, by direction, for all locations where actual traffic counts are provided. Two common link volume statistics were reviewed to evaluate the model validity: Percent Root -Mean- Square-Error (RMSE) and R-squared or “goodness of fit”. Percent RMSE was calculated by roadway group to understand model behavior on key facilities. Percent RMSE is essentially the average of all the link-by-link percent differences — a good statistic to understand percent difference variability on links of a particular function al class. Table 6 shows the percent RMSE results for the different roadway groups. Generally, results below 40 percent RMSE are considered acceptable for Expressways and Principal Arterials, as well as overall Total RMSE. Lower volume streets such as local streets have such low volumes that it is typically difficult to get below 40 percent RMSE. R-squared indicates how well the model volumes represent the actual traffic counts. If model volumes exactly matched the actual counts, the R-squared value would be 1.00. For the Renton Model the overall model R-squared was 0.86, which is slightly smaller than the 0.88 value suggested in the Travel Model Validation and Reasonableness Checking Manual (FHWA, 2010). However, that standard usually includes a high number of observations of high-volume expressways that inherently raise the R-squared value for models calibrated in a similar manner. Table 6. Link Volume Statistics RMSE1 R-squared2 Difference3 Observations4 1. Interstate/Expressways 34% 0.82 27% 8 2. Principal Arterials 22% 0.78 16% 176 3. Minor Arterials 40% 0.69 32% 57 4. Collectors 43% 0.71 32% 62 5. Local Roads 88% 0.14 70% 17 6. Ramps to Expressways 46% 0.51 33% 24 Total 30% 0.86 21% 344 Source: Transpo Group, 2022 1. Percent Root-Mean-Square-Error (RMSE) refers to the percent difference on an average link-by-link basis. 2. R-squared indicates how well the model volumes represent the actual traffic counts. If model volumes exactly matched the actual counts, the R-squared value would be 1.00. 3. Refers to the percent difference on a total volume basis (sum total of all links). 4. This indicates the size of the sample set that is being referenced. A lower number of observations can make achieving calibration statistics difficult and/or not as meaningful. Based on the data shown in Table 6 the Renton Model link-by-link variability (Percent RSME and R-squared) was considered acceptable. Maximums were established based on guidance from FHWA (Travel Model Validation and Reasonableness Checking Manual, FHWA, 2010). The link analysis scatterplot for all volumes is shown in Figure 3. Renton Travel Demand Model Documentation February 2023 15 Figure 3. Link Analysis Scatterplot 4.3 Distribution Checks Distribution checks relate to how the model is distributing and assigning trips through the model. The following types of distribution checks were performed. 4.3.1 Average Trip Lengths Travel times were compiled for each trip purpose and compared to travel times identified from the national standard NCHRP 716 Travel Demand Forecasting: Parameters and Techniques (TRB, 2012). This average value was calculated for each trip purpose and is reported in Table 7. Table 7. Trip Length Statistics Model Results (minutes)1 National Averages for Similar Areas (minutes)2 Home-Based Work 15.1 15-20 Home-Based Other 14.2 13-17 Home-Based School 9.3 10-14 Non-Home-Based 15.2 13-17 Source: Transpo Group, 2022 1. Model results from 2022 Renton Model by trip purpose. This includes an average 2 minute “terminal time” on each end of the trip, to account for parking and general access to buildings. 2. National averages based on national travel time survey information found in NCHRP 716 Travel Demand Forecasting: Parameters and Techniques (TRB, 2012). Renton Travel Demand Model Documentation February 2023 16 As shown in Table 7, most trip purposes were within ranges based on national averages for urban areas. There is no standard threshold for the amount of acceptable error, but this comparison shows that the model is producing reasonable results. However, the Renton Model has a relatively small geographic area (9 miles by 9 miles) and average trips times don’t include travel times to Seattle, Bellevue, or South Sound areas. This comparison is for general reasonableness testing. In reality, the average travel times within the Puget Sound area are much longer. 4.3.2 Select-Link and Select-Zone Analysis Select-link and select-zone refers to isolating a roadway or TAZ and flagging only those trips on the model network that are associated with that link or zone. This can identify problems with trip generation, trip distribution, and/or trip assignment model parameters. Select-link and select-zone analysis was performed at key roadways and TAZs to test the reasonableness of the model. This included major bridges, external TAZs, and major employment centers. For the Renton Model this process resulting in adjustments to external distribution parameters and improved network coding (nodes, links, and centroid connectors). 4.4 Validation and Reasonableness Summary The Renton Model is considered a reasonable and acceptable model of traffic conditions for both existing and future horizon years. Using industry best practices, including guidance from the Travel Model Validation and Reasonableness Checking Manual (FHWA, 2010), the model was compared using a variety of metrics to determine the validity of the model for use in traffic volume forecasts and long-range planning applications. Rainier/Grady Junction TOD Subarea Planned Action Ch. 5 ▪ Appendices 5-9 5.4 Utilities a) Rainier/Grady Way Hydraulic Analysis, Carollo, July 2023 THIS PAGE INTENTIONALLY BLANK. Long-Range Wastewater Management Plan On Call Services TECHNICAL MEMORANDUM 1 Rainier/Grady TODI Hydraulic Analysis FINAL / July 2023 Long-Range Wastewater Management Plan On Call Services TECHNICAL MEMORANDUM 1 Rainier/Grady TODI Hydraulic Analysis FINAL / July 2023 TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES i pw://Carollo/WA/Renton/201274-000000/03 Reports and Studies/02 Deliverables/TM01/TM01_RainerGrady_TODI_HydraulicAnalysis Contents TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS 1.1 Background and Purpose 1-1 1.2 TODI Flow Development and Allocation 1-1 1.3 Design and Performance Criteria 1-5 1.3.1 Performance Criteria 1-5 1.3.2 Design Storm 1-5 1.3.3 Design Criteria 1-6 1.4 Hydraulic Modeling Results 1-6 1.5 Recommended Improvements 1-9 Tables Table 1.1 Alt 3 ADWF’s 1-3 Table 1.2 Recommended Improvements 1-9 Figures Figure 1.1 TODI Study Area 1-2 Figure 1.2 Alt 3 ADWF Allocation 1-4 Figure 1.3 Design Storms 1-5 Figure 1.4 Existing System Deficiencies 1-7 Figure 1.5 Buildout System Deficiencies 1-8 Figure 1.6 Recommended Improvements 1-10 TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES ii Abbreviations ADWF average dry weather flow Carollo Carollo Engineers, Inc. City City of Renton d/D depth over diameter gpd gallons per day I/I infiltration and inflow LRWWMP Long Range Wastewater Management Plan PWWF peak wet weather flow TM technical memorandum TODI Transportation Orientated District Improvements TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES 1-1 TM 1 RAINIER/GRADY TODI HYDRAULIC ANALYSIS 1.1 Background and Purpose Carollo Engineers, Inc. (Carollo) is assisting the City of Renton (City) with the sanitary sewer hydraulic analysis of the potential impacts of the Rainier/Grady Transportation Orientated District Improvements (TODI). This technical memorandum (TM) discusses the sanitary flow development and allocation for TODI, system and performance criteria, hydraulic modeling results, and recommended improvements. 1.2 TODI Flow Development and Allocation Carollo updated the City’s Mike Urban collection system hydraulic model in 2019 for the Long Range Wastewater Management Plan (LRWWMP). The calibrated existing system was used as the baseline for this project. TODI Alt 3 additional average dry weather flows (ADWF) were developed and added to the model’s existing system scenario to create a new project load scenario. Figure 1.1 outlines the TODI study area. ADWF’s were developed for parcels within this study area based on the BERK, 2022 Report 1 and the following flow assumptions. 100 gallons per day per person. 20 gallons per day per employee. Peaking factor of 2.0. 2.62 people per household. Using these assumptions, an additional ADWF was developed for every parcel within the study area. Parcels were then allocated to manholes in the model. Figure 1.2 outlines the parcel allocation and amount of ADWF added to the collection system manholes. Table 1.1 summarizes the additional ADWF added to the system, by manhole, with a total of 4.79 million gallons per day (mgd) added. The model was setup with the additional 4.79 mgd allocated for both the existing system and buildout system. The modeling assumed no change to infiltration and inflow (I/I) or any wet weather flow assumptions. 1BERK, 2022. Last Revised: June 16, 2023 pw:\\IO-PW-INT.Carollo.local:Carollo_200000\Documents\WA\Renton\201274-000000\03 Reports and Studies\09 GIS\Renton.APRXO 0 600300 US Feet Disclaimer: Features shown in this figure are for planning purposes and represent approximate locations. Engineering and/or survey accuracy is not implied. Data Sources: City of Renton, ESRI TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO Figure 1.1 TODI Study Area CITY OF RENTON LONG-RANGE WW MANAGEMENT PLAN ON CALL SERVICES Legend Study Area TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES 1-3 Table 1.1 Alt 3 ADWF’s Model Manhole Additional ADWF (gpd) 1645 TEE 411,749 MH0061 118,512 MH0062 151,478 MH-2252 82,969 MH2254 0 MH2255 402,807 MH2256 210,226 MH-2258 0 MH2260 221,750 MH2261 221,750 MH2399 1,091,194 MH2401 71,574 MH2419 54,858 MH2420 104,572 MH2423 88,833 MH2596 767,562 MH2610 239,182 RE*ESI1.RO1-10 201,622 RE*ESI1.RO1-11 283,801 RE*ESI1.RO1-12 0 SSMH001 62,308 Total 4,786,747 gpd – gallons per day. MH0061 MH0062 1645 TEE MH2252 MH2254 MH2255 MH2256 MH2258 MH2260 MH2261 MH2399 MH2401 MH2419 MH2420 MH2423 MH2596 MH2610 RE*ESI1.RO1-10 RE*ESI1.RO1-11 RE*ESI1.RO1-12 SSMH001 Last Revised: June 16, 2023 pw:\\IO-PW-INT.Carollo.local:Carollo_200000\Documents\WA\Renton\201274-000000\03 Reports and Studies\09 GIS\Renton.APRXO 0 500250 US Feet Disclaimer: Features shown in this figure are for planning purposes and represent approximate locations. Engineering and/or survey accuracy is not implied. Data Sources: City of Renton, ESRI TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO Figure 1.2 Alt 3 ADWF Allocation CITY OF RENTONLONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES Legend Modeled Manhole Additional Flow 0 - 100,000 gpd 100,000 - 200,000 gpd 200,000 - 300,000 gpd More than 300,000 gpd Wastewater Pipelines Parcel Allocation Study Area TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES 1-5 1.3 Design and Performance Criteria The design and performance criteria used in this analysis were unchanged from what was used in the LRWWMP. 1.3.1 Performance Criteria Capacity evaluation of the wastewater collection system was performed in accordance with the following criteria, using the hydraulic model: 20-year and 30-year, multi-day design storms are used for evaluating the City’s sewer infrastructure. Essentially, these design storms have a three to five percent chance (1/30 - 1/20) that a peak of 3.7 inches of rain will fall in any 24-hour period in a given year. During peak wet weather flow (PWWF), water levels were allowed to rise no more than three feet from the manhole rim. Sewers were allowed to surcharge under these maximum flow conditions during the design storms presented above. Additionally, pipes that surcharged to a ratio of depth/diameter (d/D) greater than two were flagged as well in the hydraulic model results. 1.3.2 Design Storm The LRWWMP used four separate multi-day, 20–30-year recurrence design storms for the capacity evaluation. These storms were identified in the 2012 King County I/I Study and correspond to the recurrence interval within historical King County rainfall. There are five of these historical rain gauges which are used in different areas of the system. The TODI study area corresponded to two of those design storms, the Nov-98 and Feb-96. Figure 1.3 shows each of the two design storms, the spatial extent of these storms is outlined on Figure 1.4. Figure 1.3 Design Storms TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES 1-6 1.3.3 Design Criteria New facilities shall be designed to prevent the hydraulic grade line from exceeding a d/D of 0.85 during PWWF. 1.4 Hydraulic Modeling Results The LRWWMP had previously identified deficiencies within the TODI study area. Due to elevated I/I, the LRWWMP recommended mini basin 45A undergo I/I evaluation prior to sizing any new pipelines. This section outlines the extent of improvements needed in this area, to address the additional ADWF’s within the planned action area without performing the I/I evaluation. The outcome of an I/I evaluation may alter the improvements necessary to support the TODI. The model was run for both existing and buildout conditions. Figure 1.4 shows the existing system, with the added TODI flow, deficiencies, with d/D ratios greater than two in red and flooding manholes also shown in red. Figure 1.5 outlines the buildout system deficiencies, with the same symbology as Figure 1.4. For both existing and buildout conditions, no new deficiencies emerge in the northern portion of the study area. The deficient areas where improvements are needed are highlighted on Figures 1.4 and 1.5. The maximum hydraulic grade line during ADWF was also checked in the model and revealed surcharging without any I/I in Area 1 and 3. Last Revised: June 20, 2023 pw:\\IO-PW-INT.Carollo.local:Carollo_200000\Documents\WA\Renton\201274-000000\03 Reports and Studies\09 GIS\Renton.APRXO 0 500250 US Feet Disclaimer: Features shown in this figure are for planning purposes and represent approximate locations. Engineering and/or survey accuracy is not implied. Data Sources: City of Renton, ESRI TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO Figure 1.4 Existing System Deficiencies CITY OF RENTONLONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES Legend Potentially Deficient Manhole 3 Feet from Rim Flooding Pipeline d/D d/D <1 d/D 1 - 2 d/D > 2 Study Area Renton Design Storm Feb-96 Nov-98 Area 2 Area 1 Area 3 Last Revised: June 23, 2023 pw:\\IO-PW-INT.Carollo.local:Carollo_200000\Documents\WA\Renton\201274-000000\03 Reports and Studies\09 GIS\Renton.APRXO 0 500250 US Feet Disclaimer: Features shown in this figure are for planning purposes and represent approximate locations. Engineering and/or survey accuracy is not implied. Data Sources: City of Renton, ESRI TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO Figure 1.5 - Buildout System Deficiencies CITY OF RENTONLONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES Legend Potentially Deficient Manhole 3 Feet from Rim Flooding Pipeline d/D d/D <1 d/D 1 - 2 d/D > 2 Study Area Renton Design Storm Feb-96 Nov-98 Area 2 Area 1 Area 3 TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO CITY OF RENTON LONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES 1-9 1.5 Recommended Improvements Recommended improvements that address the deficiencies caused by the additional AWDFs were set up in the model. The system recommendations are based on the future buildout scenario including the TODI and I/I from design storms. Figure 1.6 shows the recommended pipeline improvements. Table 1.2 outlines the recommended pipeline upsizing and length of pipe to meet the City’s design criteria. Table 1.2 Recommended Improvements Area Current Pipe Size (inches) Recommended Pipe Size (inches) Length (linear feet) Area 1 18 36 2,221 Area 2 8 12 566 Area 3 8 12 609 Area 3 8 18 153 18''3 6 ' ' 12''12''Last Revised: June 16, 2023 pw:\\IO-PW-INT.Carollo.local:Carollo_200000\Documents\WA\Renton\201274-000000\03 Reports and Studies\09 GIS\Renton.APRXO 0 500250 US Feet Disclaimer: Features shown in this figure are for planning purposes and represent approximate locations. Engineering and/or survey accuracy is not implied. Data Sources: City of Renton, ESRI TM 1 - RAINIER/GRADY TODI HYDRAULIC ANALYSIS JULY 2023 / FINAL / CAROLLO Figure 1.6 - Recommended Improvements CITY OF RENTONLONG-RANGE WASTEWATER MANAGEMENT PLAN ON CALL SERVICES Legend Manholes Proposed Pipeline Upsizing 12" 18" 36" Other Wastewater Main Study Area Area 2 Area 1 Area 3 Rainier/Grady Junction TOD Subarea Planned Action Ch. 5 ▪ Appendices 5-10 b) Selected Maps, Renton Long-Range Wastewater Management Plan, Carollo, 2017 THIS PAGE INTENTIONALLY BLANK. MaplewoodSE Petrovitsky Rd Beacon W ay S SE 168thStOakesdale Ave SWSW 7th St SW 16th St SR167SE 192ndStInterurbanTrailCedarRiverTra i l SW SunsetBlvd Monroe Ave NENile Ave NESE 116th St N 6th St Garden Ave NN 4th St RentonA v e S Rainer Ave N132nd Ave SE§¨¦405 405 N 40th St N 29th St Edmonds Ave NEDisclaimer: Features shown inthisfigureare for planning purposes and represent approximate locations. Engineering and/orsurveyaccuracyis not implied. Data Sources: City of Renton, WA O 0 0.510. 25 Miles Legend City ofRenton Criticality Criteria Rank Street Centerlines Level 1 (Negligible)Level 2 (Low)Level 3 ( Moderate)Level 4(Severe)CHAPTER6 | LONG-RANGE WASTEWATER MANAGEMENT PLAN | CITY OF RENTON Last Revised: August 03, 2017E:\ MaplewoodSE Petrovitsky Rd Beacon W ay S SE 168thStOakesdale Ave SWSW 7th St SW 16th St SR167SE 192ndStInterurbanTrailCedarRiverTra i l SW SunsetBlvd Monroe Ave NENile Ave NESE 116th St N 6th St Garden Ave NN 4th St RentonA v e S Rainer Ave N132nd Ave SE§¨¦405 405 N 40th St N 29th St Edmonds Ave NEDisclaimer: Features shown inthisfigureare for planning purposes and represent approximate locations. Engineering and/orsurveyaccuracyis not implied.DataSources: City of Renton, WA O0 0.5 10. 25 Miles Level 1 ( Negligible)Level 2 (Low)Level 3 (Moderate)Level 4(Severe)Legend City of Renton Street Centerlines Last Revised: September 20, 2017E:\KRC D DRIVE\Renton\ Fig_06_05SumVulnerability. mxd CHAPTER 6 | g` g` g` g` g` g` g`g` g` East Valley RdRainier Ave NS 133rd St Oakesdale Ave SWBe n s o n D r S SW 7th St 140th AveSENESunsetBlvd405Maple Val l e y Hwy164th Ave SECedar River Trail SE Jones Rd Lake Youngs Service RdSE May Valley Rd Union Ave NESE Petrovitsky Rd 5A & 5B: Mini- Basin 5 41A 14A 25A: Mini- Basin U3 2A: Mini- Basin 215A 48A 05A 21A 21A 22A22A 45A: Mini- Basin 1 25A: Mini- Basin 25 7A: Mini-Basin7 45A: Mini-Basin 45 3A: Mini-Basin3 46A 23A BA 24A 20B37A20A 1 1 ALast Revised: September 18, 2019 \\io-fs-1\Data\GIS\ GISBackup\Renton\WaterSystemPlan2017\ Fig5.6.mxd CHAPTER 5 | LONG-RANGE WASTEWATER MANAGEMENT PLAN | CITY OF RENTON Figure 5.8 Deficiency Improvement Recommendations O 0 10. 5 Miles Disclaimer: Featuresshowninthis figure are for planning purposes and represent approximate locations. Engineering and/ or survey accuracyis not implied.Data Sources: City of Renton Legend g` Flow and THIS PAGE INTENTIONALLY BLANK. Rainier/Grady Junction TOD Subarea Planned Action Ch. 5 ▪ Appendices 5-11 c) Water Pipe Diameter Excerpt THIS PAGE INTENTIONALLY BLANK. THIS PAGE INTENTIONALLY BLANK.