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Home My WebLink AboutCommittee of the Whole - 13 Sep 2021 - Agenda - Pdf CITY OF RENTON AGENDA - Committee of the Whole Meeting 5:45 PM - Monday, September 13, 2021 Videoconference 1. RAINIER/GRADY JUNCTION SUBAREA PLAN a) Draft Plan b) Presentation Currently, due to the spread of COVID-19, all regularly-scheduled committee meetings will be held as necessary via video-conference. City Hall is closed to the public. If you would like to attend this week's meeting remotely, you can do so by going to https://us02web.zoom.us/j/86753290028?pwd=M2pOc09HWWNrY05uVnlIWnpGS1E4UT09 Zoom Meeting ID: 867 5329 0028, Passcode: 881839 You can call through Zoom at (253) 215-8782 and use the Meeting ID. RAINIER / GRADY JUNCTION SUBAREA PLAN THE CITY OF RENTON AGENDA ITEM #1. a) ii City of Renton ACKNOWLEDGMENTS CITY LEADERSHIP MAYOR Armondo Pavone CITY COUNCIL Angelina Benedetti Randy Corman Ryan McIrvin Valerie O’Halloran Ruth Pérez Ed Prince Kim-Khánh Van PLANNING COMMISSION Shannon Matson Commission Chair Charles Seil Commission Vice-Chair Josephine Bayan Commission Secretary James Alberson Mara Fiksdal David Fleetwood Sunayana Kannur Kevin Poole Dana Rochex CITY STAFF COMMUNITY AND ECONOMIC DEVELOPMENT Vanessa Dolbee Planning Director Angie Mathias Long Range Planning Manager Chip Vincent Administrator Paul Hintz Senior Planner Katie Buchl-Morales Associate Planner INTERDEPARTMENTAL TEAM Vangie Garcia Mathew Herrera Justin T. Johnson Jessie Kotarski Doug Levy Cyndi Morris Dave Neubert Aaron Raymond Mark Santos-Johnson Erica Schmitz Jim Seitz Ronald Straka CONSULTANT TEAM MAKERS ARCHITECTURE AND URBAN DESIGN John Owen Rachel Miller Katy Saunders Ian Crozier Yifan Xing COMMUNITY STAKEHOLDERS STAKEHOLDER WORK GROUP Anthony Buckley WSDOT Brad Brotherton Brotherton Cadillac Juan Calaf Sound Transit Christian Cocks Wizards of the Coast Lauren Craig King County Metro Matt Feldmeyer Sound Transit Jon Glenn Renton Downtown Partnership Katherine Hansen Renton Technical College J.P. Harlow Triton Towers Claudia Hirschey Sound Transit Daniel Hoyt WSDOT Yingying Huang Sound Transit Blake Jones Sound Transit Craig Koeppler Renton Village Associates Ken Louie Uwajimaya Sarah Lovell King County Metro Karen Mesko Sound Transit Patti Miele South Renton Neighborhood Association Nick Mitchell Wizards of the Coast Nick Phillips Kia Car Pros Jessica Roe Triton Towers Andrea Tull Sound Transit DEVELOPERS FORUM PARTICIPANTS Megan Adams TWG Properties Obi Amobi Mercy Housing NW Kurt Creager Bridge Housing Robert Cugini Altino Properties Allen Dauterman Imagine Housing Chris DeWald The Rush Companies John Fisher Inland Properties Karinda Harris Vulcan Kathleen Hosfeld Homestead Community Land Trust Craig Koeppler RVA Cinema Richard Loo Bellwether Housing Campbell Matthewson CMRE Colin Morgan-Cross Mercy Housing NW Oscar del Moro Cosmos Development Suzi Morris Lowe Real Estate Millie Phung RHA Eric Pravitz Homestead Community Land Trust Dave Smith Paragon Jonathan Smith Bellwether Housing Joe Thompson Mercy Housing NW Rocale Timmons Seco Development AGENDA ITEM #1. a) iiiRainier/Grady Junction Subarea Plan CONTENTS 1. INTRODUCTION 1 Purpose ...................................1 Study Area .................................3 2. EXISTING CONDITIONS 9 Challenges & Opportunities ....................9 Context ..................................12 Land Use and Urban Design ..................16 Transportation .............................18 Environment ..............................20 Community and Amenities ...................22 Land Value and Developability ................22 3. PROCESS 25 Overview .................................25 Early Analysis & visioning ....................26 Developing Alternatives ......................28 Refining the Preferred Concept ................31 Finalizing the Plan ..........................32 4. CONCEPT 33 Goals and Objectives .......................33 Concept Vision ............................34 5. LAND USE AND LIVABILITY 43 Key Principles .............................43 Core Redevelopment Area ...................44 Commercial Mixed Use Areas and Overlays. . . . . . 44 Outside the Core ...........................46 Local and Regional Business Center ...........47 Housing and Neighborhoods ..................48 Healthy and Resilient Environment .............49 Redevelopment and Infrastructure .............51 6. MULTIMODAL ACCESS & TRANSPORTATION 53 Key Principles .............................53 New Multimodal Street Grid ..................54 Planned Ped/Bike Connections to the Transit Center ........................60 S Grady Way Crossing and Corridor Improvements ......................64 Additional Intersection Improvements ...........68 Connecting to the Southwest .................69 Considering Long-term Opportunities for Light Rail Service ........................71 7. OPEN SPACE AND URBAN DESIGN 73 Key Principles .............................73 Parks and Plazas ..........................74 Pedestrian-Oriented Streets ..................76 Natural Areas .............................78 Gateways and Sense of Place ................80 Conceptual Urban Design Guidelines ...........82 8. IMPLEMENTATION Overview .................................83 Implementation Table .......................84 APPENDICES A - EXISTING CONDITIONS B- DEVELOPER'S FORUM C- LIGHT RAIL CHAPTER AGENDA ITEM #1. a) iv City of Renton LIST OF ABBREVIATIONS AE FEMA Flood Zone AE AH FEMA Flood Zone AH AMOs Automall Overlay zones Bike/Ped Bicycle/Pedestrian BRT Bus rapid transit CA Arterial Commercial zone CD Downtown Commercial zone CO Office Commercial zone Downtown Downtown Renton EIS Environment impact statement FAA Federal Aviation Administration FEMA Federal Emergency Management Agency I-405 Interstate 405, a highway IDT Interdepartmental Team IM Medium Industrial zone LRT Light rail transit LU Land Use Element MT Multimodal Access & Transportation Element PUD Planned Urban Development RTAS Renton Transit Access Study RMC Renton Municipal Code ROW Right-of-way SR 167 State Route 167, a highway ST Sound Transit TOD Transit oriented development TBMP Trails and Bicycle Master Plan TIP Transportation Improvement Program UD Open Space and Urban Design Element WSDOT Washington State Department of Transportation AGENDA ITEM #1. a) 1Rainier/Grady Junction Subarea Plan 1. INTRODUCTION PURPOSE The Rainier/Grady Junction Subarea Plan provides a vision and strategies to guide future growth and achieve a holistic, people-oriented neighborhood around Sound Transit's planned bus rapid transit (BRT) line and transit center at the intersection of Rainier Ave S and S Grady Way. The strategies in this plan facilitate mixed-use development, maximize multimodal transportation options, improve pedestrian connectivity, and integrate with adjacent areas by establishing a neighborhood that is distinct from downtown yet aligned with the goals of the City Center Community Plan. The plan recommends development regulations and public investments that can catalyze the private investment needed to fully implement the vision. This concept plan is the first step toward realizing a vibrant new district and development hub around the transit center. Future amendments to Renton Municipal Code, studies, or technical analyses and ongoing coordination with the community will be needed to clarify environmental and transportation needs, assess impacts, and move the plan from vision to implementation. Next steps include: 1. Continue to coordinate with Sound Transit, WSDOT, and King County Metro to ensure future improvements in the area align with plan goals. 2. Consider conducting a planned action Environmental Impact Statement (EIS), or a similar approach, to do full environmental and transportation analysis. Core Goals for the Plan • Create a vision for a livable, distinct, mixed- income neighborhood that is different from yet aligns with the City Center Subarea and downtown. • Develop conceptual strategies to transform the area into a pedestrian-oriented district with a multimodal center and strong pedestrian connections that gracefully integrates with neighboring areas. • Leverage the recent and planned public investment in the area for the private investment to follow. • Identify public investments, improvements and development regulations to help area evolve into a more cohesive district. See Chapter "4. Concept" on page 33 for more details about how the goals and objectives guide the future vision for the subarea. 3. Update zoning map, land use regulations, and Capital Improvements Plan to reflect the subarea vision. 4. Update subarea plan as final decisions on light rail alignments are made. AGENDA ITEM #1. a) 2 City of Renton Figure 1: Sidewalk along S Grady Way Figure 2: Existing buildings south of S Grady Way Figure 3: Fred Meyer is one of several grocery and big-box stores located within the subarea Figure 4: High-voltage power line utility corridor transversing the area Figure 5: Intersection along S Grady Way Figure 6: Diverse mix of businesses in commercial and light industrial area west of Rainier Ave S Figure 7: Office building along SW 7th St Figure 8: Lind Ave S corridor south of I-405. AGENDA ITEM #1. a) 3Rainier/Grady Junction Subarea Plan STUDY AREA The Rainier/Grady Junction Subarea is located just southwest of downtown Renton, centered on the intersection of Rainier Ave S and S Grady Way. Most of the subarea is north of I-405, but a portion of the area that is west of SR 167 extends south of the interstate. A diverse mix of commercial and employment land uses currently comprise the Rainier/Grady Junction Subarea. Retail uses predominate along Rainier Ave S in the center of the subarea, with a mix of big-box stores and auto dealerships, and some smaller infill commercial buildings Oakesdale Ave SW SW Sunset Blvd SW Grady W a y Hard ie A ve SW Houser W ay SRain ier Ave S S Grady W a y Benson Rd SBenson Dr SLind Ave SWTalbot Rd SMain Ave SSW 16th St S Puget Dr SW 7th St I-405 I-405 I-405S 2nd St S 3rd St SR 167Shattuck Ave STOD Area Transit Center Site BuildingsTOD Area Transit Center Site Buildings Rainier/Grady Junction Subarea TOD Area Transit Center Site BuildingsTOD Area Transit Center Site Core Area Buildings Talbot Hill South Renton Renton City Hall Renton Connector Fred MeyerBlack River Riparian Forest & Wetland Triton Tower Three Triton Tower One Valley Office Park Providence Vacant Office Space Vacant Office Space Triton Tower Two Renton Village Walmart The Landmark Office Buildings McClendon Hardware DK Market on the periphery of those big-box stores. Commercial office developments range from two- to three-story mid-century buildings along 7th Ave S to seven-story 1980s-era office towers north and south of I-405. Light industrial uses in large warehouse-style buildings are located primarily in the western portion of the subarea. A particularly diverse mix of land uses and buildings exist in the area northwest of the I-405 interchange, with auto dealerships, auto-repair, and construction businesses surrounding two small clusters of single-family homes Map 1. Rainier/Grady Junction Subarea AGENDA ITEM #1. a) and a church that serves the local Hispanic community. Moderate industrial land uses, including areas with outdoor material storage, also are found here and immediately south of I-405. The subarea is immediately southwest of downtown Renton, a historic and growing commercial center for the city. Although only a handful of residences can be found within the subarea, neighborhoods generally surround the subarea except to the west. The existing character of the Rainier/Grady Junction Subarea is generally suburban and auto oriented. Many streets lack a sense of enclosure and “eyes on the street,” which results in an isolated and uncomfortable pedestrian environment. High-volume arterial streets carry significant traffic, including freight routes. The area lacks bicycle infrastructure, though there are current plans to improve bike connections on S 7th St and Shattuck Ave S, as well as a long-term vision to strengthen multimodal connections through the area. In addition to roadway infrastructure, several high-voltage power line corridors intersect in the subarea. The easements around these corridors reduce the buildable area, particularly in the core. Renton City Hall Planned Transit Center Figure 9: Aerial view of Renton looking northwest. The general boundary of the subarea is shown in orange. Image source: Google Maps (Imagery © 2021 Maxar Technologies, U.S. Geological Survey, USDA Farm Service Agency; Map Data © 2021 Google) Figure 10: Subarea includes a number of retail auto dealerships and other businesses that support auto sales and repair. Figure 11: Utility corridor along S Grady Way at the intersection of Rainier Ave S. AGENDA ITEM #1. a) 5Rainier/Grady Junction Subarea Plan SOUTH RENTON TRANSIT CENTER Sound Transit (ST) plans to build a new transit center at Rainier Ave S and S Grady Way to serve future ST bus rapid transit (BRT) service along I-405 and some King County Metro (Metro) bus routes, including a new Rapid Ride Line I. Sound Transit plans include building residential transit-oriented development (TOD) on site; additional private redevelopment within the subarea is anticipated as well. The future transit center will built on the site of two former auto dealerships. WSDOT operates a Park and Ride facility on two lots immediately east of the planned transit center. Sound Transit’s investment is the impetus behind this subarea plan and offers a rationale for evolving the area into a more holistic, multifaceted district. With better transit connections to local and regional destinations, the Rainier/ Grady Junction Subarea can offer greater access to opportunities for people living and working in the area. Figure 12: Conceptual site plan for transit center. Image source: Sound Transit Figure 13: Future site of the transit center, looking north from S Grady Way. AGENDA ITEM #1. a) 6 City of Renton PREVIOUS PLANS COMPREHENSIVE PLAN The City of Renton Comprehensive Plan (Comprehensive Plan) provides policy guidance on the city’s growth and development based on a community-wide vision. The Comprehensive Plan is in compliance with the Growth Management Act (GMA), which requires the Comprehensive Plan include policy direction for land use, housing, capital facilities, and transportation. Renton’s Comprehensive Plan was last updated in 2015 and includes the following vision statements that guide the city’s growth and economic development: • A sustainable city that promotes economic vitality, environmental quality, social equity, and resiliency. • A community that is healthy and safe, that has cohesive, well- established neighborhoods and a growing variety of housing to match the diversity of the population with its various needs and wants. • A working town with a full spectrum of employment opportunities for all economic segments, regardless of education, age, gender, or ethnic origin. • A regional center for active and passive recreation that features access for all to a healthy river, a clean lake, abundant trees, and clear mountain views to enhance the experience. • A well-connected place that builds cohesive networks, in the form of: partnerships that enhance community resources; transportation and recreation facilities that connect through trails, sidewalks, and streets; and local business, volunteer, and neighborhood organizations that bring people together. Several Comprehensive Plan policies support the evolution of the Rainier/ Grady Junction Subarea into a district with new housing options, attractive commercial spaces, enhanced multimodal access, and pedestrian- oriented streets. Refer to Appendix A - Existing Conditions Report for a full list of policies. Figure 14: Vision from 2011 City Center Plan COMMUNITY AND ECONOMIC DEVELOPMENT PLANS In addition to the Comprehensive Plan, other recent community and economic development plans provide important context for this subarea plan. CITY CENTER PLAN This 2011 plan established an overall vision for Renton’s City Center areas, which include downtown, areas around Park Ave and north of The Landing, and the portions of the Rainier/Grady Junction Subarea north of I-405. The plan is guided by a series of overarching goals: AGENDA ITEM #1. a) 7Rainier/Grady Junction Subarea Plan • Goal 1: Create a distinct identity for the City Center and improve the visibility and perception of the area. • Goal 2: Continue to support Renton’s diverse economic sectors. • Goal 3: Improve access to and visibility of the concentration of civic activities including Liberty Park, the library, the Renton History Museum, and Cedar River to create a dynamic civic node in downtown. • Goal 4: Protect and enhance the residential neighborhoods in the City Center. • Goal 5: Provide better regional 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 improve access to regional trails in the City Center and build on these key connections as an economic development strategy. • Goal 8: Protect, enhance, and improve access to the natural features and open space in the City Center, including Lake Washington, the Cedar River, and its many parks and open spaces throughout the City Center. Although the City Center plan preceded the siting of the new BRT transit center at the intersection of Rainier Ave S and SW/S Grady Way, the goals and overall vision are an important guide for this plan. See the Concept section for more details on how the City Center plan shapes the vision for this subarea. RENTON BUSINESS PLAN This plan’s citywide economic development focus provides an important foundation for the Rainier/Grady Junction Subarea, which served as a key commercial center for the city. This plan’s main goals are: • Provide a safe, healthy, vibrant community • Promote economic vitality and strategically position Renton for the future • Support planned growth and influence decisions to foster environmental sustainability • Build an inclusive informed city with equitable outcomes for all in support of social, economical, and racial justice • Meet service demands and provide high quality customer service Renton Downtown Civic Core Vision and Action Plan January 2018 City of Renton 9 S 3rd St N 3rd St Rainier Ave SC e d a r R i v e r T r a i l Wells Ave SS 4th StHardie Ave SWWilliams Ave SS 5th St Main Ave SShattuck Ave SN 1 s t S t Renton Ave SPark Ave NBurnett Ave SLogan Ave SHouser W a y S Mill Ave SS 2nd St Wells Ave NFactory Ave NTaylor Ave NWMeadow Ave NBenson Rd SBronson Way N Smithers Ave SSW Victoria S t SW 5t h Pl Burnett Pl SHouser Way NNW 2nd St SW 2nd St NW 2nd Pl Nelson Pl NWLind Ave SWSW 2nd Pl Whitworth Ave SS R i v e r s i d e D r NW 3rd St N Brooks St S 134th St SW Sunset Aly 89th Ave SSW 4th Pl I-405Access R d N 2nd St Mill Ave SLind Ave SWMorris Ave SN 2nd St Renton Ave S C E D A R R I V E R Bronson Way S N R i v e r s i d e D r Cedar Ave SRenton Ave SS Tillicum St S Tobin St N 0 300’ 600’Feet DOWNTOWN BUSINESS DISTRICT RIVER BUILDING FOOTPRINT BLOCKS RAIL Renton H.S. IKEA Performing Arts Pavilion Piazza Library Museum CarcoRenton Community CenterRECOMMENDED ALTERNATIVE // LEVEL OF INTERVENTION LEGEND CONCEPT DIAGRAM + LEVEL OF INTERVENTION FOR ADJACENT PARCELS SUSTAIN ACTIVATE CREATE CONCEPTUAL BUILDING FOOTPRINT FOCUS ATTENTION ON CREATING PEDESTRIANINTEREST Sustain • Private investment • Support what’s happening now • Focus on storefront and façade improvements, murals, seating, parklets, and improved pedestrian experience • Limited inﬁll potential Activate • Public/private investment • Moderate interventions needed • Good bones but lacks cohesion • Focus on inﬁll and supporting surrounding businesses • Moderate inﬁll potential Create • Public investment • Major interventions needed • Focus on streetscape and placemaking to create identity • Major development opportunities on parking lots and vacant land • Potential gateway opportunities on 2nd Street • Focus on creating a pedestrian experience N 0 300’ 600’Feet FIGURE 1.1 Various levels of intervention will be needed depending on location and the desired improvements or amenities required. These interventions have been organized into three themes: Sustain (minimal intervention), Activate, and Create (both of these may require public/private investment). Figure 15: Concept diagram from the plan. Colors relate to the key actions of the plan, with red indicating sustaining and supporting what is currently there, yellow indicating areas needing activation, and blue indicating areas for public investment, including streetscapes and placemaking. RENTON DOWNTOWN CIVIC CORE VISION AND ACTION PLAN This plan, completed in August 2018, is focused on the downtown area and the transition of the existing transit center to a more lively and robust public space. The plan focuses on: • Reinventing and investing in public spaces. • Building upon the emerging restaurant and retail clusters. • Becoming a cultural center that celebrates racial diversity. While the downtown plan’s focus is outside of the Rainier/ Grady Junction Subarea, its focus on key locations that are adjacent to the subarea were important considerations for this subarea plan, most notably, the future vision of Burnett Ave and Burnett Linear Park as a multimodal art greenway. AGENDA ITEM #1. a) 8 City of Renton TRANSPORTATION AND CAPITAL IMPROVEMENTS PLANS The 2021-2026 TIP includes a number of projects in or near the Rainier/Grady Junction Subarea, including arterial widening, bike routes, one-way to two-way street conversions, BRT optimization improvements, and other streetscape improvements. The most relevant improvements to this subarea plan are highlighted below. More details are provided in the Transportation Section. S 7th Street Corridor Improvements. S/SW 7th St as a key east-west bicycle route into the downtown. This project will install a multi-use path on S 7th St, between Shattuck and Burnett Ave S, and install intersection improvements at multiple intersections along the corridor from Shattuck Ave S to Oakesdale Ave SW. This project will also upgrade an existing marked crosswalk with flashing beacons with higher visibility technology. South Grady Way Multimodal Improvements. This project will perform a comprehensive analysis of multimodal transportation improvements, including review of potential transit improvements along Grady Way. The project will also potentially remove pedestrian islands at Shattuck Ave and Lake Ave crossings, add capacity, and rechannelize traffic on Grady Way. Renton Bus Rapid Transit (BRT) Improvements. This project consists of access to transit roadway improvements from I-405 exit 3 (Talbot Rd) to the South Renton Transit Center that include extending S Renton Village Place to S Grady Way and intersection reconfiguration at S Grady Way and Lake Ave S. Lind Ave SW/SW 16th St to SW 43rd St. Widens existing roadway to five lanes where required. Includes new roadway, curbs, sidewalks, drainage, signals, lighting, signing and channelization. Additionally, improvements may result from future WSDOT I-405 plans. CITY OF RENTON  RENTON TRAILS AND BICYCLE MASTER PLAN JANUARY 2019 COMMUNITY INVOLVEMENT 51 Exhibit 3-2. Community Input Walking CITY OF RENTON  RENTON TRAILS AND BICYCLE MASTER PLAN JANUARY 2019 COMMUNITY INVOLVEMENT 53 Exhibit 3-4. Community Input Biking Figure 16: Maps from the Trails and Bike Master Plan community engagement, illustrating issues and destinations for people walking and biking. At top, walking problem spots (yellow) and destinations (blue). At bottom, problem areas (red) and key destinations (green) for bikers. TRANSPORTATION AND CAPITAL IMPROVEMENTS PLANS Given the focus on transit-oriented development and the need to improve multimodal access throughout the subarea, there are a number of transportation plans that have guided the content and recommendations of this plan. Brief summaries of the key plans are provided below. More information is included in the Transportation Section as well as Appendix A - Existing Conditions TRAILS AND BIKE MASTER PLAN The Trails and Bicycle Master Plan proposes trail and bicycle infrastructure improvements to increase the comfort and safety of people walking and biking. The plan identifies several key destinations for pedestrians and bicyclists within the subarea, as well as intersections and corridors that currently feel unsafe to people walking and biking. RENTON ACCESS TO TRANSIT This citywide study of current transit access included several transportation improvements around the Rainier Ave S and S Grady Way intersection, which is at the center of the subarea. This plan reviews existing transit access connections, considers future investments such as the future BRT park-and-ride facility, and recommends projects/improvements to help improve access. AGENDA ITEM #1. a) 9Rainier/Grady Junction Subarea Plan 2. EXISTING CONDITIONS This section reviews current conditions in Renton and the Rainier/Grady Junction Subarea, excerpted from the Existing Conditions Report, which was developed as the initial phase of the project in early 2020. The full report can be found as an appendix to this plan. Findings from this process informed the development of plan alternative development and recommendations. The current conditions of the subarea differ markedly from the vision of a more pedestrian- and transit-oriented, mixed use area laid out in this plan’s vision offering both opportunities and challenges for future growth of the area. While the area also has many opportunities, it is important to understand the physical challenges of the site, and how both public and private investments will be needed to improve these conditions. KEY CHALLENGES • The auto-oriented built environment will require significant improvements to make the area safe for non-motorized transportation. • Pedestrian and bicycle connections are missing or feel unsafe and uncomfortable. • Several overhead power line corridors cross the area, limiting development and uses on several parcels. • The subarea has almost no parks or formalized community gathering places; connections to natural systems are weak. • Heavy traffic volumes may pose air quality and health impacts on residences near highways. • The existing Auto Mall Overlays promote vehicles sales, complicating the opportunities for a neighborhood-like built environment. • The dominance of infrastructure (highway, arterials, power line corridors) results in a current environment that lacks human scale elements and a sense of place. CHALLENGES & OPPORTUNITIES AGENDA ITEM #1. a) 10 City of Renton VISUAL STRUCTURE Map 3 summarizes the existing conditions and provides a foundation for shaping future development in the subarea. The major arterials that cross through the site are shown in the bold black arrows. These roadways are important to the region, carrying large volumes of traffic and moving freight through south King County, but also act as barriers to people traveling on foot, wheel, or bicycle. Future development alternatives will need to address multimodal access and safety while maintaining traffic flows on these key highways and arterials. The shaded areas of the map below illustrate portions of the subarea that share physical characteristics, which may be valuable and/or present opportunities for redevelopment. Edge treatments on these areas indicate where there may be opportunities to make connections to adjacent neighborhoods. Existing corridors with key transit access are shown in blue and the planned transit center with South Transit’s conceptual parking and TOD layout is shown at the center. KEY OPPORTUNITIES Despite the physical challenges of the environment, there are also a number of opportunities for the subarea. • Leverage the planned transit center and park-and- ride and enhanced bus rapid transit (BRT) service (expected in 2024). • Prepare for anticipated levels of activity in the area surrounding the planned transit center. • Consider future development opportunities and large parcels under single ownership. • Coordinate with the City’s concurrent housing action plan efforts and encourage affordable workforce housing development. • Establish and support a thriving business district, which includes a mix of small and black, indigenous, and people of color-owned (BIPOC) businesses, regional shopping destinations, and other employers. • Allow for seamless transit transfers and multiple ways to get to/from the transit center (e.g., kiss-and-rides, transportation network company’s drop-off/pick-up, etc.) • Enhance ecological value and improve surface water quality through redevelopment under modern stormwater regulations. • Explore creation of a multimodal, mixed use corridors streets with relatively low traffic volumes, adjacent land use mix, and connectivity. • Strengthen and protect the area’s role as a regional jobs center, with a mix of retail, industrial, and office jobs of a range of income levels. AGENDA ITEM #1. a) 11Rainier/Grady Junction Subarea PlanOakesdale Ave SW SW Sunset Blvd SW Grady W a y Hard ie A ve SW Houser W ay S Rain ier Ave S S Grady W a y Benson Rd SBenson Dr SLind Ave SWTalbot Rd SMain Ave SSW 16th St S Puget Dr SW 7th St I-405 I-405 I-405S 2nd St S 3rd St SR 167Shattuck Ave SRainier/Grady Junction Subarea Key bus service corridors Mid-century off ice buildings along moderate traff ic corridor with mature trees. Warehouse buildings on large lots, with light industrial uses Commercial mixed area with big-box stores on large lots, car dealerships, and smaller businesses along corridor. Thoughtful transitions within the subarea boundaries may off er opportunity to connect to adjacent neighborhoods. Auto dealerships mixed with auto-oriented businesses and small lots. North of I-405 car dealerships, their service centers and other auto related uses. Area also has a Hispanic community church. Moderate industrial uses south of I-405. Off ice buildings on large lots surrounded by large parking lots. Constrained edge: Highway or arterial and existing topography limits opportunities for adjacent neighborhood connections. Mixed commercial area with some large lots, vacant buildings and redevelopment opportunities Planned South Rainier Transit Center and potential TOD sites Map 3. Visual Structure Map AGENDA ITEM #1. a) 12 City of Renton REGIONAL CONTEXT Located on the southern shores of Lake Washington and close to the southern intersection of the I-5 and I-405 freeways, Renton plays an important role in the economic success, transportation function, and cultural diversity of the Puget Sound Region The Rainier/Grady Junction Subarea is the main gateway into Renton, providing access to a significant commercial area and to Downtown Renton (Downtown.) The area is a destination for vehicle purchases, hotel accommodations, general shopping, and places of employment both within the subarea itself as well as Downtown. The area can be accessed by highway and several corridors that provide regional connections. REGIONAL TRANSIT CENTER Transit currently serves an important but relatively minor role in the subarea. The existing King County Metro park- and-ride is served by several bus routes that connect to Seattle, Bellevue, Kent, Burien, and Downtown Renton. RapidRide F connects to the Sounder Commuter Rail line and Link Light Rail, providing connections to SeaTac Airport, and Tacoma. Creation of the new transit center at the existing park-and- ride site will leverage several new bus routes and increase connections to other high-capacity services: • Sound Transit’s Stride BRT will provide rapid, frequent connections to Burien, Newcastle, Bellevue, Kirkland, Bothell, and Lynnwood. • Metro’s RapidRide I line will improve connections to Kent and Auburn • Improved connections to other lines that serve Renton • Frequent service to downtown Renton and Tukwila Sounder Station These improvements will improve access to jobs in Renton and provide commuters with alternatives to driving. Map 4. Regional Transit Services Map CONTEXT Metro Area and High Capacity Transit Routes !!" # # !!$" %& ' !!" # # !!$" %& ' I-5I-90 I-5I-405SR 167S R 1 6 9SR 509MERCER ISLAND NEWCASTLE DES MOINES FEDERAL WAY WHITE CENTER TUKWILA RENTON !!" # # !!$" %& ' !!" # # !!$" %& ' I-5I-90 I-5I-405SR 167S R 1 6 9SR 509MERCER ISLAND NEWCASTLE DES MOINES FEDERAL WAY WHITE CENTER TUKWILA RENTON Subarea AGENDA ITEM #1. a) 13Rainier/Grady Junction Subarea Plan REGIONAL COMMERCE The area is home to auto dealerships and service centers, making it a hub for car sales and service. A mix of other businesses—big-box retail, minority-owned groceries and small businesses, small retail and food shops, professional offices, and light industrial sites, some of which relate to or complement the auto dealerships—predominate the area. JOBS The areas supports many jobs in a range of industries and income levels (see Map 5 and Map 6). Retail businesses clustered along Rainier Ave S and S Grady Way include restaurants, supermarkets, big box stores, ethnically diverse groceries, and auto retail. East of Rainier Ave S and SR 167 employers tend to be offices, warehouses, and industrial businesses. The south-west and western parts of the subarea support professional, scientific, and technical service sectors. The area has a strong concentration of automobile-related businesses, with many auto dealerships, repair shops, and auto parts stores. Wholesale trade and construction businesses are concentrated in the western and southern parts of the Rainier/Grady Junction Subarea, mostly outside the ¼ mile walkshed. Several office buildings are located south of I-405. Map 5. Accommodation and food services, retail, and auto-related employment Map 6. Construction and wholesale trade employment Subarea Transit Center Site Building Footprints Biz Lic Retail + Accom Accommodation and Food Services Construction Retail Trade Wholesale Trade Auto-Related Businesses Subarea Transit Center Site Building Footprints Biz Lic Retail + Accom Accommodation and Food Services Construction Retail Trade Wholesale Trade Auto-Related Businesses Renton TOD – Licensed Businesses Retail Trade + Accomodation & Food Services Arts/Entertainment + Health Care Services + Professional Services Educational Services + Finance & Insurance + Other Services Construction + Wholesale Trade Subarea Transit Center Site Building Footprints Biz Lic Retail + Accom Accommodation and Food Services Construction Retail Trade Wholesale Trade Auto-Related Businesses Subarea Transit Center Site Building Footprints Biz Lic Retail + Accom Accommodation and Food Services Construction Retail Trade Wholesale Trade Auto-Related Businesses Renton TOD – Licensed Businesses Retail Trade + Accomodation & Food Services Arts/Entertainment + Health Care Services + Professional Services Educational Services + Finance & Insurance + Other Services Construction + Wholesale TradeSubarea Transit Center Site Building Footprints Biz Lic Retail + Accom Accommodation and Food Services Construction Retail Trade Wholesale Trade Auto-Related Businesses Subarea Transit Center Site Building Footprints Biz Lic Retail + Accom Accommodation and Food Services Construction Retail Trade Wholesale Trade Auto-Related Businesses Renton TOD – Licensed Businesses Retail Trade + Accomodation & Food Services Arts/Entertainment + Health Care Services + Professional Services Educational Services + Finance & Insurance + Other Services Construction + Wholesale Trade Subarea Transit Center Site Building Footprints Biz Lic Retail + Accom Accommodation and Food Services Construction Retail Trade Wholesale Trade Auto-Related Businesses Subarea Transit Center Site Building Footprints Biz Lic Retail + Accom Accommodation and Food Services Construction Retail Trade Wholesale Trade Auto-Related Businesses Renton TOD – Licensed BusinessesRetail Trade + Accomodation & Food Services Arts/Entertainment + Health Care Services + Professional Services Educational Services + Finance & Insurance + Other Services Construction + Wholesale Trade Subarea Transit Center Site Building Footprints Biz Lic Retail + Accom Accommodation and Food Services Construction Retail Trade Wholesale Trade Auto-Related Businesses Subarea Transit Center Site Building Footprints Biz Lic Retail + Accom Accommodation and Food Services Construction Retail Trade Wholesale Trade Auto-Related Businesses Renton TOD – Licensed Businesses Retail Trade + Accomodation & Food Services Arts/Entertainment + Health Care Services + Professional Services Educational Services + Finance & Insurance + Other Services Construction + Wholesale Trade Subarea Transit Center Site Building Footprints Biz Lic Retail + Accom Accommodation and Food Services Construction Retail Trade Wholesale Trade Auto-Related Businesses Subarea Transit Center Site Building Footprints Biz Lic Retail + Accom Accommodation and Food Services Construction Retail Trade Wholesale Trade Auto-Related Businesses Renton TOD – Licensed BusinessesRetail Trade + Accomodation & Food Services Arts/Entertainment + Health Care Services + Professional Services Educational Services + Finance & Insurance + Other Services Construction + Wholesale Trade Subarea Transit Center Site Building Footprints Biz Lic Retail + Accom Accommodation and Food Services Construction Retail Trade Wholesale Trade Auto-Related Businesses Subarea Transit Center Site Building Footprints Biz Lic Retail + Accom Accommodation and Food Services Construction Retail Trade Wholesale Trade Auto-Related Businesses Renton TOD – Licensed BusinessesRetail Trade + Accomodation & Food Services Arts/Entertainment + Health Care Services + Professional Services Educational Services + Finance & Insurance + Other Services Construction + Wholesale Trade Subarea Transit Center Site Building Footprints Biz Lic Retail + Accom Accommodation and Food Services Construction Retail Trade Wholesale Trade Auto-Related Businesses Subarea Transit Center Site Building Footprints Biz Lic Retail + Accom Accommodation and Food Services Construction Retail Trade Wholesale Trade Auto-Related Businesses Renton TOD – Licensed Businesses Retail Trade + Accomodation & Food Services Arts/Entertainment + Health Care Services + Professional Services Educational Services + Finance & Insurance + Other Services Construction + Wholesale Trade Subarea Transit Center Site Building Footprints Biz Lic Retail + Accom Accommodation and Food Services Construction Retail Trade Wholesale Trade Auto-Related Businesses Subarea Transit Center Site Building Footprints Biz Lic Retail + Accom Accommodation and Food Services Construction Retail Trade Wholesale Trade Auto-Related Businesses Renton TOD – Licensed Businesses Retail Trade + Accomodation & Food Services Arts/Entertainment + Health Care Services + Professional Services Educational Services + Finance & Insurance + Other Services Construction + Wholesale Trade AGENDA ITEM #1. a) 14 City of Renton RACE AND ETHNICITY Although few residents currently live within the Rainier/ Grady Junction Subarea, residential neighborhoods are located to the north, south, east, and west. The surrounding neighborhoods include the Seattle metropolitan area’s most racially and ethnically diverse residents, as shown in Map 7. The arterials, highways, and transit systems that serve these communities intersect in the Rainier/Grady Junction Subarea, making it an important destination for shopping and a meeting ground for people from many backgrounds. Map 7. Race and Ethnicity Dot Map W hite As ia n B la ck H is pa nic O th e r R a c e & E t h n i c i t y 1 d o t p e r 1 0 r e s i d e n t s W hite As ia n B la ck H is pa nic O th e r R a c e & E t h n i c i t y 1 d o t p e r 1 0 r e s i d e n t s R a c e a n d E t h n i c i t y | 2 0 1 0 C e n s u s D a t a Race and Ethnicity One dot per 10 residents White Asian Black Hispanic Other Race and Ethnicity | 2010 Census Data W hite As ia n B la ck H is pa nic O the r R a c e & E t h n i c i t y 1 d o t pe r 1 0 r e s i d e n t s W hite As ia n B la ck H is pa nic O the r R a c e & E t h n i c i t y 1 d o t pe r 1 0 r e s i d e n t s R a c e a n d E t h n i c i t y | 2 01 0 C e n s u s D a t a Race and Ethnicity One dot per 10 residents White Asian Black Hispanic Other Race and Ethnicity | 2010 Census Data AGENDA ITEM #1. a) 15Rainier/Grady Junction Subarea Plan HOUSING Like most cities throughout the Puget Sound region, housing affordability is a major concern for Renton. The city has a relatively high share of renters, at roughly 50% of all households. Over the past several decades, supply constraints have led to rapidly rising housing prices. Renters are highly exposed to rising rents, often leading to cost-burden (households paying more than 30% of income for housing) or displacement. Rising prices for ownership units (houses or condos) limit options for young families seeking to build wealth and lock older homeowners in place due to the cost of relocating. Overall, housing prices in Renton are lower than in Seattle or east King County. Lower home prices, combined with public investment in regional transit, may attract young professionals and cost-conscious families to Renton. The Renton Housing Action Plan, in concurrent development with this plan, will provide recommendations for increasing the availability of affordable and market rate housing in Renton. Figure 17: Examples of housing near the subarea. AGENDA ITEM #1. a) 16 City of Renton LAND USE & URBAN DESIGN LAND USES The Rainier/Grady Junction Subarea has an auto-oriented suburban form with a diverse mix of commercial and employment land uses. The subarea is immediately southwest of downtown Renton, a historic and growing commercial center for the city. • Retail uses predominate along Rainier Ave S in the center of the subarea, with a mix of big-box stores and auto dealerships and smaller retail and other commercial buildings. • Office buildings are found throughout the corridor, especially along 7th Ave S, near I-405 in the southeast (core) part of the subarea, and south of I-405 around Lind Ave. • Light industrial uses in large warehouse-style buildings are located primarily in the western portion of the subarea. • Residential uses are relatively rare in the subarea, with a few exceptions. Medium-density residential neighborhoods border the subarea to the northeast, northwest, and southeast. HIGH-VOLTAGE POWER LINES Several high-voltage power line corridors intersect in the subarea, most of which originate from the Maple Valley Substation to the east. The overhead power lines and large poles are a dominating visual presence, and easements along the corridors prevent construction underneath or directly adjacent to the power lines. These easements significantly reduce buildable area in the core of the transit center walkshed. ZONING AND OVERLAYS Three zones cover the majority of the subarea: Commercial Arterial (CA), Commercial Office (CO), and Industrial – Medium (IM). Two lots in the eastern section of the area are zoned Center Downtown (CD) (see Map 8). • Commercial Arterial (CA) is a flexible commercial and mixed-use zone. Most commercial uses are allowed except offices; standalone residential uses are not allowed. Mixed-uses are required for buildings over 20 feet in height. Maximum allowed heights are 70 feet for mixed-used buildings. • Commercial Office (CO) is an office-oriented commercial zone that allows some mixed uses near transit. Maximum allowed height is 250 feet. • Industrial Medium (IM) is a flexible industrial and commercial-oriented zone that allows a range of employment uses with minimal restrictions on building size. Residential uses are not allowed. Several zoning overlays are also present within the Rainier/ Grady Junction Subarea. Two Auto Mall Overlays (AMOs) are in place to implement Renton Automall Improvement Plan and Urban Design District D applies design standards for CA and CO zoned properties. No parking reductions for frequent transit service are in place, however off-street parking requirements for new development are lower than in some other cities. Some flexibility for minimum parking requirements is available through the site plan review process or through the preparation of a Transportation Management Plan. BUILT ENVIRONMENT Most buildings in the subarea are three stories or less in height, were built in the mid-to late 20th Century, and have an auto-oriented design, with isolated buildings surrounded by parking lots. Along I-405 in the core area and south of I-405 several office buildings and hotels rise up to seven stories. One six story mixed-use senior housing complex was built in 2015 in the north part of the subarea. A few scattered houses are found throughout the southwest part of the subarea, a legacy of pre-war development patterns. The South Renton neighborhood immediately adjacent to the northeast has a fine-grained, pedestrian oriented street grid and development pattern. AGENDA ITEM #1. a) 17Rainier/Grady Junction Subarea Plan Map 8. Current Land Uses Map Subarea Transit Center Site High Voltage Transmission Lines Current Land Uses Single Unit Residential Attached Residential Multi Unit Residential Entertainment Food and Drink Grocery Store Retail Auto Retail Residential Mixed Use Private Services Lodging Office Medical Government Service Cultural School Vacant Parking Warehouse Utilities Industrial Subarea Transit Center Site High Voltage Transmission Lines Current Land Uses Single Unit Residential Attached Residential Multi Unit Residential Entertainment Food and Drink Grocery Store Retail Auto Retail Residential Mixed Use Private Services Lodging Office Medical Government Service Cultural School Vacant Parking Warehouse Utilities Industrial Renton TOD – Current Uses AGENDA ITEM #1. a) 18 City of Renton TRANSPORTATION ROAD NETWORK OVERVIEW Several major roads and highways cross the subarea, carrying high traffic volumes, including freight, buses, and private vehicles (See Map 9). These roads strongly influence the auto-oriented character of much of the subarea and impact walkability and developability in many areas. Major roads include: • Rainier Avenue runs north-south through the heart of the subarea with 6-7 lanes. It becomes SR 167 south of the intersection with I-405. Rainier connects to Rainier Valley in Seattle, unincorporated King County and downtown Renton to the north, and Kent and Auburn to the south. • Grady Way runs roughly east-west through the subarea with 5-6 lanes, connecting west to Tukwila to and northeast to downtown Renton. • I-405 runs roughly east-west through the southern part of the subarea. It has a cloverleaf interchange with Rainier Ave/SR 167 in the subarea as well as limited on- and off-ramps near Talbot Rd. With few crossings, I-405 forms a significant barrier to movement, especially for pedestrians and cyclists. • 7th Street is a minor arterial that runs east-west through the subarea. With street trees, sidewalks, and relatively low traffic levels, it offers the strongest east-west pedestrian and bike connection in the area. Further pedestrian/bicycle improvements are planned. • Talbot Road connects the subarea south to the Talbot Hill and Benson Hill neighborhoods. It offers a key connection for all road users. • Lind Avenue S is a minor arterial that runs north-south through the west part of the subarea, connecting S 7th St, SW Grady Way, and SW 16th St. It provides the only connection in the subarea between the area south of I-405. PEDESTRIAN The area’s superblocks, heavily trafficked arterials, patchy sidewalk network, and long distances between pedestrian crossings are significant barriers for people walking, biking, and rolling. Sidewalks are present on most major streets, though sidewalk quality varies throughout the area. Some minor streets lack sidewalks. The Transit Access Study calls out the north side of 7th St east of the transit center site for its missing sidewalk. BICYCLE Dedicated bicycle infrastructure does not currently exist in most of the subarea. The Transit Access Study identified every major street around the future transit center as a barrier (see Map 10). The Trails and Bicycle Master Plan identifies several routes for shared use paths. An expanded trail connection along SW/S 7th St will greatly improve east-west connectivity across the subarea and link to downtown. SW 7th St could be an opportunity for enhanced multimodal east- west circulation, as the corridor has relatively low traffic volumes, large mature street trees, and adjacent land uses that could attract more multimodal users. TRANSIT The Rainier/Grady Junction Subarea is served by King County Metro and Sound Transit Express bus routes. Sound Transit’s Sounder commuter rail service has a station about 1.5 miles from the future transit center site. The new transit center and park-and-ride facility construction (expected 2025) will support Sound Transit’s planned I-405 BRT service to this area (expected 2024). By 2040, Sound Transit predicts the line will have 3,000 daily boardings at the planned transit center. In September 2020 Metro implemented a major restructure of bus routes in south King County that removed or modified several routes that serve the subarea. Additionally, Metro is planning a new Rapid Ride I line (expected in 2023), which will serve the transit center and provide streamlined connections south to Kent and Auburn. AGENDA ITEM #1. a) 19Rainier/Grady Junction Subarea Plan Map 9. Truck Routes and Average Daily Traffic Map Map 10. Barriers to Pedestrian Access Map Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential Oakesdale Ave SW SW Sunset Blvd SW Grady W a y Hard ie A v e SW Houser W ay S Rain ier Ave S S Grady W a y Benson Rd SBenson Dr SLind Ave SWTalbot Rd SMain Ave SSW 16th St S Puget Dr SW 7th St I-405 I-405 I-405S 2nd St S 3rd St SR 167Shattuck Ave ST OD Area T ra ns it Center S ite_dashed Half Mile R adius Quarter Mile Ra dius B uildings B arriers to Acces s No s afe bike route S idewalk Gap Uns a fe or Poor Qua lity Ped Cros s ing R e n t o n T O D B a r r i e r s t o T r a n s i t A c c e s s as documented by the R enton T rans it Acces s S tudy - S eptember 2019 Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes Roads Buildings Half mile Radius Quarter Mile Radius Subarea Transit Center Site No Safe Bike Route Sidewalk Gap Unsafe or Poor Quality Pedestrian Crossing Barriers to Access Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development PotentialOakesdale Ave SWSW Sunset BlvdSW Grady Way Hardie Ave SW Houser Way SRainier Ave SS Grady Way Benson Rd SBenson Dr SLind Ave SWTalbot Rd SMain Ave SSW 16th St S Puget Dr SW 7th StI-405 I-405 I-405S 2nd StS 3rd St SR 167Shattuck Ave SSubarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development PotentialOakesdale Ave SWSW Sunset BlvdSW Grady Way Hardie Ave SW Houser Way SRainier Ave SS Grady Way Benson Rd SBenson Dr SLind Ave SWTalbot Rd SMain Ave SSW 16th St S Puget Dr SW 7th StI-405 I-405 I-405S 2nd StS 3rd StSR 167Shattuck Ave SSubarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development PotentialOakesdale Ave SWSW Sunset BlvdSW Grady Way Hardie Ave SW Houser Way SRainier Ave SS Grady Way Benson Rd SBenson Dr SLind Ave SWTalbot Rd SMain Ave SSW 16th St S Puget DrSW 7th StI-405 I-405 I-405S 2nd StS 3rd StSR 167Shattuck Ave SSubarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential Oakesdale Ave SW SW Sunset Blvd SW Grady W a y Hard ie Ave SW Houser W ay S Rain ier Ave S S Grady W a y Benson Rd SBenson Dr SLind Ave SWTalbot Rd SMain Ave SSW 16th St S Puget Dr SW 7th St I-405 I-405 I-405S 2nd St S 3rd St SR 167Shattuck Ave ST OD Area T ransit Center S ite_das hed Half Mile R adius Quarter Mile R a dius Buildings B arr iers to Acces s No s afe bike route S idewa lk Gap Uns a fe or Poor Quality Ped Cros s ing R e n t o n T O DBarriers t o T r a n s i t A c c e s s as documented by the R enton T r ans it Acces s S tudy - S eptember 2019 Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes Roads Buildings Half mile Radius Quarter Mile Radius Subarea Transit Center Site No Safe Bike Route Sidewalk Gap Unsafe or Poor Quality Pedestrian Crossing Barriers to Access T OD Area T rans it Center S ite_das hed Ha lf Mile R adius Qua rter Mile R adius Buildings B arr ier s to Acces s No sa fe bike route S idewa lk Gap Uns afe or Poor Quality Ped Cros s ing R e n t o n T O DBarriers t o T r a n s i t A c c e s sas documented by the R enton T r ans it Acces s S tudy - S eptember 2019 Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes Roads Buildings Half mile Radius Quarter Mile Radius Subarea Transit Center Site No Safe Bike Route Sidewalk Gap Unsafe or Poor Quality Pedestrian Crossing Barriers to Access T OD Area T ra ns it Center S ite_dashed Half Mile R adius Quarter Mile Ra dius B uildings B arriers to Acces s No s afe bike route S idewalk Gap Uns a fe or Poor Qua lity Ped Cros s ing R e n t o n T O D B a r r i e r s t o T r a n s i t A c c e s s as documented by the R enton T rans it Acces s S tudy - S eptember 2019 Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes Roads Buildings Half mile Radius Quarter Mile Radius Subarea Transit Center Site No Safe Bike Route Sidewalk Gap Unsafe or Poor Quality Pedestrian Crossing Barriers to Access AGENDA ITEM #1. a) 20 City of Renton ENVIRONMENT THE DUWAMISH RIVER SYSTEM Located on the historic flood plains of the Cedar and Black Rivers, the land within the Rainier/Grady Junction Subarea is largely flat, and is flanked by steeper slopes, such as Talbot Hill to the southeast. Prior to 1916, the area was defined by three interconnected rivers: the Cedar River, the Black River, and the Green River. These rivers were a valuable fishing and boating resource for the Duwamish people and the area had been home to Coast Salish people’s settlements for centuries. The portion of Hardie Ave SE that runs through the Rainier/Grady Junction Subarea is built on the historic alignment of the Black River. In 1912 the Cedar River was channelized to protect the City of Renton from flooding, creating a new outlet for the river directly into Lake Washington and severing the connection to the Black River. A few years later the construction of the Montlake Cut dropped the level of Lake Washington and drained marsh land in the area for development, but the work also cut off the Black River thereby rendering a waterless riverbed. This loss was critical to the Duwamish people, for whom the Black River had been a source of food, a key navigation route, and a gathering place. STREAMS AND WETLANDS Rolling Hills Creek, a non-fish-bearing stream, runs through the southern portion of the site, north of I-405. It flows through a pipe from Talbot Rd S west along S Renton Village Pl and then turns south to I-405 where it passes under the highway via culvert. A small wetland is associated with the Rolling Hills Creek tributary just southwest of the former Sam’s Club site, east of Talbot Rd S and just north of I-405. A larger wetland area associated with this stream is just east of SR 167 south of the subarea. Rolling Hills Creek drains into Springbrook Creek, which runs just outside the subarea to the west and drains into the former Black River basin before joining the Green/ Duwamish River. Springbrook creek is a moderate priority area for restoration under King County’s RE-GREEN THE GREEN restoration plan for the Green/Duwamish River. LIQUEFACTION The history of these hydrological changes is echoed in today’s landscape. Like Downtown Renton and The Landing/Southport area south of Lake Washington, soils in the subarea are mapped as a liquefaction seismic hazard. Geotechnical studies and seismic building foundation designs may increase costs for redevelopment projects. FLOOD ZONES Impervious surfaces predominate the subarea and a portion of the site just northeast of the I-405 and SR 167 intersection is mapped as a type AH floodplain hazard area, subject to 1’-3’ flooding depths with a 100-year flood event. The area southwest of the I-405 and SR 167 intersection is also mapped as a flood hazard (AE) in a 100-year flood event, though ponding depths may be slightly less of a concern than in the area northeast of the freeways. For both areas, mandatory flood insurance is required, and floodplain management standards apply, unless a Letter of Map Amendment is approved by FEMA. AGENDA ITEM #1. a) 21Rainier/Grady Junction Subarea Plan Map 11. Wetlands, FEMA Flood Zones, Environmental Designations and Topography Confirmed Wetlands Environmental Designations Natural Shoreline High Intensity Floodplains 500 Year Flood Zone 100 Year Flood Zone Subarea Transit Center Site Confirmed Wetlands Environmental Designations Natural Shoreline High Intensity Floodplains 500 Year Flood Zone 100 Year Flood Zone Subarea Transit Center Site Rainier/Grady Junction – Environmental Features TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential Oakesdale Ave SW SW Sunset Blvd SW Grady W a y Hard i e A ve SW Houser W ay S Rain ier Ave S S Grady W a y Benson Rd SBenson Dr SLind Ave SWTalbot Rd SMain Ave SSW 16th St S Puget Dr SW 7th St I-405 I-405 I-405S 2nd St S 3rd St SR 167Shattuck Ave SRainier/Grady Junction – Confirmed Wetlands Environmental Designations Natural Shoreline High Intensity Floodplains 500 Year Flood Zone 100 Year Flood Zone Subarea Transit Center Site Confirmed Wetlands Environmental Designations Natural Shoreline High Intensity Floodplains 500 Year Flood Zone 100 Year Flood Zone Subarea Transit Center Site Rainier/Grady Junction – Environmental Features TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development PotentialOakesdale Ave SWSW Sunset BlvdSW Grady Way Hardie Ave SW Houser Way SRainier Ave SS Grady Way Benson Rd SBenson Dr SLind Ave SWTalbot Rd SMain Ave SSW 16th St S Puget Dr SW 7th StI-405 I-405 I-405S 2nd StS 3rd St SR 167Shattuck Ave SRainier/Grady Junction – Confirmed Wetlands Environmental Designations Natural Shoreline High Intensity Floodplains 500 Year Flood Zone 100 Year Flood Zone Subarea Transit Center Site Confirmed Wetlands Environmental Designations Natural Shoreline High Intensity Floodplains 500 Year Flood Zone 100 Year Flood Zone Subarea Transit Center Site Rainier/Grady Junction – Environmental Features TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development PotentialOakesdale Ave SWSW Sunset BlvdSW Grady Way Hardie Ave SW Houser Way SRainier Ave SS Grady Way Benson Rd SBenson Dr SLind Ave SWTalbot Rd SMain Ave SSW 16th St S Puget DrSW 7th StI-405 I-405 I-405S 2nd StS 3rd StSR 167Shattuck Ave SRainier/Grady Junction – S p r i n g B ro o k C r e e k AGENDA ITEM #1. a) 22 City of Renton COMMUNITY & AMENITIES GROCERY STORES AND COMMUNITY GATHERING PLACES The Rainier/Grady Junction Subarea is regionally accessible and well-suited for the range of retail businesses that serve diverse south King County consumers. The variety of grocery stores range from “big box” to small, independent stores that serve diverse communities. Several retail nodes support small, independent businesses, such as restaurants, salons, professional offices, and specialized shops. Only one place of worship is located within the subarea, a church which serves a local Hispanic community; several other churches are immediately adjacent to the area. The St. Anthony Catholic Elementary School is located just northeast, but no schools are within the subarea. Renton High School is located ¼ mile north of the subarea. OPEN SPACES AND TREE CANOPY No parks are located fully within the subarea. The Burnett Linear Park starts at the northeast corner of the area and could offer a pleasant pedestrian link between the transit center and Downtown Renton. The subarea’s significant number of street trees improves the pedestrian experience on many streets. The quality and condition of the urban canopy varies depending on the corridor, however, and most trees are relatively small. The 7th Ave S corridor includes a handful of landmark trees. Renton’s Landmark Tree regulation protects these trees from removal, though there is a mitigation option if trees are a significant barrier to redevelopment. Though limited in number, mature conifers may bring a particularly high ecological value to the area. LAND VALUE & DEVELOPABILITY DEVELOPABLE LAND CONSTRAINTS The Rainier/Grady Junction Subarea is about 510.6 acres in size, however, high voltage power line corridors, the I-405/SR 167 interchange, and other rights-of-way occupy approximately 40% of the area. The area contained within a ¼ mile radius of the bus platform is about 126 acres, of which about 35% is occupied by right-of-way or power utility corridors. LAND VALUES The average asseed land value for the subarea is $17.02 per square foot (sf), with land values generally rising with proximity to downtown Renton to the northwest of the subarea (see Map 14). Land values are also higher along Rainier Ave S and S Grady Way (25-30$/sf) and generally lower south of I-405 (5-20$/sf). DEVELOPMENT POTENTIAL The City of Renton has performed a preliminary analysis of redevelopment potential in the subarea (see Map 13 and Map 14). Opportunities for redevelopment include: • The block where the planned transit center will be located. • The large block between S Grady Way and I-405, east of Rainier Ave S. • Some retail-oriented properties with large parking lots and relatively simple building construction may be redevelopable, depending on the profitability of existing businesses. • Several redevelopable and vacant sites south of I-405 offer the potential to revitalize this somewhat isolated area, although transit-oriented development potential is limited due to highway infrastructure and poor connections to the planned transit center. • Redevelopment of any of the large retail stores in the area would provide a significant TOD opportunity, but could impact retail options for consumers and sales tax revenues. • Infill redevelopment on parcels with surplus parking may be feasible. AGENDA ITEM #1. a) 23Rainier/Grady Junction Subarea Plan Amenities Department Store / Supermarket Ethnically Diverse Grocery Small Business Node Place of Worship Catholic Elementary School Government Services Fire Station / EMS Station Municipal Government Facility Law Enforcement Post Office Human Services Parks Subarea Transit Center Site Amenities Department Store / Supermarket Ethnically Diverse Grocery Small Business Node Place of Worship Catholic Elementary School Government Services Fire Station / EMS Station Municipal Government Facility Law Enforcement Post Office Human Services Parks Subarea Transit Center Site Rainier/Grady Junction – Amenities TOD Area Transit Center Site Businesses Automobile Dealers Automotive Equipment Rental and Leasing Automotive Parts, Accessories, and Tire Stores Automotive Repair and Maintenance Gasoline Stations Renton TOD –Automobile Related Businesses TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes Amenities Department Store / Supermarket Ethnically Diverse Grocery Small Business Node Place of Worship Catholic Elementary School Government Services Fire Station / EMS Station Municipal Government Facility Law Enforcement Post Office Human Services Parks Subarea Transit Center Site Amenities Department Store / Supermarket Ethnically Diverse Grocery Small Business Node Place of Worship Catholic Elementary School Government Services Fire Station / EMS Station Municipal Government Facility Law Enforcement Post Office Human Services Parks Subarea Transit Center Site Rainier/Grady Junction – Amenities TOD Area Transit Center Site Businesses Automobile Dealers Automotive Equipment Rental and Leasing Automotive Parts, Accessories, and Tire Stores Automotive Repair and Maintenance Gasoline Stations Renton TOD –Automobile Related Businesses TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes Amenities Department Store / Supermarket Ethnically Diverse Grocery Small Business Node Place of Worship Catholic Elementary School Government Services Fire Station / EMS Station Municipal Government Facility Law Enforcement Post Office Human Services Parks Subarea Transit Center Site Amenities Department Store / Supermarket Ethnically Diverse Grocery Small Business Node Place of Worship Catholic Elementary School Government Services Fire Station / EMS Station Municipal Government Facility Law Enforcement Post Office Human Services Parks Subarea Transit Center Site Rainier/Grady Junction – Amenities TOD Area Transit Center Site Businesses Automobile Dealers Automotive Equipment Rental and Leasing Automotive Parts, Accessories, and Tire Stores Automotive Repair and Maintenance Gasoline Stations Renton TOD –Automobile Related Businesses TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes Amenities Department Store / Supermarket Ethnically Diverse Grocery Small Business Node Place of Worship Catholic Elementary School Government Services Fire Station / EMS Station Municipal Government Facility Law Enforcement Post Office Human Services Parks Subarea Transit Center Site Amenities Department Store / Supermarket Ethnically Diverse Grocery Small Business Node Place of Worship Catholic Elementary School Government Services Fire Station / EMS Station Municipal Government Facility Law Enforcement Post Office Human Services Parks Subarea Transit Center Site Rainier/Grady Junction – Amenities TOD Area Transit Center Site Businesses Automobile Dealers Automotive Equipment Rental and Leasing Automotive Parts, Accessories, and Tire Stores Automotive Repair and Maintenance Gasoline Stations Renton TOD –Automobile Related Businesses TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes Map 12. Community Assets Map Map 13. Vacant and Redevelopable Parcels Map TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes Amenities AGENDA ITEM #1. a) 24 City of Renton TOD Area Transit Center Site Half Mile Radius Quarter Mile Radius Land Value per SF $0 - 5 $5 - 10 $10 - 15 $15 - 20 $20 - 25 $25 - 30 $30 - 35 $35 - 40 $40 - 45 $45 - 50 No Data TOD Area Transit Center Site Half Mile Radius Quarter Mile Radius Land Value per SF $0 - 5 $5 - 10 $10 - 15 $15 - 20 $20 - 25 $25 - 30 $30 - 35 $35 - 40 $40 - 45 $45 - 50 No Data Renton TOD – Land Value per Square Foot TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes TOD Area Transit Center Site Half Mile Radius Quarter Mile Radius Land Value per SF $0 - 5 $5 - 10 $10 - 15 $15 - 20 $20 - 25 $25 - 30 $30 - 35 $35 - 40 $40 - 45 $45 - 50 No Data TOD Area Transit Center Site Half Mile Radius Quarter Mile Radius Land Value per SF $0 - 5 $5 - 10 $10 - 15 $15 - 20 $20 - 25 $25 - 30 $30 - 35 $35 - 40 $40 - 45 $45 - 50 No Data Renton TOD – Land Value per Square Foot TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes Map 14. Assessed Land Value per Square Foot TOD Area Transit Center Site Half Mile Radius Quarter Mile Radius Land Value per SF $0 - 5 $5 - 10 $10 - 15 $15 - 20 $20 - 25 $25 - 30 $30 - 35 $35 - 40 $40 - 45 $45 - 50 No Data TOD Area Transit Center Site Half Mile Radius Quarter Mile Radius Land Value per SF $0 - 5 $5 - 10 $10 - 15 $15 - 20 $20 - 25 $25 - 30 $30 - 35 $35 - 40 $40 - 45 $45 - 50 No Data Renton TOD – Land Value per Square Foot TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Subarea Transit Center Site Truck Routes Adopted Proposed Average Daily Traffic 2012 Line width proportionate to traffic volume Renton TOD – ADT and Truck Routes AGENDA ITEM #1. a) 25Rainier/Grady Junction Subarea Plan 3. PROCESS OVERVIEW The process for this plan engaged property owners, community members, transit agency representatives, city staff, and both local and regional developers to create a future vision for the Rainier Grady Junction Subarea . The project team used feedback from staff and stakeholders to identify goals and objectives, draft three alternatives for the subarea, develop a preferred concept from those alternatives, and then refine the concept to identify strategies needed for successful implementation. Along the way, city staff provided updates to the Planning Commission and City Council, to ensure the development of the plan was supported by City of Renton leaders. The planning process began in the fall of 2019, and was impacted by the global COVID-19 pandemic, requiring all stakeholder meetings to be conducted over Zoom. The key steps of this plan are listed at right and covered in more detail in this section. The final result of this process is a vision for the subarea that has been guided and refined with input from stakeholders and city staff. More work and future planning will be needed to move from vision to implementation. See the Concept chapter for full details of the plan’s vision. Specific recommendations are provided in the Land Use, Multimodal Access, and Open Space and Urban Design chapters. PLANNING STEPS The key steps to create this plan included: 1. Reviewing the existing conditions of the subarea. 2. Forming a Stakeholder Work Group comprised of transit agency representatives and local stakeholders that helped guide the development of the vision for the subarea. (See Engagement for more information.) 3. Developing draft alternatives that respond to the early stakeholder feedback and project goals. 4. Engaging local and regional developers to better understand economic development opportunities within the subarea. 5. Refining the alternatives into a preferred vision and plan elements that highlight the key steps and investments needed to achieve the vision. 6. Meetings with stakeholders and city staff from different departments to address concerns and build broad support. 7. City Council adopts the plan (expected 2021). AGENDA ITEM #1. a) 26 City of Renton EARLY ANALYSIS & VISIONING STUDY OF EXISTING CONDITIONS The project team kicked-off the project by meeting and attending a tour of the subarea. They then conducted a detailed analysis of existing conditions. This report identified key challenges and opportunities and provided a strong foundation of understanding for all subsequent phases of the project. EARLY ENGAGEMENT WITH STAKEHOLDERS The project team met with an interdepartmental team (IDT) of staff from the city’s Community and Economic Development, Community Services, Public Works, Communications, and Police departments who helped guide the development of the plan and provided feedback at key steps in the process. The city also formed a Stakeholder Work Group to provide input on the vision. Participants included property and business owners in the subarea, and representatives from Sound Transit, WSDOT, King County Metro, Renton School District, and the South Renton neighborhood. The project team interviewed stakeholders individually to gather a range of perspectives on future needs for the area. Following those initial interviews, the Stakeholder Work Group met for a series of four workshop meetings, held virtually over Zoom. At the first stakeholder meeting, held on June 22, 2020, the project team shared feedback from the initial interviews, and used live-polling (Figure 18) and a digital whiteboard to gather input on issues, opportunities, and potential goals for the subarea. Figure 19 provides a summary of feedback from the meeting. Early Interview Feedback • Mixed-use redevelopment around the proposed transit center to increase residential and/or commercial uses • Explore redevelopment options on publicly-owned properties adjacent to the proposed transit center, though implementation may take time and coordination • General support for adding more residential uses to the area • Improve the quality of the built environment in the subarea • Activate the area around the proposed transit center • Think about needs of people of all ages • Public spaces will be important to redevelopment • Improve multimodal access and safety • Improve security throughout the area Explore mixed-use development around the planned transit center Activate the area around the planned transit center Encourage residents of all ages Improve security throughout the subarea Strongly Agree Agree Neutral Disagree Strongly Disagree Figure 18: Charts illustrating results from live polling during an early stakeholder meeting. Polling results and discussion feedback helped shape the goals and objectives of the vision. AGENDA ITEM #1. a) 27Rainier/Grady Junction Subarea Plan Thomas AveT OD Area T ra ns it Center S ite Half Mile R a dius Qua rter Mile R a dius B uildings Rainier/Grady Junction Subarea Plan Break down street grid Potential E-W multimodal connection. Consider volumes needed to support existing jobs Lind Ave SW is an important connection. Improve safety and quality of transit service and facilities. Safe pedestrian crossings are essential Transition between higher-density and lower density is important Consider development nodes at SW 16th Ave and S Grady Way to encourage more amenities for surrounding employers Connection to Burnett Linear Park is an important opportunity Consider highest and best uses for development around the transit center R ainier/Grady Junc tion Subarea Plan Stakeholder Work Group Meeting 1: Whiteboard Summar y Feedback June 22, 2020 Lake to Sound Trail (planned) I-405 I-405Figure 19: Summary of feedback from the first Stakeholder Work Group meeting. AGENDA ITEM #1. a) 28 City of Renton DEVELOPING ALTERNATIVES Using the feedback from the early Stakeholder Work Group meetings, along with input from city staff, the team developed three alternatives for the subarea. This suite of scenarios allowed the project team to study a range of potential development options and assess opportunities and constraints of each before developing a preferred alternative for the area. Summaries for each of the alternatives are below. ALTERNATIVE ONE - TRANSIT CENTER FOCUS Alternative one uses the ¼ mile walkshed around the transit center to create a core node of redevelopment that includes a mix of residential, commercial, and local services. Development leverages BRT service, supports ridership and promotes near-term, transformational change of the subarea. Public investments focus on multimodal safety and access while public realm improvements utilize utility corridor for a central plaza that links adjacent neighborhoods. ALTERNATIVE TWO - CONNECTED NODES This option envisions a constellation of nodes that connect to the transit center through improved pedestrian/bike routes, frequent bus service, and last-mile transportation strategies. Alternative two links existing employment clusters and provides diverse locations for residential development. Change in the subarea may be slower under this option, but would reach a larger area. A network of improved streets and trails provide safe, comfortable connections, space for pedestrian life, and could incorporate green infrastructure wherever feasible. ALTERNATIVE THREE - SOUTHEAST FOCUS This option encourages a hub of mixed-use development southeast of the transit center, to take advantage of vacant and developable land and avoid conflicts with the high- traffic intersection of Rainier Ave S and S Grady Way. It allows private redevelopment to begin to shape the district in the near-term, while retaining flexibility for transit- oriented development on publicly-owned sites adjacent to the transit center, and plans for potential future light rail service, to evolve over a longer time-frame. Restoration of Rolling Hills Creek could improve ecological health and provide amenity for redevelopment. Figure 22: Alternative One - Transit Center Focus Figure 23: Alternative Two - Connected Nodes Figure 24: Alternative Three - Southeast Focus AGENDA ITEM #1. a) 29Rainier/Grady Junction Subarea Plan EVALUATING THE ALTERNATIVES The project team gathered feedback from city staff on the draft alternatives and began to evaluate the opportunities and constraints of each. They also hosted a meeting for city to meet with staff from WSDOT and Sound Transit to discuss how to plan for future transit-oriented development without precluding opportunities for future light rail service, which the city is advocating. Following this meeting, the city initiated a separate study to analyze options for future light rail service and identify potential options. That study concluded in summer 2021, and the findings are included in Chapter 4 of this plan. After further evaluation of the alternatives, the project team presented the concepts at a second Stakeholder Work Group meeting on December 14, 2020. They also shared the results from the evaluation, and discussed each of the alternatives in-depth. Alternative three received the most support from both city staff and stakeholders for its alignment with near-term development options, the flexibility on parcels immediately adjacent to the transit center, and shifting the core focus of development away from the high-volume traffic on Rainier Ave S. Some elements from other concepts were also of interest to staff and stakeholders. Several noted ALT 1 –Station Area Focus •Promotes transformational change at the core of the subarea •Strong focus on the station area •High-traffic arterials and utility corridors constrain ped/bike access and may constrain development •TOD on the publicly-owned parcels may be complicated to realize and/or take a long time to develop ALT 2 –Connected Nodes •Smaller development opportunities spread across a larger area •Could bring amenities to employment clusters that currently lack services •Corridor investments may provide limited gains and/or be costly •Unlikely to transform the area to be more pedestrian friendly with a strong neighborhood identity ALT 3 –Southeast Focus •Potential to create a mixed-use residential neighborhood and connect with the neighborhood north of Grady •Balances proximity to TC with near- term development options •Opportunity to create central open space and environmental enhancement •A lot of development area along I-405 –may be less desirable for residential Figure 25: Excerpt from presentation illustrating the evaluation of the alternatives, using the plans goals and objectives, as well as feedback from stakeholders and city staff. Figure 26: Whiteboard tool from second stakeholder meeting, where the project team gathered feedback on the draft alternatives. This feedback was crucial in developing a preferred alternative for the area. opportunities for additional nodes along Lind Ave SW and others supported the idea of green street connections via streetscape and natural drainage strategies. In discussing the options, crossing the S Grady Way corridor was identified as a critical need for alternative three to be successful. AGENDA ITEM #1. a) 30 City of Renton DEVELOPER’S FORUM Following the second stakeholder meeting, the city hosted a series of meetings with local and regional developers to gain a stronger understanding of market opportunities, and barriers to redevelopment. The meetings were held in January 2021 over Zoom. city staff and the project team shared a brief presentation highlighting development opportunities in Renton and the subarea planning work to date. The project team then facilitated a discussion, soliciting feedback on a range of topics, ranging from affordable housing, incentives for development, parking requirements, height and density allowances, and other development requirements. See Appendix B for a full summary of this meeting. Key Feedback • Allow for flexibility and creativity when possible. • Mixed-use development is critical to creating a vibrant “18- hour” neighborhood. • Need to attract employment opportunities outside of retail (e.g., office and light industrial). • City needs to take the lead to catalyze private investment (e.g., recreational spaces, pedestrian/ connectivity improvements, sewer, underground utilities, eco energy district, public parking). • Consider needs and opportunities of all ages/generations. • Encourage design that allows for transitional uses over time, i.e., ground floor parking or surface parking today, with intent to evolve to retail in the future. • Put all incentives on the table – MFTE, density bonuses, reduced parking requirements, etc. • Fostering stronger relationships between the city, local organizations, and developers is important, particularly for affordable housing projects. • Business displacement – need to be proactive to prevent and mitigate business loss. Requires its own strategy and community engagement, not just code changes. • Ongoing engagement with the community will be important. COMMERCIAL SPACE IS INTEGRAL TO THE URBAN FABRIC. ALTHOUGH THE CURRENT COMMERCIAL MARKET IS CHALLENGING AND SOME SPACES MAY BE DIFFICULT TO FILL IN THE NEAR-TERM, EVENTUALLY THEY WILL NOT ONLY BE DESIRABLE, BUT NECESSARY FOR THE AREA’S SUCCESS. - DEVELOPER’S FORUM PARTICIPANT AGENDA ITEM #1. a) 31Rainier/Grady Junction Subarea Plan REFINING THE PREFERRED CONCEPT Following the second stakeholder meeting and developer’s forum, the project team refined the alternatives into a preferred concept for the area. Alternative three provided the foundation, but other elements were incorporated, such as the nodes along Lind Ave SW, and identifying opportunities to link the areas via street and streetscape improvements. Throughout this phase, the project team worked with staff to refine the concept, determine potential land uses, and identify the urban design strategies that would support the evolution of a new neighborhood around the transit center. A core redevelopment area (generally the area shown in red in the original alternative sketches) became the primary focus, areas, such as nodes along Lind Ave SW, and connections to the core redevelopment area were supported by location specific recommendations and corridor improvement opportunities to improve connections and multimodal circulation. GATHERING FEEDBACK ON THE VISION The project team hosted a meeting with the IDT to gather feedback on refinements and proposed strategies within the subarea. They also followed-up with select staff for added clarity and ensure support for proposed approaches. Following this coordination, the city hosted a third meeting with the Stakeholder Work Group on April 30, 2021. The project team shared feedback from the developer’s forum event, and the evolution of the preferred concept and the potential land use, transportation and urban design Figure 27: Excerpt from a Stakeholder Work Group meetings, with an earlier version of the preferred concept’s proposed land use map. strategies of the plan. city staff also provided a process update on the light rail study, including three separate alignment options that the city was considering. The bulk of the meeting was spent discussing the potential actions of the plan, and feedback from the group was mixed. While there was general support for the proposed land uses around the station, there was significant concern about the proposed road network, and how the city would create safe multimodal access through the area. Below is a summary of key feedback from this meeting. • Significant concern that the street network hasn’t considered underlying property ownership. Location of the east-west street didn’t seem right. • The street network needs more internal connectivity for pedestrians and bikes. • Several noted the opportunity to highlight the connection to downtown. • Need to take a more detailed look at pedestrian and bike connections at the transit center. • Some concerns about the proposed bike trail along S Grady Way - need to consider bus circulation. • Crossing of S Grady Way is a significant barrier, and without safe access, the plan for the core area doesn’t work. Need to think carefully about options there. Land Uses Land Uses AGENDA ITEM #1. a) 32 City of Renton FINALIZING THE PLAN Following the third stakeholder meeting, the project team reviewed meeting notes, and continued to refine the plan concept and strategies. The team adjusted the proposed road network and developed a sub-network of internal connections to supplement pedestrian and bike circulation. More focused attention was given to bike connections at the transit center, and clarifications on planned facilities on adjacent streets. The final draft also focuses on potential improvements connections at key intersections, particularly those along S Grady Way. A fourth meeting with the Stakeholder Work Group is planned for Fall 2021. ONGOING COORDINATION WITH STAKEHOLDERS The final concept and strategies of this plan provide a vision for creating a new neighborhood around the station and identifies potential strategies, as well as locations and areas where further study is needed in subsequent phases. The following chapters describe the concept in full detail, and illustrate proposed strategies to realizing the vision. The plan also identifies potential next steps, recognizing that much work is left to be done before full implementation of the vision can begin. Ongoing coordination and collaboration with property owners, employers and local business owners, community stakeholders, and staff from Sound Transit, WSDOT, and KC Metro will be needed to ensure that the technical next steps of the plan continue to lay the groundwork for a vital new neighborhood around the transit center. The city looks forward to working with all stakeholders implementing the plan. AGENDA ITEM #1. a) 33Rainier/Grady Junction Subarea Plan 4. CONCEPT GOALS AND OBJECTIVES 2. TRANSITION TO A MULTIMODAL CENTER Transition the area into a pedestrian-oriented district with a multi-modal center and strong pedestrian connections. OBJECTIVES: • Prepare for anticipated levels of people walking, biking, rolling, riding transit, and driving vehicles, especially near the planned transit center. • Allow for seamless transit transfers and multiple ways to get to/from the transit center, e.g., kiss-and-rides, transportation network company’s drop-off/pick-up, etc. • Use pedestrian-oriented design to improve walkability and connectivity. • Prioritize improvements that improve safety and comfort for people walking and biking. • Explore creation of a multimodal, mixed use corridors, streets with relatively low traffic volumes, adjacent land use mix, and connectivity. The following project goals and objectives grew out of early discussions with the stakeholder work group and city staff, and were supported through ongoing feedback and discussions during project engagement events. The goals provide a clear, concise foundation for the concept vision, and the objectives provide more specific direction on how the plan should achieve the overall goals. 1. ALIGN WITH OVERALL VISION FOR RENTON Align with overall vision for Renton’s City Center area, and support unique role of the subarea in ways that are complimentary to Downtown, the larger City Center area, and Renton as a whole. OBJECTIVES: • Continue to foster a mix of commercial uses within the area, while also adding new residential areas. • Incentivize future development to act as a southern gateway to Renton’s City Center. • Improve multimodal connections to Downtown. AGENDA ITEM #1. a) 34 City of Renton CONCEPT VISION INTRODUCTION This plan lays out a vision that will transform the Rainier/ Grady Junction Subarea from an auto-centered, suburban office environment to a mixed-use community over the next 20+ years. Figure 1 and the following narrative provides an overview of how the vision will address the plan’s goals and objectives. Subsequent chapters focusing on land uses, transportation and accessibility, open space and urban design, and future considerations for light rail address specific needs and opportunities, and make recommendations on next steps and potential improvements. The City developed the following vision based on a study of the needs and opportunities of the area and used input from the stakeholders to refine the approach. Future engagement with the broader community, along with technical studies to refine the concepts and strategies proposed here, will add further detail and specificity to the actions identified in this plan. 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. OBJECTIVES: • Coordinate with the city’s concurrent housing action plan efforts and encourage affordable workforce housing development. • Establish and support a thriving business district, which includes a mix of small, BIPOC, and/or woman-owned businesses (e.g., groceries, restaurants, and services), regional shopping destinations, and other employers. • Maintain and encourage commercial uses that provide services and amenities to residents and workers in the subarea. • Use design standards to require high-quality site planning, architectural design, and building materials. • Consider air quality and human health risks from air pollution when identifying areas for residential development and affordable housing. • Enhance ecological value and future resilience of the area by adding green open spaces, trees, and enhancing natural systems. 4. CATALYZE DESIRED CHANGES Leverage the recent and planned public investment in the area for the private investment to follow. OBJECTIVES: • Attract compact transit-supportive development that provides urban living opportunities for a diverse population and increases the number of people who live and work in the area. • Allow for and incentivize desired development. • Consider future opportunities for light rail service to the area. Figure 29: Images illustrating mixed-use development within the core (top) and Main St in Bellevue offers a lively mix of commercial uses at ground floor (bottom). AGENDA ITEM #1. a) 35Rainier/Grady Junction Subarea Plan Map 15. Overall concept vision for the Rainier Grady Junction Subarea Plan P North Encourage inll residential as opportunities arise. Transition development and build connections to S Renton Neighborhood. Core Leverage new transit center to create a development hub that includes a mix of commercial and residential uses and amenities. Public Spaces: Organize redevelopment south of S Grady Way around an east-west Main St that oers service-oriented retail options and promotes vibrant public life. Multimodal Connections: Provide safe crossings over S Grady Way and Rainier Ave S, and create a new network of multimodal complete streets with redevelopment. Parks & Natural Areas: Utilize portions of the overhead utility corridor to provide a central park gathering space. Expand the buer for Rolling Hills Creek to improve ecological functions and expand the buer between redevelopment and I-405. Transition development to complement scale of S Renton neighborhood. Mixed-use residential opportunities around the transit center to be coordinated with planning for potential future light rail station. Use utility corridor to expand space for people walking and biking along S/SW Grady Way. Retain industrial zones, but encourage higher intensity employment uses (R&D, etc.) SW Improve transit facilities to support transit riders’ safety and comfort. Explore opportunity to encourage environmentally sensitive inll development that expands amenities for workers while addressing critical area and ood hazard issues. Ensure multimodal street improvements on SW 7th St provide safe access for people walking and biking. Lind Ave Nodes Promote small nodes of redevelopment at key intersections along Lind Ave S. In the long-term, explore multimodal improvements to provide safer bike access. Subarea boundary Planned transit center Activity centers and uses Existing Zones (Plan retains existing zoning as shown (with slight revisions to allowed uses, etc.) Commercial Office (CO) Industrial Medium (IM) Commercial Arterial (CA) Town center focus (mix of commercial and residential) Important street connections Key bike/ped connections Park (or transit center landscape area) Natural open space Commercial shared street Office and commercial focus Preferred AlternativeDRAFT - May , Mixed-use development node Proposed zone change from IM to CA Central plaza open space AGENDA ITEM #1. a) CORE REDEVELOPMENT AREA ELEMENTS BUILDING BLOCKS FOR A NEW NEIGHBORHOOD Create a core area of new development around the transit center. The concept leverages recent public investment in transit by locating a core area of mixed- use and residential development around the transit center, north and south of S Grady Way. Creating a dense community in this location will increase access to transit for future residents and help activate the area around the station. A mix of housing types will support the needs of a diverse population. Mixed-use developments with commercial spaces on the ground-floor will activate key streets and focal areas. New residents to the area, along with those who come to the area from adjacent neighborhoods can support and help the area retain some large, regional commercial uses. KINGSGATE PARK AND RIDE Transit Oriented Development Pilot REPORT TO THE LEGISLATURE JANUARY 2020 PREPARED BY WSDOT IN COLLABORATION WITH the City of Kirkland Sound Transit and King County Metro Figure 30: Core area redevelopment should include a mix of commercial, residential and mixed-use building types and incorporate pedestrian-oriented design in key areas to activate ground floors and streetscapes. Source: Jelson25 (top), Makers (bottom) Figure 31: At top, the Kingsgate project in Kirkland, a pilot study of transit-oriented development planned for a WSDOT-owned park and ride site, is a useful precedent for this area. At bottom, new multifamily development in Newcastle. Figure 32: Diagram of proposed land uses within the core area. Mixed-use neighborhood Regional commercial Pedestrian-oriented retail Transition to S Renton neighborhood I-405 I-405 I-405AGENDA ITEM #1. a) 37Rainier/Grady Junction Subarea Plan Develop strong multimodal connections. Within the core area, a new network of streets will provide multimodal access between the transit center, commercial, mixed-use and residential areas. Redevelopment south of S Grady Way should be organized around a commercial Main Street – a vibrant corridor with ample pedestrian space, activated by ground floor commercial uses in adjacent buildings. Because the core redevelopment area is currently divided by S Grady Way, providing safe crossings a several locations will be essential to ensuring strong connectivity to the transit center and throughout the redevelopment area. Figure 33: Multimodal connections to the transit center will include streets, safe arterial crossings, and shared use paths that incorporate facilities for people walking and biking. Figure 34: Priority bicycle and pedestrian circulation routes through the core area Figure 35: Proposed street network and crossing improvements for the core area. New network of multi-modal complete streets (exact location not determined) Critical signalized crossing improvements along S Grady Way Other pedestrian/bike intersection improvements I-405 I-405 I-405Priority bike routes for connectivity Shared use trail below utility corridor Buffering of S Grady Way I-405 I-405 I-405AGENDA ITEM #1. a) 38 City of Renton Integrate open space to support livable neighborhood. Redevelopment of the core area should result in a resilient built environment that fosters human health and improves connections to natural systems. A network of open spaces will promote activity and social connections and should include large spaces for gathering and recreation, smaller plazas and open spaces to support resident’s needs, natural areas that enhance ecological connections, and streets that integrate space for trees, landscape, and green infrastructure elements. The central Main St, along with an adjacent town square, will be a focal point of the neighborhood, and promote social activity and public life. AREAWIDE ELEMENTS COMMERCIAL HUB Continue to grow and diversify commercial uses. The Rainier/Junction Subarea has been a commercial center for Renton and the South King County region for decades, offering a mix of retail and office uses. To ensure that the area remains an attractive and successful commercial hub, the vision continues to support a wide range of services that will complement, rather than compete, with other areas of the city. Across the subarea this includes large and small scale retail, office uses, hospitality, and light-industrial uses. Bringing more residential uses to the subarea will enhance the viability of service-based commercial uses and create attractive new destinations for residents, workers, and commuters. Figure 36: Diagram of the proposed open space network. Figure 37: Maintaining existing commercial uses and bringing new commercial opportunities is important to the overall vision. Figure 38: Images illustrating a larger public gathering or town square type of open space, as well as smaller open spaces that provide outdoor access for local residents. Main street with pedestrian-oriented commercial Pedestrian street improvements Public park space below utility corridor Town square plaza (approximate location) Open space included with new development Enhanced stream buffer/natural area I-405 I-405 I-405AGENDA ITEM #1. a) 39Rainier/Grady Junction Subarea Plan STRONG CONNECTIONS TO THE TRANSIT CENTER Multimodal improvements outside of the core redevelopment area will enhance access to the transit center. Multimodal improvements along S 7th St, already a significant bike route in the area, will further enhance connections for bikers as well as pedestrians. Utilizing a portion of the utility corridor along the north side of S Grady Way for a shared-use path could further strengthen east-west connections to the transit center. Improvements to transit facilities in the SW could enhance the comfort and safety of transit riders at bus stops and increase use of frequent bus service. In the long-term, multimodal improvements along Lind Ave SW could better connect the southwest portion of the subarea and provide a strong North-South connection west of Rainier Ave S and link the smaller nodes of development along that corridor. AREAS OUTSIDE THE CORE LIND AVE SW NODES Smaller nodes of mixed-use development at key intersections along Lind Ave SW will provide new residential opportunities and local amenities for sections of the subarea west of Rainier Ave S. Multimodal improvements on Lind Ave SW would support and connect the nodes. Over the long-term, a potential extension of the shared use path proposed along to the north side of SW/S Grady Way could connect to Lind Ave SW to provide a second east-west connection to the transit center and the core redevelopment area. West of the properties along Lind Ave SW the area would retain the existing Medium Industrial zoning, but the vision recommends increasing the intensity of existing employment uses, such as encouraging more research and development, or light manufacturing to support small technology companies and start-ups. NORTH Infill development potential and a long-term vision for light rail. Once redevelopment of the core area begins to occur, infill development in areas north of S 7th St could increase residential options close to the station and provide a stronger urban connection between the transit station and downtown. This area is also the city’s preferred location for a potential future light rail station, an investment which would further catalyze redevelopment not only within the subarea, but also in areas to the north and west. Extending multimodal improvements and complete streets established in the core area to the north would build strong connections between the two stations and facilitate circulation throughout the area. Figure 39: Mixed-use buildings at nodes can bring new residential uses outside of the core area and provide amenities for both residents and employees in the area. Figure 40: Reliable high capacity transit service reduces dependence on automobiles, easing pressure on costly road and parking infrastructure. Figure 41: Well-designed shared use paths can provide safe circulation for people walking and biking to the transit center, while also improving the overall aesthetics of the street, and helping to slow traffic. AGENDA ITEM #1. a) 40 City of Renton SOUTHWEST Encourage sustainable design approaches and intensify existing uses southwest of I-405/ SR 167. In addition to a new node of development around Lind Ave S and S 16TH St, there is an opportunity to intensify existing uses through the southwest portion of the subarea and encourage technical and office campus-oriented developments with added transit facilities, centrally located employee services and amenities (i.e. cafes, athletic club, trails, etc.). Design guidelines could encourage sustainable approaches to site planning and building design that provide critical area protections and mitigate flood hazards while also connecting the new development to the adjacent natural systems and elements. SOUTHERN GATEWAY FOR RENTON’S CITY CENTER The intersection of Rainier Ave S and S Grady Way is the primary southern gateway into Renton’s City Center. Buildings located at this corner should be located so that the height-to-width ratio establishes an urban environment. Art elements can also be incorporated to further highlight the unique entry location and artistic elements to highlight the gateway nature of the location. Pedestrian and bike improvements at the Rainier Ave S and S Grady Way intersection should increase the safety and comfort of people walking and biking as they cross the street. Figure 42: Infill office and commercial development in the SW portion of the subarea could use sustainable design approaches to improve buffers for adjacent environmentally sensitive areas and provide amenities for workers. Figure 43: Smaller gateways can add to the area’s sense of place and highlight pedestrian and bike connections. Figure 44: Scale, design of new buildings and integration of at the Rainier Ave S / S Grady Way intersection could reinforce the sense of arrival in the City Center area as they transition from highways and more suburban environments. AGENDA ITEM #1. a) 41Rainier/Grady Junction Subarea Plan ELEMENTS OF THE VISION The following sections highlight different elements of the concept, providing more detail on specific land use, transportation, open space and urban design actions that are needed to implement the plan. Each element begins with a set of principles that will guide subsequent planning actions and implementation steps. These principles support the overall goals and objectives by providing more specific direction on the moves needed to ensure future development of the area will meet the concept vision. Renton City Hall Proposed TOD at transit center Proposed TOD at current park and ride lot Transit center parking garage City’s preferred location for potential future light rail station Figure 45: Conceptual sketch of the core redevelopment area illustrating one example of how redevelopment around the planned transit center could reshape the area. Final streets locations, building heights, types and uses, and open spaces have not been determined, and will be refined in further phases of this plan. AGENDA ITEM #1. a) 42 City of Renton Figure 46: Conceptual rendering of the proposed Main Street which would provide a central hub of commercial uses and use pedestrian-oriented design to draw people to the neighborhood. AGENDA ITEM #1. a) 43Rainier/Grady Junction Subarea Plan 5. LAND USE AND LIVABILITY KEY PRINCIPLES The concept vision lays out a number of land use changes for the Rainier/Grady Junction Subarea. The following principles will guide the evolution of the subarea and future investments and changes to align with the concept vision’s goals and objectives. 1. Create a mixed-use neighborhood at the center of the core redevelopment area and bring new mixed-income households to the subarea. 2. Create smaller nodes of mixed-use development at key intersections along Lind Ave S. 3. Encourage a wide variety of commercial uses across the subarea: • Within the core area, focus on pedestrian-oriented retail around the transit center and within the heart of the mixed-use neighborhood at the center of the core area. Regional retail can be located at the east and west ends of the core area. • Intensify existing employment opportunities in industrial area west of Lind Ave S and in the southwest portion of the subarea. 4. Once the core area begins to redevelop, encourage infill development north of S 7th St to provide a stronger urban connection between the transit center and Downtown Renton. Figure 46: Diagram illustrating how the key land use principles should shape development within the core redevelopment area. Mixed-use neighborhood Regional commercial Pedestrian-oriented retail Transition to S Renton neighborhood I-405 I-405 I-405AGENDA ITEM #1. a) 44 City of Renton CORE REDEVELOPMENT AREA The core of the area could redevelop with a mix of commercial, mixed-use, and residential development. The new neighborhood would be centered around a new east- west Main Street south of S Grady Way. The Main Street would be a pedestrian-oriented, low volume street with a mix of food, services, and retail on the ground floor to draw in visitors throughout the day and evenings. The Main Street would anchor a new street network of primary and secondary streets that would provide access to surrounding businesses and destinations. Paths between developments would provide additional human-scaled circulation for pedestrians and bikes. New buildings in this area would range in height from 6-10 stories, with taller buildings north of the Main Street and upper-story setbacks along the Main Street, to improve solar access onto the street. As the neighborhood develops, allowing for variation and a mix of building types would promote a more organic structure for the neighborhood and provide greater flexibility for development. On the north edge of the core, the transition to the South Renton neighborhood will be important. Possible strategies include incorporating increased building setbacks along S 7th St, reducing allowed building height, or allowing ground-related residential dwellings. COMMERCIAL MIXED USE AREAS AND OVERLAYS Ground floor commercial uses play a valuable role attracting visitors and “activating” streets to create a safer, more comfortable, and more exciting environment. To promote long-term viability, ground-floor commercial is critical to specific areas and corridors. As the area redevelops, the existing role that businesses play serving local and regional commercial demand should be incorporated into new development. At the transit center, ground-floor commercial uses within TOD developments would help sustain activity generated by the transit center and provide services and amenities for people living and/or working near the station, as well as for transit users. On other large sites with a commercial focus, residential buildings could be incorporated where feasible and as opportunities arise. Because surface parking will need to be retained in some areas to support commercial uses, strong pedestrian and bike connections should be provided via new streets and improvements to existing street connections. LAND USE STRATEGY Figure 47: Townhouse units and upper story setbacks incorporated into a contemporary mixed-use development. Source: MAKERS Figure 48: Visible activity on the street attracts people and improves safety. AGENDA ITEM #1. a) 45Rainier/Grady Junction Subarea Plan Existing Zones (Outside of core redevelopment area) Commercial Oce Medium Industrial Commercial Arterial Rainier/Grady Center Mixed Use - Mix of residential and commercial uses, with a focus on ground-oor service/retail and/or in stand-alone buildings.) Commercial/Mixed Use - Both standalone commercial and mixed-use buildings encouraged. Proposed Land Uses Proposed Land Use MapJune , Residential Focus – Encourage high-density residential and consider allowing reductions to mixed-use commercial space requirements. Natural area buerCommercial uses on S Grady Way Automall Overlay - Area B Automall Overlay - Area A Proposed zone change Transit Center Mixed Use - Active ground-oor commercial or service use with residential above. City’s preferred location for potential light rail station Transit center Power line utility corridor Subarea boundary P I-405 I-405 Change Zoning to Commercial Arterial Rezone properties currently zoned for industrial uses along Lind Ave S to Commercial Arterial, to allow residential and promote nodes providing sales and services along the corridor. Rezone property to Commercial Oce increase range of potential uses. Review use of Automall Overlays in the subarea, especially the core area. Provide Transition to S Renton Neighborhood Consider measures to provide a transition between the redevelopment area and S Renton neighborhood (just north of subarea boundary.) Amend zoning to align with the overall vision for subarea. Engage community members and stakeholders to gather input prior to nal zoning decisions.Promote Sustainable Design Provide development guidelines to promote sustainable design and planned campus inll development. Map 16. Land use vision. AGENDA ITEM #1. a) 46 City of Renton RECOMMENDATIONS LU-1 Update zoning within the core area and along Lind Ave S to be consistent with this plan’s vision. • Consider requiring development to be reviewed as a Planned Urban Development (PUD) per RMC in the core area in order to ensure cohesive development that provide public benefits. (Note: Currently, a PUD is required for any residential development upon all land zoned CO within a quarter mile of transit.) • Require streets constructed with new development to be public right-of-way (ROW), 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. • Review existing requirements for ground-floor commercial spaces. LU-2 Revise approach to the existing automall overlays in the area, including: • Remove Automall Overlay B from properties in the core area once vehicle sales leave a site. • Review all automall overlays in the subarea, and consider additional removals as auto land uses change, to better align to the overall subarea vision. LU-3 Create new design standards for the core area that address the following: • Streetscape and street frontage enhancements • Frequent entries to accommodate a variety of commercial spaces and activate the street • Pedestrian circulation and amenities • Inter-site connectivity • Parking area location and site design • Building scale, design elements, and materials • Safety and security • Site and building design to protect from flood hazards • Site and building design to mitigate air quality and encourage air flow OUTSIDE THE CORE LIND AVE SW NODES Lind Ave SW is the primary north-south street in the western part of the subarea and the only street that connects SW 7th St, SW Grady Way, and SW16th St. Zoning changes around these key intersections would become nodes of activity, allowing residential uses and providing small-scale food and retail services. Zoning changes along the Lind Ave SW corridor to allow residential uses could enable infill development in nodes. Intersections along Lind Ave SW at SW 7th St, SW Grady Way, and SW 16th St are key opportunities. PROMOTING CAMPUS INFILL DEVELOPMENT IN THE SOUTHWEST Infill redevelopment of existing office buildings in the southwest portion of the subarea could encourage more campus-like developments that provide better amenities for employees in the area and use sustainable site planning and design approaches to improve and increase connections to natural systems in the area. RECOMMENDATION LU-4 Apply development guidelines to the southwest area to promote sustainable design and planned campus infill development. Figure 50: Corner retail at key intersections helps provide structure to an area and provides amenities for workers. Source: MAKERS Figure 49: The Reserve at Renton was built in a former freight and parking area adjacent to Fred Meyer on Rainier Ave S. Source: MAKERS AGENDA ITEM #1. a) 47Rainier/Grady Junction Subarea Plan LOCAL AND REGIONAL BUSINESS CENTER Every day thousands of people shop at businesses in Rainier/Grady Junction, a regionally important shopping center for auto sales and service, durable goods, bulk groceries and many small specialty shops. As noted in the Existing Conditions section, the subarea’s position as a crossroads for major arterials and highways links diverse economic and demographic groups to the area from all directions. The broad array of businesses and sectors represented is an asset that should be maintained, even as residential uses are expanded in the subarea. Although retail of many different types are well represented, new investment catalyzed by the transit center provides the opportunity to expand the type of businesses and amenities offered in the area. New and evolving commercial products like co-working spaces and leisure-oriented shopping centers could complement the subarea’s strong retail, hospitality, and office components. Service commercial uses, such as day cares, are especially valuable when located in close proximity to transit resources, but children are also sensitive to environmental concerns, such as traffic and pollution. Special requirements for spaces that serve children may be needed to ensure they are located in a safe environment, with access to healthy outdoor spaces. New development also offers the opportunity to create modern spaces for established businesses within new mixed-use buildings. The community connections and customer base of long-time local businesses can help developer avoid the risk and stigma of a vacant ground floor storefront and help integrate new, transit-oriented development into the established social and economic patterns of the area. At the same time, the business benefits from a new space and avoids the risk of displacement. This win-win outcome will require an active role by the City and strong coordination well in advance of and continuing throughout construction. As the area transitions toward new kinds of land uses and businesses, it will be important for the City to support existing businesses through dialogue, thorough consideration of regulatory changes, and coordination well in advance of redevelopment to avoid business displacement. RECOMMENDATIONS LU-5 Establish strong communication with existing businesses in the area and establish programs to provide support prior to and during redevelopment • Early communication with existing businesses to share vision, invite participation and discuss future needs and opportunities. • Consider the needs of small and disadvantaged businesses who may be particularly vulnerable to changes in the area. • Consider impacts of prolonged construction on local and regional businesses Figure 51: Existing businesses in Rainier/Grady Junction. Figure 52: DK Market, a business currently located in the subarea, offers a wide variety of foods and groceries and serves a diverse community of customers. AGENDA ITEM #1. a) throughout the area. Strategies such as a zoned parking program north of S Grady Way could also help relieve pressure for parking in the South Renton neighborhood. This approach may require a careful balancing of expensive off-street parking mandates and controls to limit off-street parking in South Renton, with regular monitoring and adjustments to calibrate these programs. RECOMMENDATIONS LU-6 Create a new MFTE area in a portion of the subarea core. LU-7 Develop parking strategies for the core redevelopment area, particularly in mixed-use areas where balancing residential and commercial use needs is important. LU-8 Consider implementing a zoned parking program for the South Renton Neighborhood to limit impacts of parking in the neighborhood following redevelopment. LU-9 Provide a graceful transition to the South Renton Neighborhood at the north of the core area using both physical and programmatic options. HOUSING AND NEIGHBORHOODS One of the goals of this plan is to create a livable, distinct neighborhood. New housing near high-quality transit service would facilitate use of transit for day-to-day activities, leveraging regional transit investments with benefits for traffic congestion and carbon emissions. However, in order for this housing to provide a high- quality living environment, major changes would need to take place to spur the creation of a true neighborhood – a human-scaled environment with safe, low-stress routes for short-distance travel, desirable amenities, a sense of place-based identity. Of course, housing itself is a necessity for the formation of a new neighborhood. The vision of this plan recommends focusing new housing in the core area, especially around the transit center, with some commercial-residential mixed- use nodes along Lind Ave and longer-term opportunities for infill development north of the transit center. A separate Housing Action Plan, concurrent to this plan, is exploring how best to increase housing production throughout the South King County region. That plan is exploring how to remove barriers, increase opportunities for affordable housing, and potential extensions of existing programs, such as the multi-family tax exemption program (MFTE). This plan recommends a new MFTE area be created within a portion of the core area; however, further technical analysis is needed to determine the most suitable area and the standards for tax relief. GRACEFUL TRANSITIONS AND COMPATIBILITY BETWEEN NEIGHBORHOODS Residential development should scale down – in both height and building footprint – as it approaches the South Renton neighborhood to better match development allowed there and create a smooth transition between the two areas. Parking regulations are an integral component of zoning controls and should be addressed with the goals of reducing unnecessary construction cost for development, enabling customer access to businesses, and reducing street parking availability impacts for the South Renton neighborhood. Future transportation analysis could include an assessment of current and future parking needs Figure 53: Traditional small-scale residential building and street grid pattern in South Renton. Figure 54: Townhouses can be incorporated into larger development projects. AGENDA ITEM #1. a) 49Rainier/Grady Junction Subarea Plan HEALTHY AND RESILIENT ENVIRONMENT With the planned increase in the number of people, both residents and workers, that would spend a substantial amount of time in the subarea, it is important to consider the health risks and environmental hazards to which this population would be potentially exposed. AIR QUALITY Several major roads and highways pass through or along the edges of the subarea with significant freight traffic. Motor vehicle traffic, especially diesel-burning trucks and buses, is a major source of local air pollution, with well documented negative health effects for people that spend large amounts of time nearby, especially for children and adults with respiratory illness. Soot and other harmful particulates from motor vehicles dissipate within a relatively short distance from roads (~350 feet). In addition, site and building design features, such as centralized air filtration systems, air intake vents located away from polluted areas, and continuous sound walls with vegetation along highways, can help mitigate the effects of road-related air pollution for buildings very close to pollution sources. For more detailed strategies to mitigate air pollution impacts, see California Air Resources Board, Strategies to Reduce Air Pollution Exposure Near High-Volume Roadways, April 2017, pp 20-39, and additional resources cited at the end of this chapter. The vision’s proposed natural area buffer along I-405 provides some physical separation between residential uses and air pollution sources coming from I-405. Future updates to design guidelines could explore requirements for alternate approaches at the site and building scale, where physical buffers cannot be met. Map 17. Freeway Air Quality Buffer Map 350 ft Freeway Buffer Buildings Transit Center Site Subarea 350 ft Freeway Buffer Buildings Transit Center Site Subarea Rainier/Grady Junction – Freeway Air Quality buffer TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential Oakesdale Ave SW SW Sunset Blvd SW Grady W a y Hard ie A ve SW Houser W ay S Rain ier Ave S S Grady W a y Benson Rd SBenson Dr SLind Ave SWTalbot Rd SMain Ave SSW 16th St S Puget Dr SW 7th St I-405 I-405 I-405S 2nd St S 3rd St SR 167Shattuck Ave S350 ft Freeway Buffer Buildings Transit Center Site Subarea 350 ft Freeway Buffer Buildings Transit Center Site Subarea Rainier/Grady Junction – Freeway Air Quality buffer TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential Oakesdale Ave SW SW Sunset Blvd SW Grady W a y Hard ie A v e SW Houser W ay S Rain ier Ave S S Grady W a y Benson Rd SBenson Dr SLind Ave SWTalbot Rd SMain Ave SSW 16th St S Puget Dr SW 7th St I-405 I-405 I-405S 2nd St S 3rd St SR 167Shattuck Ave S350 ft Freeway Buffer Buildings Transit Center Site Subarea 350 ft Freeway Buffer Buildings Transit Center Site Subarea Rainier/Grady Junction – Freeway Air Quality buffer TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable TOD Area Transit Center Site Quarter Mile Radius Half Mile Radius Vacant Redevelopable Renton TOD – Real Estate Development Potential Oakesdale Ave SW SW Sunset Blvd SW Grady W a y Hard ie A v e SW Houser W ay S Rain ier Ave S S Grady W a y Benson Rd SBenson Dr SLind Ave SWTalbot Rd SMain Ave SSW 16th St S Puget Dr SW 7th St I-405 I-405 I-405S 2nd St S 3rd St SR 167Shattuck Ave SAGENDA ITEM #1. a) 50 City of Renton FLOOD HAZARDS AND RESILIENCE As noted in the Existing Conditions chapter, two parts of the subarea are within FEMA 100-year flood zones. For both areas, mandatory flood insurance is required and floodplain management standards apply unless a Letter of Map Amendment is approved by FEMA. In addition, flood risks are increasing in many parts of the region due to climate change. Mitigation measures may be available to reduce flood risk. Future analysis should more fully assess future flood risks for the area and investigate how a proposed natural area along I-405, which could expand a buffer for Rolling Hills Creek, could also provide future flood storage. Additional measures to enhance flood resilience in both areas should be studied. GREEN STREETS AND OPEN SPACES Landscaped areas along streets can also provide green infrastructure functions by catching, slowing, and cleaning stormwater runoff. See the Transportation and Open Space and Urban Design sections for more details. RECOMMENDATIONS LU-10 Subsequent environmental (SEPA) analysis associated with this project should include study of flood hazard mitigation and stormwater management for the core redevelopment area and opportunities to increase future resilience of the area. LU-11 Consider the human health risks of air pollution from adjacent highways and high-traffic arterials when locating residential development, and identify ways to mitigate the impacts through site planning and building design. Can we show a park, rather than a ped bridge example here? We may include a ped bridge image elsewhere. Figure 55: Green stormwater treatment features can help create a more engaging and attractive pedestrian environment. Figure 56: Investments in open space were paired with active transportation mobility improvements in the University District Gateway Bridge project, which has catalyzed private development in Spokane’s South University District. AGENDA ITEM #1. a) 51Rainier/Grady Junction Subarea Plan REDEVELOPMENT AND INFRASTRUCTURE By leveraging use of already-built infrastructure, replacing aging and inefficient buildings with new ones, and increasing density in areas well-served by transit, urban infill and redevelopment has many benefits for cities and is one of the key strategies of “smart growth.” However, it often entails challenges that can add to project costs and/or reduce feasibility, such as demolition, mitigation of contaminated soils, challenging construction logistics, and site design constraints. To counteract these headwinds and realize the benefits of infill development, the City should explore ways to increase the feasibility of redevelopment in Rainier/Grady Junction Subarea. INCENTIVES AND PROGRAMS There are several established tools that cities in Washington often use to stimulate development in desired areas. The Multifamily Tax Exemption (MFTE) program is a popular way for cities in incentivize development of housing, including affordable housing. Another important tool for stimulating development is the Planned Action Environmental Impact Statement (EIS). The Planned Action EIS allows cities to conduct an upfront analysis of environmental impacts and mitigations of development and projects in a specific area and then exempt specific projects from completing a SEPA analysis. This allows the City to reduce the “soft costs” of new construction while maintaining strong environmental standards and identifying appropriate mitigation efforts. Other development incentives can be written into code. Some cities provide a “density bonus” for projects that provide certain benefits, permitting more dwelling units per acre than normally allowed. However, these programs often have limited usefulness because of overlapping code limitations on building height, bulk, lot coverage, and parking, making it difficult for developers to make use of the benefit. Unlike unit density standards, parking requirements directly relate to project costs, because parking is costly to build and can consume otherwise valuable building area. Incentives that reduce parking requirements in exchange for public amenities or building in targeted areas can be an effective tool to stimulate development. Figure 57: MFTE has been widely used by Washington cities to spur multi-family development. Figure 58: Downtown Park in Redmond is activated by adjacent development and provides an important outdoor amenity for residents, including hardscape plaza spaces, a stage for performances and events, flexible seating, and open green space. Image source: Makers Figure 59: Implementation of shared-use paths and intersection improvements would ensure the foundation-block for safe pedestrian and bicycle circulation are in place as redevelopment occurs. AGENDA ITEM #1. a) 52 City of Renton CATALYST INVESTMENTS Often the key to launching private investment in a subarea is not a complex financial incentive, but the message of long-term commitment a city sends when it chooses to prioritize an area for investment. The new transit center is one such investment in Rainier/Grady that will have an important impact; however, additional investments in public open space, transportation improvements, and potential utility infrastructure upgrades by the City will help establish the new Rainier/Grady neighborhood as a key part of Renton’s future and catalyze private development. Additional public facilities, such as civic and community centers, could be considered, to provide amenities and serve as catalysts for future development. RECOMMENDATIONS LU-12 Assess feasibility and implement public investments to catalyze future development. Future phases of this plan should consider the following potential actions: • Providing a central green space below the utility corridor which could bring open space and recreation amenities and make new housing more attractive to future residents. • Providing a natural area buffer from I-405 to improve natural systems and potentially provide storage for flood events. • Intersection improvements, particularly along S Grady Way, would show commitment to improving multimodal connections across the corridor. • Implementing key shared-use paths in the core area would ensure multimodal connections are in place ahead of redevelopment. LU-13 Pursue Planned Action EIS to conduct technical analysis of environmental impacts and mitigation strategies. SOURCES • Bassok, Alon, Hurvitz, Phil M., Bae, C.-H. Christine and Larson, Timothy, ‘Measuring neighbourhood air pollution: the case of Seattle’s international district’, Journal of Environmental Planning and Management, 2010 • California Air Resources Board, Strategies to Reduce Air Pollution Exposure Near High-Volume Roadways, April 2017 • CAFEH, Improving Health in Communities Near Highways, January 2015 AGENDA ITEM #1. a) 53Rainier/Grady Junction Subarea Plan 6. MULTIMODAL ACCESS & TRANSPORTATION KEY PRINCIPLES A balanced set of transportation solutions will be needed to transform the area around the transit center from a primarily auto-oriented environment to a multimodal neighborhood that supports a vibrant mix of residential and commercial uses. Safe multimodal access is essential to the vision and the success of the transit center. The improvements and recommendations identified in this chapter are conceptual, indicating the locations and the types of multimodal improvements that are needed to support the plan’s vision. A future transportation analysis will likely be necessary to assess the impacts of redevelopment. The technical information gained from that study could be used to refine the proposed concepts included in this plan into specific design solutions that improve pedestrian and bicycle circulation and safety, while maintaining access for vehicles, transit, and freight. Figure 62: Existing image of the S Grady Way corridor. Planned transit center will be located on a site at the left side in this photo. AGENDA ITEM #1. a) 54 City of Renton The following principles should guide future planning and implementation steps. Figure 63 and Figure 64 illustrate how these principles apply to the core redevelopment area around the transit center. • 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 Ave S and Talbot Rd 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. NEW MULTIMODAL STREET GRID A new network of complete streets would break-down existing large parking lots in the core redevelopment area and provide a connected circulation network for people walking, biking, accessing transit and driving. New streets north and south of S Grady Way, along with pedestrian and bike improvements on existing streets, could reshape the core area. Street improvements on select existing corridors could improve connections to other portions of the subarea. Map 17 illustrates a proposed network of new streets and streetscape improvement needs. New primary and secondary complete streets would be supported by a network of through-block connections for people walking and biking. Exact locations for the new streets and through-block connections have not been determined, and the locations shown on maps throughout this plan are conceptual. Map 17 also highlights recommendations for corridor improvements on existing streets within the subarea. Additional recommendations for bike and streetscape improvements on these corridors is shown on Map 19 and Map 21 and discussed in greater detail in subsequent sections of this chapter. Figure 64: Diagram showing priority bike routes through the core redevelopment area. Figure 63: Diagram showing proposed street network for the core redevelopment area, including new and existing streets, critical crossings of S Grady Way, and additional intersections where ped/bike improvements are needed. New network of multi-modal complete streets (exact location not determined) Critical signalized crossing improvements along S Grady Way Other pedestrian/bike intersection improvements I-405 I-405 I-405Priority bike routes for connectivity Shared use trail below utility corridor Buffering of S Grady Way I-405 I-405 I-405AGENDA ITEM #1. a) 55Rainier/Grady Junction Subarea Plan Map 17. Conceptual illustration of new street network and key street improvements. I-405 I-405I-405 New Streets - Proposed Concepts (Conceptual locations only) Primary street Street HierarchyJune , Main street Existing Streets - Multimodal Improvements Generally retain existing roadway conguration, but explore options to add or expand bike and pedestrian facilities and improve multimodal safety at key intersections. (May require additional ROW.) Add and/or expand bike and pedestrian facilities into existing streets through changes in roadway conguration, lane reductions, etc. (May require additional ROW.) Internal through-block connections (ped/bike) Secondary street Potential Future Light Rail Connections City’s preferred location for potential light rail station Important connections to potential future light rail station Lake Ave S Due to complex trac patterns and bus circulation around the transit center, bicycle facilities may not be feasible the southern portion of Lake Ave S. Provide sidewalks along corridor to increase pedestrian access. Shattuck Ave S - North of Grady Provide buered sidewalks on both sides of street and extend planned 2-way cycle track to S Grady Way. Softening along S Grady Way Expand landscape buers and add a new shared use path to help soften S Grady Way. Lind Ave SW Study feasibility of reducing corridor to 3 lanes, particularly north of SW Grady Way, to add bike lanes and increase space for pedestrians. Connections to Light Rail Once nal station location is determined, assess feasibility of new street connections. Build on Pedestrian Improvements along Rainier Ave S Over Time A future light rail station at the city’s preferred location may require wider sidewalks on both sides of Rainier Ave S to promote a strong connection. Consider requiring setbacks with redevelopment, to retain opportunities for increasing the sidewalk width and landscape buer in the future. Planned transit center AGENDA ITEM #1. a) 56 City of Renton PRIMARY STREET Primary access streets will be the principal access routes through the core redevelopment area and will provide safe and comfortable facilities for pedestrians, bicyclists, as well as vehicular circulation and on-street parking. Figure 65 provides a conceptual illustration of how the street could accommodate various travel modes and support either residential or commercial adjacent uses. Travel and parking lanes are scaled to meet vehicular circulation needs while encouraging slower travel speeds. On-street parking buffers bike lanes and a wide landscape and street furnishings area provides a robust separation of pedestrians from car and bike traffic. The landscape area is substantially wide to support street trees and under-story plantings, however, frequent breaks will be needed to allow Figure 65: Conceptual sections of primary access streets. Top section shows typical street. Bottom section shows potential for 2-way cycle track to extend south of S Grady Way and serve the core development area. Figure 66: Example from Portland, OR of street parking serving as a buffer for a protected bike lane. Source: BikePortland.org access between the sidewalk and on-street parking. A minimum 8’ clear walk area is recommended, but overall widths of the sidewalk may vary depending on the adjacent uses along the corridor, with wider sidewalk areas needed where there are adjacent commercial uses. AGENDA ITEM #1. a) 57Rainier/Grady Junction Subarea Plan SECONDARY STREET Secondary access streets are slightly narrower streets that provide balanced pedestrian, bicycle, and vehicle circulation, particularly in areas where on-street parking to support adjacent commercial spaces is not a high- priority. Figure 67 provides a conceptual illustration of how the street accommodates a mix of travel modes. Like the primary access streets, lane widths on the secondary access streets are scaled to meet vehicular circulation needs while encouraging slower travel speeds. Bike lanes are buffered from vehicle traffic, and a wide landscape buffer separates pedestrians from the street. Although on-street parking is a lower-priority for these streets (and not included in the section below), reducing or eliminating the landscape buffer in small sections would allow opportunities for street parking, as needed. Otherwise, the wide and continuous landscape buffers would allow these streets to support large street trees, significant under- story plantings, and green infrastructure elements, such as rain gardens, where soil and drainage conditions are feasible. A minimum 8’ clear walk area for pedestrians is recommended, but overall widths may vary, depending on adjacent uses along the corridor. Figure 67: Conceptual section of secondary access streets Figure 68: Wide landscape buffer in Seattle’s Beacon Hill neighborhood provides ample buffer for pedestrian space and supports natural drainage elements. Source: Makers AGENDA ITEM #1. a) 58 City of Renton MAIN STREET The heart of the core redevelopment area is a pedestrian- oriented Main Street located south of S Grady Way that creates a hub of commercial activity and public life for the area. Figure 69 shows a conceptual section of the street. Raised intersections and mid-block crossings encourage safe pedestrian circulation. The street supports two-way vehicle travel at low speeds so bikes can safely mix with vehicle traffic. Wide sidewalks provide ample space for people to walk, gather in small groups, and bring vibrant public life to the streetscape. Commercial uses, such as sidewalk cafes and seating areas, are encouraged to spill over into the street, further activating the area. On-street parking supports adjacent commercial uses, and curb extensions at intersections and mid-block crossings support street trees and landscape plantings. Movable bollards could allow the street to accommodate street parking while also offering opportunities to expand the sidewalk for markets and special events. See Open Space and Urban Design for more details on how this street can support public life activities in the core redevelopment area. Figure 69: Conceptual section of secondary Main Street Figure 70: Example of a commercial street that serves as a spine for new development. Source: Makers. Figure 71: Example of a raised intersection. Source: Cara Seiderman/ NYC Street Design Manual (https://www.nycstreetdesign.info) AGENDA ITEM #1. a) 59Rainier/Grady Junction Subarea Plan THROUGH-BLOCK CONNECTIONS Publicly-accessible through-block connections, constructed with new development, will provide important supplementary connections for people walking, rolling, and biking throughout the core redevelopment area. These pathways would break down the large block structures and enhance connectivity for people walking and biking. Pathways should have pedestrian lighting for security and comfort and be clearly marked for easy access and wayfinding. Figure 72: Examples of through-block connections. Source: Makers. I-405 I-405I-405 New Streets - Proposed Concepts (Conceptual locations only) Primary street Street HierarchyJune , Main street Existing Streets - Multimodal Improvements Generally retain existing roadway conguration, but explore options to add or expand bike and pedestrian facilities and improve multimodal safety at key intersections. (May require additional ROW.) Add and/or expand bike and pedestrian facilities into existing streets through changes in roadway conguration, lane reductions, etc. (May require additional ROW.) Internal through-block connections (ped/bike) Secondary street Potential Future Light Rail Connections City’s preferred location for potential light rail station Important connections to potential future light rail station Planned transit center Map 18. Network of new streets (dashed) and through-block connections (conceptual locations only). AGENDA ITEM #1. a) 60 City of Renton IMPROVEMENTS ON EXISTING STREETS As Map 17 illustrates, improvements are also needed on existing streets within the corridor to ensure the area has strong, safe connections for people walking and biking. Existing streets with improvement recommendations are listed below and covered in greater detail in the following sections of this chapter: • SW/S 7th St • Talbot Rd S • Hardie Ave SW • SW/S Grady Way • Shattuck Ave S • Lake Ave S • S Grady Way • Rainier Ave S • Lind Ave SW LONG-TERM POTENTIAL FOR LIGHT RAIL The city is advocating for a future light rail service to Renton and has identified a preferred location along Rainier Ave S, north of S 7th St and the transit center. Improving streets and multimodal connections between the transit center, the core area, and a potential future light rail station will need to be studied in greater detail once Sound Transit conducts a further study on feasibility. Map 17 highlights the potential station location and identifies future street and through-block connections that would support multimodal circulation and redevelopment around the station. These connections are conceptual and should be updated as plans for the station evolve. RECOMMENDATIONS 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 Ave S corridors. 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. Require: • 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. • Through-block connections to be publicly accessible and safe and inviting for pedestrians/bikes. PLANNED PEDESTRIAN/BIKE CONNECTIONS TO THE TRANSIT CENTER Although the subarea currently lacks bike infrastructure and has significant pedestrian access challenges, Renton’s Trails and Bicycle Master Plan (TBMP) identifies improvements to increase pedestrian and bike access to the transit center and throughout the subarea. This plan incorporates a number of those projects into the vision and recommends near-term implementation to ensure people have access to multimodal connections as redevelopment begins to occur. CONTINUE TO IMPLEMENT MULTIMODAL PROJECTS ALONG S 7TH ST The SW/S 7th St corridor, already an important bike route in Renton, will become even more crucial once the transit center opens. The city is currently working to implement a shared-use path along the north side of S 7th St, between Rainier Ave S and Talbot Road S. This facility will be the primary east-west connection for people walking, rolling, and biking from areas north and west of the transit center. Allocating a final missing portion of right-of-way just east of Rainier Ave S would facilitate near-term implementation of this pedestrian and bike trail. Extending the shared-use path west of Rainier Ave S, as the TBMP envisions, will provide a safe and robust bike and pedestrian connection along this key east-west corridor. Future planning for this facility should explore how to implement the trail around the mature trees along the corridor, which shade the street, increase biodiversity, and help to create a scale that slows vehicle traffic. In addition, future corridor projects along SW 7th St should continue to prioritize multimodal circulation and access needs by enhancing streetscapes, expanding sidewalks and adding landscape buffers along the south side of the corridor, and making pedestrian and bike safety improvements at intersections. SHARED-USE PATH ALONG TALBOT RD S The TBMP also recommends a shared-use path along Talbot Rd S, which would connect eastern areas of core redevelopment area to the transit center and Downtown Renton. A path along the west side of Talbot Rd S would provide the best access for the core area and align with pedestrian facilities at the I-405 underpass to the south. However, existing topography and property boundaries may complicate a western alignment. Future alignment decisions should follow transportation analysis of the S Grady Way corridor and a more detailed study of feasible intersection improvements to enhance bicycle and pedestrian safety. AGENDA ITEM #1. a) 61Rainier/Grady Junction Subarea Plan Map 19. Proposed bike and shared-use path improvements. SW Grady W a y Hard ie Ave SWRain ier Ave S S Grady Way Lind Ave SWTalbot Rd SSW 16th St East Valley RdSW 7th St I-405 I-405 I-405SR 167Shattuck Ave SRecommended Bike Improvements Transit Corridors by (Includes BRT, Frequent and Commuter Routes. Plan for removes buses from Shattuck Ave S.) Planned on-street facility (TBMP) Existing bike laneShared-use path (near term) Shared-use path (long term) Bike/Ped Priority MapJune , Buered bike lane Shared lane (low speed street) Planned shared-use path - TBMP Through-block connections (ped/bike) Transit center Planned -way cycle track City’s preferred location for potential light rail stationAdd/extend bike connection - future study to determine facility type Subarea boundary SW/S 7th St Multimodal Corridor Extend the shared-use path connection west of Rainier and ensure future investments along this key bike route provide enhancements for bike and pedestrian safety and comfort. Utility Corridor Shared-use Path Use utility corridor to provide new shared-use path along the north side of S Grady Way. Safe crossings of arterial streets Improve intersections along arterials, particularly along S Grady Way, to increase safety for people walking and biking. Shattuck Ave S - North of Grady Extend planned 2-way cycle track to S Grady Way and into core area. Talbot Rd S Path Provide shared-use path along the west side of the corridor. Lind Ave SW Improvements Enhance multimodal circulation north of I-405 by reducing lanes to add bike facilities, and expand sidewalks. Explore long-term opportunities to extend bike and pedestrian facilities further south in-coordination WSDOT’s future plans for I-405 interchange improvements. Implement S 7th St Shared-use Path Allocate remaining ROW needed to implement shared-use path along north side of S 7th St, between Rainier Ave S and Talbot Rd S. Lake Ave S Ensure the planned cycle track has a safe, direct connection to the transit center. Bus circulation along Lake Ave S limits safe bicycle facilities on southern end of the corridor. AGENDA ITEM #1. a) 62 City of Renton In the long-term, extending the shared-use path through the I-405 underpass could provide a safer bike connection between commercial destinations in the subarea and residential neighborhoods to the south, which are today connected primarily for cars and transit. See Gateways and Placemaking in Section 6 for more information. HARDIE AVE SW BIKE CONNECTION The TBMP includes bike lanes and a shared-use path along Hardie Ave SW that intersects Rainer Ave S across from the transit center. Bike facilities on this street would provide direct access to transit, but the intersection will also see heavy bus traffic. Aligning the shared-use facility on the west side of Hardie Ave S would allow people bicycling to cross Rainier Ave S and access sidewalk connections to the garage without having to cross buses at the transit center. Future planning and design studies for the Hardie Ave SW bike facilities will need to fully assess the feasibility of safe bike connections at this complex intersection. Sound Transit will be making near-term improvements at Rainier Ave S / Hardie Ave SW in association with the construction of the transit center, including new pedestrian crosswalks that connect to the transit center. Ongoing coordination between the city and Sound Transit will be needed to ensure bike routes and wayfinding through the station area are safe and clear. BIKE AND STREETSCAPE IMPROVEMENTS ALONG SHATTUCK AVE S Though not a part of the TBMP, the city is designing a 2-way cycle track along Shattuck Ave S and Lake Ave S, south of S 7th St. The cycle track offers a strong bike connection to the transit center, but further coordination is needed to ensure the facility aligns to safe and clear bike routes through the site. In addition, extending bike facilities south to S Grady Way would provide a connection to the proposed shared-use path that runs along the north side of the corridor. Continuing the cycle track across S Grady Way and through the core redevelopment area could provide a strong north-south spike for people biking. Although further study is needed to fully assess feasibility, the continuous cycle track with a high-visibility bike crossing at S Grady Way would likely benefit bike circulation. Pedestrian improvements along Shattuck Ave S are also needed, as the current corridor only has sidewalks on the west side of the street. Future plans should explore opportunities to provide sidewalks with landscape buffers along both sides of the street. Integrating both the cycle track and pedestrian improvements would likely require additional right-of-way. Potential impacts to an existing stormwater feature on the northeast side should also be studied in future analysis. SAFE CONNECTIONS AND CURB MANAGEMENT AT THE TRANSIT CENTER Graceful transitions between city bike facilities and pedestrian/bike routes through the transit center are essential to the vision of this plan. Secure bike parking will be located in the parking garage, so bikers will need clear access to the garage. Minimizing potential conflicts between buses and people walking and biking is critical to safety and transit operations. Map 20 highlights how planned bike and pedestrian facilities connect to the transit center. Wide sidewalks that can accommodate both pedestrians and bikes could improve access and safety across the site. The primary entrance to the transit center will be at Rainier Ave S, where several routes will be consolidated. Sound Transit’s current plans for the station also show a smaller entrance/exit for buses at Lake Ave S. Although the King County Metro 2040 vision plan indicated all bus routes that currently use Lake Ave S and Shattuck Ave S consolidating at the Rainier Ave S entrance, some buses may still travel along Lake Ave S after the transit center opens. The current configuration the planned cycle track would require people biking to cross in front of buses at this eastern entrance at Lake Ave S to access secure bike parking facilities in the garage. Final design of both the transit center and the cycle track should include ongoing coordination with Sound Transit to ensure a safe and clear pedestrian and bike circulation. Including additional secure bike parking along the northeastern edge of the site could reduce the potential for bike-bus conflicts at the eastern entrance at Lake Ave S. Given the mix of bus and vehicle circulation along the southern segment of Lake Ave S, safe bike facilities may not be feasible and aren’t included in this plan. However, future planning could explore alternate route options for bikes along this short segment if bus traffic is anticipated to be low. Further south, future improvements at the Lake Ave S / S Grady Way intersection should consider bike signals and other controls to reduce the potential for conflicts between people walking and biking along the proposed shared-use path and bus and vehicle traffic. Vehicle circulation through the transit center will be routed through the parking garage with pick-up and drop-off areas located on the first floor. Ride-share use has grown substantially in recent years, and many station areas encounter challenges managing circulation and curb space on streets adjacent to transit centers. In the near term, the existing park and ride lot east of the transit center could provide additional space for ride share pick-up and drop- off, as needed. As redevelopment of the area occurs, a curb management program on streets north of the transit center could also provide access for ride-share pick-up and drop-off. AGENDA ITEM #1. a) 63Rainier/Grady Junction Subarea Plan Rainier Ave SRainier Ave SS 7th StSW 7th St SW Grady W a y S Grady W a y S Grady Way Shattuck Ave SLake Ave SParking Garage Potential TOD Potential Open Space Transit Center Circulation Pedestrian access Planned or proposed shared-use path Bus circulation Landscape area Crosswalk Sound Transit Plans City Ped/Bike Facilities New streets with ped/bike facilities Existing streets with ped/bike improvements Pedestrian bridge Further study and/or additional facilities needed (to reduce potential bike/bus conflicts) Planned cycle track Vehicle access (pick-up/drop-off located on first floor of garage.) Western alignment of shared use path along Hardie Ave S would facilitate access to bike parking in garage. Ensure safe crossing for bikes to minimize conicts with bus access. Wide sidwalks between intersection and garage can provide safe circualtion for bikes and pedestrians. Coordinate with Sound Transit to provide alternate secure bike parking along north side of the transit center, to minimize potential for bike and bus circulation conicts. Intersection improvements, such as signal timing, should consider bike access along shared use path and potential for conicts with bus circulation. Map 20. Bike and pedestrian connections at the transit center. RECOMMENDATIONS MT-3 Implement planned pedestrian and bicycle infrastructure identified in the City of Renton’s Bike and Trails Master Plan and current city projects. Near- term actions may include: • SW/S 7th St • Obtain missing ROW needed along S 7th St to complete the shared-use path connection east of Rainier Ave 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 St and bike/pedestrian improvements at intersections with future corridor improvement projects. • Assess feasibility of the Hardie Ave S bicycle facilities to provide a safe connection for bikes to the transit center. (See also MT-4) • Construct 2-way cycle track along Shattuck Ave S and Lake Ave 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. AGENDA ITEM #1. a) 64 City of Renton Figure 73: Intersection of Rainier Ave S and S Grady Way Source: Google Figure 74: Gateway treatment at intersection. Source: Makers Figure 75: Recent pedestrian improvements along Ranier Ave S included a landscape buffer and pedestrian lighting which helped create a more pedestrian scale for the corridor. Source: Makers S Grady W a y S Grady W a y Rainier Rainier Ave SAve SSW Grady W a y SW Grady W a y SR 167SR 167MT-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 Ave S and Shattuck Ave 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. S GRADY WAY CROSSING AND CORRIDOR IMPROVEMENTS The SW/S Grady Way commercial corridor is important both to Renton and the South King County region. The arterial carries significant volumes of vehicle traffic, freight, and transit routes, though traffic counts are slightly lower than the average daily traffic totals for Rainier Ave S. S Grady Way also bisects the core redevelopment area envisioned by this plan. Safe, comfortable pedestrian and bike crossings of this arterial are essential to connecting redevelopment south of the corridor to the transit center. This plan identifies the key crossing locations that are needed to support the vision and highlights challenges and potential opportunities for future studies to assess. Further analysis of how redevelopment may reshape traffic patterns in the area, along with a S Grady Way assessment, will likely be needed before specific improvement recommendations can be made. Although many of the area’s existing transit routes will be consolidated around the transit center’s main entrance on Rainier Ave S, special attention will still be needed at intersections where buses mix with vehicle, pedestrian, and bicycle traffic. This plan focuses attention on four existing signalized crossings: Rainier Ave S/S Grady Way, S Grady Way/Lake Ave S, S Grady Way/Shattuck Ave S, and S Grady Way/Talbot Rd S. THE GATEWAY - RAINIER AVE S / S GRADY WAY This defining intersection is a primary gateway into Renton’s City Center. It is also the meeting of two regionally important arterial corridors that carry significant volumes of traffic. Recent improvements along Rainier Ave S have improved the pedestrian environment, establishing landscape buffers and installing new pedestrian lighting and art features to highlight the corner of the intersection. The potential for development around the transit center will provide a greater sense of enclosure for the streetscape, and the orientation of new buildings to the streetscape may also cue drivers that they are entering a new urban area. Given the width of the corridors and the high volume of traffic, this intersection will likely retain the existing auto- orientation even after redevelopment occurs. However, there are opportunities to improve the safety and comfort of pedestrians and bicyclists through this intersection with future improvements to signal timing, longer cycles during off-peak traffic times, and similar measures to provide more options for multimodal crossings through this area. AGENDA ITEM #1. a) 65Rainier/Grady Junction Subarea Plan I-405I-405 I-405 Recommended Intersection Improvements Transit corridors by (includes BRT, frequent and commuter routes. Plan for removes buses from Shattuck.) Intersection Improvement Recommendations June , Complete street network (near term and long-term) Longer-term ped/bike intersection improvements High-priority intersection improvements of heavy-trac corridors. Shared use path network (near-term and long-term) Through-block connections (ped/bike) Intersection improvement to improve bike/ped safety and connections City’s preferred location for potential light rail station Subarea boundary Transit center Support planned bike connections Ensure future intersection improvements at S 7th St and Hardie Ave S support safe bicycle connections to the transit center. S Grady Way/Shattuck Ave S and Talbot Rd S Further analysis to asseess feasibility of of extending of 2-way cycle-track at Shattuck, and assessing if concentrating bike/ped circulation along the west side of the intersection increases safety for people crossing the street Lind Ave S Intersections Pedestrian and bike improvements at key intersections along Lind Ave S to improve ped/bike connections and support development nodes along the corridor. Improve ped/bike connections Ped/bike improvements at S 7th St intersections east of Rainier Ave S to improve safety and connections between the subarea and S Renton and Downtwn. Rainier/Grady Gateway Study opportunities to improve ped/bike circulation through improvements to signal timing, longer crossing periods and other S Grady Way/Lake Ave S Further study needed to identify safe crossing options for peds/bikes while also balancing transit and vehicle circulation. Talbot Rd S - Near-term and Long-term Opportunities Intersections along Talbot Rd S south of S Grady Way should focus on connecting redevelopment areas and neighborhoods. Long-term improvements to the I-405 underpass could create a stronger connection between the subarea and neighborhoods to the south. Potential Future Improvements at LR Station If the city’s preferred alignment and station location are conrmed, future studies and intersection improvements will be needed around the station. Lake Ave S at Transit Center Coordinate with planned improvements around the transit center to ensure there is a safe bicycle connection between planned cycle track and the transit center east entrance. Map 21. Proposed intersection improvements. AGENDA ITEM #1. a) 66 City of Renton The recent Renton Transit Access Study (RTAS) by King County Metro identified a number of potential improvements for this intersection: • 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. Future traffic studies should study these recommendations in further detail and identify feasible improvements for pedestrians and bicyclists crossing at this intersection. CROSSING S GRADY WAY For the intersections along S Grady Way that are east of Rainier Ave S there are additional opportunities to improve multimodal circulation and safety. The city’s current Transportation Improvement Program (TIP) identifies several potential improvements for intersections in this area, including the removal of existing pedestrian islands at the intersections of Lake Ave S and Shattuck Ave S. While these islands shorten the crossing distance, they also trap people between a turning lane and the corridor traffic, and increase safety concerns. The project proposes removing the islands to add more through-lanes on S Grady Way. The RTAS also identified improvements for the S Grady Way corridor and the intersection at Lake Ave S where pedestrians bicyclists are forced cross S Grady Way in the middle of the street. Potential improvements identified in the RTAS are listed below. • Remove the east lanes of Lake Ave S fork to better align intersection north/south • Provide a high-visibility crosswalk • Add advance stop bars and warning signs on west side • Remove slip lanes on south leg of intersection • Improved curb radius and intersection geometry and curb extensions/bulb-outs • Add tactile cues at all curb ramps Future traffic studies should also study these recommendations in further detail, and identify feasible crossing improvements for this intersection which may carry a complex mix of cars, buses, trucks, pedestrians, and bicyclists at S Grady Way at Lake Ave S. On Shattuck Ave S, extending the 2-way cycle track south across S Grady Way could further promote safety by concentrating bicycle traffic and increasing visibility and awareness of people walking and biking. Similarly, at Talbot Rd S, the proposed shared-use path would concentrate bikes and some pedestrians along one side of the corridor, potentially increasing visibility and awareness at this intersection as well. Figure 76: Aerial image of Lake Ave S intersection with S Grady Way. Source: Google Figure 77: Aerial image of Shattuck Ave S intersection with S Grady Way. Source: Google Figure 78: Aerial image of Talbot Rd S intersection with S Grady Way. Source: Google S Grady W a y S Grady W a yLake Lake Ave SAve SS Grady W a y S Grady W a yShat tuck Shat tuck Ave SAve S S Grady Way S Grady Way T a l b o t R d S T a l b o t R d S A more detailed study of multimodal improvement opportunities along S Grady Way is included in the city’s current TIP project. Close coordination between this future TIP study and the transportation analysis that follows this study would benefit the next steps of this plan. These future studies should assess proposed improvements identified in earlier plans and other intersections along S Grady Way and identify feasible opportunities to regulate traffic along S Grady Way and increase the safety and comfort of pedestrians and bicyclists crossing the corridor. AGENDA ITEM #1. a) 67Rainier/Grady Junction Subarea Plan CORRIDOR IMPROVEMENTS Streetscape improvements along S Grady Way will also improve multimodal circulation through the area and enhance access to the transit center. The utility corridor that runs along the north side of S Grady Way limits development in that area and provides a potential opportunity for a new shared-use path bike connection. Figure 79 below illustrates how a new shared-use path could be integrated into the streetscape while maintaining the existing number of lanes along S Grady Way. A wide landscape area would provide a significant buffer from traffic along this busy corridor. Key considerations for future study of this facility include: • How the facility will navigate around existing utility poles long the corridor • Assessing topographic conditions along the utility corridor • How to safety channel the shared-use path to crosswalks at Lake Ave S and Shattuck Ave S • Reducing potential conflicts with buses at Lake Ave S • Appropriate width of the buffer and shared-use path once it exits the utility corridor (east of Shattuck Ave S) Streetscape improvements along the south side of S Grady Way could incorporate a sidewalk on the back side of the existing landscape buffer in this area. This would provide a significant buffer from vehicle traffic and allow for the retention and enhancement of existing trees and landscape plantings in an area that lacks green space. Expansion beyond the corridor’s existing right-of-way would be needed to accommodate these improvements. Figure 79: Conceptual section showing potential streetscape and shared-use path improvements along S Grady Way. (Locations of existing ROW, curb, sidewalk, and landscape elements are estimates, based on Google Maps and city online GIS resources.) RECOMMENDATIONS 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: • Pedestrian and bike improvements at the Rainier Ave S / S Grady Way intersection • Crossing improvements at Lake Ave S, Shattuck Ave S, and Talbot Rd S • Feasibility of extending 2-way cycle track on Shattuck Ave S to cross S Grady Way and connect to the core • 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 drives, particularly along the south side of S Grady Way. Figure 80: The recent multiway boulevard improvements in Bothell on SR22 allowed for significant pedestrian improvements adjacent to redevelopment and ground floor commercial spaces, as well local street access and parking, while maintaining significant through traffic. AGENDA ITEM #1. a) 68 City of Renton Figure 81: Aerial image of SW/S 7th St intersection with Rainier Ave S. Source: Google Figure 82: Aerial image of Shattuck Ave S intersection with S 7th St. Source: Google Figure 83: Aerial image of Talbot Rd S intersection with S 7th St. Source: Google Rainier Ave SRainier Ave SS 7th St S 7th St SW 7th St SW 7th St S 7th St S 7th St Shat tuck Ave SShat tuck Ave S S 7th St S 7th St Talbot Rd STalbot Rd SSmithers Smithers Ave SAve SADDITIONAL INTERSECTION IMPROVEMENTS In addition to the highest priority intersections along S Grady Way, additional intersection improvements are needed to provide safe multimodal access around the transit center. RAINIER AVE S AND SW/S 7TH ST Recent investments by the city have improved the pedestrian environment along Rainier Ave S. However, crossing this busy arterial continues to be a significant barrier for bikes and pedestrians, and additional improvements are needed. Earlier sections of this chapter have addressed the needs and opportunities at S Grady Way and Hardie Ave SW. The intersection of Rainer Ave S and S 7th St is also a key connection for current bicyclists in the area which will become more important once the transit center opens. Future studies should explore opportunities to improve pedestrian and bike crossings in this area, such as signal timing, longer crossing times, and marked bicycle intersection crossings. S 7TH ST INTERSECTIONS AND DOWNTOWN CONNECTION Compared to the challenges of the high-traffic arterials, intersection improvements along S 7th S will likely require less investment. Tightening curb radii and adding crosswalks can help slow turning traffic and raise visibility of pedestrians in the area. Adding marked bicycle intersection crossings will also facilitate safe crossings for bicyclists accessing the shared-use path along the north side of S 7th St. Improvements at Shattuck Ave S could provide foundation for future connections to the area north of the core, and a potential future light rail station. At Talbot Rd S, the shared-use path along the west side of the street would meet the end of the 7th Ave S shared- use path. High visibility treatments at this intersection will facilitate bikes crossing and transitioning onto the low-volume roadway to continue north to Downtown via Burnett Linear Park. Tightening curb radii to slow traffic turning south onto Talbot Rd S would prioritize pedestrian and bike travel through this area. Gateway treatments with redevelopment would also help slow traffic and highlight the connections between the subarea and Downtown. RECOMMENDATIONS MT-8 Improve intersection at key locations along Rainier Ave S to ensure strong multimodal connectivity to the transit center and for redevelopment. (See also MT-3) MT-9 Improve intersections for pedestrians and bikes along S 7th St to increase safety and promote stronger connections to the transit center and downtown. AGENDA ITEM #1. a) 69Rainier/Grady Junction Subarea Plan CONNECTING TO THE SOUTHWEST Though much of the focus of this chapter is on pedestrian and bicycle improvement needs to provide safe access to and circulation around the planned transit center, it is important to also consider access needs for the portions of the subarea that are located further from this core area. The southwest portion of the subarea is divided from the transit center by I-405, Rainer Ave S and SW Grady Way, all significant barriers to easy pedestrian and bike access. In the near-term, access between the transit center and these areas will be primarily a bus connection, and improvements will focus on making transit access safe and comfortable. Long-term there are also opportunities to improve multimodal connections through street and streetscape improvements, as well as large-scale infrastructure changes. Figure 84: Conceptual section showing potential strategies to add bike facilities long Lind Ave SW while still accommodating bus traffic. (Locations of existing right-of-way, curb, sidewalk, and landscape elements are estimates, based on Google Maps and city online GIS resources.) NEAR-TERM TRANSIT FACILITY IMPROVEMENTS The southwest portion of the subarea has frequent bus service connections, including the Rapid Ride F line. However, stakeholders reported that employees in the area are hesitant to rely on transit, as the bus stops don’t feel safe, comfortable, or inviting. Many existing bus stops in the area lack overhead protection, places to sit, or pedestrian lighting. Improvements to bus stops, such as shelters, increased visibility, real-time signage, and pedestrian lighting, could improve the safety and comfort of bus riders and enhance connections to the transit center. LIND AVE SW CORRIDOR IMPROVEMENTS Adding bike facilities along Lind Ave SW is a longer-term opportunity to provide a stronger north-south connection between SW 7th St, SW Grady Way, and S 16th St. The typical right-of-way along Lind Ave SW north of SW Grady Way is about 80-85’, though it is significantly wider south of SW Grady Way as it approaches the bridge. Figure 84 illustrates how replacing two of the travel lanes with a center turning lane allows for the addition of bike lanes while generally leaving the existing curbs in the current location. Some modification of the curbs would be needed at bus stops, where curb extensions could allow pedestrian access and provide a traffic buffer for the bike lane. Widening the existing approximately 6’ sidewalk by decreasing the landscape area on either side allows for an up to 8’ sidewalk within the existing right-of-way. Streetscape improvements at redevelopment nodes could Street configuration at bus stops Typical street configuration AGENDA ITEM #1. a) 70 City of Renton Figure 86: Lind Ave SW Corridor north of I-405 SW Grad y W a y SW Grad y W a y Lind Ave SLind Ave SSW 7th StSW 7th St I-405I-405 Lind Ave SLind Ave SI-405I-405 SW 16th StSW 16th St SW 19th StSW 19th St Figure 87: Lind Ave SW Corridor south of I-405 AGENDA ITEM #1. a) 71Rainier/Grady Junction Subarea Plan require wider sidewalks, additional landscape treatments, and other amenities to improve pedestrian access. Although the landscape buffer was decreased over the existing conditions, an 8’ landscape area is still adequate to support street trees and green infrastructure elements, as soil and drainage conditions allow. This street improvement concept would be most feasible for portions of Lind Ave SW that are north of SW Grady Way, where traffic volumes are low and proposed zone changes could bring more residential uses. In the near- term the poor quality of existing sidewalks and lack of bike lanes along the bridge will continue to limit easy pedestrian and bike connections south of SW Grady Way. Looking long-term, future plans for I-405 could bring significant changes to traffic patterns and volumes, as well as some potential opportunities for new multimodal connections. WSDOT’s I-405 master plan identifies Lind Ave SW as the location of a future interchange project, though the project is not currently funded. In anticipation of this change, the city’s current TIP includes a project to widen Lind Ave S between SW 16th St and SW 34th St to 5 lanes, and provide streetscape improvements, such as new sidewalks and lighting. Future projects along Lind Ave SW south of I-405 should consider the need to increase multimodal connections and circulation, and the future potential for a small node of residential development around 16th Ave SW. Widening sidewalks, providing landscape buffers, and exploring opportunities for integrating off-street bicycle facilities are opportunities as future public and private investments are made in the area. RECOMMENDATIONS 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 Ave S between 16th Ave S and SW 19th St. • Study feasibility and opportunities to implement a shared-use path or other off-street bicycle facility between 16th Ave S and SW 19th St, 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. CONSIDERING LONG-TERM OPPORTUNITIES FOR LIGHT RAIL SERVICE Future light rail system expansion requires early coordination and analysis to identify possible light rail alignment and station location(s). As an extension of the Rainier/Grady Junction subarea planning process, the city contracted a consultant to study conceptual light rail alignment and station locations in Renton and how it would fit in relation to the overall redevelopment of the subarea. The study considered existing conditions, potential land use -changes and infrastructure improvements that would be needed to facilitate light right expansion to Renton, as well as the importance of station locations for future expansion elsewhere in Sound Transit’s system. A series of workshops were held with city staff from Renton and Tukwila and transit agency partners to consider the following evaluation criteria: • Walkshed: Does the station location provide opportunities within a ¼ to ½ walkshed radius for development that would support or benefit from the station location? • BRT/LRT Connections: Sound Transit (ST) is redeveloping the South Renton Park-and-Ride into a Bus Rapid Transit (BRT) station to support BRT on the I—405 corridor. Does the LRT station location provide good opportunities for connection to BRT and parking? • TOD Opportunities: Are there vacant/easily repurposed properties within ¼ mile of potential station locations that could be targets for Transit Oriented Development (TOD), or is there TOD already nearby? • Environmental Impacts: What is the level of potential environmental impacts (e.g., intrusion into wetland buffers) for the station and alignment leading to the station? • Land use impacts: Would existing development or infrastructure be impacted that would make right- of-way (ROW) acquisition prohibitively expensive or impossible? Are there other concerns (e.g., the overhead transmission lines along Grady Way)? The three conceptual options were presented to an Advisory Committee comprised of Renton City Council’s Planning and Development Committee members, and leadership from the Downtown Renton Partnership, Puget Sound Regional Council, King County Metro, Sound Transit, WSDOT and Renton city staff. The Advisory Committee voted on each alignment/station option using the evaluation criteria to award a score from 1 to 5 with 5 being the most favorable score. The three studied locations for South Renton are within the TOD study area and located near the BRT transit center. Overall, the three options scored relatively similarly, (option 1; 23 points, option 2; 24 points, and option 3; 22 points) AGENDA ITEM #1. a) but the discussion that followed revealed strong support for option 3 due to the at-grade construction opportunities due to the existing BNSF ROW, which would provide significant cost savings. Although the findings of the study are not definitive, it lays out the necessary steps for the next phase of analysis. Based on the work performed, option 3 is the preferred conceptual option but its findings are preliminary, and all options should be evaluated in follow-up studies. RECOMMENDATIONS: MT-12 Identify funding and initiate a follow-up study to refine the scope of work and refine the comparison of options 1, 2, and 3. MT-13 Expand the scope of work for the follow-up study to consider origin density, employment density, and proximity to key destinations like a downtown core. MT-14 Future 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. Consider 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 and bicycle routes. MM EEMMOORRAANNDDUUMM 2 File location: https://perteet.sharepoint.com/sites/ActiveProjects/20200115RentaonLRT_Station_SitingInternal/Project Management/Meetings/Advisory Committee Mtg/6-9- 21_Advisory_Committee_Minutes.docx TTaa bbll ee 11.. SSoouutt hh RReenn ttoonn LL RR TT DDee cciissiioonn MM aatt rrii xx.. CC aatt eegg oo rr yy OO ppttii oonn 11 OOpp ttii oo nn 22 OO pptt iioonn 33 PPee rr ff oo rr mmaa nnccee KK eeyy Walkshed extents 44 44 44 55 Strong BRT-LRT connections 44 55 22 44 High TOD opportunities 44 44 44 33 Moderate Sensitive area impacts 44 44 33 22 Low Land use impacts 44 44 44 11 Poor Cost 33 33 55 FFii gguu rr ee 11.. SSoouutt hh RReenn ttoonn OOpp ttiioonn 11 .. FFii gguu rr ee 22.. SSoouu tthh RRee nnttoonn OOppttii oo nn 22 .. FFii gguu rr ee 33 .. SSoo uutthh RR eenntt oonn OOpptt iioonn 33.. In general, the Advisory Committee agreed with maintaining the prior scores from Workshop #2. The group changed one score—TOD opportunities for Option 3—increasing it from 3 to 4 to reflect the large area to the west and north of the station that could be developed into TOD within the 1/4-mile radius from the station. The group did discuss that development opportunities would be limited in the South Renton Neighborhood, due to the historical nature of the neighborhood and existing zoning. CC oo mmmmeenn ttss oonn tt hhee SSoouu tthh RReenn ttoonn OOpptt iioo nnss • Councilmember O’Halloran asked if the Option 2 station location would be stacked with the new transit center. Peter described that it likely could be, but the design would need to coordinate with the overhead power lines nearby. MMEEMMOORRAANNDDUU MM 2 File location: https://perteet.sharepoint.com/sites/ActiveProjects/20200115RentaonLRT_Station_SitingInternal/Project Management/Meetings/Advisory Committee Mtg/6-9- 21_Advisory_Committee_Minutes.docx TTaa bbll ee 11.. SSoouutt hh RReenn ttoonn LL RR TT DDee cciissiioonn MM aatt rrii xx.. CC aatt eegg oo rr yy OOpptt iioonn 11 OOpp ttii oo nn 22 OOpptt iioonn 33 PPee rr ffoo rr mmaa nnccee KK eeyy Walkshed extents 44 44 44 55 Strong BRT-LRT connections 44 55 22 44 High TOD opportunities 44 44 44 33 Moderate Sensitive area impacts 44 44 33 22 Low Land use impacts 44 44 44 11 Poor Cost 33 33 55 FFii gguu rr ee 11.. SSoouutt hh RReenn ttoonn OOppttiioonn 11.. FFii gguu rr ee 22.. SSoouu tthh RRee nnttoonn OOppttii oo nn 22 .. FFii gguu rr ee 33.. SSoo uutthh RR eenntt oonn OOpptt iioonn 33.. In general, the Advisory Committee agreed with maintaining the prior scores from Workshop #2. The group changed one score—TOD opportunities for Option 3—increasing it from 3 to 4 to reflect the large area to the west and north of the station that could be developed into TOD within the 1/4-mile radius from the station. The group did discuss that development opportunities would be limited in the South Renton Neighborhood, due to the historical nature of the neighborhood and existing zoning. CCoo mmmmeenn ttss oonn tthhee SSoouu tthh RReenn ttoonn OOpptt iioo nnss • Councilmember O’Halloran asked if the Option 2 station location would be stacked with the new transit center. Peter described that it likely could be, but the design would need to coordinate with the overhead power lines nearby. MMEEMMOORRAANNDDUUMM 2 File location: https://perteet.sharepoint.com/sites/ActiveProjects/20200115RentaonLRT_Station_SitingInternal/Project Management/Meetings/Advisory Committee Mtg/6-9- 21_Advisory_Committee_Minutes.docx TTaa bbll ee 11.. SSoouutt hh RReenn ttoonn LL RR TT DDee cciissiioonn MM aatt rrii xx.. CCaatteeggoorryy OO ppttii oonn 11 OOpp ttii oo nn 22 OO pptt iioonn 33 PPee rr ff oo rr mmaa nnccee KK eeyy Walkshed extents 44 44 44 55 Strong BRT-LRT connections 44 55 22 44 High TOD opportunities 44 44 44 33 Moderate Sensitive area impacts 44 44 33 22 Low Land use impacts 44 44 44 11 Poor Cost 33 33 55 FFiigguurree 11.. SSoouutthh RReennttoonn OOppttiioonn 11 .. FFii gguu rr ee 22.. SSoouu tthh RRee nnttoonn OOppttii oo nn 22 .. FFii gguu rr ee 33 .. SSoo uutthh RR eenntt oonn OOpptt iioonn 33.. In general, the Advisory Committee agreed with maintaining the prior scores from Workshop #2. The group changed one score—TOD opportunities for Option 3—increasing it from 3 to 4 to reflect the large area to the west and north of the station that could be developed into TOD within the 1/4-mile radius from the station. The group did discuss that development opportunities would be limited in the South Renton Neighborhood, due to the historical nature of the neighborhood and existing zoning. CCoommmmeennttss oonn tthhee SSoouutthh RReenn ttoonn OOpptt iioo nnss • Councilmember O’Halloran asked if the Option 2 station location would be stacked with the new transit center. Peter described that it likely could be, but the design would need to coordinate with the overhead power lines nearby. Figure 88: Light Rail Option 1 Figure 89: Light Rail Option 2 Figure 90: Light Rail Option 3 AGENDA ITEM #1. a) 73Rainier/Grady Junction Subarea Plan 7. OPEN SPACE AND URBAN DESIGN KEY PRINCIPLES A new network of open spaces, natural areas, and green elements would increase livability, create opportunities for recreation and social gathering, and increase the ecological health of the subarea. The core redevelopment area should include a mix of open space types that offer people living and working in the area connections to nature and opportunities to relax, gather, and play. Green streets could add trees and incorporate green infrastructure features, such as rain gardens, where feasible. Green open spaces could improve ecological health and resilience by adding trees and habitat, restoring stream buffers, incorporating natural drainage strategies, and potentially serving as storage areas during flood events. Private redevelopment could also contribute to improving water quality, as current stormwater regulations promote sustainable strategies. The following principles should guide future planning and implementation steps. Figure 91 illustrates how these principles apply to the core redevelopment area around the transit center. • Create a central “main street” with pedestrian oriented retail and higher density residential with ample streetscape amenities. • Design and build streets with excellent pedestrian conditions and landscaping. Figure 91: Diagram showing types of open spaces within the core redevelopment area. Main street with pedestrian-oriented commercial Pedestrian street improvements Public park space below utility corridor Town square plaza (approximate location) Open space included with new development Enhanced stream buffer/natural area I-405 I-405 I-405AGENDA ITEM #1. a) 74 City of Renton • Establish parks and public open spaces under at least a portion of the power line corridors, where they can be activated by redevelopment and/or programmatic uses (sports, food trucks, etc.) • Provide a central plaza or other open space for public gatherings surrounded by active uses. • Enhance the stream buffer along the north edge of I-405. • Require residential open space as part of new residential development and small pedestrian oriented open spaces as part of commercial development. • Consider future park amenities for the area in the next Parks, Recreation and Natural Areas Plan update. PARKS AND PLAZAS UTILITY CORRIDOR PARKS The open space vision, as highlighted in Map 22, proposes a mix of large, green parks, a central urban plaza and smaller pocket parks and plazas to promote livability and support recreational needs of residents and workers in the area. A linear park below the north-south power line utility corridor could provide a large green open space close to the transit center, but programming the space would be essential for its success. North of S Grady Way, the park would be activated by residential and mixed use development in the area and is separated from the heaviest traffic arterials, allowing opportunities for active recreation, playgrounds, spray parks, community gardens and other activities for all-ages. South of S Grady Way the park space could accommodate spill-over activity from the Main St commercial hub and be used for picnics and light recreation. Site activation through site programming and scheduled uses, such as weekday food trucks, will be an important consideration in this area. Figure 92: Chief Sealth Trail along open space and community gardens, Seattle, WA. Source: Makers. Figure 93: Green opens space areas that are protected from arterial traffic could offer opportunities for children’s play areas. Source: Makers. TOWN SQUARE GATHERING SPACE A central town square at the heart of core area could help catalyze development and establish a vibrant new neighborhood. This publicly accessible space would provide a central focal point for redevelopment and be use for gatherings and events, (such as move-nights, festivals, etc.) and accommodate spill-over activities from the adjacent Main St. Creating a sense of enclosure on three sides will increase feelings of safety and comfort for people using the space. Elements such as public art and fountains can create a focal-point and create a sense of place. Figure 94: Urban plaza serving as a town square for a community event. AGENDA ITEM #1. a) 75Rainier/Grady Junction Subarea Plan Subarea boundary Planned transit center I-405 I-405 I-405Open Space Types Shared-use path (buers can include landscape) Park open space Natural open space Town square central gathering Pocket parks/plazas Open Space Map DRAFT - June , Main Street Green street Utility Corridor Parks Linear park underneath the utility corridor will be activated by adjacent transit center and residential and mixed use development. Central Town Square Provides central public gathering space and a focal point for redevelopment. Main Street Active spine of commercial activity with wide sidewalks to support vibrant public life. Pocket Plazas Smaller pocket plazas can provide additional space for seating, small groups and spill-over activities from adjacent commercial spaces. Internal Green Open Spaces Internal green open spaces within developments provide access for residents in apartments who lack private outdoor space. Green Street Streets with wide, continuous landscape buers can accommodate signicant street landscape and/or GSI elements, such as rain gardens. Expanded Buer Providing a natural area along the northern side of I-405 can help reduce impacts from noise and air pollution, as well as provide expanded buer for Rolling Hills Creek and potentially aid with ood storage. Connect to Natural Systems Inll development can use sustainable approaches to site planning to improve environmentally sensitive areas, address ood concerns, and incorporate natural areas and buers into redevelopment. Map 22. Diagram of open space types proposed for the subarea AGENDA ITEM #1. a) 76 City of Renton POCKET PLAZAS AND INTERNAL OPEN SPACE A network of smaller pocket plazas and internal open spaces that are integrated with redevelopment will provide secondary open spaces for individuals or small groups seeking fresh air, quiet conversation and protected play opportunities. Publicly-accessible pocket-plazas can provide helpful spill-over space for adjacent ground floor commercial activities, such as auxiliary outdoor seating for cafes and restaurants. Protected green open spaces with areas of lawn and landscape are also an important amenity for residents of apartment buildings who don’t have access to private open space. RECOMMENDATIONS UD-1 Create a central park under the utility corridor to provide safe gathering, and recreation. • Explore opportunities to extend the park north and south of S Grady Way • Use redevelopment and/or programs (food trucks, events, etc.) to activate the park area and ensure safety. UD-2 Create a central town square plaza adjacent and connected to the E-W main street to provide a central space for community gathering and celebration. PEDESTRIAN-ORIENTED STREETS MAIN ST Proposed street improvements throughout the core redevelopment area, and in select locations elsewhere in the subarea, will serve as part of the open space by expanding pedestrian space and promoting social activity that will help activate the area. The east-west Main Street at the heart of the core redevelopment area is as central to the area’s open space network as it is to circulation. (See Figure 95 and Figure 96 in this section, and the Multimodal Access and Transportation chapter.) Thoughtful attention to the streetscape will support the viability of local businesses by allowing seating, dining areas and other commercial activity along the sidewalk. Flexible approaches to on-street parking can offer opportunities to expand the street for markets and special event uses, which further activate the redevelopment area and help it to establish a character within the larger context of Renton’s City Center area. The street can also support street trees and landscape areas at key locations along the corridor, particularly at curb bulbs and at mid-block crossings. These landscape areas can add shade, color and beauty to soften the streetscape. Figure 95: Conceptual street-view rendering of Main Street. AGENDA ITEM #1. a) 77Rainier/Grady Junction Subarea Plan Figure 96: Main Street illustration Flexible bollards move to provide pedestrians more space. Raised intersection to slow vehicular trac and encourage pedestrian circulation. A central Town Square plaza provides a space for seating, gathering, events, and other public realm activities. Intermittent curb bulbs and on-street parking oer opportunities for street tree, landscape plantings, seating areas, or parklets. Mid-block crossings and through-block connections break down superblocks to enhance pedestrian circulation through the area. The pedestrian-oriented Main Street creates a hub of commercial activity and public life for the area. AGENDA ITEM #1. a) 78 City of Renton STREETSCAPES AND GREEN STREETS Beyond the core area’s Main St, new streets will provide buffers from adjacent traffic and ample space to support people walking and gathering in small groups. Improvements along existing corridors, including S Grady Way, Talbot Rd S, Shattuck Ave S, SW/S 7th St and Lind Ave S, will also bring needed improvements to pedestrian space and promote greater foot traffic and activity along Figure 98: Existing impervious areas along I-405 could become a natural area and potentially provide some flood storage. Source: Makers Figure 97: Illustrations showing how movable bollards can be used to bring flexibility and additional uses to a commercial streetscape. these corridors. Landscape plantings can be integrated into commercial streets, though these plantings will need frequent gaps to accommodate circulation between on- street parking and commercial businesses. To encourage opportunities for healthy street trees, planting areas can be connected below the grade of the sidewalk, with permeable paving above to support circulation needs, but also allow water to filter down to the tree’s roots and encourage healthy growth. Streets that don’t have on-street parking can incorporate more linear landscape plantings, providing greater opportunities for robust street trees and understory plantings that increase the beauty of the street, provide shade and help regulate the street’s micro-climate. The 8’ landscape area proposed along these streets will also create opportunities for green stormwater infrastructure, such as rain gardens, where feasible. RECOMMENDATIONS UD-3 Construct a central E-W Main Street that supports active commercial uses and creates a lively center for the core redevelopment area. • Explore feasibility for the buffer to enhance ecological connections (creek restoration, daylighting) and provide green infrastructure (flood storage, etc.) UD-4 Ensure streets support public life by incorporating ample space, strong buffers, shade and weather protection. • See also Transportation recommendations NATURAL AREAS In addition to creating green open spaces that support the needs of residents and workers in the area, there is also an opportunity to improve the natural environment of the subarea and develop stronger connections to local ecological systems. Though thoughtful site planning redevelopment can incorporate natural elements into their projects, allowing restoration areas to become an amenity for future residents in the area. AGENDA ITEM #1. a) 79Rainier/Grady Junction Subarea Plan ROLLING HILLS CREEK BUFFER EXPANSION Rolling Hills Creek runs through a pipe below much of the core redevelopment area, emerging to the surface just before if crosses below I-405 to connect to wetland areas south of the subarea. Expanding the existing buffer for the creek would provide more open space and improve water quality along the existing open channel of the stream. It would also buffer future residential and mixed use development areas from the noise and pollution from I-405. Such a buffer could support overlooks and short trail connections, to promote activity and invite exploration of the area. Future studies should also explore the feasibility of this buffer for providing flood storage for the core redevelopment area. OPPORTUNITIES FOR ECOLOGICALLY SENSITIVE DESIGN IN THE SOUTHWEST AREA As noted in the earlier Land Use section, infill redevelopment of existing office buildings in the southwest portion of the subarea could promote environmentally sustainable commercial development. This area is also mapped as a flood hazard zone and is close to existing stream corridors and wetlands. Design guidelines that encourage sustainable site planning and design approaches could promote greater connections to natural systems, providing employees, customers and visitors to these buildings calming views, connections to nature, and outdoor recreation opportunities. Such design approaches could, in-turn, support the long-term viability of these developments. RECOMMENDATIONS UD-5 Expand the existing buffer of Rolling Hills Creek and provide a more continuous natural area buffer between the core redevelopment area and I-405. • Explore feasibility for the buffer to enhance ecological connections (creek restoration, daylighting) and provide green infrastructure (flood storage, etc.) UD-6 Explore opportunities for sustainable design and improved ecological connections through infill development in the southwest. • See also Land Use recommendations. Figure 100: Existing trees along streets and on private property, partiucarly in the southwest portion of the subarea, are an asset and could be incorporated into future infill development that encourage sustainable design approaches. Source: Makers Figure 101: Sustainable design features, such as green roofs, can help regulate urban temperatures, reduce impervious surfaces, and help manage runoff. Source: Makers Figure 102: Signage promoting sustainable approaches to energy at the Dockside Green development in Victoria, BC. Source: Makers Figure 99: Poor condition of the current creek. Source: Makers AGENDA ITEM #1. a) 80 City of Renton GATEWAYS AND SENSE OF PLACE The subarea serves as an important gateway into Renton and the City Center area. The intersection of Rainer Ave S / S Grady Way, as noted in the Transportation section, is a key point of arrival in the city. Architectural approaches, such as building massing and articulation, material and color palettes, streetscape elements and public art, are some of the tools that can highlight key gateways, nodes and focal-points throughout the area. Map 23 identifies a number of gateway opportunities in the area, some of which are briefly described in more detail below. GATEWAY LOCATIONS Rainier Ave S/S Grady Way This defining intersection is the main point of arrival into Renton and the City Center area. It provides an opportunity to transition from the suburban and highway infrastructure context into the more detailed urban fabric of the new neighborhood. Downtown Connection - Talbot Rd S/S 7th St This intersection is a key point of entry from the north and offers a strong pedestrian a bike connection to Downtown Renton. This intersection is also a point of connection between the planned S 7th St shared-use path and a proposed shared-use path along Talbot Road S. Multimodal access facilities could provide the framework for a celebrated intersection, where pedestrians and bikes in this area are given ample space and priority. Adjacent development could further highlight the intersection by incorporating art and other gateway treatments. Talbot Rd S at I-405 This location offers a long-term opportunity to increase access for people walking and biking, and provide a new gateway into the core area. Figure 103 shows how a retaining wall (at right) could be added to an underpass similar to the configuration at Talbot Rd S to provide a shared-use trail connection. Figure 103: Conceptual pedestrian and bike improvements to an underpass, similar to Talbot Road S at I-405. Source: Makers Figure 104: Gateway treatments can range from architectural elements that define entrances, public art installations, and/or building design and material choices at gateway locations. Successful gateways contribute to the sense of place by celebrating diversity of local communities, connections to nature, historic and current industries, and other themes that are important to Renton. Top image: Public art by Augusta Asberry near Sound Transit’s Othello Station in Seattle. Bottom Image: Gateway feature at Hing Hay Park in Seattle’s Chinatown-International District. Source: Makers AGENDA ITEM #1. a) 81Rainier/Grady Junction Subarea Plan Subarea boundary Planned transit center P I - 405 I - 405I - 405 Gateways Gateways June , Major Gateway Neighborhood Gateway Shared-use path (buers can include landscape) Bike Corridor Gateway Central intrsection within the subare is a key gateway into Renton and the City Center area, and will serve as a key transition into a more ne-grain urban Rainier Grady Junction Central intrsection within the subare is a key gateway into Renton and the City Center area, and will serve as a key transition into a more ne-grain urban. Core Area Gateways Gateway treatments at Shattuck Ave S and Talbot Ave S could highlight entrances into the core redevelpment area, north and south of S Grady Way Downtown Connection Intersection of S 7th St and Talbot Rd S is a key pedestrian and bike connection to Burnett Linear Park and Downtown. Southwest Gateway Gateway treatment at Lind Ave S and SW 16th St could highlight connection to the subarea, but also highlight the oce commercial focus in this area. Map 23. Potential gateway types and locations throughout the subarea. AGENDA ITEM #1. a) 82 City of Renton PROMOTING A SENSE OF PLACE The Rainier/ Grady Junction is located on the historic flood plains of the Cedar and Black Rivers. The rivers were a valuable fishing and boating resource for the Duwamish people and the area had been home to Coast Salish people’s settlements for centuries. The portion of Hardie Ave SE that runs through the Rainier/Grady Junction Subarea is built on the historic alignment of the Black River. Engineering of the Cedar Rivera and construction of the Montlake Cut in Seattle destroyed the Black River, an acute loss for the Duwamish people, for whom the Black River had been a source of food, a key navigation route, and a gathering place. This unique ecological and cultural history is an important narrative for Renton and the region, and could be highlighted as a theme for public art and gateways. Celebrating the cultural diversity of Renton is another theme that public art and architectural design details could explore. This was a core theme of Renton Downtown Civic Core Vision and Action Plan, and art and design elements north of S Grady Way could build stronger thematic connections to Downtown at the S 7th St / Talbot Rd S intersections, and connections to the Burnett Linear Park. UD-7 Create major and neighborhood gateways that help create a sense of place and relate to community and ecological themes. CONCEPTUAL URBAN DESIGN GUIDELINES The city has design guidelines that apply to the Commercial Arterial and Commercial Office zones in the core area. Updates to the city’s design guidelines may be needed to address the larger scale issues necessary to build an integrated and cohesive community around the transit center, and address gaps in existing regulations. Potential changes or updates to consider include requiring new streets to break down existing super blocks, clarifying where pedestrian-oriented ground floor uses are required, and site planning and architectural design requirements to improve resilience to flood events and improve air quality for people living in residential buildings. RECOMMENDATIONS UD-8 Apply the existing urban design guidelines to any new zones, or updated existing zones, within the core redevelopment area. UD-09 Ensure that new development either goes through master plan or PUD review process. UD-10 Consider granting relief on a case-by-case basis regarding ground floor commercial requirements where less feasible in exchange for public amenities. UD-11 When considering flood risk and design, consider ADA access and meaningful pedestrian connections between sidewalk, relationships between street and building elevations and, equity impacts of businesses that could potentially be impacted by floods. UD-12 Require new residential buildings to use design strategies that promote healthy indoor air quality. Figure 105: Plaza Roberto Maestas, an affordable housing development in Seattle’s Beacon Hill neighborhood, integrates art that honors a local community leader and celebrates the cultural diversity of the neighborhood. Source: Makers AGENDA ITEM #1. a) 8. IMPLEMENTATION OVERVIEW The Rainier/Grady Junction Subarea has the potential to transform from an auto-centered, suburban office environment to a vibrant mixed-use community. As noted in the introduction, this concept plan is the first step, but there is much work to come, including ongoing coordination and between the City and transportation agencies, businesses, property owners, and community members. Implementation of the plan will likely happen over a period of 20 years, though some areas may take longer to fully redevelop. The plan envisions that investments within the core area will happen first, due to the proximity to the planned transit center. Redevelopment of other portions of the subarea may follow the core, or be implemented as new opportunities arise, such as future light rail service. The implementation table shown on the following pages provides a condensed list of the plan’s recommendations for city staff and community members to track over time. While many of the strategies laid out in this plan may take years to implement, and require resources that are not currently in place, the plan lays the framework to tranform the area into a vibrant new neighborhood. Key City near-term actions by the City include: 1. Continue to coordinate with Sound Transit, WSDOT, and King County Metro to ensure future improvements in the area align with plan goals. 2. Consider conducting a planned action Environmental Impact Statement (EIS), or a similar approach, to do full environmental and transportation analysis. 3. Update zoning map, land use regulations, and Capital Improvements Plan to reflect the subarea vision. 4. Update subarea plan as final decisions on light rail alignments are made. These near-term steps should be prioritized in the City’s funding strategies. Following these technical analysis, the City may consider projects that would help catalyze private investment, and spur implementation in the area. Potential catalyst projects that hte city may consider include: • Implementation of the intersection and corridor improvements identified in this plan. • Establishing a new central open space below the utility corridor, north of S Grady Way. • Providing an expanded natural area to enhance Rolling Hills Creek and provide a stronger buffer between I-405 and future development. Other recommendations included in this plan may be refined by the technical analysis and ongoing coordination with key stakeholders and community members. The goals of this plan, along with the key principles included in each of the element sections, will help ensure the future Rainier/ Grady Junction neighborhood aligns with the vision of this plan. AGENDA ITEM #1. a) 84 City of Renton IMPLEMENTATION TABLE The following table lists the recommendations of each of the sections of this plan and assigns each a time-frame, preliminary assessment of cost, and identifies responsible parties and partners. Recommendation Responsible Parties $Stakeholders Time-Frame Land Use LU-1 Update zoning within the core area and along Lind Ave S to be consistent with this plan’s vision. Planning $Near-term LU-2 Revise approach to the existing automall overlays in the area Planning $Near-term LU-3 Create new design standards for the core area Planning, Transportation $Near-term LU-4 Apply development guidelines to the southwest area to promote sustainable design and planned campus infill development. Planning, Transportation $Mid-term LU-5 Establish strong communication with existing businesses in the area and establish programs to provide support prior to and during redevelopment Economic Development, Planning $Near-term - ongoing LU-6 Create a new MFTE area in a portion of the subarea core. Planning, Economic Development $ $Near-term LU-7 Develop parking strategies for the core redevelopment area, particularly in mixed-use areas where balancing residential and commercial use needs is important. Planning, Transportation $Mid-term LU-8 Consider implementing a zoned parking program for the South Renton Neighborhood, to limit impacts of parking in the neighborhood following redevelopment. Planning, Transportation $Mid-term/ Long-term LU-9 Provide a graceful transition to the South Renton Neighborhood at the north of the core area using both physical and programmatic options. Planning $Mid-term LU-10 Subsequent environmental (SEPA) analysis associated with this project should include study of flood hazard mitigation and stormwater management for the core redevelopment area and opportunities to increase future resilience of the area. Planning, Transportation, Utility Systems $ $Next step? LU-11 Consider the human health risks of air pollution from adjacent highways and high-traffic arterials when locating residential development, and identify ways to mitigate the impacts through site planning and building design. Planning, Economic Development $ $Near-term - Mid-term LU-12 Assess feasibility and implement public investments to catalyze future development. Planning, Economic Development, Transportation, Utility Systems $ $ $Near-term (feasibility) Mid-term (implement) LU-13 Pursue Planned Action EIS to conduct technical analysis of environmental impacts and mitigation strategies. Planning, Economic Development, Transportation, Utility Systems $ $Next step? AGENDA ITEM #1. a) 85Rainier/Grady Junction Subarea Plan Recommendation Responsible Parties $Key Stakeholders Time-Frame Multimodal Access and Transportation 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 Ave S corridors. Planning, Transportation $ $Near-term MT-2 Coordinate 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. Planning, Transportation $Near-term MT-3 Implement planned pedestrian and bicycle infrastructure identified in the City of Renton’s Bike and Trails Master Plan and current city projects. Transportation, Planning $ $ $Near-term - mid-term 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. Transportation, Planning, Sound Transit $Near-term MT-5 Add buffered sidewalks along both sides of Lake Ave S and Shattuck Ave S. Transportation, Planning $ $ $Near-term - mid-term MT-6 Develop a curb management strategy around the transit center to ensure circulation and space for pick- up/drop-off and ride-sharing. Transportation, WSDOT $Mid-term 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. Transportation, Planning $ $ Near-term MT-8 Improve intersection at key locations along Rainier Ave S to ensure strong multimodal connectivity to the transit center and for redevelopment. (See also MT-3) Transportation, Planning $ $ $Near-term - mid-term MT-9 Improve intersections for pedestrians and bikes along S 7th St to increase safety and promote stronger connections to the transit center and downtown. Transportation, Planning $ $ $Near-term - mid-term MT-10 Improve transit facilities at bus stops to improve safety and comfort for people riding transit. Transportation, Planning, KC Metro $ $ $Near-term - mid-term MT-11 Include multimodal improvements with near- term and long-term roadway and highway projects Transportation, Planning, WSDOT $ $ $Long-term MT-12 Identify funding and initiate a follow-up study to refine the scope of work and refine the comparison of options 1, 2, and 3. Transportation, Planning $Mid-term AGENDA ITEM #1. a) 86 City of Renton Recommendation Responsible Parties $Key Stakeholders Time-Frame Multimodal Access and Transportation (continued) MT-13 Expand the scope of work for the follow-up study to consider origin density, employment density, and proximity to key destinations like a downtown core. Transportation, Planning $Mid-term MT-14 Future studies should consider including cost-benefit analysis and racial equity as evaluation criteria. Transportation, Planning $Mid-term MT-15 Continue to coordinate with Sound Transit to ensure LR alignment and station area location. Transportation, Planning, Sound Transit $ $Mid-term / Long-term Urban Design and Open Space UD-1 Create a central park under the utility corridor to provide safe gathering, recreation and children’s play opportunities. Planning, Parks $ $ $Overhead power utility Mid-term UD-2 Create a central town square plaza adjacent and connected to the E-W main street to provide a central space for community gathering and celebration. Planning, Parks $ $ $Property- owners, Developers Mid-term UD-3 Construct a central E-W Main Street that supports active commercial uses and creates a lively center for the core redevelopment area. Planning, Transportation $ $ $Property- owners, Developers Mid-term UD-4 Ensure streets support public life by incorporating ample space, strong buffers, shade and weather protection. Planning, Transportation $Mid-term UD-5 Expand the existing buffer of Rolling Hills Creek and provide a more continuous natural area buffer between the core redevelopment area and I-405. Planning, Parks $ $ $Mid-term UD-6 Explore opportunities for sustainable design and improved ecological connections through infill development in the southwest. Planning $Mid-term UD-7 Create major and neighborhood gateways that help create a sense of place and relate to community and ecological themes. Planning $ $Mid-term UD-8 Apply the existing urban design guidelines to any new zones, or updated existing zones, within the core redevelopment area. Planning $Near-term UD-09 Ensure that new development either goes through master plan or PUD review process. Planning $Near-term UD-10 Consider granting relief on a case-by- case basis regarding ground floor commercial requirements where less feasible in exchange for public amenities. Planning $Near-term UD-11 When considering flood risk and design, consider ADA access and meaningful pedestrian connections between sidewalk, relationships between street and building elevations and, equity impacts of businesses that could potentially be impacted by floods. Planning, Transportation, Utilities $Near-term - mid-term UD-12 Require new residential buildings to use design strategies that promote healthy indoor air quality. Planning $Near-term AGENDA ITEM #1. a) Plan Adoption Briefing to Committee of the Whole September 13, 2021 Paul Hintz, Senior Planner phintz@rentonwa.gov 425-430-7436 Katie Buchl-Morales, Associate Planner kbuchl-morales@rentonwa.gov 425-430-6578 AGENDA ITEM #1. b) New Investments (image: Sound Transit) •New transit center at Rainier Ave S and South Grady Way •Approximately 700 parking stalls, bus bays, bus layover and drop off areas •Existing downtown transit center to remain as a transit hub •I-405 Bus Rapid Transit (BRT), 2024 •Sound Transit system expansion •Fast arrivals and departures aided by new bus lanes •Frequent service, every 10 minutes during rush hour AGENDA ITEM #1. b) The Subarea AGENDA ITEM #1. b) Plan Elements 1.Multimodal Accessibility •Identify pedestrian and bicycle infrastructure needs •Strategize ways to prevent overflow parking in South Renton •Explore, at a conceptual level, the potential for future light rail 2.Land Use •Identify needed zoning and development regulation updates to ensure the housing, commercial areas, and public spaces meet plan goals 3.Urban Design •Through-block connections •Streetscape cross-sections 4.Health and Equity •Recommend mitigation for impacts such as air quality and pollution •Assess equity of access to transit, services, and amenities.AGENDA ITEM #1. b) Process •Assess Existing Conditions: •Inventory existing and planned infrastructure investments •Existing Conditions Report (character of area, current and expected traffic volumes, existing land use policies/regulations, demographics, jobs, etc.) •Visioning: •Engage the community (Council, stakeholders) to understand their ideas, values, goals, and local knowledge •Identify goals, assets, challenges, guiding principles, and a vision •Develop of Proposals: •Identify solutions to challenges, identify zoning and development regulation updates, design standards, streetscape designs, etc. •Refinement of Plan: •Review of refinement efforts (above) with staff and stakeholders (separately) •Creation of visual renderings •Integration of comments from public and Council •Final briefing before Council AGENDA ITEM #1. b) Outreach & Engagement •Stakeholder workgroup •Renton School District, Sound Transit, King County Metro, WSDOT, Wizards of the Coast, Uwajimaya, Brotherton Cadillac, Kia Car Pros, Renton Village Associates, Renton Downtown Partnership, CMRE Partners, etc. •Interdepartmental team •Economic Development, Public Works, Community Services, Planning, etc. •Developer forums •Information exchange with affordable and market - rate developers •Bellwether Housing, RVA Cinema, Vulcan, Bridge Housing, Mercy Housing, SECO Development, Homestead Community Land Trust, etc. •Land development potential and challenges AGENDA ITEM #1. b) •Vision –sets expectations of substantial growth for the community •Funding –justifies dedication of funding and improves competitiveness in grant applications •Partnerships –lays groundwork for public and private partnerships, or at a minimum good relations •Concepts –creates concepts that will be vetted as work programs •Work Programs –establishes precedent for future work (e.g., code changes, infrastructure assessment, updates to other plans (e.g., Parks Plan) etc.) •Create regulations –any recommended code changes or rezones will be advanced as annual RMC changes. •Create Streets –any new roadways would be created pursuant to existing RMC or by development agreement. What this plan does: What this plan does not do:AGENDA ITEM #1. b) Subarea Plan Contents 1.Introduction 2.Existing Conditions 3.Process 4.Concept 5.Land Use and Livability 6.Multimodal Access and Transportation 7.Open Space and Urban Design 8.Planning for Light Rail 9.Implementation AGENDA ITEM #1. b) Subarea Plan Contents 1.Introduction 2.Existing Conditions 3.Process 4.Concept 5.Land Use and Livability 6.Multimodal Access and Transportation 7.Open Space and Urban Design 8.Planning for Light Rail 9.Implementation Today’s focus AGENDA ITEM #1. b) Concept AGENDA ITEM #1. b) Concept Main Street as central spine. Mixed use development around the transit center. Safe street crossings and shared-use paths to add bike/ped circulation. Sustainable design opportunities, especially in the SW.AGENDA ITEM #1. b) Core Area Overview AGENDA ITEM #1. b) Land Use and Livability – Key Principles 1.Create a mixed-use neighborhood at the center of the core redevelopment area and bring new residential uses to the subarea. 2.Create smaller nodes of mixed-use development at key intersections along Lind Ave SW. 3.Encourage a wide variety of commercial uses across the subarea •Within the core area, focus on pedestrian-oriented retail around the transit center and within the heart of the mixed- use neighborhood at the center of the core area. Regional retail can be located at the east and west ends of the core area. •Intensify existing employment opportunities in industrial area west of Lind Ave SW and in the southwest portion of the subarea. 4.Once the core area begins to redevelop, encourage infill development north of S 7th St to provide a stronger urban connection between the transit center and Downtown Renton.AGENDA ITEM #1. b) Land Use AGENDA ITEM #1. b) •Expand the MFTE program to help incentivize housing opportunities in proximity to the future transit station. •Final plan to include a new recommended area and parameters (i.e., duration, market rate vs. affordable, etc.). •Recommended area will not become effective until the new program location is adopted by Council and amendments made to the Renton Municipal Code. Multifamily Housing Property Tax Exemption AGENDA ITEM #1. b) 1.Develop a new street network that provides strong multimodal connectivity and human-scale block sizes. 2.Provide safe crossings for pedestrians and bicyclists across S Grady Way, between Rainier Ave S and Talbot Rd S, and streetscape improvements along the corridor, such as landscape buffers and wide sidewalks. Multimodal Access & Transportation –Key Principles AGENDA ITEM #1. b) 3.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. 4.Improve intersections at key locations to provide safe connections to the transit center and Downtown Renton. 5.Pursue near term and long-term opportunities to connect the southwest section of the subarea to the transit center. 6.Retain opportunities for a potential future light rail alignment and station with strong connections to the transit center. Multimodal Access & Transportation –Key Principles AGENDA ITEM #1. b) Multimodal Street Grid AGENDA ITEM #1. b) Ped/Bike Connections AGENDA ITEM #1. b) Access to Transit Center AGENDA ITEM #1. b) Open Space and Urban Design – Key Principles 1.Create a central “main street”with pedestrian oriented retail and higher density residential with ample streetscape amenities. 2.Design and build streets with excellent pedestrian conditions and landscaping. 3.Establish parks and public open spaces under at least a portion of the power line corridors, where they can be activated by redevelopment and/or programmatic uses (sports, food trucks, etc.) 4.Provide a central plaza or other open space for public gatherings surrounded by active uses. 5.Enhance the stream buffer along the north edge of I-405. 6.Require residential open space as part of new residential development and small pedestrian oriented open spaces as part of commercial development. AGENDA ITEM #1. b) Open Space AGENDA ITEM #1. b) Open Space AGENDA ITEM #1. b) Core Area –Bird’s eye view & street view AGENDA ITEM #1. b) Planning for light rail transit AGENDA ITEM #1. b) •Flexibility needed for ground floor commercial uses •Continued coordination needed to prevent displacement of existing businesses •Pedestrian access and safety crossing S Grady Way remains a primary concern, further study and ROW improvements should be prioritized •Continued coordination needed throughout the SRTC design phase to address non-motorized access/circulation •Update from Sound Transit: SRTC parking garage is not expected until 2034. In 2022 Sound Transit will begin planning an interim parking facility. Stakeholder Feedback AGENDA ITEM #1. b) •MFTE Program Expansion: Ongoing •Planning Commission, Public Hearing: September 15, 2021 •Planning Commission, Deliberation and Recommendation: October 6, 2021 Next Steps AGENDA ITEM #1. b) Questions? Paul Hintz, Senior Planner phintz@rentonwa.gov 425-430-7436 Katie Buchl-Morales, Associate Planner kbuchl-morales@rentonwa.gov 425-430-6578 AGENDA ITEM #1. b)