HomeMy WebLinkAboutORD 5623CITY OF RENTON, WASHINGTON
ORDINANCE NO. 5623
AN ORDINANCE OF THE CITY OF RENTON, WASHINGTON, ADOPTING
AMENDMENTS TO THE CITY'S 2004 COMPREHENSIVE PLAN.
WHEREAS, the Council has heretofore adopted and filed a Comprehensive Plan and the
Council has implemented and amended the Comprehensive Plan from time to time, together
with the adoption of various codes, reports and records; and
WHEREAS, the Planning Commission has heretofore fully recommended to the Council,
from time to time, certain amendments to the City's Comprehensive Plan; and
WHEREAS, RCW 36.70A.130 allows routine amendments to the Comprehensive Plan
only once a year; and
WHEREAS, the Planning Commission has held a public hearing on this matter on June 1,
2011; and
WHEREAS, the Planning Commission has made certain findings and recommendations
to the Council; and
WHEREAS, the Council has duly determined after due consideration of the evidence
before it that it is advisable and appropriate to amend and modify the City's Comprehensive
Plan; and
WHEREAS, such modification and elements for the Comprehensive Plan being in the
best interest for the public benefit;
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF RENTON, WASHINGTON, DOES
ORDAIN AS FOLLOWS:
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ORDINANCE NO. 5623
SECTION I. The above findings and recitals are found to be true and correct in all
respects.
SECTION II. The following Comprehensive Plan elements are hereby modified,
amended and adopted in part: Introduction, Vision, Community Design Element, Economic
Development Element, Land Use Element, Transportation Element and Community Planning
Element, as shown on Attachments A-G, respectively, and incorporated herein as if fully set
forth.
SECTION III. This ordinance shall be effective upon its passage, approval, and five (5)
days after publication.
PASSED BY THE CITY COUNCIL this 19th day of September 2011.
Bonnie I. Walton, City Clerk
APPROVED BY THE MAYOR this19th day of September , 2011.
Denis Law, Mayor
Approved as to form:
Lawrence J. Warren, City Attorney
Date of Publication: 9/23/2011 (summary)
ORD.1719:7/6/ll:scr *
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ORDINANCE N0.5623
ATTACHMENT A
AMENDMENTS TO THE INTRODUCTION TO THE COMPREHENSIVE PLAN
Amended 08/08/11 ORDINANCE NO. 5623
CITY OF RENTON
COMPREHENSIVE PLAN
INTRODUCTION
It is the City of Renton's primary responsibility to provide public services and facilities,
develop policies, and adopt regulations that ensure the public health, safety, and
welfare of its citizens. The City government is also charged with directing the growth of
the City so that quality of life of the community and opportunities for its citizens remain
high. The guide for Renton's growth and development is the Comprehensive Plan.
The Comprehensive Plan and the Growth Management Act
The City of Renton Comprehensive Plan (Plan) is in compliance with the Washington
State Growth Management Act of 1990 (GMA). The GMA requires cities and counties in
rapidly growing areas to adopt Comprehensive Plans that include policy direction for
land use, housing, capital facilities, utilities, and transportation. All parts of the Plan
must be consistent with each other and with adopted statewide, regional, and
countywide planning goals.
Statewide planning goals include provisions that discourage urban sprawl, support
affordable housing, protect the environment, and support provision of adequate urban
services. In addition to these requirements, plans must be designed to accommodate
20-year growth forecasts, determined by regional agencies and local jurisdictions, within
well-defined "urban growth areas."
Regional or countywide planning has defined "urban centers" in locations where
concentrations of people and uses that can be served by transit are desirable. Cities
and counties have worked cooperatively to identify where the provision of urban
services may be appropriate (the Urban Growth Areas), and where rural levels of
service, agriculture and low-density population and low intensity uses will be situated
(Rural Areas). Regional policy provides for "urban separators" between and within
urban areas to define and shape communities, to protect significant environmentally
constrained lands, and provide urban open space.
The Plan is a broad statement of community goals, objectives, and policies that directs
the orderly and coordinated physical development of the City. Renton's Plan anticipates
change and provides specific guidance for future legislative and administrative actions.
It is the result of citizen involvement, technical analysis, and the creativity and
experience of decision-makers in City government.
The vision, goals, objectives, policies, and maps of the Plan provide the foundation for
the regulations, programs, and services that implement the Plan. The Plan serves as a
guide for designating land uses, infrastructure development, and community services.
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The Plan is designed to be a functional document that guides Renton's future
development and fulfills the City's regional responsibilities toward state-mandated
growth management.
The Plan contains background information on Renton's history and profile, citywide
trends, and local and regional growth projections.
The Plan summarizes a Vision for Renton that has been endorsed by the community.
The chapters or "Elements" of the Plan contain goals, objectives, and policies that
further the evolution of the City toward attaining that Vision.
The Comprehensive Plan includes the following State mandated "Elements":
• Capital Facilities
• Housing
• Land Use
• Transportation
• Utilities
Renton also includes the following Optional Elements:
• Community Design
• Economic Development
• Environment
• Parks, Recreation, Open Space and Trails
• Human Services
Community Plans and Neighborhoods
The Comprehensive Plan is a citywide document that provides policy guidance for the
growth and the development of the City as a whole based on a community vision.
Beginning in 2009, the City will begin to work on a series of Community Plans that
establish a vision and for each geographical subarea within the City. The goal is to
include all of the neighborhoods of the City in a Community Plan. Community planning
will involve residents, businesses, and other stakeholders with a goal of developing a
policy document to provide focused direction on topics such as growth, land use, capital
improvements, urban design, and quality of life. Each plan will be unique to the
community that creates it, and will be updated at regular intervals to reflect the
changing needs and goals of the neighborhood.
The Planning Process
Renton residents, business owners, and City staff work together to shape the future of
the community through the ongoing development of the Plan. The planning process
provides an opportunity for individual citizens to contribute to this effort by attending
community meetings to identify, study, and resolve issues of concern or by serving on
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committees, task forces, boards, or commissions that function as citizen advisors to the
City Council (Council).
Because public input is vital to effective planning, community groups, businesses, and
individuals are invited and encouraged to work with City staff to identify and achieve
community goals. The following principles should guide the planning process:
• Encourage and facilitate public participation in all phases of the planning
process.
• Work to ensure that the planning process is accessible to all citizens, that it is
consistent, timely, and can be widely understood by all potential participants.
• Base land use decisions on the interests of the entire community and the goals
and policies of the Plan.
• Demonstrate that proposed land use change responds to the interests and needs
of the entire City and the neighborhoods directly impacted by the project, as
well as the property owner and the project proponent.
• Balance the interests of commercial and residential communities when
considering modifications to zoning or development regulations.
• Encourage and emphasize open communication between developers and
neighbors about land use issues.
• Strive for compatibility of land use within the City.
The primary responsibility for formulating the Plan rests with the Planning Commission
(Commission). The Commission is a committee of citizen volunteers, appointed by the
Mayor, to make recommendations to the Council for land use policy changes to the
Plan. Before making a recommendation, the Commission conducts public hearings on
behalf of the Council. The Commission weighs information and comments presented by
individual citizens and community organizations as it prepares Plan revision
recommendations to the Council.
The Council makes the final planning decisions. The Council is responsible for initiating
plan reviews, considering Commission recommendations, and adopting amendments to
the Plan. To implement the Plan, the Council is also responsible for adopting the City
budget, regulations and programs, levying taxes, and making appropriations.
Changing the Comprehensive Plan
Because the City is constantly evolving, it may be occasionally necessary to make
revisions to the Plan. These changes are in the form of amendments to the Plan. The
Council considers amendments to the Plan, based on recommendations made by the
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Commission, once a year (unless in the case of an emergency). The Mayor, Council,
Commission, or private parties may submit proposed amendments.
Implementing the Comprehensive Plan
After adoption of the Plan, the next step toward realizing the City's Vision is
implementation. The Plan is implemented through a variety of programs and functional
systems plans including water and sewer plan, parks, recreation and trails plan, transit
and transportation corridor studies, human services programs, the City's housing repair
program, and the Capital Improvement Plan. The City's subdivision and zoning
regulations also implement the plan. Figure 1 illustrates the Comprehensive Plan
Elements and implementing plans and programs.
Figure 1
Proposed
GMA COMPREHENSIVE PLAN
AND IMPLEMENTATING PLANS/REGULATIONS
CAPITAL
FACILITIES
COMMUNITY
DESIGN
ECONOMIC
DEVELOPMENT ENVIRONMENTAL
HOUSING/
HUMAN
SERVICES
PARKS/
RECREATIONAL
TRAILS
TRANSPORTATION
Implemented By:
| Capital Facilities
Plan '01-06
Capital
Improvement
Program
Comprehensive
i Park, Recreation,
& Open Space
Pian
Fire Capita!
Facilities
Plan
Surface Water
Utility Capital
Facilities Plan
Transportation
| Capital Facilities [
Plan
Wastewater
I Capital Facilities I
Plan
Design Guidelines
Streets/
Subdivision
Parking
Regulations
Business
Recruitment
Programs
City Advertising
Campaign
Streets/
Subdivision
Parking
Regulations
ESA Action Plan
Shoreline Master
Program
Streets/Subdivision
Parking Regulations
Housing
Repair
Program
King County
Housing
Consortium
Consolidated
Plan
Airport Land Use
Compatibility Pian
Design Guidelines
Historical
Inventory
OTAK Downtown
Streets/
Subdivision
Parking
Regulations
Sub Area Pians:
Downtown/ Cedar
Park
Highlands
South Renton
Capital
Improvement P
Comprehensive
Park, Recreation,
& Open Space
Plan
Design Guidelines
Trails Master Plar
Airport Master Plan
Update
Six Year
Transportation
Improvement
Program
I Comprehensive ^
Solid Waste
Management
Plan
Long Range
Wastewater
Management
Plan
Surface Water
| Comprehensive
Plan Update
Wastewater
System Plan
Water System
j Comprehensive
Water Capital
Facilities Plan
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CITY OF RENTON BACKGROUND
Location and Physical Setting
Renton is located at the south end of Lake Washington on the edge of metropolitan and
rural King County. Renton covers more than 25 square miles of land and is bordered by
King County, Kent, Tukwila, Newcastle, and Bellevue with Seattle nearby.
Its location, approximately equidistant from the central business districts of Seattle and
Bellevue and within proximity to Tacoma, places Renton in the center of a region that is
the economic hub of the Northwest. The City is at the crossroads of a regional
transportation network where seven state and federal highways converge and is central
to regional, national, and international air travel.
The natural features that define the edges of the City and its neighborhoods include the
lake, hills, plateaus, stream corridors, and river valleys. While development overtime
has changed the appearance of the community, the natural features have generally
remained constant.
Abundant, green wooded areas characterize the hillsides encircling the downtown and
along the Cedar River, May and Honey Creeks. The topography and location of the City
afford beautiful views of a variety of significant natural features including Mt. Rainier,
Lake Washington, and the Olympic and Cascade Mountains.
Renton's residential areas have traditionally been organized around schools, parks, and
other institutions. Both new and existing neighborhoods offer diverse housing stock
that is wide-ranging in unit size, style, type, and price. Although it is one of the older
cities within the region, Renton still has vacant and underused land in many
neighborhoods, including the downtown, that offer an opportunity for growth.
Renton's Past
Duwamish Native Americans were the earliest known people to live in what is now
Renton. The Duwamish had their village near the confluence of Lake Washington, the
Cedar and Black Rivers, at the base of Earlington Hill.
In 1853, east coast entrepreneur Henry Tobin arrived, and recognizing the advantages of
the physical location, laid claim to the area near where the Cedar entered the Black
River. Being at the confluence of two rivers near a large lake was thought to be ideal for
siting a future city for industrial and commercial growth, with the opportunity for
navigable transportation nearby. Officers of the Renton Coal Company formally
established the City of Renton in 1875 with the filing of a plat. That plat included what
is now the downtown core.1
Early industries and businesses included coal mining, lumber harvesting, brick making,
and rail and freight transportation. Early grocery stores and other family-run stores
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were located in what is presently downtown Renton. Both the Walla Walla Railroad and
the Puget Sound Electric Railway linked the downtown core to other communities. In its
early days, Renton had many businesses including banking and drug, hardware, junk,
grocery, clothing, and home furnishings stores. In 1901, upon incorporation, the City
had a total area of one square mile. Since then, incremental annexations have
increased the size of the City to encompass approximately 17.3 square miles.
Employment in Renton was dominated by industry from when the City was first settled
in the mid 1800's. Because of the nearby forests and proximity to water for transport,
the first local industry was timber harvesting and processing. Beginning in the 1870's
and continuing through the 1940's, Renton was known for its coal mining and brick
making operations. Other industries included production and transport of lumber, and
the supply of steel, pig iron, and equipment to railroad companies. During this period,
the City established itself as an important industrial center.
The identification by the US Navy of Renton's location on Lake Washington as ideal for
production of a "flying boat," prior to the nation's entry into World War II, was a
significant turning point in the history of the City. Only one was actually produced, but
that project led to what became the home of future aircraft that changed the aviation
industry.
The Navy transferred the land to the US Army and The Boeing Company Renton Plant
subsequently produced the B-29 high-altitude bomber for the Army Air Corps.
Renton has also been the location of Pacific Car and Foundry (PACCAR) since the
beginning of the twentieth century. During World War II, PACCAR transitioned from
building railroad cars to Sherman tanks.
The Boeing Company's manufacturing and assembly plant at the south end of Lake
Washington dramatically influenced the City's future. Rapid growth of The Boeing
Company and PACCAR accelerated the City's rise as a regional industrial and
employment center. In the decade from 1940-1950, Renton was transformed from a
small town of 4,500 to a thriving city with a population of 16,039.
With the shift away from rail, toward automobile and truck transportation in the 1940s
and 1950's, a new type of regional transportation hub was created in Renton. Two
major freeways (Interstate 405 and SR 167) and three State highways (SR 900, 515, and
169) augmented and replaced the rail system. This road system was developed to
provide a regional network allowing access around Lake Washington to serve the
Renton industrial area. During this period, the transportation demand shifted from
exporting raw materials to importing a major work force.
The industrial employment centers developed at the same locations formerly occupied
by extractive industries-perhaps in part because the transportation network to serve
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these sites was already well established. This became important because the industrial
area remained in the heart of the City and was served by a transportation network that
converged on the downtown area.
As the twenty-first century begins, Renton is again experiencing transition of its
downtown industrial area, as the Boeing Renton Plant within Renton's Urban Center
becomes available for redevelopment as mixed-use residential, retail/commercial,
office, and light industrial uses. Once again, the transportation network will further the
transition.
Community Profile
Renton has grown from a single square mile on the shore of the lake, to over 25 square
miles spread across the Cedar and Green River Valley floors and onto the adjacent hills.
Once separated by rural areas and open space, Renton and its neighbor cities are
growing together and have become part of the larger Puget Sound metropolitan region.
Incorporated in 1901, Renton is fifth oldest of King County's 39 cities and ranks fifth in
the County in population size.2 Renton is the 11th most populous city in the state9 and
King County is the seventeenth most populous county in the nation.2
The 2000 U.S. Census indicated that Renton had a population increase over the previous
ten years of more than 20 percent. Only 1.5 percent of the increase is attributable to
annexations. Renton is currently home to 78,780 people, resulting in a growth rate of
over 57 percent between 2000 and 20089. However, in this period more than 34
percent of the increase is attributable to annexations10.
As the population of the City grows, it also becomes more diverse. The 2000 census
indicated that 68 percent of the population considers itself as white, a change from 84
percent from the previous census. Both the Asian/Pacific Islander and Hispanic/Latino
populations more than doubled during the 1990s and the number of Hispanic students
in Renton schools increased by 379 percent3.
The median household income in 1990 of $32,393 increased almost 30 percent by 2000
to $45,8202. The average wealth of Renton households is $226,3955. Approximately 8.5
percent of the working age population (18 to 64) lives below the poverty level2. The
assessed value of Renton's land area (in thousands of dollars) is 6,272,632.6
Almost 52,000 people work for 2,312 employers5 and at 1,517 businesses in Renton.
These jobs are divided into sectors by type. Manufacturing, with almost 21,000 jobs,
remains Renton's largest sector. This indicates that The Boeing Company and PACCAR
remain major players in the local and regional economy. The next most significant
sector, with 11,413 employees, is the Finance, Insurance, Real Estate, and other Services
sector2.
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Additional information summarizing Renton population and household characteristics is
available in the document "The Changing Face of Renton" prepared by the City Human
Services Division of the Community Services Department. This document summarizes
the 2000 Census data for the population within Renton's year 2000 city boundaries and
is available on the City's website at www.ci.renton.wa.us. Additional information about
populations in the unincorporated areas surrounding the City is available from the King
County Annual Growth Report available on the County website at www.metrokc.gov.
TRENDS
Renton, historically, has been a small town and in many ways it still resembles a small
city. But several factors place it on the threshold of change: the continuing transition of
Renton's industrial sector; regional population growth; and its location at the crossroads
of local, national, and international transportation. These factors foreshadow a new
role for Renton as an important metropolitan center in the region.
Renton, along with the rest of the Northwest, has been experiencing an increase in
professional and service jobs over the past few years. Boeing's related research and
development facilities in and around Renton were a major factor in the development of
office parks south of the downtown and at the north end of the Green River Valley. At
the same time, there has been increased demand for goods and services as evidenced
by the number and types of commercial businesses in the City.
Vacant land remains scattered throughout Renton, but as infill development continues,
land will become an increasingly scarce resource. Some vacant land, located outside of
the Urban Center, may be environmentally sensitive and not suitable for full
development. As annexations occur, more undeveloped land will become available. In
2005, there are approximately 975 acres of vacant and developable land within the City
of Renton. Of this, the largest blocks of vacant land are generally found in Renton's
outlying areas. Smaller parcels that are available for development can be found in the
City's existing neighborhoods. [Note: For a discussion of trends in residential land use,
see the Housing Element of this Plan]
The challenge for Renton is to manage growth in a manner that maintains the desirable
features of the City while being flexible enough to take advantage of opportunities for
change.
Urban Center
As the twentieth century closed, development occurring outside of the City affected the
character of Renton. Regional shopping centers competing with Renton's downtown
retail core resulted in a shift in marketable goods in the downtown from general
merchandise to specialty items. In response, several significant developments were
made to begin the transition from a stagnant small town core to a new urban center.
City-initiated redevelopment of the Piazza area, including a central park, multi-story
Amended 08/08/11 ORDINANCE NO. 5623
public parking garage, a transit center, and performing arts center enhanced several
privately initiated mixed-use residential/commercial developments.
In addition to this energetic infusion of creative energy and financing in the Urban
Center-Downtown, changes in The Boeing Company business plan resulted in a concept
for the Urban Center-North, comprised of almost 300 acres of the Boeing Renton Plant
site. This is the first step toward transition of an area used for industrial manufacturing
for over sixty years into an urban mixed-use neighborhood.
Within the next few years, as the first redevelopment of the Boeing Renton Plant area
occurs, it is anticipated that major national retailers will locate in Renton providing
additional economic development for the City, and a wide range of goods and services
within Renton's Urban Center. As this change occurs, it is anticipated that Renton's
historic downtown will be rejuvenated as a mixed-use specialty retail/residential area
while the Urban Center-North will become a new urban community incorporating
employment, retail, residential and entertainment sectors.
Commercial Corridors
Due to relatively low land cost, a number of low intensity, suburban-type commercial
areas exist along Renton's commercial corridors. This pattern of development will likely
continue until land values rise. Evidence of this development pattern can be seen along
Rainier Blvd and NE 4th Street. Strip commercial is another common result of low
intensity development, especially along principal and major arterial routes; one example
is along both sides of Benson Road, south of Carr/SE 176th. The Comprehensive Plan
Land Use Element sets a policy directing transition of these areas away from strip
commercial development patterns in the future. The objective is to use site planning
tools to connect businesses and residential areas as well as promote more attractive
vehicular corridors and parking areas. The City is undertaking several major corridor
studies anticipating boulevard treatments encompassing improvements in transit
accessibility, pedestrian use, traffic flow, efficient business access and corridor
landscaping. It is anticipated that the major commercial corridors will be evaluated for
boulevard treatments over the next several years.
Institution
The expansion of the Valley Medical Center is expected to continue, although like
Renton Technical College, available land is limited. As both of these institutional uses
grow to serve the region, they will need to expand beyond their current boundaries or
intensify land use within existing campuses.
Industrial
Industrial employment, especially manufacturing, is declining nation-wide. In the Puget
Sound region, while the proportion of jobs in the industrial sector is projected to
decline, the number of manufacturing jobs in this area is expected to remain relatively
stable, at least through the year 2020.
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In Renton, the most noticeable changes are occurring in the mix and type of industrial
activities within the City. Most noticeable is a trend away from heavy
industrial/manufacturing toward medium and light industrial uses. Although
manufacturing is expected to remain stable and industrial jobs are expected to decline,
the number of light and medium industrial jobs in
wholesale/transportation/communications/ utilities is projected to nearly double in the
Renton area through 2020. Renton sees itself as an ideal market area for uses based on
the biotechnology industry. In addition to Renton, several Puget Sound Region urban
areas are competing for this niche market.
Changes are expected to occur in Renton's heavy industrial employment incrementally
over a long period of time. Some heavy industrial areas, such as the Boeing Renton
Plant in North Renton, are being redeveloped into other uses that will largely replace
industrial employment with other types. Other City heavy industrial sites subject to
redevelopment may have inadequate infrastructure or high costs of hazardous material
cleanup that could limit redevelopment or delay it until land value and demand
increases. In other cases, viable heavy industrial uses exist and will continue to operate
for several years, but property owners may anticipate a change in use over the long
term. Although the rate of change in industrial lands is slow, it is significant because if
too much land is converted to non-industrial uses, it could have a detrimental effect on
retaining the industrial base. Within the Green River Valley, land use policy changed
over the last ten years to allow a market-driven transition from industrial and
warehousing uses to general commercial and retail. While existing industrial businesses
are encouraged to operate and expand, they are no longer protected by an industrial-
only protective zoning policy.
Office
In Renton, commercial uses and services were adversely affected by the downturn in
the information technology industry in the late 1990's. The biggest impact of this event
however, was on office vacancies, which rose significantly and at mid-decade, were just
starting to turn around. This situation slowed the demand for office and service uses,
which until then were healthy indicators of the regional and local shift from an industrial
base to a service base.
Another trend is a blurring of land use category descriptions as technology changes the
way work is done and more activities include office and computer components. This
change is manifested by an increase in the mixes of uses, either within one company or
within one building or complex. For example, many businesses are constellations of
light industrial, manufacturing, research and development, and office uses. The ideal
situation, in terms of regional needs (reduction of traffic on arterials for example), may
be to add residential uses to that mix.
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Annexation and City Boundary
As a requirement of the Growth Management Act, King County and the cities in King
County have jointly developed Countywide Planning Policies. One of those adopted
policies calls for the annexation of areas that are inside the Urban Growth Boundary but
outside of city limits. The policies also establish 2012 as the target year for that policy
to be fulfilled. As part of the review and ratification of the Countywide Planning
Policies, the City of Renton identified several unincorporated areas as places where the
City could logically provide services and designated them as Renton's Potential
Annexation Area (PAA). Renton's PAA includes: the East Renton Plateau, Fairwood, and
the West Hill.
It is anticipated that annexations within these PAA areas will significantly increase the
land area and population of Renton over the next ten years. As these areas become a
part of the City of Renton, the policies and land use designations of the Comprehensive
Plan will be applied upon annexation.
Schools
The City of Renton is presently served primarily by the Renton School District, although
a small area at the City's eastern boundary is within the Issaquah School District and a
small area at the City's southern boundary is within the Kent School District. The PAA is
served by Renton School District (West Hill), the Kent School District (Fairwood), and the
Issaquah School District (East Renton Plateau).
Following its peak in 1970, Renton School District enrollment declined at the rate of 15
percent during the 1970's and 10 percent during the 1980's. Enrollment increased,
however between 1990 and 2000, by 18 percent. Enrollment has continued to grow
and an increased need for facilities in the district is anticipated based on projected
population growth within the city and the PAA.
The proportion of Renton residents served by the Issaquah School District on the East
Renton Plateau and the Kent School District in the Fairwood area will increase as lands
within the PAA come into the City. Expected population growth in the area served by
the Issaquah School District is expected to support expansion of school facilities in this
area. Renton collected impact fees for the Renton School District, the Issaquah School
District, and the Kent School District and expects to continue doing so to keep pace with
growth.
Religious Centers
The trend over the past few decades has been for religious groups to provide a wider
range of services to their members and the public at large. Food banks, teen clubs,
adult day care, and K through 12 schools are a few of the faith-based functions now
offered by the religious community. These services require additional land and facilities
for classrooms, gymnasiums, offices, parking, and social services. Hours of worship,
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once primarily limited to the weekend, have expanded to include other activities on
weekdays and evenings. As a result, these facilities are having a greater impact on
adjacent neighborhoods and the existing infrastructure but are also providing local
based service and facilities serving a broader population.
Parks, Recreation and Open Space
Renton has a well-designed and maintained parks and recreation system serving the
needs of residents of the City and PAA. City facilities and programs are currently
planned to accommodate a mix of resident and non-resident participants. Additional
parks facilities are anticipated within the City to continue to provide neighborhood
parks in developing areas. At the present time, City recreation programs and facilities
are open to non-city residents on an increased fee basis. If growth occurs in the city
limits without annexation, existing facilities will be increasingly unavailable to non-
residents. The anticipated trend in parks services is for Renton to take over County
developed parks and undeveloped future park sites as annexation occurs. Expansion of
parks facilities will be required to keep pace with population growth. Renton supports
an ambitious open space/greenway acquisition program, preserving natural areas in an
urban environment, and ensuring public access to these areas with limited development
and disturbances. It is expected that many of the sites acquired will remain relatively
undisturbed, while wildlife and habitat areas that are less fragile will be more developed
with park and recreation facilities and allow greater public use.
Transportation
There is one unchanging transportation trend within the region: traffic is increasing.
Several factors are responsible for this: the growth in population, jobs, and housing; an
increase in people commuting by single-occupant vehicles within the region and making
longer trips; the location of employment and price of housing, which influences the
length and type of trip made; and new housing development that is occurring on vacant
land in outlying parts of the metropolitan area rather than on land closer to traditional
urban centers (again, a function of the cost of housing and its relationship to the scale of
wages); and the relocation of employment areas to suburban areas (frequently a
function of land and transportation costs).
The cumulative effects of these factors are more cars on the road and greater traffic
congestion. Based on the 95 percent reliable travel time figure from the Washington
State Department of Transportation, the one-way commute time between Bellevue and
Tukwila at a.m. peak time has increased from 28 minutes in 2004 to 32 in 2006
Commute time for the return trip during the p.m. peak remained the same at 27
minutes. The commute time between Auburn and Renton at a.m. peak time increased
from 24 to 30 minutes, and the reverse p.m. trip increased from 32 to 36 minutes during
the same period11.
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Transit ridership has increased by 6.44 percent since 1999 . In Renton, the South
Renton Park and Ride lot is used at the rate of 102 percent. This indicates that vehicles
are parked outside of and adjacent to the lot for the purpose of using the transit system.
Although a small number, the fact of its increase that has occurred since 2000 makes
the 8 percent of people who walk or work at home significant. This is a trend that is
expected to continue as more people telecommute and/or develop home-based
businesses that are dependent on the internet. There has also been an increase in the
number of people who commute by bicycle. Planning for improved and safer bike lanes
may contribute to this trend.
Road condition in terms of the need for overlay, re-pavement, or reconstruction is
another factor affecting the City's ability to maintain an efficient and safe transportation
system. Renton has 32.8 lane miles in need of repaving/rehabilitation out of a total 460
lane miles. At an estimated cost of $48,171 per lane mile, 43 percent of the amount
needed was budgeted in 2006.
Significant improvements are planned for the lnterstate-405 corridor. The City of
Renton is working closely with the Washington State Department of Transportation on
the 1-405 Congestion Relief and Bus Rapid Transit Projects. The Washington State gas
tax increases of 2003 and 2005 fund the 1-405/ 1-5 to SR 169 Widening Project, Stage 1
and Stage 2. The two stages of this project will add one lane on 1-405 in each direction
from 1-5 to SR 169, one lane on southbound SR 167 from 1-405 to SW 41st Street, and a
half-diamond interchange on 1-405 at Talbot Road S.
Preliminary design for future project phases is also moving forward. These project
phases are not fully funded, but ultimate design would include two new lanes in each
direction on 1-405, auxiliary lanes where appropriate, and improved interchanges,
including the SR 167/1-405 interchange. These are long-term improvements that
represent the ultimate build-out or Master Plan of 1-405. The Implementation Plan also
includes two new lanes in each direction but is an interim level of improvements,
particularly for the SR 167/1-405 interchange. As part of a long-term strategy, the
Master Plan builds on the Implementation Plan.
Most economic and growth trends will be impacted by the ability to physically move
through the City and Region and get from one place to another. Therefore,
transportation remains a key element in the overall economic picture.
Airport
The Renton Municipal Airport is a heavily used facility and demand on the Airport
continues to increase steadily. This is primarily due to the Airport's function as a
"reliever" facility for air traffic from the Seattle/Tacoma Airport. The other nearby
reliever airport, Boeing Field (the King County International Airport), is frequently
unavailable because it is functioning at about 98 percent capacity.
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Closure of other general aviation airports in the region such as those that were at
Bellevue, Issaquah, and Kent also increased the demand for small private planes and
corporate jets use in Renton. In addition, there is increased activity at the Will Rogers /
Wiley Post Memorial Seaplane Base due to closure of similar facilities elsewhere in the
region.
The expected trend is continued demand at the Airport. This demand may be balanced,
somewhat, by a corresponding decrease in Airport use by The Boeing Company as it
changes the nature of its business in Renton. For example, 2004 saw the closing of the
Boeing 757 production line. Since the Renton Airport is the existing facility used for
Boeing aircraft following assembly, this change and other Boeing corporate changes will
undoubtedly affect the Airport. The timing of anticipated changes, however, remains
unknown to the City.
Public Facilities
In Renton, the late 1990's and early part of the next decade saw a significant increase in
the inventory of major public facilities. These include the development of a "central
park" (the Piazza in downtown), a public parking garage, a transit center, a performing
arts center, a skateboard park, and a new public water park. This trend is expected to
continue as Renton develops its Urban Center and as population growth continues.
GROWTH PROJECTIONS
The Puget Sound Regional Council (PSRC) recently adopted VISION 2040, a growth
management, transportation, and economic development strategy for the 4-county
region. VISION 2040 also contains a Regional Growth Strategy that provides guidance
for planning for the roughly 1.7 million additional people and 1.2 million additional jobs
expected in the region between 2000 and 2040. King County's growth targets are
based on the Office of Financial Management population projections along with
employment forecasts produced by the PSRC. Growth targets adopted by the Growth
Management Planning Council anticipate 14,835 additional households and 28,700
additional jobs through 2031. Both forecast growth and targets are well within the
City's estimated land capacity of 12,715 units and 29,552jobs, established through the
most recent Buildable Lands requirements of the Growth Management Act (GMA).
With external factors, including the regional economy, state/federal transportation
funding and the GMA regulatory environment remaining constant or improving,
Renton's growth is anticipated to continue.
1. Renton, Where the Water Took Wing, David M. Buerge
2. "The 2007 King County Annual Growth Report," Office of Management and
Budget
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3. "The Changing Face of Renton/' City of Renton, Department of Community
Services, Human Services Division Washington State, Office of Financial
Management
4. City of Renton, Department of Economic Development, Neighborhoods, and
Strategic Planning
5. Renton Chamber of Commerce
6. King County, Office of Management and Budget and King County, Department
of Assessments
7. "Benchmark Report, September 2004," Transportation and Environment, King
County, Office of Management and Budget
8. "The 2004 Long-Term Economic and Labor Force Forecast for Washington,"
Washington State, Employment Security Department and the Office of
Financial Management
9. "Rank of Cities and Towns by April 1, 2008 Population," Office of Financial
Management
10. Rank of Cities and Towns by Numeric Population Change, with Change due to
Annexation, April 2, 2000 to April 1, 2008," Office of Financial Management
11. "Measures, Markers, and Mileposts: The Gray Notebook for the Quarter
Ending September 30, 2007," Washington State Department of Transportation
12. "Puget Sound Trends," Puget Sound Regional Council, March 2007
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ORDINANCE NO. 5623
ATTACHMENT B
AMENDMENTS TO THE VISION SECTION OF THE COMPREHENSIVE PLAN
Amended 08/08/11 ORDINANCE NO. 5623
Vision
The Vision for the City is simply stated - "Renton - The center of opportunity in the Puget
Sound Region where businesses and families thrive." These few words are intended to provide
a representation of how the City views itself at the present time and into the future. The words
communicate both truths about and hopes for the City of Renton.
The Vision words stand for much more -
• A sustainable city that promotes economic vitality, environmental quality, and social
equity
• A community that is healthy and safe, that has cohesive, well-established
neighborhoods and a growing diversity 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, and clear mountain views to enhance the experience
Renton has a city government, business community, and citizens infused with a passionate
belief that it is the best place to be. They also have the will, desire, and resources to nurture
the qualities that make it that and to make it even better in the future. That is the Vision.
The Renton Mission states, unequivocally, the responsibility of the City, "in partnership and
communication with residents, businesses, and schools" to take the steps necessary to fulfill
the Vision. These include:
• Providing a healthy, welcoming atmosphere where citizens choose to live, raise families,
and take pride in their community
• Promoting sustainable development and economic vitality
• Valuing our diversity of language, housing, culture, backgrounds and choices
• Capitalize on the diversity of the community to build stronger neighborhoods and
ensure the availability of city services to all
• Creating a positive work environment
• Meeting service demands through innovation and commitment to excellence
The Business Plan Goals, with the Vision and Mission, form the basis for City objectives and
policies. The Goals are adopted annually by the City Council. Each year objectives and
implementing policies of the Comprehensive Plan are checked against current goals and
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objectives. The resulting adjustments are formed into annual amendments to the
Comprehensive Plan.
Starting in 2009, the City will initiate a Community Planning process, where each area of the
City will be divided geographically into Community Planning Areas. Residents, businesses, and
stakeholders will develop a vision that defines their community and forms the basis for a set of
policies that address issues of growth, quality of life, design, and capital improvements.
Community Plans will be an extension of the Comprehensive Plan, and a realization of the
Vision, Mission, and Goals of the Council's Business Plan.
Current policies of the Comprehensive Plan direct future growth to the Urban Center, the core
of an economically healthy, working city, and to mixed-use areas created outside of the
downtown. Although densities of development are based on user preference and market
factors, policies encourage maximum land efficiency, even outside the Urban Center, and strive
for development that is more intense than typical "suburban" prototypes.
Ideally, the mixed-use areas will result in a reduction of transportation impacts within the City
by allowing residents to work and shop close to where they live, in both new and well-
established neighborhoods, thereby providing alternatives to single-occupant vehicles, and
maintaining a balance between parking supply and demand.
To further the goal of a balance between single- and multi-family housing, there is an objective
to increase the supply of single-family housing through infill development. Some of this single-
family infill will occur in newly annexed areas of the City, as a way to meet the desired
single/multi-family housing mix and provide efficient urban services. There is, however, a
corresponding objective to restrict expansion of traditional multi-family housing in outlying
areas and channel mixed-use/multi-family into the downtown, South Lake Washington, and the
Highlands. By this means, sufficient land capacity to accommodate future growth, including
Renton's share of projected regional housing needs, will be ensured while maintaining the
quality of life in both new and established neighborhoods.
A significant characteristic of the neighborhoods of Renton is their multi-level diversity. Most
neighborhoods include households that vary from one another in age range or generation,
economic level, and place of origin or nationality. In order to respect and protect this quality,
the City must allow for a full range of housing types to accommodate the diverse population,
from larger, "move up" homes to smaller scale single-family, multi-family, and condominium
developments, as well as to traditional single-family houses.
A goal is to enhance the present character of the City and improve the quality of life. This must
be done on several levels. On a community level, City policies support activities that strengthen
neighborhood cohesiveness. The energy of a neighborhood that strives for a greater "sense of
community" by meeting and working together can lead to amenities that make the area more
attractive or improve its function as a neighborhood center.
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On a project level, a high standard of design is a function of development standards. On the
broadest level, the City policies ensure that urbanization, economic development, and natural
area protection are balanced.
The unique setting of the City of Renton was recognized as "advantageous" from its earliest
days. Its situation on the shore of Lake Washington, its hilltop views of the expanses of the
lake, Mt. Rainier, the Cascades and Olympic Mountains, tree shrouded slopes, natural wildlife
corridors, valley neighborhoods, and the clear water of the Cedar River and the many creeks
and streams that run through the City are deeply appreciated by its residents. There is an
abiding commitment to protect, restore, and enhance environmental quality within the City.
Likewise, there is a desire to ensure quality parks and adequate open space within this
environment to meet the recreational needs of residents.
It is understood that, with other factors, the quality of the environment is dependent on the
reliability and efficiency of existing utility systems, in order to protect the public health and
safety and minimize impacts. High levels of service are maintained, while the cost of
implementation is shared in an equitable manner.
Basic to Renton's Vision is the concept that urban living provides both choice and balanced
opportunities for residents; employment and housing, recreation and religion, goods and
services, all available in the community.
To foster the balance of urban rather than suburban development patterns, the City will
encourage higher density mixed-use development in selected areas of the Commercial Corridor
designation. These selected areas are to function as living / working / entertainment nodes for
the smaller community areas of the City they are within.
To this end, the City has a responsibility to ensure availability of adequate land capacity so that
both the employment and economic base can be expanded and diversified. Policies encourage
expansion of development in the Valley and redevelopment within the Urban Center to
broaden the City's employment and economic base.
Fundamental to the Vision is a revitalized Downtown Core, within the Urban Center, that
functions as a living / working / entertainment area for both the community as a whole and for
a "24 hour Downtown population." The City will continue to work to bring a balance of uses,
consisting of retail and other commercial, office, light industrial, and residential into the
Downtown.
Redevelopment of the south Lake Washington area, within the "Urban Center - North," will
contribute to the renewed vitality of the Downtown Core. The Urban Center-North, used for
heavy industrial manufacturing and associated parking for more than 60 years, offers the
potential for an expanded Urban Center that will become a regional focus.
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The City of Renton's Vision is ambitious and far-sighted. It is the underlying structure for
policies that strengthen the character of a City that entered its second century with renewed
energy, ready to capitalize on fresh opportunities.
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ORDINANCE NO. 5623
ATTACHMENT C
AMENDMENTS TO THE COMMUNITY DESIGN ELEMENT OF THE COMPREHENSIVE PLAN
Amended 08/08/11 ORDINANCE NO. 5623
COMMUNITY DESIGN ELEMENT
GOALS
1. To raise the aesthetic quality of the City.
2. To strengthen the economy through high quality development.
3. To ensure that a high quality of life is maintained as Renton evolves.
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Purpose Statement: The purpose of the Community Design Element is to establish
policies that set standards for high quality development, improve the aesthetics and
functionality of existing neighborhoods and commercial areas, and guide the
development of new neighborhoods that are part of a better community.
Recognizing that the exceptional quality of life in Renton is dependent upon a strong
local economy, these policies are intended to further that economic health. They are
based on the belief that a positive image and high quality development attracts more
of the same.
Goals:
1. To raise the aesthetic quality of the City,
2. To strengthen the economy through high quality development, and
3. To ensure that a high quality of life is maintained as Renton evolves.
Discussion:
The objectives and policies adopted to meet these goals address issues related to both
the natural and built environment such as: how the physical organization of
development can create a desirable place to live; the importance of view protection;
ways to improve the streetscape; principles of vegetation preservation, selection, and
maintenance; principles of architectural and urban design; and the function of urban
separators.
I. Natural Areas
Summary: Natural areas are an important component of the community. The
purpose of including natural areas in the Community Design Element is not so that
natural areas will be "designed," but rather so that the built environment can be
shaped in a manner that takes into consideration the natural environment.
The Community Design Natural Areas objectives are intended to address:
• Urban growth in relation to natural areas,
• Protection and enhancement of natural areas, and
• Public access to natural areas.
Objective CD-A: The City's unique natural features, including land form, vegetation,
lakeshore, river, creeks and streams, and wetlands should be protected and
enhanced as opportunities arise.
Policy CD-I. Integrate development into natural areas by clustering development
and/or adjusting site plans to preserve wetlands, steep slopes, and notable stands of
trees or other vegetation. Natural features should function as site amenities. Use
incentives such as flexible lot size and configuration to encourage preservation and
add amenity value.
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Policy CD-2. During development, effort should be made to preserve watercourses as
open channels.
Policy CD-3. Site design should maximize public access to and create opportunities
for use of shoreline areas in locations contiguous to a lake, river, stream, or wetland
where such access would not jeopardize habitats and other environmental attributes
of the water body.
Policy CD-4. Development review of proposed projects should identify opportunities
for increasing public access to Lake Washington, the Cedar River, wetlands, streams,
and creeks in the City.
Policy CD-5. Renton's public and private open space should be increased in size
through acquisition of additional land or dedication of Native Growth Protection Area
easements.
Policy CD-6. Public open space acquisition should be consistent with the Long Range
Parks, Recreation, Open Space, and Trails Plan Policy.
Policy CD-7. Interpret development standards to support projects incorporating site
features such as distinctive stands of trees and natural slopes that can be retained to
enhance neighborhood character and preserve property values where possible.
Replanting should occur where trees are not retained due to safety concerns. Retention
of unique site features should be balanced with the objective of investing in
neighborhoods within the overall context of the Vision Statement of this Comprehensive
Plan.
Policy CD-8. During development, significant trees, either individually or in stands,
should be preserved, replaced, or as a last option, relocated.
II. Urban Separators
Summary: Urban Separators are low-density residential areas, intended to establish
edges between Renton and other communities. These transition areas will become
more important as urban areas intensify.
In some areas, natural features such as stream courses, landform, and vegetation
already serve as buffers.
These policies are implemented by the Resource Conservation and Residential 1
zoning designations. The Urban Separator policies should be considered along with
Residential Low Density policies.
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Objective CD-B: Designate low-density residential and resource areas as Urban
Separators to provide physical and visual distinctions between Renton and adjacent
communities, and to define Renton's boundaries.
Policy CD-9. The function of Urban Separators should be to:
a. Reinforce the character of the City,
b. Establish clear boundaries between the City and other communities,
c. Separate high-intensity urban land uses from low-intensity uses and resource
lands, and
d. Protect environmentally sensitive and critical areas.
Policy CD-10. Location criteria should consider the following types of lands for
designation as Urban Separators:
a. Individual and interconnecting natural features, critical areas, public and
private open space and water features.
b. Existing and proposed individual and interconnecting parks and agricultural
areas.
c. Areas that provide a logical and easily identifiable physical separation between
urban communities.
III. Established Residential Neighborhoods
Summary: The policies included in this section of the Community Design Element are
intended to guide construction of new, small-scale infill residential development and
modifications to existing residential and commercial structures.
Objective CD-C: Promote reinvestment in and upgrade of existing residential
neighborhoods through redevelopment of small, underutilized parcels with infill
development, modification and alteration of older housing stock, and improvements to
streets and sidewalks to increase property values.
Policy CD-11. Support modification of existing commercial and residential structures
and site improvements that implement the current land use policies as reinvestment
occurs in neighborhoods. Such modifications may consist of parking lot design,
landscaping renovation, new coordinated signage, and site plan/building alterations
that update structures to contemporary standards.
Policy CD-12. Sidewalks or walking paths should be provided along streets in
established neighborhoods, where sidewalks have not been previously constructed.
Sidewalk width should be ample to safely and comfortably accommodate pedestrian
traffic and, where practical, match existing sidewalks.
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Policy CD-13. Vacant property should be maintained (landscaped, pruned, mowed,
and litter removed) or screened to prevent adverse visual, economic, and
health/safety impacts on the surrounding area.
Policy CD-14. Infill development, defined as new short plats of nine or fewer lots,
should be encouraged in order to add variety, update housing stock, and increase
vitality of neighborhoods.
Policy CD-15. Infill development should be reflective of the existing character of
established neighborhoods even when designed using different architectural styles,
and /or responding to more urban setbacks, height or lot requirements. Infill
development should draw on elements of existing development such as placement of
structures, vegetation, and location of entries and walkways, to reflect the site
planning and scale of existing areas.
Policy CD-16. Project design, including location of access and dimensions of yards
and setbacks, should address privacy and quality of life on existing improved portions
of sites. Rear and side yard setbacks should be maintained and not reduced to
facilitate increased density.
Policy CD-17. Setbacks and other development standards should not be reduced on
newly platted lots through modification or variance to facilitate increased density.
Policy CD-18. Architecture of new structures in established areas should be visually
compatible with other structures on the site and with adjacent development.
Visual compatibility should be evaluated using the following criteria:
a. Where there are differences in height (e.g., new two-story development
adjacent to single-story structures), the architecture of the new structure
should include details and elements of design such as window treatment, roof
type, entries, or porches that reduce the visual mass of the structure.
b. Garages, whether attached or detached, should be constructed using the
same pattern of development established in the vicinity.
c. Structures should have entries, windows, and doors located to maintain
privacy in neighboring yards and buildings.
IV. New and Infill Development
Summary: Objectives and polices that address new commercial and residential
development and infill are intended to serve multiple purposes. First, concerns about
new development "fitting in" to established areas of Renton have resulted in an
increased awareness that site design and architecture, when planned to be
compatible with the context of the neighborhood or commercial area, can make the
"fit" of the new project more comfortable.
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Second, these objectives and policies provide assistance to project proponents so
when planning new development for Renton, they can be guided in their choices.
Third, city officials, who must make decisions regarding new projects, can use these
objectives and policies to guide their review of project proposals.
Elements of new development represented by objectives and policies in this section
include:
A. Site planning
B. Gateways
C. Views, focal points, and public amenities
D. Architecture
E. Landscaping
F. Streets, sidewalks, and streetscape
G. Signs
H. Lighting
I. Parking
A. Site Planning
Summary: Site planning is the art and science of arranging structures, open space,
and non-structural elements on land in a functional way so that the purpose of the
development can be met, while keeping those elements in harmony with each other
and with the context of the project.
Objective CD-D: New development should have an interconnected road network that
supports multi-modal transportation.
Policy CD-19. Land should be subdivided into blocks sized so that walking distances
are minimized and convenient routes between destination points are available.
Policy CD-20. Orient site and building design primarily toward pedestrians through
master planning, building location, and design guidelines.
Policy CD-21. In areas developed with high intensity uses, circulation within the site
should be primarily pedestrian-oriented. Internal site circulation of vehicles should be
separated from pedestrians wherever feasible by dedicated walkways.
Policy CD-22. During land division, all lots should front streets or parks. Discourage
single tier lots with rear yards backing onto a street. Where a single-tier plat is the
only viable alternative due to land configuration, significant environmental
constraints, or location on a principal arterial, additional design features such as a
larger setbacks, additional landscaping, or review of fencing should be required.
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a. Evaluation of land configuration should consider whether a different layout of
streets or provision of alleys is physically possible and could eliminate the need
for a single-tier plat.
b. Evaluation of environmental constraints should consider whether the location
and extent of critical areas prevents a standard plat design.
c. Review of fencing should ensure that the development does not "turn its back"
to public areas.
Policy CD-23. Development should have buildings oriented toward the street or a
common area rather than toward parking lots.
Policy CD-24. Non-residential structures should be clustered and connected within the
overall development through the organization of roads, blocks, yards, focal points, and
amenity features to create a neighborhood.
Policy CD-25. Streets, sidewalks, and pedestrian or bike paths should be arranged as
an interconnecting network. Dead-end streets and cul-de-sacs should be
discouraged. A grid or "flexible grid" pattern of streets and pathways, with a
hierarchy of widths and corresponding traffic volumes, should be used.
Policy CD-26. Interpret development standards to support plats designed to
incorporate vehicular and pedestrian connections between plats and neighborhoods.
Small projects composed of single parcels and/or multiple parcels of insufficient size to
provide such connections, should include future street stubs. Future street connections
should be clearly identified to notify residents of future roadway connections.
Policy CD-27. Connect residential uses to other uses through design features such as
pedestrian access, shared parking areas, and common open spaces.
Policy CD-28: New streets should be designed to provide convenient access and a
choice of routes between homes and parks, schools, shopping, and other community
destinations.
Policy CD-29. Recognize the need for secure limited access within large
manufacturing facilities by retaining private drives and roads in areas where airplane
manufacturing operations continue
Policy CD-30. Non-residential development should have site plans that provide street
access from a principal arterial, consolidate access points to existing streets, and have
internal vehicular circulation that supports shared access. Curb cuts and internal access
should not conflict with pedestrian circulation.
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Policy CD-31. Neighborhoods, commercial areas, and centers should have human-scale
features, such as pedestrian pathways and public spaces (e.g. parks or plazas) that have
discernible edges, entries and borders.
Policy CD-32. Structures at intersections should not be set back from the street and
sidewalk so as to allow vehicular circulation or parking to be located between the
sidewalk and the building in Commercial and Centers designations.
Policy CD-33. Site design for office uses and commercial and mixed-use developments
should consider ways of improving transit ridership through siting, locating of
pedestrian amenities, walkways, parking, etc. Ground floor uses and design should be
pedestrian-oriented.
Objective CD-E: New development and infill patterns should be consistent with a high
quality urban form.
Policy CD-34. Support project site planning in Residential land use designations that
incorporates the following, or similar elements, in order to meet the intent of the
objective:
1) Buildings oriented toward public streets,
2) Private open space for ground-related units,
3) Common open or green space in sufficient amount to be useful,
4) Preferably underground parking or structured parking located under the residential
building,
5) Surface parking, if necessary, to be located to the side or rear of the residential
building(s),
6) Landscaping of all pervious areas of the property, and
7) Landscaping, consisting of groundcover and street trees (at a minimum), of all
setbacks and rights-of way abutting the property.
Policy CD-35. Support commercial and industrial development plans incorporating the
following features:
1) Shared access points and fewer curb cuts;
2) More than one use into a single development;
3) Properties in more than one ownership;
4) Internal circulation among adjacent parcels;
5) Buildings that front on the street with service and parking areas located behind the
building and/or screen from front views;
6) Shared facilities for parking, transit, recreation, and amenities;
7) Allowance for future transition to structured parking facilities;
8) Centralized signage;
9) Unified development concepts; and
10) Landscaping and streetscape that softens visual impacts.
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Policy CD-36. Developments within Commercial and Centers land use designations
should have a combination of internal and external site design features, such as:
1) Public plazas;
2) Prominent architectural features;
3) Public access to natural features or views;
4) Distinctive focal features;
5) Indication of the function as a gateway, if appropriate;
6) Structured parking; and
7) Other features meeting the spirit and intent of the land use designation.
Policy CD-37. When appropriate, due to scale, use, or location, on-site open space
and recreational facilities in developments should be required.
Policy CD-38. Developments should be designed so that public access to and use of
parks, open space, or shorelines, is available where such access would not jeopardize
the environmental attributes of the area.
Policy CD-39. Ensure quality development by supporting site plans and plats that
incorporate quality building, development, and landscaping standards that reflect unity
of design and create a distinct sense of place.
Policy CD-40. Use design regulations to provide direction on site design, building
design, landscape treatments, and parking and circulation.
Policy CD-41. Site design of development should relate, connect, and continue
design quality and site function from parcel to parcel.
Policy CD-42. Site design should address the effects of light, glare, noise, vegetation
removal, and traffic in residential areas. Overall development densities may be
reduced within the allowed density range to mitigate potential adverse impacts.
Policy CD-43. Consider placement of structures and parking areas in initial
redevelopment plans to facilitate later infill development at higher densities and
intensities over time.
Objective CD-F: Ensure privacy and personal space in residential developments.
Policy CD-44. Development should be designed (e.g. site layout, building orientation,
setbacks, landscape areas and open space, parking, and outdoor activity areas) to
result in a high quality development as a primary goal, rather than to maximize
density as a first consideration.
Policy CD-45. Interpret development standards to support new plats and infill project
designs that address privacy and quality of life for existing residents
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Policy CD-46. Variances to development standards should not be granted to facilitate
additional density on an infill site.
Policy CD-47. New plats proposed at higher densities than adjacent neighborhood
developments may be modified within the allowed density range to reduce conflicts
between old and new development patterns. However, strict adherence to older
standards is not required.
Policy CD-48. Locate and design residential-commercial mixed-use development in a
manner that preserves privacy and quiet for residents.
Objective CD-G: Where land uses and Comprehensive Plan designations intersect,
recognition of a transition and/or buffer between uses should be incorporated into
development plans.
Policy CD-49. Support urban forms of setback and buffering treatment in Centers and
Commercial land use designations such as:
a) Street trees with sidewalk grates,
b) Paving and sidewalk extensions or plazas, and
c) Planters and street furniture.
Policy CD-50. Support site plans that transition to and blend with existing
development patterns using techniques such as lot size, depth and width, access
points, building location setbacks, and landscaping. Sensitivity to unique features and
differences among established neighborhoods should be reflected in site plan design.
Interpret development standards to support ground-related orientation, coordinated
structural design, and private yards or substantial common space areas.
Policy CD-51. Development should be visually and acoustically buffered from ad-
jacent freeways.
Policy CD-52. Off-site impacts from industrial development such as noise, odors, light
and glare, surface and ground water pollution, and air quality should be controlled
through setbacks, landscaping, screening and/or fencing, drainage controls,
environmental mitigation, and other techniques.
Policy CD-53. Consideration of the scale and building style of near-by residential
neighborhoods should be included in development proposals.
Policy CD-54. Development should be designed to consider potential adverse impacts
on adjacent, less intensive uses, e.g. lighting, landscaping, and setbacks should all be
considered during site design.
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Policy CD-55. Landscape buffers, additional setbacks, reduced height, and screening
devices such as berms and fencing should be employed to reduce impacts (e.g. visual,
noise, odor, light) on adjacent, less intensive uses.
Policy CD-56. Office sites and structures should be designed (e.g. signage; building
height, bulk and setback; landscaping; parking) to mitigate adverse impacts on adjacent
land uses.
Policy CD-57. Single-family lot size, lot width, setbacks, and impervious surface should
be sufficient to allow private open space, landscaping to provide buffers/privacy without
extensive fencing, and sufficient area for maintenance activities.
Policy CD-58. Evaluate project proposals in Residential Multi-family designations to
consider the transition to lower density uses where multi-family sites abut lower density
zones. Setbacks may be increased, heights reduced, and additional landscape buffering
required through site plan review.
1) In order to increase the potential compatibility of multi-family projects, with other
projects of similar use and density, minimum setbacks for side yards should be
proportional to the total lot width, i.e. wider lots should require larger setback
dimensions;
2) Taller buildings (greater than two stories) should have larger side yard setback
dimensions; and
3) Heights of buildings should be limited to three stories and thirty-five (35) feet, unless
greater heights can be demonstrated to be compatible with existing buildings on
abutting and adjacent lots.
Policy CD-59. Modify existing commercial and residential uses that are adjacent to or
within new proposed development to implement the Center land use vision as much as
possible through alterations in parking lot design, landscape, signage, and site plan as
redevelopment opportunities occur.
B. Gateways
Summary: Community identity can be effectively communicated at City and
district/neighborhood entries through the designation of these areas as "gateways."
Gateways are a means to call attention to the entrance and bid welcome to the City or a
more specific geographic area.
Objective CD-H: Highlight entrances to the City through the use of the "Gateways"
designation.
Policy CD-60. Identify primary and secondary gateways to the City and develop them
as opportunities arise.
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Policy CD-61. The level of development intensity at a gateway should be used, with
location, to determine whether it is a primary or secondary gateway.
Policy CD-62. Each gateway should have unique, identifiable design treatment in
terms of landscaping, building design, signage, street furniture, paving, and street
width. Special consideration of gateway function should be demonstrated through
design of these elements.
Policy CD-63. Downtown gateways should employ distinctive landscaping, signage, art,
architectural style, and similar techniques to better delineate the downtown and
enhance its unique character.
C. Views, Focal Points, and Public Amenities
Summary: Views are a resource that should be preserved for public access to the
greatest extent possible. Focal points should be created and used to enhance the
community.
Objective CD-I: Protect and enhance public views of distinctive features from public
streets and other focal points within the City and the surrounding area.
Policy CD-64. Scenic views and view corridors along roadways in the City should be
identified and preserved through application of development standards.
Policy CD-65. Access from public roadways to views of features of distinction should
be enhanced through the development of public viewpoints where appropriate.
Policy CD-66. Neighborhood identity should be established by featuring views,
highlighting landmarks, or creating focal points of distinction.
Policy CD-67. Focal points should have a combination of public areas, such as parks
or plazas; architectural features, such as towers, outstanding building design, transit
stops, or outdoor eating areas; and landscaped areas. These features should be
connected to pedestrian pathways.
D. Architecture
Summary: It is not the intent of these policies to dictate the architectural style of
structures in the City of Renton. The Community Design architectural policies are
intended to encourage design of structures that fit well into the neighborhood,
reflect the physical character of Renton, mitigate potential negative impacts of
development, and function well in meeting the needs of both the building occupant
and the community.
Objective CD-J: Architecture should be distinctive and contribute to the community
aesthetic.
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Policy CD-68. Structures should be designed (e.g. building height, orientation,
materials, color and bulk) to mitigate potential adverse impacts, such as glare or
shadows on adjacent less intense land uses and transportation corridors.
Policy CD-69. Rooftops that can be seen from higher elevations, taller buildings, and
public streets, parks, or open space should be designed to hide mechanical
equipment and to incorporate high-quality roofing materials.
Policy CD-70. Design characteristics in larger, new developments or individual
building complexes should contribute to neighborhood and/or district identity.
Objective CD-K: Ensure that structures built in residential areas are consistent with
the City's adopted land use vision and Purpose Statements for each Land Use
Designation found in the Comprehensive Plan Land Use Element, Residential Policies.
Policy CD-71. Interpret development standards to support projects with higher quality
single-family housing by requiring:
1) A variety of compatible housing styles making up block fronts;
2) Additional architectural features such as pitched roofs, roof overhangs, and/or
decorative cornices, fenestration and trim; and
3) Building modulation and use of durable exterior materials such as wood, masonry,
stucco, or brick.
Policy CD-72. New stacked flat and townhouse development should be compatible in
size, scale, bulk, use, and design with existing residential development in the vicinity.
Policy CD-73. Non-residential structures, such as community recreation buildings, in
residential areas, may have dimensions larger than residential structures, but should be
compatible in design and dimensions with surrounding residential development.
Policy CD-74. Support project design that incorporates the following, or similar
elements, in architectural design of multi-family structures:
1) Variation of facades on all sides of structures visible from the street with vertical and
horizontal modulation or articulation;
2) Angular roof lines on multiple planes and with roof edge articulation such as
modulated cornices;
3) Private entries from the public sidewalk fronting the building for ground floor units;
4) Ground floor units elevated from sidewalk level;
5) Upper-level access interior to the building;
6) Balconies that serve as functional open space for individual units; and
7) Common entryways with canopy or similar feature.
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Objective CD-L: New commercial and industrial buildings should be architecturally
compatible with their surroundings in terms of their bulk and scale, exterior
materials, and color when existing development is consistent with the adopted land
use vision and Purpose Statements for each Commercial, Center Designation, and
Employment Area in the Comprehensive Plan Land Use Element, Center and
Commercial Policies.
Policy CD-75. A variety of architectural design and detailing should be encouraged
and innovative use of building materials and finishes should be promoted.
Policy CD-76. Development should provide appropriate landscaping and facade
treatment when located along designated City arterials or adjacent to less intense
developments in order to mitigate potentially adverse visual or other impacts.
Policy CD-77. Incentives should be developed to encourage rehabilitation (e.g. facade
restoration) of older downtown buildings.
Policy CD-78. Encourage a variety of architectural treatments and styles to create an
urban environment.
E. Landscaping
Summary: Landscaping is a key element of the City. It can be used to create
distinctive character for developments, neighborhoods and along city streets; to
frame views; to block unsightly views; or mitigate the scale of large buildings. It can
also be used to reduce traffic noise levels and the effects of pollution.
Objective CD-M: Well designed landscaping provides aesthetic appeal and makes an
important contribution to the health, safety, economy, and general welfare of the
community. The City of Renton should adopt regulations that further the aesthetic
goals of the City.
Policy CD-79. Existing mature vegetation and distinctive trees should be retained and
protected in developments.
Policy CD-80. Street tree requirements for the City should be developed including
recommendations for preferred trees species.
Policy CD-81. Landscape plans should take into consideration the potential impact of
mature vegetation on significant views so that future removal of view-blocking trees
will not be necessary.
Policy CD-82. Landscaping should be required adjacent to freeways and major
highways and other public rights-of-way.
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Policy CD-83. Development standards, for landscape design, installation, and
maintenance should be developed.
Policy CD-84. Trees should be planted along residential streets, in parking lots
requiring landscaping, and in other pervious areas as the opportunity arises. Trees
should be retained whenever possible and maintained using Best Management
Practices as appropriate for each type.
Policy CD-85. Landscaping is encouraged, and may be required, in parking areas to
improve their appearance and to increase drainage control.
Policy CD-86. Landscape and surface water drainage plans should be coordinated to
maximize percolation of surface water and minimize runoff from the site.
Policy CD-87. Strong visual linkages should be created between downtown Renton and
neighborhoods using landscaped arterial streets and connectors.
Policy CD-88. Street trees and landscaping should be required for new development to
provide an attractive streetscape in areas subjected to a transition of land uses.
Policy CD-89. Key arterials should be enhanced with boulevard design features such as
landscaped center-of-road medians for the purpose of improving safety through the
control and slowing of traffic for pedestrian safety and improved conditions for vehicles
leaving and entering the principal arterial.
Objective CD-N: Site plans for new development projects for all uses, including
residential subdivisions, should include landscape plans.
Policy CD-90. Interpret development standards to support provision of landscape
features as well as innovative site planning. Criteria should include:
1) Attractive residential streetscapes with landscaped front yards that are visible from
the street;
2) Landscaping, preferably with drought- resistant evergreen plant materials;
3) Large caliper street trees;
4) Irrigated landscape planting strips;
5) Low-impact development using landscaped buffers, open spaces, and other pervious
surfaces; and
6) Significant native tree and vegetation retention and/or replacement.
Policy CD-91. Landscape plans for proposed development projects should include
public entryways, street rights-of-way, stormwater detention ponds, and all common
areas.
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Policy CD-92. Residential subdivisions and multi-family residential projects should
include planting of street trees.
Policy CD-93. Maintenance programs should be required for landscaped areas in
development projects, including entryways, street rights-of-way, stormwater
retention/detention ponds, and common areas.
Policy CD-94. Surface water retention/detention ponds should be landscaped
appropriately for the location of the facility.
F. Streets, Sidewalks, and Streetscape
Objective CD-O: Promote development of attractive, walkable neighborhoods and
shopping areas by ensuring that streets are safe, convenient, and pleasant for
pedestrians.
Policy CD-95. The design of pedestrian-oriented environments should address safety
as a first priority. Safety measures should include generous separation of cars and
pedestrians, reducing the number of curb cuts and driveways, having numerous, well-
marked street crossings, and providing street and sidewalk lighting.
Policy CD-96. Aesthetic improvements along street frontages should be provided,
especially for properties abutting major streets and boulevards. Incentives should be
provided for the inclusion of streetscape amenities including: landscaping, public art,
street furniture, paving, signs, and planting strips in developing and redeveloping
areas.
Policy CD-97. Require significant pedestrian element in internal site circulation plans.
Policy CD-98. Block lengths and widths should be maintained at the pedestrian-friendly
standards that predominate within the downtown.
Policy CD-99. Commercial Corridor intersections frequented by pedestrians, due to the
nature of nearby uses or transit stops, should feature sidewalk pavement increased to
form pedestrian corners and include pedestrian amenities, signage, and special design
treatment that would make them identifiable as activity areas for the larger corridor.
Objective CD-P: Develop a system of residential streets, sidewalks, and alleys that
serve both vehicles and pedestrians.
Policy CD-100. A citywide street and sidewalk system should provide linkages within
and between neighborhoods. Such system should not unduly increase pass-through
traffic, but should create a continuous, efficient, interconnected network of roads
and pathways throughout the City.
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Policy CD-101: Criteria should be developed to locate pedestrian and bicycle
connections in the City. Criteria should consider:
a) Linking residential areas with employment and commercial areas;
b) Providing access along arterials;
c) Providing access within residential areas;
d) Filling gaps in the existing sidewalk system where appropriate; and
e) Providing access through open spaces and building entries to shorten walking
distances.
Policy CD-102. Residential streets should be constructed to the narrowest widths
(distance from curb to curb) feasible without impeding emergency vehicle access.
Policy CD-103. Landscaped parking strips should be considered for use as a safety
buffer between pedestrians and moving vehicles along arterials and collector streets.
Policy CD-104. Intersections should be designed to minimize pedestrian crossing
distance and increase safety for disabled pedestrians.
Policy CD-105. Evaluate existing intersections of arterial roadways for opportunities
to create focal points, if such focal points do not reduce vehicular or pedestrian
safety.
Policy CD-106. Alleys should be used where alleys currently exist to facilitate use of
alley-accessed parking, for freight deliveries in commercial and industrial areas, and for
the removal of refuse and recyclables.
Policy CD-107. Encourage designation of new alleys in redevelopment projects.
Policy CD-108. To visually improve the streetscape, increase the safety of perimeter
sidewalks, and facilitate off-street parking, construction of alleys providing rear
access to service entries and garages should be encouraged. Alleys are preferred in
small-lot subdivisions to provide higher quality site planning that allows garage access
from the rear and reduces curb cuts and building mass on narrow lots.
Policy CD-109. Sidewalks or walking paths should be provided along residential
streets. Sidewalk width should be ample to safely and comfortably accommodate
pedestrian traffic.
Policy CD-110. Street trees should be used to reinforce visual corridors along major
boulevards and streets.
Policy CD-Ill. Street trees should be protected. If removal is necessary for
municipal purposes such as infrastructure improvements or maintenance, trees
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Amended 08/08/11 ORDINANCE NO. 5623
should be replaced with the same, size, and type. Upon adoption of citywide
standards, street trees should be upgraded consistent with those standards.
Policy CD-112. Appearance of parking lots should be improved by screening through
appropriate combinations of landscaping, fencing, and berms.
Policy CD-113. Structural supports for overhead traffic signals should be designed to
diminish visual impacts.
Policy CD-114. All utility lines should be placed underground.
G. Signage
Objective CD-Q: Commercial signs in Renton should be regulated by citywide
standards.
Policy CD-115. Sign regulations should direct the type, size, design, and placement of
signs in order to ensure reasonable aesthetic and safety considerations.
Policy CD-116. Billboards that are out of scale with surrounding buildings and uses,
should be removed.
Policy CD-117. All bulky and unusually large or tall signs should be eliminated.
Policy CD-118. Sign placement should be limited to on-site locations.
Policy CD-119. Signs should be regulated as an integral part of architectural design.
In general, signs should be compatible with the rest of the building and site design.
Policy CD-120. Consolidate signage for mixed-use development
Policy CD-121. Locate signage to reduce light and glare impacts to residential areas.
Policy CD-122. Interpretive and directional signs for major landmarks,
neighborhoods, and viewpoints should be established to enhance community
identity.
H. Lighting
Objective CD-R: Lighting systems in public rights-of-way should be provided to
improve safety, aid in direction finding, and provide information for commercial and
other business purposes. Excess lighting beyond what is necessary should be
avoided.
Policy CD-123. All exterior lighting should be focused and directed away from
adjacent properties and wildlife habitat to prevent spillover or glare.
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Amended 08/08/11 ORDINANCE NO. 5623
Policy CD-124. Lighting should be used as one means to improve the visual
identification of residences and businesses.
Policy CD-125. Lighting fixtures should be attractively designed to complement the
architecture of a development, the site, and adjacent buildings.
Policy CD-126. Lighting within commercial and public areas should be located and
designed to enhance security and encourage nighttime use by pedestrians.
I. Parking
Policy CD-S. Reduce the impacts of parking and vehicle storage in neighborhoods and
business areas.
Policy CD-127. Discourage parking lots between structures and street right-of-way.
Policy CD-128. Support parking at-grade in surface parking lots only when structured or
under-building parking is not viable.
Policy CD-129. Locate parking for residential uses in the mixed-use developments to
minimize disruption of pedestrian or auto access to the retail component of the project.
Policy CD-130. Parking lots and structures should employ and maintain landscaping
and other design techniques to minimize the visual impacts of these uses.
Policy CD-131. Reduce the suburban character of development, preserve opportunities
for infill development, and provide for efficient use of land by setting maximum parking
standards.
Policy CD-132. In mixed-use developments with ground-floor retail uses, residential
parking areas should not conflict with pedestrian and vehicular access to the retail
component of the project.
Policy CD-133. If transit service is available, parking requirements may be reduced or
shared parking serving multiple developments may be allowed.
Policy LU-134. Accommodate parking within a parking structure in Commercial and
Center land use designations. Where structured parking is infeasible due to site
configuration, parking should be located in the back or the side of the primary structure.
Policy CD-135. Support shared parking by averaging parking ratios for co-located and
mixed-uses.
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Policy CD-136. Vehicular connections between adjacent parking areas are encouraged.
Incentives should be offered to encourage shared parking.
Objective CD-T. Promote a reasonable balance between parking supply and parking
demand within the downtown.
Policy CD-137. Parking should be structured whenever feasible. Accessory surface
parking is discouraged.
Policy CD-138. The existing supply of parking should be managed to encourage joint use
rather than parking for each individual business.
Policy CD-139. Downtown parking standards should recognize the different demands
and requirements of both local and regional commercial parking versus those of office
and residential uses.
Policy CD-140. Alternatives to individual on-site parking that encourage efficient use of
urban land (e.g. fees in lieu of parking, multiple-use or shared parking leased off-site
parking, car-sharing) should be encouraged.
Policy CD-141. Parking standards and requests for parking modifications for downtown
residents should reflect the market demand of urban residential uses, taking into
account transit service availability, car-sharing availability, and other transportation
demand management tools available.
Policy CD-142. In order to maximize on street parking availability in the downtown,
loading and delivery areas for downtown uses should be consolidated and limited to
alleys, other off-street areas, or city-designated on-street loading zones. Alley and off-
street loading and delivery areas should be screened from view of the street.
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ORDINANCE NO. 5623
ATTACHMENT D
AMENDMENTS TO THE ECONOMIC DEVELOPMENT ELEMENT OF THE COMPREHENSIVE PLAN
Amended 08/08/11
ORDINANCE NO. 5623
ECONOMIC DEVELOPMENT ELEMENT
GOAL
Create and maintain a diverse and growing economic base to sustain a high quality of
life for the Renton community.
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Summary: Renton's economic development is important because it promotes Renton as the
progressive opportunity-rich city in the Puget Sound region. The economic development
policies encourage collaborations between the public and private sectors to ensure the long-
term economic health of Renton and its residents. A healthy economy provides jobs and
opportunity and helps pay for vital public services such as education, parks, transportation,
police and fire protection, and human services. The policies encourage a mix of industrial,
retail, service, and office uses that will result in a diversified employment base. The policies
encourage the quality development necessary to sustain a high standard of living in Renton.
(See the Residential and Urban Center Sections of the Land Use Element and the Capital
Facilities Element for policies related to this Economic Development Element.)
General Objective and Policies
Objective ED-A: Use public resources efficiently to leverage economic development.
Policy ED-1. Fund infrastructure improvements in targeted areas to encourage development
and redevelopment.
Policy ED-2. RESERVED.
Policy ED-3. Lands with adequate existing infrastructure should be given priority for
development.
Policy ED-4. Foster the development of and participation in public/private partnerships.
Policy ED-5. Increase the diversity of employment opportunities within the City.
Policy ED-5.1. Encourage economic development and job creation to increase the household
income of the City's population and generate funding for other city services.
Policy ED-6. Maintain uniform procedures and allocate sufficient resources to process
development projects quickly and efficiently.
Policy ED-7. Work with public schools, technical colleges, community colleges and other
institutions of higher learning to foster a well-trained and educated work force.
Objective ED-B: Attract, retain, and expand a diverse commercial base within the City.
Policy ED-8. Encourage economic growth and diversification.
Policy ED-8.1. Aggressively recruit new high-profile and high-wage employers to locate in the City.
Policy ED-8.2. Work with existing employers to retain and expand the number of jobs in the City.
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Policy ED-8.3. Identify and implement strategies to foster small business development and
expansion.
Policy ED-8.4. Support and cultivate creative industries.
Policy ED-8.5. Work with The Boeing Company and other aerospace companies to increase the
number of aerospace industry jobs in the City.
Policy ED-9. Adopt land use and zoning that is supportive of responsible economic
development.
Policy ED-10. Identify strategies and incentives to attract new businesses to occupy existing
office space within the City.
Policy ED-11. Ensure an adequate amount of land is designated for retail/commercial uses
based on site characteristics, market demand, community need, and adequacy of facilities and
services.
Policy ED-12. Increase the retail sales tax base of the City
Policy ED-12.1. Create a tool box of incentives to encourage retail, mixed-use and multi-family housing
development, for example, tax increment financing and infrastructure funding..
Policy ED-13. Create incentives to encourage office development, for example, tax increment
financing, and marketing.
Policy ED-14. Evaluate the need for expansion of commercial land uses in the context of the
City's desire to protect residential land uses.
Objective ED-C: Sustain and expand the current industrial and manufacturing (heavy and light)
employment base in the Employment Area Valley and Employment Area - Industrial
designations.
Policy ED-15. Retain manufacturing and industrial jobs in the Employment Area-Valley and
Employment Area-Industrial designations
Policy ED-15.1. Encourage high technology research and development, green/environmental,
and health care research and development jobs citywide.
Policy ED-15.2. Encourage light industrial jobs that contribute to the diversity of the Renton
employment base and support other industries in the City.
Policy ED-16. Work with private property owners and governmental agencies to remediate
contaminated sites and prepare the sites for redevelopment.
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Policy ED-17. Work with industrial and manufacturing employers within the City to expand,
redevelop and modernize their physical plants.
Policy ED-18. Work with property owners to transition surplus industrial properties to their
highest and best use.
Policy ED-19. Industrial uses with a synergistic relationship should be encouraged to locate in
close proximity to one another.
Objective ED-D: Provide incentives for Economic Development within the city's urban center,
neighborhood business districts and commercial corridors.
Policy ED-20. Retain and expand existing and attract new businesses that generate consumer-
oriented commercial activity.
Policy ED-20.1. Encourage and promote the concentration of commercial development within the
City's urban center.
Policy ED-21. Aggressively market downtown as a place to live, shop, and do business.
Policy ED-21.1. Encourage downtown business owners to remodel, rehabilitate, and enhance building
exteriors.
Policy ED-22. Achieve a reasonable balance between parking supply and parking demand.
Policy ED-23. Encourage mixed use developments within urban centers which enhance the visual and
economic quality of neighborhood business districts and commercial corridors and improve the
transition between commercial and residential districts..
Policy ED-24. RESERVED.
Policy ED-25. RESERVED
Policy ED-26. Achieve a mix of uses that improves the City's tax and employment base.
Objective ED-E: Contribute to a healthier regional economy.
Policy ED-27. Increase Renton's leadership, role and influence in local and regional forums in order to
advance City goals.
Objective ED-F: Position the City as a clean economy leader to attract clean businesses and residents
seeking efficient and future-oriented communities—creating local jobs and revenue.
Policy ED-28. Leverage resources to implement the Clean Economy Strategy.
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Objective ED-G: Support and cultivate creative industries, including arts and culture organizations, as
a component of Renton's economic development strategy.
Policy ED-29. Encourage and promote knowledge based businesses to locate and expand in Renton.
Policy ED-30. Support arts and culture activities that will create jobs and create a vibrant community
that will attract other businesses.
Policy ED-31. Attract, sustain and expand creative industry businesses.
Policy ED-32. Assist the Renton Municipal Arts Commission to partner with the community to
implement strategies and the Arts and Culture Master Plan.
V-5
ORDINANCE NO. 5623
ATTACHMENT E
AMENDMENTS TO THE LAND USE ELEMENT OF THE COMPREHENSIVE PLAN
Amended 08/08/11 ORDINANCE NO. 5623
LAND USE ELEMENT
GOALS
1. Plan for future growth of the Urban Area based on regionally developed growth
forecasts, adopted growth targets, and land capacity as determined through
implementation of the Growth Management Act.
2. Minimize risk associated with potential aviation incidents on the ground and for
aircraft occupants.
3. Promote annexation where and when it is in the best interest of Renton.
4. Maintain the City's natural and cultural history by documenting and appropriately
recognizing its historic and/or archaeological sites.
5. Pursue the transition of non-conforming uses and structures to encourage more
conforming uses and development patterns.
6. Develop a system of facilities that meet the public and quasi-public service needs
of present and future employees.
7. Promote new development and neighborhoods in the City that:
a) Contribute to a strong sense of community and neighborhood identity;
b) Are walkable places where people can live, shop, play, and get to work
without always having to drive;
c) Are developed at densities sufficient to support public transportation and
make efficient use of urban services and infrastructure;
d) Offer a variety of housing types for a population diverse in age, income, and
lifestyle;
e) Are varied or unique in character;
f) Support "grid" and "flexible grid" street and pathway patterns where
appropriate;
g) Are visually attractive, safe, and healthy environments in which to live;
h) Offer connection to the community instead of isolation; and
i) Provide a sense of home.
8. Develop well-balanced attractive, convenient, robust commercial office, office,
and residential development within designated Centers serving the City and the
region.
9. Support existing businesses and provide an energetic business environment for
new commercial activity providing a range of service, office, commercial, and
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mixed use residential uses that enhance the City's employment and tax base along
arterial boulevards and in designated development areas.
10. Achieve a mix of land uses including industrial, high technology, office, and
commercial activities in Employment Areas that lead to economic growth and a
strengthening of Renton's employment base.
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I. REGIONAL GROWTH POLICIES
Goal: Plan for future growth of the Urban Area based on regionally developed growth
forecasts, adopted growth targets, and land capacity as determined through
implementation of the Growth Management Act.
Discussion: "Capacity" is the room for growth provided by the plan. Targets are the
politically determined share of growth assigned to each community in the region
through the Countywide Planning Policies. Forecasts are the expected growth in the City
based on regional employment and population modeling. The objective of this plan is to
appropriately analyze regionally generated estimates of both forecast growth and
targets and align those estimates with Renton's desire for economic growth and
development. Renton has the local land use authority to provide sufficient capacity to
meet and exceed both targets and forecast growth. Excess capacity can result in sprawl
and discourage redevelopment of inefficient or out-dated land uses, while insufficient
capacity can make development difficult due to high land cost. The Land Use Element of
the Comprehensive Plan should provide sufficient direction to achieve a balance
between excessive and insufficient capacity, in order to avoid difficulty in implementing
the Plan.
Responsibility for implementing the objectives and policies of the Regional Growth
section of this plan lies primarily with the City of Renton.
Objective LU-A: Plan for future urban development in the Renton Urban Growth Area
(UGA) including the existing City and the unincorporated areas identified in Renton's
Potential Annexation Areas (PAA).
Policy LU-1. Continue to refine the boundary of the Urban Growth Area (UGA) in
cooperation with King County, based on the following criteria:
1) The UGA provides adequate land capacity for forecast growth;
2) Lands within the UGA are appropriate for urban development; and
3) Urban levels of service are required for existing and proposed land uses.
Policy LU-2. Designate Potential Annexation Areas (PAAs) as those portions of
unincorporated King County outside the existing City limits, but within the Urban
Growth Area, where:
1) Renton can logically provide urban services over the planning period;
2) Land use patterns support implementation of Renton's Urban Center objectives; and
3) Development meets overall standards for quality identified for city neighborhoods.
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Policy LU-3. Provide for land use planning and an overall growth strategy for both the
City and land in the designated PAA as part of Renton's regional growth policies.
Discussion: The Growth Management Act and the Countywide Planning Policies
establish urban growth areas where urban levels of growth will occur within the
subsequent 21-year period. These areas include existing cities and unincorporated
areas. Within the Urban Growth Area, the Potential Annexation Area (PAA) is
designated for future municipal expansion and governance. Policies guiding annexation
and provision of services within the PAA are also located in the annexation portion of
the Land Use Element; Utilities Element; Parks, Recreation, Open Space and Trails
Element and Transportation Element.
Objective LU-B: Evaluate and implement growth targets consistent with the Growth
Management Act and Countywide Planning Policies.
Policy LU-4. Adopt the following growth targets for the period from 2001 to 2022,
consistent with the targets adopted for the region by the Growth Management Planning
Council for the 2002 Renton City limits and Potential Annexation Areas:
1) City of Renton Housing:
6,198 units
2) City of Renton Jobs:
27,597 jobs
3) Potential Annexation Area Housing
1,976 units
4) Potential Annexation Area Jobs:
458 jobs
Policy LU-5. Amend growth targets as annexation occurs to transfer a proportionate
share of Potential Annexation Area targets into Renton's targets.
Objective LU-C: Ensure sufficient land capacity to accommodate forecast housing and
job growth and targets mandated by the Growth Management Act for the next twenty-
one years (2001-2022).
Policy LU-7. Plan for residential and employment growth based on growth targets
established in the Countywide Planning Policies, as a minimum. (See Housing Element
Goals and Capacity section and Capital Facilities Element, Policy CFP-1 and Growth
Projection section.
Policy LU-8. Provide sufficient land, appropriately zoned, so capacity exceeds targets by
at least twenty percent (20%).
Policy LU-9. Encourage infill development as a means to increase capacity for single-
family units within the existing city limits.
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Amended 08/08/11 ORDINANCE NO. 5623
Policy LU-10. Use buildable lands data and market analysis to establish adopted
capacity for either jobs or housing within each adopted zoning classification.
Policy LU-11. Minimum density requirements shall be established to ensure that land
development practices result in an average development density in each land use
designation sufficient to meet adopted growth targets and create greater efficiency in
the provision of urban services.
Policy LU-12. Minimum density requirements should:
1) Be based on net land area;
2) Be required in residential zones, with the exception of the Resource
Conservation, Residential 1, and Residential 4 zones,
3) Not be required of individual portions or lots within a project;
4) May be reduced due to lot configuration, lack of access, or physical constraints;
and
5) Not be applied to construction of a single dwelling unit on a pre-existing legal lot
or renovation of existing structures.
Policy LU-13. Phasing, shadow-platting, or land reserves should be used to ensure that
minimum density can eventually be achieved within proposed developments. Adequate
access to potential future development on the site must be ensured. Proposed
development should not preclude future additional development.
Policy LU-14. Parking should not be considered as a land reserve for future
development, except within the Urban Center.
Policy LU-15. Amend capacity estimates as annexation and re-zonings occur.
Objective LU-D: Maintain a high ratio of jobs to housing in Renton.
Policy LU-16. Future residential and employment growth within Renton's planning area
should meet the goal of two jobs for each housing unit.
Policy LU-17. Sufficient quantities of land should be designated to accommodate the
desired single family/multi-family mix outside the Urban Center, and provide for
commercial and industrial uses necessary to provide for expected job growth.
Policy LU-18. Small-scale home occupations that provide opportunities for people to
work in their homes should be allowed in residential areas. Standards should govern the
design, size, intensity, and operation of such uses to ensure their compatibility with
residential uses.
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Amended 08/08/11 ORDINANCE NO. 5623
Policy LU-19. Support uses that sustain minimum Urban Center employment levels of
50 employees per gross acre and residential levels of 15 households per gross acre
within the entire Urban Center.
Discussion: The ratio of new jobs to new housing units will affect the future character
of the City. Renton currently is an employment center with a high jobs/housing ratio
characterized by a high level of daytime activity, a high demand for infrastructure, a high
tax base, and a high volume of commuter traffic.
Renton's current ratio of jobs to housing units is roughly 2.1 jobs per 1 housing unit.
Within King County, the overall ratio is about 1.5 jobs per 1 housing unit.
Forecasts from the Puget Sound Regional Council indicate that there will be an even
greater number of new jobs within Renton than new housing over the next 20 years.
This will increase the discrepancy between jobs and housing units within the City.
However, the number of housing units in the unincorporated areas within Renton's
Potential Annexation Area is expected to grow faster than jobs so that the balance of
jobs to housing will be maintained within the City limits and the Potential Annexation
Areas.
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Amended 08/08/11
ORDINANCE NO. 5623
II. AIRPORT
AIRPORT COMPATIBLE LAND USE POLICIES
Goal: Minimize risk associated with potential aviation incidents on the ground and for
aircraft occupants.
Discussion: In order to meet a mandate of the Growth Management Act, the City of
Renton has developed a set of objectives and policies to address land use compatibility
between the Renton Municipal Airport and an area of the City known as the Airport
Influence Area (see RMC 4-3-020). Renton's approach to planning for minimization of
risk associated with potential aviation incidents was to analyze four primary categories
of aviation operations in relation to land use compatibility. The categories used are, 1)
general aviation safety, 2) airspace protection, 3) aviation noise, and 4) overflight. A
"compatibility objective" was developed for each, with strategies to meet the objective,
and measurement criteria to ensure that the objective is met. The objectives and
policies of the Comprehensive Plan, with the implementation included in the
Development Regulations (RMC 4-3-020) meet the state requirement of GMA and the
goal of this section.
Responsibility for implementing the Airport Compatible Land Use objectives and policies
is shared by the City of Renton, proponents of projects within the Airport Influence Area,
and the aviation community.
General Aviation Safety
Objective LU-E: Minimize risk associated with potential aviation incidents.
Policy LU-20. Adopt an airport compatible land use program for the Renton Airport
Influence Area, including an Airport Influence Area Map.
Policy LU-21. Develop performance-based criteria for land use compatibility with
aviation activity.
Policy LU-22. In the Airport Influence Area, adopt use restrictions, as appropriate, that
meet or exceed basic aviation safety considerations.
Airspace Protection
Objective LU-F: Reduce obstacles to aviation in proximity to Renton Municipal Airport.
Policy LU-23. Require that submittal requirements for proposed land use actions
disclose potential conflicts with airspace.
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Amended 08/08/11
ORDINANCE NO. 5623
Policy LU-24. Provide maximum protection to Renton airspace from obstructions to
aviation.
Policy LU-25. Prohibit buildings, structures, or other objects from being constructed or
altered so as to project or otherwise penetrate the airspace surfaces, except as
necessary and incidental to airport operations.
Aviation Noise
Objective LU-G: Address impacts of aviation noise that is at a level deemed to be a
health hazard or disruptive of noise-sensitive activities.
Policy LU-26. Prohibit the location of noise-sensitive land uses from areas of high noise
levels, defined by the 65 DNL (or higher) noise contour of the Renton Municipal Airport.
Policy LU-27. Within the Airport Influence Area require disclosure notice for potential
negative impacts from aviation operation and noise, unless mitigated by other
measures.
Policy LU-28. Residential use and/or density of new structures should be limited,
within the Runway Protection Zone and the Runway Sideline Zone to reduce negative
impacts on residents from aviation operation noise. Implementing code will be put in
place by November 2007.
Policy LU-29. Non-residential use and/or intensity may be limited, if such uses are
deemed to be noise sensitive, to reduce negative impacts on users from aviation
operation noise.
Policy LU-30. Approval of residential land use or other land uses where noise-sensitive
activities may occur should require dedication of avigation easements and use of
acoustic materials for structures.
Policy LU-31. Require master planning of land to increase land use compatibility
through sound attenuation in the environment and techniques such as:
• Place uses with highest sensitivity to noise at greater distances, in consideration
of the factor of distance from the source.
• Consider creation of micro-climates to utilize mitigating meteorological
conditions (i.e. air temperature, wind direction and velocity).
• Create soft ground surfaces, such as vegetative ground cover, rather than hard
surfaces.
• Provide at appropriate heights, structures, terrain, or other barriers to provide
attenuation of sound.
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Amended 08/08/11 ORDINANCE NO. 5623
Overflight
Objective LU-H: In the Airport Influence Area, address impacts of overflight that are
disruptive.
Policy LU-32. At the time of land use approval (i.e. subdivision of land) avigation
easements should be granted to the City in areas of Renton subject to negative aircraft
overflight impacts.
Policy LU-33. At the time of land use approval (i.e. subdivision of land) deed notices
should be recorded in areas of Renton subject to negative aircraft overflight impacts.
Policy LU-34. The City should establish a presence on noise-abatement review
committees, or similar forums, and request notification of noise-abatement procedures
at nearby airports that may have aircraft that impact Renton.
Policy LU-35. The City should provide information to Renton citizens of noise complaint
procedures to follow for reporting negative impacts from overflights associated with not
only Renton Airport, but also Seattle Tacoma International Airport and King County
International Airport. Implementing code will be put in place within three years of the
adoption date of GMA update.
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Amended 08/08/11
III. ANNEXATIONS
ORDINANCE NO. 5623
Goal: Promote annexation where and when it is in the best interest of Renton.
Discussion: The growth of the City through annexation is expected to continue
throughout the planning cycle. The policies in this section are intended to guide the
annexation process. The City recognizes that fiscal impact is only one of many criteria to
be evaluated, and must be balanced with other annexation policy goals, such as
transition to urban land use, protection of sensitive areas, provision of public service,
governmental structure, provision of infrastructure, aquifer protection, and community
identity.
Responsibility for implementing annexation objectives and the policies lies primarily with
the City of Renton.
Objective LU-I: Support annexation of county areas that are identified as being within
the City of Renton's Potential Annexation Area and can be efficiently provided with
infrastructure and City services, are urban separators, or have environmental
constraints.
Policy LU-36. The City will continue to recognize that it has an inherent interest in
future land use decisions affecting its Potential Annexation Area.
Policy LU-37. Encourage annexation where the availability of infrastructure and services
allow for the development of urban densities. Renton should be the primary service
provider of urban infrastructure and public services in its Potential Annexation Area,
provided that the City can offer such services in an efficient and cost-effective manner.
Policy LU-38. The highest priority areas for annexation to the City of Renton should be
those contiguous with the boundaries of the City such as:
1) Peninsulas and islands of unincorporated land where Renton is the logical service
provider;
2) Neighborhoods where municipal services have already been extended;
3) Lands subject to development pressure that might benefit from City Development
Standards;
4) Developed areas where urban services are needed to correct degradation of natural
resources, such as aquifer recharge areas;
5) Lands that are available for urbanization under county comprehensive plan, zoning,
and subdivision regulations; and
6) Developed areas where Renton is able to provide basic urban services and local
governance to an existing population.
Objective LU-J: Promote annexations that would maintain the quality of life in the re-
sultant City of Renton, making the City a good place to, live, work play, shop, and raise
families.
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Amended 08/08/11 ORDINANCE NO. 5623
Policy LU-39. Support annexations that would result in future improvements to City
services or eliminate duplication by service providers. Services include water, sanitary
sewer, storm water drainage, utility drainage basins, transportation, park and open
space, library, and public safety.
Policy LU-40. Support annexations that complement the jobs and housing goals
adopted in the Regional Growth Strategy.
Policy LU-41. Support annexations that would simplify governmental structure by
consolidating multiple services under a single or reduced number of service providers.
Policy LU-42. Promote annexations of developed areas with a residential population
already using City services or impacting City infrastructure.
Policy LU-43. Support annexations of lower density areas where it would protect
natural resources or provide urban separator areas.
Objective LU-K: Create city boundaries through annexations that facilitate the efficient
delivery of emergency and public services.
Policy LU-44. The proposed annexation boundary should be defined by the following
characteristics:
1) Annexation of territory that is adjacent to the existing City limits; in general, the
more land adjacent to the City the more favorable the annexation;
2) Inclusion of unincorporated islands and peninsulas;
3) Use of natural or manmade boundaries that are readily identifiable in the field, such
as wetlands, waterways, ridges, park property, roads/freeways, and railroads;
4) Inclusion/exclusion of an entire neighborhood, ratherthan dividing portions of the
neighborhood between City and County jurisdictions; and
5) Inclusion of natural corridors either as greenbelts or urban separators between the
City and adjacent jurisdictions.
Policy LU-45. Existing land uses and development or redevelopment potential should
be considered when evaluating a proposed annexation.
Policy LU-46. Commercial uses that do not conform to Renton's land use plan should be
encouraged to transition into conforming uses or to relocate to areas with compatible
land use designations. Illegal uses not listed under King County zoning should be
required to cease and desist upon annexation.
Policy LU-47. Annexation proposals should include areas that would result in City
control over land uses along major entrance corridors to the City ("Gateways").
Policy LU-48. Boundaries of individual annexations will not be reconsidered to exclude
reluctant property owners, if the annexation is consistent with land use, environmental
protection policies, and the efficient delivery of services.
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Amended 08/08/11 ORDINANCE NO. 5623
Objective LU-L: Protect the environmental quality of Renton by annexing lands where
future development and land use activity could otherwise adversely impact natural and
urban systems.
Policy LU-49. Shoreline Master Program land use designations, including those for
associated wetlands, should be established during the annexation process.
Policy LU-50. Annexations should be pursued in areas that lie within existing, emerging,
or prospective aquifer recharge zones, that currently or potentially supply domestic
water to the City and are within Renton's Potential Annexation Area.
Policy LU-51. Zoning should be applied to areas for purposes of resource protection,
when appropriate, during the annexation process.
Objective LU-M: Promote a regional approach for development review through the use
of interlocal agreements to ensure that land development policies in King County are
consistent with the Comprehensive Plan policies and City of Renton development
standards. This policy should be implemented within five years of the adoption date of
the 2004 Update.
Policy LU-52. Urban development within Renton's Potential Annexation Area should
not occur without annexation unless there is an interlocal agreement with King County
defining land use, zoning, annexation phasing, urban services, street and other design
standards, and impact mitigation requirements.
Policy LU-53. Long-range planning and the development of capital improvement
programs for transportation, storm water, water, and sewer services should be
coordinated with adjacent jurisdictions, special districts, and King County.
Policy LU-54. Interlocal agreements with other jurisdictions should be pursued to
develop solutions to regional concerns including, but not limited to water, sanitary
sewer, storm water drainage, utility drainage basins, transportation, park and open
space, development review, and public safety.
Objective LU-N: Provide full and complete evaluation of annexation proposals by
relevant departments and divisions upon the submission of the annexation proposal.
Policy LU-55. Appropriate zoning districts should be designated for property in an
annexation proposal. Zoning in the annexation territory should be consistent with the
comprehensive plan land use designations.
Policy LU-56. Larger annexations should be encouraged, when appropriate, in order to
realize efficiencies in the use of City resources.
Policy LU-57. Annexations should be expanded if they include areas surrounded by the
City on three or more sides or if they include properties with recorded covenants to
annex.
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Amended 08/08/11 ORDINANCE NO. 5623
Policy LU-58. The City should respond to community initiatives and actively assist
owners and residents with initiating and completing the annexation process.
Policy LU-59. The City should ensure that property owners and residents in and around
the affected area(s) are notified of the obligations and requirements that may be
imposed upon them as a result of annexation.
Policy LU-60. The City should work with potential annexation proponents to develop
acceptable annexation boundaries.
Policy LU-61. The City should conduct a fiscal impact assessment of the costs to provide
service and of the tax revenues that would be generated in each area proposed for
annexation.
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Amended 08/08/11 ORDINANCE NO. 5623
IV. HISTORICAL AND ARCHEOLOGICAL RESOURCES
Goal: Maintain the City's cultural history by documenting and appropriately
recognizing its historic and/or archaeological sites.
Discussion: Renton has a rich and interesting history as a community. It was the site of
an established Native American settlement and changed through the years of early
European immigration into a pioneer town. The City incorporated in 1901 and later
became a major regional employment center and residential area. The following
policies are intended to guide efforts to recognize and integrate Renton's past into
future development as the City evolves into a dynamic urban community.
Objective LU-O: Communicate Renton's history by protecting historic and
archaeological sites and structures when appropriate and as opportunities arise.
Policy LU-62. Historic resources should continue to be identified and mapped within
the City as an on-going process.
Policy LU-63. Cultural resources should be identified by project proponents when
applying for land use approval, as part of the application submitted for review.
Policy LU-64. Potentially adverse impacts on cultural resources deemed to be
significant should be mitigated as a condition of project approval. Implementation of
this policy should occur within three years of the adoption of the 2004 Update.
Policy LU-65. The City should work cooperatively with King County by exchanging
resource information pertaining to natural and cultural resources.
Policy LU-66. Historical and archaeological sites, identified as significant by the City of
Renton, should be preserved and/or incorporated into development projects.
Policy LU-67. Downtown buildings and site development proposals should be
encouraged to incorporate displays about Renton's history, including prominent families
and individuals, businesses, and events associated with downtown's past.
Implementation of this policy should occur within three years of the adoption of the
2004 Update.
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Amended 08/08/11 ORDINANCE NO. 5623
V. NON-CONFORMING USE
Goal: Pursue the transition of non-conforming uses and structures to encourage more
conforming uses and development patterns.
Discussion: As a community grows, changes in land use policies sometimes result in
"non-conforming uses" as remnants of an earlier land use pattern. Some of these non-
conforming uses can retain a viable economic life for long periods of time and even
become desirable reminders of the evolution of the City. These policies are intended to
guide decision-making about non-conforming uses and structures in the context of
current land use policy.
Responsibility for implementing the objectives and policies of this section lies primarily
with the City of Renton.
Objective LU-P: Evaluate requests for rebuilding of non-conforming uses beyond
normal maintenance where they can be made more conforming and are compatible
with their surroundings.
Policy LU-68. Encourage compatibility between non-conforming uses and structures
and conforming uses in neighborhoods that have significant numbers of non-conforming
uses. Implementation of this policy should occur within three years of the adoption of
the 2004 Update.
Policy LU-69. Encourage developments that increase the number of conforming uses
and structures.
Policy LU-70. Transition of uses and structures from non-conforming to those that
conform to zoning and development standards should be implemented in a manner that
recognizes the overall character of the neighborhood. Implementation of this policy
should occur within three years of the adoption of the 2004 Update.
Policy LU-71. Evaluate permits for non-conforming uses, based on the following criteria:
1) Relationship of the existing non-conforming use or structure to its surroundings;
2) The compatibility of the non-conforming use with its context and other uses in the
area;
3) Demonstrated community need for the use at its present location;
4) Concentration of the use within the City or within the area;
5) Suitability of the existing location;
6) Demonstration that the use has not resulted in undue adverse effects on adjacent
properties from noise, traffic, glare, vibration, etc., (i.e. does not exceed normal
levels in these areas emanating from surrounding permitted uses);
7) Whether the use was associated with a historical event or activity in the community
and as a result has historical significance;
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Amended 08/08/11 ORDINANCE NO. 5623
8) Whether the use provides substantial benefit to the community because of either
the employment of a large number of people in the community or whether it
generates considerable revenues to the City; and
9) Whether retention of the use due to current market conditions would not impede or
delay the implementation of the City's Comprehensive Plan.
Objective LU-Q: Ensure that the effects of non-conforming structures on character of
the conforming patterns of Renton's neighborhoods are minimized.
Policy LU-72. Evaluate applications to repair or expand non-conforming structures
based on the following factors:
1) Whether it represents a unique regional or national architectural style or an
innovation in architecture, use of materials, or functional arrangement, and/or is
one of the few remaining examples of such a style or innovation,
2 Whether it is part of a unified streetscape of similar structures that is unlikely to be
replicated, unless the subject structure is rebuilt per, or similar to, its original plan;
3) Whether redevelopment of the site with a conforming structure is unlikely; and
4) The structure has been well-maintained and is not considered to be a threat to the
public health, welfare, or safety, or it could be retrofitted so as not to pose such a
threat.
Policy LU-73. Non-conforming uses should transition to conforming uses. Non-
conforming structures should be re-used to house conforming uses unless the size and
scale of the structure significantly limits the intensity and quality of development that
can be achieved.
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Amended 08/08/11
VI. PUBLIC FACILITIES
ORDINANCE NO. 5623
Goal: Develop a system of facilities that meet the public and quasi-public service
needs of present and future employees.
Discussion: The purpose of these policies is to address the aspect of a public/quasi
public use that is not addressed in the pertinent land use policies. Public facilities, also
includes quasi-public uses such as cultural and religious facilities. Facilities discussed in
this section vary widely in their size, function, service area, and impacts. For that
reason, these policies are aimed at addressing the generic impacts of all of the facilities
and the specific impacts of each. (Renton Technical College and Valley Medical Center
are also addressed in the Commercial Corridor section of the Land Use Element.)
Responsibility for implementing this objective and the following policies lies primarily
with the City of Renton.
Objective LU-R: Locate and plan for public facilities in ways that benefit a broad range
of potential public uses.
Policy LU-74. Facilities should be located within walking distance of an existing or
planned transit stop.
Policy LU-75. Primary vehicular access to sites should be from principal or minor arterial
streets.
Policy LU-76. Internal site circulation should be primarily pedestrian-oriented.
Policy LU-77. Manage public lands to protect and preserve the public trust.
Policy LU-78. Sites that are underused or developed with obsolete public uses should
be considered for another public use prior to changing uses or ownership.
Policy LU-79. Surplus public sites should be considered for alternative types of public
use prior to sale or lease.
Policy LU-80. A public involvement process should be established to review proposals
to change uses of surplus public properties.
Policy LU-81. Evaluate public facility needs for projected new populations within the
Urban Center - North to accommodate a wide range of future users.
Policy LU-82. Guide and modify development of essential public facilities to meet
Comprehensive Plan policies and to mitigate impacts and costs to the City.
Policy LU-83. Support incorporation of public facilities such as schools, museums,
medical offices, and government offices into redevelopment efforts by developing a
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Amended 08/08/11 ORDINANCE NO. 5623
public/private partnership with developers and other Renton stakeholders such as the
school district, technical college, and hospital district.
Policy LU-84. Use public processes and create criteria to identify essential public
facilities. Public processes should include notification, hearings, and citizen
involvement. Criteria should be developed to review and assess proposals for public
facilities.
Objective LU-S: Site and design municipal facilities to provide the most efficient and
convenient service for people while minimizing adverse impacts on surrounding uses.
Policy LU-85. Public amenity features (e.g. plazas, trails, art work) should be
incorporated into municipal projects.
Policy LU-86. Municipal government functions that are people-intensive should be
centrally located in or near the Urban Center.
Policy LU-87. Support a partnership with community stakeholders such as the Renton
School District to provide a transition for public properties adjacent to the Urban Center
- North such as the Sartori School and Renton Stadium facilities. Transition of these
facilities could range from accommodating a new clientele as the area transitions to
mixed-use activities, or physical redevelopment of properties addressing the needs of
employees or residents of the Urban Center.
Policy LU-88. Fire stations should be located on principal or minor arterials.
Policy LU-89. Future fire stations should be sited central to their service area with as
few barriers as possible in order to achieve best possible response times.
Policy LU-90. Land for future fire stations should be acquired in advance in areas where
the greatest amount of development is anticipated.
Policy LU-91. Site and building design of police facilities providing direct service to the
general public should be easily accessible.
Policy LU-92. Major functions of the police should be centralized in or near the Urban
Center.
Policy LU-93. Satellite police facilities may be located outside of the Urban Center.
Objective LU-T: Site and design regional facilities to provide the most efficient and
convenient service for people while minimizing the adverse impacts on adjacent uses
and the City Urban Center.
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Amended 08/08/11 ORDINANCE NO. 5623
Policy LU-94. Regional facilities that provide services on-site to the public on a daily
basis (i.e. office uses) should be located in the City's Urban Center.
Policy LU-95. Siting of regional facilities that are specialized (e.g. landfills, maintenance
shops) or serve a limited segment of the population (e.g. justice centers) should rely
more strongly on the special locational needs of the facility and the compatibility of the
facility with surrounding uses.
Policy LU-96. Recognize the Renton Municipal Airport as an Essential Public Facility.
(See section on Airport Compatible Land Use policies).
Objective LU-U: Preserve the cultural amenities and heritage of Renton.
Policy LU-97. The downtown library should continue to be the main facility for the City.
Policy LU-98. When branch libraries are developed, they should be located to provide
convenient access to a majority of their users.
Policy LU-99. Future branch libraries and other satellite services may be located in
mixed-use developments to serve concentrations of users in those areas.
Objective LU-V: Assure adequate land and infrastructure at appropriate locations for
development and expansion of facilities to serve the educational needs of area residents
and protect adjacent uses from impacts of these more intensive uses.
Policy LU-100. Post secondary (beyond high school) and other regional educational
facilities that require sites larger than five acres should be located in the Employment
Area - Industrial, Employment Area - Valley, Commercial/Office/Residential, or the
Urban Center designations.
Policy LU-101. Alternative funding sources (e.g. impact fees) should be explored for
facilities necessitated by new development.
Policy LU-102. Schools in residential neighborhoods should consider mitigating adverse
impacts to the surrounding area in site planning and operations.
Policy LU-103. The City and the school district should jointly develop multiple-use
facilities (e.g. playgrounds, sports fields) whenever practical.
Policy LU-104. Community use of school sites and facilities for non-school activities
should be encouraged.
Policy LU-105. School facilities that are planned for closure, should be considered for
potential public use before being sold for private development.
Policy LU-106. Elementary schools should be located near a collector arterial street.
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Policy LU-107. Safe pedestrian access to schools should be promoted (e.g. through
pedestrian linkages, safety features) through the design of new subdivisions and
roadway improvements.
Policy LU-108. Vehicular access to middle schools, senior high schools and other large-
scale facilities (e.g. bus maintenance shops, sports facilities) should be from arterial
streets.
Objective LU-W: Assure that adequate land and infrastructure are available for the
development and expansion of facilities to serve the health care needs of the area.
Policy LU-109. Health and/or medical facilities larger than five acres should be located
in portions of the Commercial Corridor designation mapped with Commercial Office
zoning, Employment Area-Valley, Commercial/Office/Residential or the Urban Centers
designations. Smaller scale facilities should locate in the Commercial Arterial portions of
Commercial Corridor.
Objective LU-X: Site religious and ancillary facilities in a manner that provides
convenient transportation access and minimizes their adverse impacts on adjacent land
uses.
Policy LU-110. When locating in predominantly residential areas, religious facilities
should be on the periphery of the residential area rather than the interior.
Policy LU-111. Parking should be provided on-site and buffered from adjacent uses.
Policy LU-112. Large-scale facilities should be encouraged to locate contiguous to an
existing or planned transit route.
Policy LU-113. Religious facilities should be located on and have direct access to either
an arterial or collector street.
Objective LU-Y: Accommodate large, commercial recreational uses that depend on
open land and are intended to serve regional users.
Policy LU-114. Commercial, regional recreational uses should be located contiguous to
a principal arterial in areas with immediate access to an interstate or a state route.
Policy LU-115. Commercial recreational uses should be located outside of the trade
area of other commercial recreational areas offering similar recreational opportunities.
Policy LU-116. Vehicular access to a commercial recreational site should be from a
principal arterial street with the number of access points minimized.
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VII. RESOURCE LAND
ORDINANCE NO. 5623
Goal: Maintain the City's agricultural and mining resources as part of Renton's
cultural history.
Discussion: Renton is an urban community with a rich history based on industrial and
agricultural uses that is now transitioning into a vibrant urban center. Some agricultural
resource-based uses remain in environmentally sensitive areas of the Potential
Annexation Area and in Residential Low Density Designations or on vacant land in
commercial areas. Current policies recognize these existing uses and encourage them
as cultural resources where they may be appropriate.
Responsibility for implementing the objectives and policies of this section lies primarily
with the City of Renton.
Objective LU-Z: Maintain existing commercial and hobby agricultural uses such as small
farms, hobby farms, horticulture, beekeeping, kennels, and stables, that are compatible
with urban development. Allow sale of products produced on site.
Policy LU-117. Prohibit commercial agricultural uses that are industrial or semi-
industrial in nature, and create nuisances such as odor or noise that may be
incompatible with residential use.
Policy LU-118. Limit access of large domestic animals to shorelines and wetlands.
Policy LU-119. Control impacts of crop and animal raising on surface and ground water.
Policy LU-120. Encourage public and private recreational uses in agricultural areas.
Policy LU-121. Allow cultivation and sale of flowers, herbs, vegetables, or similar crops
in residential areas, as an accessory use and/or home occupation.
Policy LU-122. Recognize and allow community gardens on private property, vacant
public property, and unused rights-of-ways.
Objective LU-AA: Maintain extractive industries where their continued operation does
not impact adjacent residential areas, the City's aquifer, or other critical areas.
Policy LU-123. Extractive industries including timber, sand, gravel and other mining
within the City's Potential Annexation Area should be mapped and appropriately zoned
upon annexation to the City. Policies governing these sites should be consistent with the
King County Comprehensive Plan.
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Policy LU-124. Mining and processing of minerals and materials should be allowed
within the City subject to applicable City ordinances and environmental performance
standards.
Policy LU-125. Extractive sites, when mined out, should be graded and restored for
future development compatible with land use designations for adjacent sites.
Policy LU-126. New plats adjacent to operating extractive sites should carry a notice on
the face of the plat specifying the impacts that are expected from the extractive use:
potential dust, noise, traffic, light and glare.
Policy LU-127. Hours of operation of extractive uses should be based on impacts to
adjacent uses.
Policy LU-128. The City should apply conditional use permits or other approvals as
appropriate for mineral extraction and processing when:
1) The proposed site contains rock, sand, gravel, coal, oil, gas, or other mineral
resources,
2) The proposed site is large enough to confine or mitigate all operational impacts,
3) The proposal will allow operation with limited conflicts with adjacent land uses
when mitigating measures are applied, and;
4) Roads or rail facilities serving or proposed to serve the site can safely and
adequately handle transport of products and are in close proximity to the site.
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AUTO MALL POLICIES
Discussion: The Renton Auto Mall is intended to serve several purposes on behalf of the
City and business community. It increases vehicle sales and corresponding tax revenue
returned to the City. It has special development standards that are predictable,
cohesive, and uniform throughout the District.
It is easily accessible from regional interstate transportation systems, and improves and
increases values of underdeveloped property. The Auto Mall, by providing a District for
this concentrated activity, allows land that might otherwise be used for vehicle sales and
service to be reutilized more efficiently in other Districts, such as the Urban Center.
Additional benefits may accrue to both City residents and people on a regional basis due
to the opportunity to comparison shop and conveniently participate in activities related
to auto sales and service.
Objective LU-BB: Provide support for a cohesive Commercial Corridor District
specifically for the concentration of auto- and vehicular-related businesses in order to
increase their revenue and the sales tax base for the City.
Policy LU-129. Vehicle sales in Commercial Arterial zoned areas should be encouraged
to locate to the Renton Automall District and Employment Area Valley designation.
Policy LU-130. The objectives and policies of the Commercial Corridor designation
should be implemented by Commercial Arterial (CA) zoning within Auto Mall District A
and by the underlying zoning in Auto Mall District B.
Objective LU-CC: In order to further the continued cohesiveness of the Auto Mall
Improvement District, a right-of-way improvement plan should be completed, adopted,
and implemented by the City in coordination with property owners and auto dealers.
Policy LU-131. The coordinated right-of-way improvement plan should address area
gateways, signage, landscaping, circulation, and shared access.
Policy LU-132. A designated gateway to the Auto Mall District should be made visually
distinctive through the use of gateway features.
Policy LU-133. In order to facilitate the consolidation of land into a cohesive district,
fees and other compensation normally levied for street right-of-way vacation should be
waived.
Objective LU-DD: Auto Mall Improvement District development standards, site
planning, and project review should further the goal of the City to present an attractive
environment for doing regional-scale, auto-related business.
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Policy LU-134. Landscaping along principal arterials should be uniform from parcel to
parcel in order to further the visual cohesiveness of the District.
Policy LU-135. On-site landscaping should consist of a minimum two and one half
percent (2.5%) of the gross site area.
Policy LU-136. On-site landscaping should primarily be located at site entries, in front of
buildings, and at other locations with high visibility from public areas.
Policy LU-137. Vehicle service areas should not be readily visible from public rights-of-
way.
Objective LU-EE: Use of the Auto Mall District by pedestrians should be encouraged by
improving safety and creating an attractive, "walkable" business environment.
Policy LU-138. Designated walkways should be part of a larger network of pedestrian
connections between businesses throughout the district.
Policy LU-139. To enhance use of the Auto Mall Improvement District by pedestrians
the following features should be used:
• Wheel stops or curbs placed to prevent overhang of sidewalks by vehicle
bumpers.
• Customer parking located and clearly marked near site entries.
• Coordinated dealer-to-dealer signage should be developed.
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IX. RESIDENTIAL POLICIES
Goal: Promote new development and neighborhoods in the City that:
a) Contribute to a strong sense of community and neighborhood identity;
b) Are walkable places where people can shop, play, and get to work without always
having to drive;
c) Are developed at densities sufficient to support public transportation and make
efficient use of urban services and infrastructure;
d) Offer a variety of housing types for a population diverse in age, income, and
lifestyle;
e) Are varied or unique in character;
f) Support "grid" and "flexible grid" street and pathway patterns where appropriate;
g) Are visually attractive, safe, and healthy environments in which to live;
h) Offer connection to the community instead of isolation; and
i) Provide a sense of home.
Discussion: The purpose of the Residential policies is to provide a citywide residential
growth strategy. The Residential policies address the location of housing development,
housing densities, non-residential uses allowed in residential areas, site design, and
housing types in neighborhoods. (See Public Facilities Section for policies on schools,
churches, and other facilities in residential areas. See Housing Element for policies
relating to housing types and neighborhoods and the Community Design Element for
policies guiding quality design.)
Responsibility for residential objectives and policies lies with the City of Renton for
implementation and the development community, which should propose projects that
meet the residential goals, objectives, and policies of the City.
Objective LU-FF: Manage and plan for high quality residential growth in Renton and the
Potential Annexation Area that:
1) Supports transit by providing urban densities,
2) Promotes efficient land utilization, and
3) Creates stable neighborhoods incorporating built amenities and natural features.
Policy LU-140. Pursue multiple strategies for residential growth including:
1) Development of new neighborhoods on larger land tracts on the hills and plateaus
surrounding downtown;
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2) Infill development on vacant and underutilized parcels in Renton's established
neighborhoods;
3) Multi-family development located in Renton's Urban Center;
4) Infill in existing multi-family areas; and
5) Mixed-use projects and multi-family development in Commercial and Center land
use designations.
Policy LU-141. Promote the timely and logical progression of residential development.
Priority for higher density development should be given to development of land with
infrastructure capacity and land located closer to the City's Urban Center.
Policy LU-142. Encourage a citywide mix of housing types including:
1) Large-lot single family;
2) Small-lot single family;
3) Small-scale and large-scale rental and condominium multi-family housing; and
4) Residential/commercial mixed-use development.
Objective LU-GG: Maintain the goal of a fifty-fifty ratio of single family to multi-family
housing outside of the Urban Center.
Policy LU-143. A maximum of fifty percent (50%) of future residential land capacity
should occur in multi-family housing in parts of the City and PAA located outside of the
Urban Center.
Policy LU-144. Infrastructure impacts of the goal of 50/50 ratio of single-family to multi-
family outside the Urban Center should be evaluated as part of the City's Capital
Improvements program.
Policy LU-145. Multi-family unit types are encouraged as part of mixed-use
developments in the Urban Center, Center Village, Commercial/Office/Residential, and
the Commercial Corridor Land Use designations.
Policy LU-146. Small-lot, single-family infill developments and plats should be
supported as alternatives to multi-family development to both increase the City's supply
of single-family detached housing and provide homeownership opportunities.
Policy LU-147. Adopt urban density of at least four (4) dwelling units per net acre for
residential uses except in areas with identified and documented sensitive areas and/or
areas identified as urban separators.
Policy LU-148. Encourage larger lot single-family development in areas providing a
transition to the Urban Growth Boundary and King County Rural Designation. The City
should discourage more intensive platting patterns in these areas.
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Policy LU-149. Discourage creation of socio-economic enclaves, especially where lower
income units would be segregated within a development.
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RESIDENTIAL LOW DENSITY LAND USE DESIGNATION
Purpose Statement: Policies in this section are intended to guide development on land
appropriate for a range of low intensity residential and employment where land is either
constrained by sensitive areas or where the City has the opportunity to add larger-lot
housing stock, at urban densities of 4-du/net acre, to its inventory.
Lands that are not appropriate for urban levels of development are designated either
Resource Conservation or Residential Low Density Zoning.
Lands that either do not have significant sensitive areas, or can be adequately protected
by the critical areas ordinance, are zoned Residential 4.
Lands developed with existing manufactured home parks that provide a transition to
adjacent Rural Areas and/or are adjacent to critical areas but were established uses in
King County prior to annexation may be considered for Residential Manufactured Home
Park zoning.
Objective LU-HH: Provide for a range of lifestyles and appropriate uses adjacent to and
compatible with urban development in areas of the City and Potential Annexation Area
constrained by extensive natural features, providing urban separators, and/or providing
a transition to Rural Designations within King County.
Policy LU-150. Identify and map areas of the City where environmentally sensitive areas
such as 100-year floodplains, floodways, and hazardous landslide and erosion areas are
extensive and the application of critical areas regulations alone is insufficient to guide
future development.
Policy LU-151. Base development densities should range from 1 home per 10 acres to 1
home per acre on Residential Low Density (RLD) designated land with significant
environmental constraints, including but not limited to: steep slopes, erosion hazard,
floodplains, and wetlands or where the area is in a designated Urban Separator. Density
should be a maximum of 4-du/net acre on portions of the Residential Low Density land
where these constraints are not extensive and urban densities are appropriate except as
provided in Policy LU-134a.
Policy LU-152 A density exception to the 4 dwelling unit per acre maximum is allowed
for residential uses that are otherwise consistent with the intent and character of the
Residential Low Density Designation. Such uses may include existing or new Assisted
Living facilities or Group Homes and pre-existing manufactured home parks. Upon
cessation of a manufactured home park use, the property should be considered for
Residential 4 zoning.
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Policy LU-153. For the purpose of mapping, the prevalence of significant environmental
constraints should be interpreted to mean:
1) Critical areas encumber a significant percentage of the gross area;
2) Developable areas are separated from one another by pervasive critical areas or
occur on isolated portions of the site and access limitations exist;
3) The location of the sensitive area results in a non-contiguous development pattern;
4) The area is a designated urban separator; or
5) Application of the Critical Areas Ordinance setbacks/buffers and/or net density
definition would create a situation where the allowed density could not be
accommodated on the remaining net developable area without modifications or
variances to other standards.
Policy LU-154. Warehousing, outdoor storage, equipment yards, and industrial uses
should not be allowed. Where such uses exist as non-conforming uses, measures should
be taken to negotiate the transition of these uses as residential redevelopment occurs.
Policy LU-155. Control scale and density of accessory buildings to maintain
compatibility with other residential uses.
Policy LU-156. Residential Low Density areas may be incorporated into Urban
Separators.
Objective LU-II: Designate Residential 4 du/acre zoning in those portions of the RLD
designation appropriate for urban levels of development by providing suitable
environments for suburban and/or estate style, single-family residential dwellings.
Policy LU-157. Within the Residential 4 du/acre zoned area allow a maximum density of
4 units per net acre to encourage larger lot development and increase the supply of
upper income housing consistent with the City's Housing Element.
RESIDENTIAL SINGLE FAMILY LAND USE DESIGNATION
Purpose Statement: Land designated Residential Single Family is intended to be used
for quality detached residential development organized into neighborhoods at urban
densities. It is intended that larger subdivision, infill development, and rehabilitation of
existing housing be carefully designed to enhance and improve the quality of single-
family living environments.
Policies in this section are to be considered together with the policies in the Regional
Growth, Residential Growth Strategy section of the Land Use Element, the Community
Design Element, and the Housing Element. Policies are implemented with R-8 zoning.
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Objective LU-JJ: Encourage re-investment and rehabilitation of existing housing, and
development of new residential plats resulting in quality neighborhoods that:
1) Are planned at urban densities and implement Growth Management targets,
2) Promote expansion and use of public transportation; and
3) Make more efficient use of urban services and infrastructure.
Policy LU-158. Net development densities should fall within a range of 4.0 to 8.0
dwelling units per net acre in Residential Single Family neighborhoods.
Policy LU-159. Maximum height of structures should not exceed two (2) stories in
single-family residential neighborhoods.
Policy LU-160. Designate land for Residential Single-Family land use where there is an
existing pattern of single-family development in the range of four to eight units per net
acre and where critical areas are limited.
RESIDENTIAL MEDIUM DENSITY LAND USE DESIGNATION
Purpose Statement: The Residential Medium Density designation is intended to create
the opportunity for neighborhoods that offer a variety of lot sizes, housing, and
ownership options.
Residential Medium Density neighborhoods should include a variety of unit types
designed to incorporate features from both single-family and multi-family
developments, support cost-efficient housing, facilitate infill development, encourage
use of transit service, and promote the efficient use of urban services and infrastructure.
Objective LU-KK: Designate land for Residential Medium Density (RMD) where access,
topography and adjacent land uses create conditions appropriate for a variety of unit
types designed to incorporate features from both single-family and multi-family
developments, and to support cost-efficient housing, infill development, transit service,
and the efficient use of urban services and infrastructure.
Policy LU-161. Residential Medium Density designated areas should be zoned for either
Residential 10 dwelling units per net acre (R-10), Residential 14 dwelling units per net
acre (R-14), or new zoning designations that allow housing in this density range.
Policy LU-162. Residential Medium Density neighborhoods may be considered for
Residential 10 (R-10) zoning if they meet three of the following criteria:
1) The area already has a mix of small-scale multi-family units or has had long standing
zoning for flats or other low-density multi-family use;
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2) Development patterns conducive to medium-density development are established;
3) Vacant lots exist or parcels have redevelopment potential for medium-density infill
development;
4) The project site is adjacent to major arterial(s) and public transit service is located
within % mile;
5) The site can be buffered from existing single-family residential neighborhoods
having densities of eight (8) dwelling units or less; or
6) The site can be buffered from adjacent or abutting incompatible uses.
Policy LU-163. Areas may be considered for Residential 14 (R-14) zoning where the site
meets the following criteria:
1) Adjacent to major arterial(s);
2) Adjacent to the Urban Center, Highlands Center Village, or Commercial Corridor
designations;
3) Part of a designation totaling over 20 acres (acreage may be in separate ownership);
4) Site is buffered from single-family areas or other existing, potentially incompatible
uses; and
5) Development within the density range and of similar unit type is achievable given
environmental constraints.
Policy LU-164. Support projects that create neighborhoods with diverse housing types
that achieve continuity through the organization of roads, sidewalks, blocks, setbacks,
community gathering places, and amenity features.
Policy LU-165. Development densities in the Residential Medium Density designation
area should range from seven (7) to eighteen (18) dwelling units per net acre, as
specified by implementing zoning.
Objective LU-LL: Residential Medium Density designations should be areas where
creative approaches to housing density can be implemented.
Policy LU-166. Provision of small lot, single-family detached unit types, townhouses,
and multi-family structures compatible with a single-family character should be allowed
and encouraged in the Residential Medium Density designation, provided that density
standards can be met (see also the Housing Element for housing types).
Policy LU-167. Very small-lot, single-family housing, such as cottages, zero-lot line
detached, semi-detached, townhouses, and small scale multi-family units should be
allowed in the Residential Medium Density designation in order to provide a wide range
of housing types. No single housing type should dominate in this designation.
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Policy LU-168. A range and variety of lot sizes and building densities should be
encouraged.
Policy LU-169. Residential developments should include public amenities that function
as a gathering place within the development and should include features such as a
public square, open space, park, civic or commercial uses in the R-14 zone. The central
place should include amenities for passive recreation such as benches and fountains and
be unified by a design motif or common theme.
Policy LU-170. Residential Medium Density site development plans should reflect the
following criteria for projects:
1) Parking should be encouraged in the rear or side yards or under the structure;
2) Structures should be located on lots or arranged in a manner to appear like a platted
development to ensure adequate light and air, and views (if any) are preserved
between lots or structures;
3) Buildings should be massed in a manner that promotes a pedestrian scale with a
small neighborhood feeling;
4) Each dwelling unit should have an identifiable entrance and front on streets or
public open spaces rather than courtyards and parking lots;
5) Fences may be constructed if they contribute to an open, spacious feeling between
units and structures and do not provide a barrier to pedestrian circulation; and
6) Streetscapes should include green, open space for each unit.
Policy LU-171. Residential Medium Density development should provide condominium
or fee simple homeownership opportunities, as well as rental or lease options.
Policy LU-172. Mixed-use development in the form of civic, commercial development,
or other non-residential structures, may be allowed in the central places of Residential
Medium Density development projects within the Residential 14 zone, subject to
compliance with criteria established through development regulations.
RESIDENTIAL MULTI-FAMILY LAND USE DESIGNATION
Purpose Statement: The multi-family residential land use designation is intended to
encourage a range of multi-family living environments that provide shelter for a wide
variety of people in differing living situations, from all income levels, and in all stages of
life.
Although some people live in multi-family situations because they do not have an
alternative, others prefer living in multi-family environments rather than in single-
family, detached houses. Regardless of why they live there, they want and deserve the
same high standards for their homes and neighborhoods.
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Single-family and multi-family residential developments have different impacts on the
community.
The City must identify a housing mix and implement policies that adequately address
and balance the needs of both residents and the community as a whole.
The Multi-family Residential designation is implemented by Residential Multi-family
(RM-F), Residential Multi-Family Traditional (RM-T), and Residential Multi-Family Urban
(RM-U) zoning.
Objective LU-MM: Encourage the development of infill parcels with quality projects in
existing multi-family districts.
Policy LU-173. Residential Multi-family designations should be in areas of the City
where projects would be compatible with existing uses and where infrastructure is
adequate to handle impacts from higher density uses.
Policy LU-174. Land within the Residential Multi-family designation areas should be
used to meet multi-family housing needs. Residential Multi-family designations have
the highest priority for development or redevelopment with multi-family uses.
Policy LU-175. Expansion of the Residential Multi-family designation is limited to
properties meeting the following criteria:
1) Properties under consideration should take access from a principal arterial, minor
arterial, or collector. Direct access should not be through a less intense land use
designation area;
2) Properties under consideration must abut an existing Residential Multi-family land
use designation on at least two (2) sides and be on the same side of the principal
arterial, minor arterial, or collector serving it; and
3) Any such expansion of the Residential Multi-family land use designation should not
bisect or truncate another contiguous land use district.
Policy LU-176. Properties which are a part of annexations into the City and have
existing or vested multi-family land uses, but do not meet the criteria for Residential
Multi-Family land use designation, may be designated Residential Multi-Family when
properties meet the following criteria:
1) There is a pre-existing and long term use of multi-family development or
there is multi-family development vested prior to annexation; and
2) The property is 43,560 square feet or less in size; and
3) Offers a transition between land use designations which have a higher
intensity to less intense land use designation areas.
Policy LU-177. RESERVED.
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Policy LU-178. Detached cottage housing designed to include site amenities with
common open space features should be supported in multi-family designations if
density goals are met.
Policy LU-179. Residential Multi-Family projects should include landscaped open space,
common areas for residents, and other amenities compatible with existing buildings on
adjacent and abutting lots.
Policy LU-180. Residential Multi-Family (RMF) zoning should be applied where existing
small scale, garden-style multi-family development exists.
Policy LU-181. Residential Multi-Family Traditional (RMT) zoning should be applied in
areas where the surrounding land use provides a compact urban environment or where
such an environment is envisioned. This area should be within a half mile of shopping
and transit.
Policy LU-182. Residential Multi-Family Urban (RMU) zoning should be applied when
the surrounding land uses call for high-density housing choices in an area with a
pedestrian-scale environment and direct access to transit facilities.
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X. CENTERS
Goal: Develop well-balanced attractive, convenient, robust commercial office, office,
and residential development within designated Centers serving the City and the
region.
Discussion: The Centers category of land use includes two areas of the City, the Center
Village in the Highlands and the Urban Center located in the historic downtown and the
employment area north to Lake Washington.
The Urban Center includes two sub-areas: Urban Center- Downtown (220 acres) and
the Urban Center-North (310 acres). Together these two areas are envisioned to evolve
into a vibrant city core that provides arts, entertainment, regional employment
opportunities, recreation, and quality urban residential neighborhoods. The Renton
Urban Center is envisioned as the dynamic heart of a growing regional city. Renton's
Urban Center will provide significant capacity for new housing in order to absorb the
city's share of future regional growth. This residential population will help to balance
the City's employment population and thereby meet the policy directive of a 2:1 ratio of
jobs to housing.
The Center Village designation is envisioned as a revitalized residential and commercial
area providing goods and services to the Greater Highlands area. The area could
potentially become a focal point for a larger area, the Coal Creek Corridor, connecting
Renton to Newcastle and Issaquah. While development is envisioned at a smaller scale
than expected in the Urban Center, the Village Center will still focus on urban mixed-use
projects with a pedestrian-oriented development pattern.
Objective LU-NN: Encourage a wide range and combination of uses, developed at
sufficient intensity to maximize efficient use of land, support transit use, and create a
viable district.
Policy LU-183. Promote the innovative site planning and clustering of Center uses and
discourage the development of strip commercial areas.
Policy LU-184. Phase implementation of development within Centers to support
economically feasible development in the short term but also provide a transition to
achieve new development consistent with long term land use objectives.
Policy LU-185. Continue development of transit-oriented development in the activity
node established by the downtown transit facility.
Policy LU-186. Designate Center boundaries according to the following criteria:
1) The boundary should coincide with a major change in land use type or intensity;
2) Boundaries should consider topography and natural features such as ravines, hills,
and significant stands of trees;
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3) Boundaries should occur along public rights-of-way including streets or utility
easements, or at rear property lines where justified by the existing land use pattern.
Boundary lines should not be drawn through the interior of parcels; and
4) As a maximum distance, the boundary should be drawn within a walkable distance
from one or two focal points, which may be defined by intersections, transit stops,
or shopping centers.
Policy LU-187. Designate Centers in locations with the following characteristics:
1) A nucleus of existing multi-use development;
2) Potential for redevelopment, or vacant land to encourage significant concentration
of development;
3) Center locations should be located on major transit and transportation routes;
4) Center locations should be served by the City's arterial street system.
Policy LU-188. Change adopted boundaries only in the following circumstances:
1) The original mapping failed to consider a major natural feature or significant land
use that would make implementation of the boundary illogical, or
2) The amount of land within a Center is inadequate to allow development of the range
and intensity of uses envisioned for the Center.
Policy LU-189. Support new office and commercial development that is more intensive
than the older office and commercial development in existing Centers in order to create
more compact and efficient Centers over time.
Policy LU-190. Allow stand-alone residential development of various types and urban
densities in portions of Centers not conducive to commercial development, or in the
Urban Center in districts designated for residential use.
Policy LU-191. Allow residential uses throughout Centers as part of mixed-use
developments. Consider bonus incentives for housing types compatible with
commercial uses or lower density residential that is adjacent to Centers.
Policy LU-192. Include uses that are compatible with each other within mixed-use
developments; for example, office and certain retail uses with residential, office, and
retail.
Objective 00: Implement Renton's Urban Center consistent with the "Urban Centers
criteria" of the Countywide Planning Policies (CPP) to create an area of concentrated
employment and housing with direct service by high capacity transit and a wide range of
land uses such as commercial/office/retail, recreation, public facilities, parks and open
space.
Policy LU-193. Renton's Urban Center should be maintained and redeveloped with
supporting land use decisions and projects that accomplish the following objectives:
1) Enhance existing neighborhoods by creating investment opportunities in quality
urban scale development;
2) Promote housing opportunities close to employment and commercial areas;
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3) Support development of an extensive transportation system to reduce dependency
on automobiles;
4) Strive for urban densities that use land more efficiently;
5) Maximize the benefit of public investment in infrastructure and services;
6) Reduce costs of and time required for permitting; and
7) Evaluate and mitigate environmental impacts.
Policy LU-194. Establish two sub-areas within Renton's Urban Center.
1) Urban Center-Downtown (UC-D) is Renton's historic commercial district,
surrounded by established residential neighborhoods. The UC-D is located from the
Cedar River south to South 7th Street and between 1-405 on the east and Shattuck
Avenue South on the west.
2) Urban Center-North (UC-N) is the area that includes Southport, the Puget Sound
Energy sub-station, and the South Lake Washington redevelopment area. The UC-N
is located generally from Lake Washington on the north, the Cedar River and Renton
Municipal Airport to the west, Sixth Street and Renton Stadium to the south, and
Houser Way to the east.
Policy LU-195. Maintain zoning that creates capacity for employment levels of 50
employees per gross acre and residential levels of 15 households per gross acre within
the Urban Center.
Policy LU-196. Support developments that utilize Urban Center levels of capacity.
Where market conditions do not support Urban Center employment and residential
levels, support site planning and/or phasing alternatives that demonstrate how, over
time, infill or redevelopment can meet Urban Center objectives.
URBAN CENTER DOWNTOWN LAND USE DESIGNATION
Purpose Statement: The Urban Center - Downtown (UC-D) is expected to redevelop as
a destination shopping area providing neighborhood, citywide, and sub-regional services
and mixed-use residential development. UC-D residential development is expected to
support urban scale multi-family projects at high densities, consistent with Urban Center
policies. Site planning and infrastructure will promote a pedestrian scale environment
and amenities.
Objective LU-PP. Zone areas within the Urban Center-Downtown designation to
provide a vibrant downtown district that provides a mix of high density urban land uses
that support transit and the further synergism of public and private sector activities.
Policy LU-197. Residential Multi-Family Traditional should be zoned in areas where low
rise multi-family development already exists and further infill is appropriate, or where
such development can provide a transition between higher intensity downtown uses
and surrounding areas. Transit and shopping areas should be available within one half
mile.
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Policy LU-198. Residential Multi-Family Urban should be zoned in areas outside of the
established Pedestrian District, where it is appropriate for high intensity residential
development to be established without mixed-use commercial or office space within the
same building. Residential Multi-Family Urban areas should be served by transit.
Policy LU-199. Commercial Office zoning should be selected for high intensity areas of
the Urban Center Downtown where residential or mixed use residential-commercial
development is not desired.
Policy LU-200. Center Downtown zoning should be selected for those portions of the
Urban Center-Downtown that are envisioned for the widest mix of residential and
commercial uses. The Center Downtown should be directly served by multiple transit
routes and should provide a high-quality pedestrian environment.
Objective LU-QQ: Create a balance of land uses that contribute to the revitalization of
downtown Renton and, with the designated Urban Center - North, fulfill the
requirements of an Urban Center as defined by Countywide Planning Policies.
Policy LU-201. Uses in the Urban Center - Downtown should include a dynamic mix of
uses, including retail, entertainment, restaurant, office, and residential, that contribute
to a vibrant city core.
Policy LU-202. Development and redevelopment of Urban Center - Downtown should
strive for urban density and intensity of uses.
Policy LU-203. Ground floor uses with street frontage in the Pedestrian District should
be limited to businesses which primarily cater to walk-in customer traffic (i.e. retail
goods and services) in order to generate and maintain continuous pedestrian activity in
these areas. Walk-in customer oriented businesses should also be encouraged to locate
along street frontages in the remainder of the downtown core.
Policy LU-204. Projects in the Urban Center - Downtown should achieve an urban
density and intensity of development that is greater than typical suburban
neighborhoods. Characteristics of urban intensity include no or little setbacks, taller
structures, mixed-uses, structured parking, urban plazas and amenities within buildings.
Policy LU-205. Development should not exceed mid-rise heights within the Urban
Center - Downtown.
Objective LU-QQ: Encourage the evolution of downtown Renton as a regional
commercial district that complements the redevelopment expected to occur in the
Urban Center - North.
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Policy LU-206. Discourage uses including expansion of existing uses in the Urban Center
- Downtown that require large areas of surface parking and/or drive-through service
queuing space.
Objective LU-RR: Encourage additional residential development in the Urban Center -
Downtown supporting the Countywide Planning Policies definition of Urban Center.
Policy LU-207. Maximize the use of existing urban services and civic amenities and
revitalize the City's downtown by promoting medium to high-density residential
development in the downtown area. Allowed densities should conform to the criteria
for Urban Centers in the Countywide Planning Policies.
Policy LU-208. Mixed-use development where residential and commercial uses are
allowed in the same building or on the same site should be encouraged in the urban
Center - Downtown. Incentives should be developed to encourage future development
or redevelopment projects that incorporate residential uses.
Policy LU-209. Net residential development densities in the Urban Center - Downtown
designation should achieve a range of 14-100 dwelling units per acre and vary by zoning
district.
Policy LU-210. Density bonuses up to 150 du/ac may be granted within designated
areas for provision of, or contribution to, a public amenity (e.g. passive recreation,
public art) or provision of additional structured public parking.
Policy LU-211. Condominium development and high-density owner-occupied
townhouse development is encouraged in the Urban Center - Downtown.
URBAN CENTER NORTH LAND USE DESIGNATION
Purpose Statement: The purpose of the UC-N is to redevelop industrial land for new
office, residential, and commercial uses at a sufficient scale to implement the Urban
Centers criteria adopted in the Countywide Planning Policies. This portion of the Urban
Center is anticipated to attract large-scale redevelopment greater than that in the
Urban Center-Downtown, due to large areas of land available for redevelopment. In
addition, new development is expected to include a wider group of uses including
remaining industrial activities, new research and development facilities, laboratories,
retail integrated into pedestrian-oriented shopping districts, and a range of urban-scale,
mixed-use residential, office and commercial uses. The combined uses will generate
significant tax income for the City and provide jobs to balance the capacity for the more
than 5,000 additional households in the Urban Center. Development is expected to
complement the Urban Center-Downtown. UC-N policies will provide a blueprint for the
transition of land over the next 30 years into this dynamic, urban mixed-use district.
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Objective LU-SS. Attract large-scale redevelopment of residential and commercial uses
in order to implement the Urban Centers criteria of the Countywide Planning Policies to
provide housing and jobs.
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Policy LU-212. Designate land for Urban-Center North land use if it meets the Urban
Centers criteria in the Countywide Planning policies and if it contains large tracts of land
suitable for redevelopment within the next 20 years.
Policy LU-213. Support a range and variety of commercial and office uses.
Policy LU-214. Allow hospitality uses such as hotels, convention and conference
centers.
Policy LU-215. Co-locate uses within a site and/or building in order to promote urban
style, mixed-use development.
Policy LU-216. Support uses that serve the region, a sub-regional, or citywide market as
well as the surrounding neighborhoods.
Policy LU-217. Support integration of community-scale office and service uses including
restaurants, theaters, day care, art museums, and studios.
Policy LU-218. Support extension of Park Ave. to Lake Washington.
Policy LU-219. Address the mix and compatibility of uses, residential density,
conceptual building, site and landscape design, identification of gateway features, signs,
circulation, transit opportunities, and phasing through master plan and site plan review
process.
Policy LU-220. Allow phasing plans for mixed-use projects.
Urban Center North Districts
The proposed Urban Center-North is divided into two districts for planning purposes.
Each district has a different emphasis in terms of range, intensity, and mix of uses.
These are District One, east of Logan Avenue, and District Two, west of Logan Avenue.
The implementation of planning concepts for District Two will be dependent on
decisions by The Boeing Company regarding continued airplane assembly operations at
the Renton Plant. For this reason, initiation of redevelopment in District Two will likely
occur after transition of the area east of Logan Avenue, District One, has begun.
Consolidation of Boeing operations may cause certain property located within District
One to be deemed surplus, making it available for redevelopment within the near
future. District One is envisioned to include a variety of uses. The intensity of these
uses would require substantial infrastructure improvements. More extensive
development, ultimately anticipated with the future development of District Two, will
likely require even more significant infrastructure upgrades.
Redevelopment in both districts of the Urban Center - North will be responsive and
protective of the North Renton residential neighborhood to the south. While the North
Renton neighborhood is not a part of the Urban Center, its residents will benefit from
the significant amenities provided by development of a new urban community.
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Redevelopment within both districts will occur in a manner that is not incompatible with
the operations at the Renton Municipal Airport, recognizing that the airport is an
Essential Public Facility located within an urban area. Redevelopment within both
districts will be consistent with the City's Airport Compatible Land Use Program. The
program responds to State requirements to consider how land use in the surrounding
areas affects the Renton airport.
The current supply of underutilized land north of N. 8th Street creates an immediate
redevelopment opportunity for a first phase of development in District One. However,
the industrial character of the surrounding developed properties, both within District
Two to the west and the Employment Area-Industrial area to the east, will make it
difficult to achieve true urban intensities in District One at the beginning of this
transition. The overall Vision for the District contemplates much more than a series of
low-rise structures with large parking lots. Therefore, it is important that this initial
development facilitates later stages of investment as the neighborhood matures and
property values increase. It is also critical that the early-stage vision for District One sets
the stage for high-quality redevelopment in District Two.
The following "visions" have been developed for each District.
Vision - District One
The changes in District One will be dramatic, as surface parking lots and existing large-
scale industrial buildings are replaced by retail, flex tech, and office uses. Initial
development may be characterized by large-format, low-rise buildings surrounding
internal surface parking lots and bordered by a strong pedestrian-oriented spine along
Park Avenue. As the Urban Center-North evolves, the buildings of District One may be
remodeled and/or replaced with taller, higher density structures. Parking structures
may also be built in future phases as infill projects that further the urbanization of the
District.
Two initial patterns of development are anticipated within the District: one, creating a
destination retail shopping district; and the other, resulting in a more diverse mixed-use,
urban scale office and technical center with supporting commercial retail uses. It is
hoped that over time these patterns will blend to become a cohesive mixed-use district.
In its first phases of development, District One hosts for the region a new form of retail
center. Absent are the physical constraints of a covered mall. Although parking initially
may be handled in surface lots, their configuration, juxtaposed with smaller building
units, eliminates the expanse of paving that makes other retail shopping areas
unappealing to pedestrians. Building facades, of one or two stories, are positioned
adjacent to sidewalks and landscaped promenades. Destination retail uses that draw
from a sub-regional or regional market blend with small, specialty stores in an
integrated shopping environment to support other businesses in the area. While large-
format ("big-box") retail stores anchor development, they do not stand-alone. Rather,
they are architecturally and functionally connected to the smaller shops and stores in
integrated shopping centers. Cafes with outdoor seating, tree-lined boulevards and
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small gathering places invite shoppers to linger after making their initial purchases.
Retail development takes an urban form with high-quality design considering a human
scale and pedestrian orientation.
While retail development will add to the City's tax base and create a modest increase in
employment, the vision for the Urban Center-North is that of a dense employment
center. Within the initial phases of redevelopment, job growth will also occur in high-
quality, well-designed flex/tech development and low- to mid-rise office, lab and
research and development buildings that provide attractive environments for
companies offering high-wage careers in information technology, life sciences and light
("clean") manufacturing and assembly industries.
Redevelopment in this area will also include residential opportunities in low- to mid-rise
buildings with upper-story office and/or ground-related retail. Additional supporting
retail will also be constructed. Logan Avenue is extended and redeveloped for public use
as a major, tree-lined parkway.
During the second generation of redevelopment in District One, changing property
values and further investment will allow for higher density development in the form of
offices and residences mixed with other uses. As this area is transformed into a mature
mixed-use district, community gathering spaces and recreation facilities to support the
City's neighborhoods and business districts become viable. Cultural facilities, as well as
convention and conference centers may be located within the District and could be
incorporated into mixed-use development with retail, office and hotels. Small parks,
open space, and community gathering places will be incorporated into site design.
Facilities such as multiple-screen theaters and other cultural facilities may add to the
amenity value of the District.
District One Policies
Objective LU-TT: Create a major commercial/retail district developed with uses that
add significantly to Renton's retail tax base, provide additional employment
opportunities within the City, attract businesses that serve a broad market area and act
as a gathering place within the community.
Policy LU-221: Designate land for Urban Center- North 1 zoning if the property is east of
Logan Avenue.
Policy LU-223. Support office and technology-based uses with retail uses and services
along portions of the ground floors to facilitate the creation of an urban and pedestrian
environment.
Policy LU-224. Support uses supporting high-technology industries such as
biotechnology, life sciences, and information technology by providing retail amenities
and services in the area.
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Policy LU-225. Allow for the development of destination retail centers that are
consistent with a district-wide conceptual plan.
Policy LU-226. Encourage the placement of buildings for retail tenants along
pedestrian-oriented streets to create urban configurations.
Policy LU-227. Ensure that big-box retail functions as an anchor to larger, cohesive,
urban-scale retail developments.
Objective LU-UU: Create an urban district initially characterized by high-quality,
compact, low-rise development that can accommodate a range of independent retail,
office, research, or professional companies. Support the continuing investment in and
transition of low-rise development into more intensive, urban forms of development to
support a vital mixed-use district overtime.
Policy LU-228. Allow phasing plans for developments as part of the master plan and site plan
review that:
a) Provide a strategy for future infill or redevelopment with mixed-use buildings.
b) Preserve opportunities for future structured parking and more intense
employment-generating development.
Policy LU-229. Support the co-location of uses within a site and/or building in order to
promote urban style mixed-use (commercial/retail/office/residential) development.
Policy LU-230. Discourage ancillary retail pads.
Vision - District Two
Ongoing Boeing airplane manufacturing is supported by the City and expected to
continue across District Two for the foreseeable future. This important industrial base
will continue to provide high-wage jobs within the Urban Center - North as
redevelopment occurs in District One.
Should Boeing surplus property west of Logan Avenue, redevelopment that follows will
take on more urban characteristics, incorporating mixed-use (residential, office, and
retail) development types. Planning for the redevelopment of District Two will take into
consideration the unique issues involved in the transition of a site historically used for
heavy industry adjacent to the Renton Municipal Airport. Redevelopment will be
consistent with the Renton Municipal Airport Compatible Land Use Program.
Eventually, redevelopment will lead to the creation of a vibrant new lakefront
community providing additional housing, shopping, and employment opportunities to
the region. The South Lake Washington neighborhood will be a center of activity in the
Puget Sound region—a premiere address for residents, a hub of economic activity
providing capacity for high-wage jobs, and a world-class destination for shopping,
dining, recreation, and entertainment
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Mixed-use projects will be high in design and construction quality, and offer landmark
living, shopping, and working environments planned to take advantage of a regionally
centralized location, efficient access, mass transit, potential passenger ferry
connections, stellar views of lake and mountains, and restored natural environments
along the Cedar River and Lake Washington shorelines.
Development within District Two will be organized into neighborhoods with housing,
shopping, employment, and recreation opportunities located within walking distance.
Low- to mid-rise buildings will be located to the south while development to the north
will be primarily mid-to- high-rise in order to maximize views. While some on-street or
surface parking may occur, the majority of parking will be provided in the lower levels of
mixed-use buildings or in stand-alone structures designed to blend in with the
surrounding neighborhood.
This environment attracts a residential population living in up-scale neighborhoods
featuring higher-density condominium and apartment forms of housing north of N. 8th
St. Townhouse developments south of N. 8th St. provide a transition to the adjacent
North Renton neighborhood in terms of scale and use of buildings. Residents of both
neighborhoods will find ample shopping and employment opportunities in the
immediate vicinity.
Residents, employees and visitors will enjoy new public open space. These range from
public access to the lakefront through small parks, overviews, and trails, to large public
plazas and central greens that provide gathering places, recreational opportunities, and
a celebration of views of the Seattle skyline, the Olympic Mountains, and Mount Rainier.
District Two Policies
Objective LU-VV: Support ongoing airplane manufacturing and accessory uses.
Policy LU-231. Designate land for Urban Center- North s zoning if the property is either
west of Logan Avenue.
Policy LU-232. Support existing airplane manufacturing and accessory uses while
allowing for the gradual transition to other uses should The Boeing Company surplus
property within District Two.
Policy LU-233. Allow airplane manufacturing and related accessory uses such as
airplane sales and repair, laboratories for research, development and testing, medical
institutions, and light industrial uses including small scale or less intensive production
and manufacturing, and fabricating with accessory office and support services.
Objective LU-WW: If Boeing elects to surplus property in District Two, land uses should
transition into an urban area characterized by high-quality development offering
landmark living, shopping and work environments planned to take advantage of access
and views to the adjacent river and lake shorelines.
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Policy LU-234. Should The Boeing Company elect to surplus properties in District Two
support the redevelopment with a range and variety of commercial, office, research,
and residential uses.
Support a mid- to high-rise scale and intensity of development.
Support retail and service activities as ancillary uses that are synergistic with
commercial, office, biotech, research, technology, and residential activities.
Traditional retail (Main Street), general business and professional services, and
general offices are examples of the types of uses that are supported in combination
with other activities.
Support urban scale residential development in District Two. North of N. 8th Street
structured parking should be required.
Allow a limited range of service uses, such as churches, government offices and
facilities, commercial parking garages, and day care centers through the conditional
use process.
Allow eating and drinking establishments and cultural facilities as part of office or
mixed-use development.
Prohibit new warehousing, storage including self-storage, vehicle sales, repair and
display (including boats, cars, trucks and motorcycles), assembly and packaging
operations, heavy and medium manufacturing and fabrication unrelated to
production of new commercial airplanes.
Support development of public amenities such as public open space, schools,
recreational and cultural facilities, and museums.
Allow commercial uses such as retail and services provided that they support the
primary uses of the site and are architecturally and functionally integrated into the
development.
CENTER VILLAGE LAND USE DESIGNATION
Purpose Statement: Center Village is characterized by areas of the City that provide an
opportunity for redevelopment as close-in urban mixed-use residential and commercial
areas that are pedestrian-oriented. These areas are anticipated to provide medium to
high-density residential development and a wide range of commercial activities serving
citywide and sub-regional markets. Center Villages typically are developed within an
existing suburban land use pattern where opportunities exist to modify the
development pattern to accommodate more growth within the existing urban areas by
providing for compact urban development, transit orientation, pedestrian circulation,
and a community focal point organized around an urban village concept.
Objective LU-XX: Develop Center Villages, characterized by intense urban development
supported by site planning and infrastructure that provide a pedestrian scale
environment.
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Policy LU-235. Apply the Center Village designation to areas with an existing suburban
and auto-oriented land use pattern, which, due to availability and proximity to existing
residential neighborhoods, are candidate locations for a higher density mixed-use type
of development.
Policy LU-236. Implement the Center Village Designation using multiple zoning
designations including Residential 14 (R-14), Center Village (CV), and the Residential
Multi-family zones (RMF, RM-U, RM-T).
Policy LU-237. Zone property as Center Village in areas served by transit that are
characterized by existing commercial and multi-family development that are envisioned
to become mixed use, pedestrian oriented, community centers and serve as a
community focal point.
Policy LU-238. Zone property R-14 within the Center Village land use designation in
areas where a compact mix of housing types (including small lot single family, semi-
attached, and attached housing) is desired. Ideally, R-14 areas provide a transition
between higher intensity zones within the Center Village designation and the
surrounding land uses.
Policy LU-239. Zone property for Residential Multi-Family (RMF), Residential Multi-
Family Urban (RMU), or Residential Multi-Family Traditional (RMT) development where
existing multi-family development exists at the intensity suggested by the zone, or
where additional multi-family development is desired and can be buffered from lower
intensity land uses by the R-14 zone.
Policy LU-240. Allow residential density ranging from a minimum of 10 to a maximum
of 80 dwelling units per acre in the Center Village designation.
Policy LU-241. Encourage mixed-use structures and projects.
Policy LU-242. Encourage shared parking to use urban land efficiency.
Policy LU-243. Encourage uses in Center Villages that serve a sub-regional or citywide
market as well as the surrounding neighborhoods.
Policy LU-244. Encourage more urban style design and intensity of development (e.g.
building height, bulk, landscaping, parking) within Center Villages than with land uses
outside the Centers.
Policy LU-245. Promote the clustering of community commercial uses and discourage
the development of strip commercial areas.
Policy LU-246. Residential development within Center Villages is intended to be urban
scale, stacked, flat and/or townhouse development with structured parking.
Policy LU-247. Prohibit new garden style multi-family development.
Policy LU-248. Provide community scale office and service uses.
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XI. COMMERCIAL
Goal: Support existing businesses and provide an energetic business environment for
new commercial activity providing a range of service, office, commercial, and mixed use
residential uses that enhance the City's employment and tax base along arterial
boulevards and in designated development areas.
Discussion: There are three commercial designations:
1) Commercial Corridor;
2) Commercial/Office/Residential; and
3) Commercial Neighborhood.
These commercial areas range from intense retail corridors to major office parks to
neighborhood scale business districts. Many commercial areas are located along
arterials where the high volumes of daily traffic provide a substantial customer base.
COMMERCIAL CORRIDOR LAND USE DESIGNATION
Purpose Statement: The Commercial Corridor district is characterized by concentrated,
pre-existing commercial activity, primarily in a linear urban form, that provides
necessary goods and services for daily living, accessible to near-by neighborhoods,
serving a sub-regional market and accommodating large volumes of traffic.
It is the intention of City objectives and policies that Commercial Corridor areas evolve
from "strip commercial" linear business districts to business areas characterized by
enhanced site planning incorporating efficient parking lot design, coordinated access,
amenities, and boulevard treatment. Commercial Corridor areas may include
designated districts including concentrations of specialized uses such as the Auto Mall,
or features such as transit stops and a combination of businesses creating a focal point
of pedestrian activity and visual interest.
Commercial Corridor areas are characterized by medium intensity levels of activity. It is
anticipated, however, that intensity levels in these areas will increase over time as
development of vacant space occurs, increased land value makes redevelopment
feasible, and land is used more efficiently. In these districts, provision of pedestrian
amenities is encouraged, as are opportunities to link adjacent uses and neighborhoods.
Objective LU-YY: The Commercial Corridor land use designation should include:
1) Established commercial and office areas;
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2) Developments located on large parcels of land;
3) Projects that may be highly visible from principal arterials;
4) Uses dependent upon or benefiting from high-volume traffic;
5) Uses that provide significant employment; and
6) Businesses that provide necessary or desirable goods and services to the larger
community.
Policy LU-249. The Commercial Corridor Land Use designation should be mapped in
areas with the following characteristics:
1) Located on, and having access to, streets classified as principal arterials;
2) High traffic volumes; or
3) Land use pattern characterized by strip commercial development, shopping centers,
or office parks.
Policy LU-250. The Commercial Corridor designation should be implemented through
Commercial Arterial, Commercial Office, or Light Industrial zoning.
Policy LU-251. Industrial Light zoning should be applied to land that is appropriate for
very low intensity manufacturing and industrial services.
Policy LU-252. Increased demand for commercial uses should be accommodated
primarily through redevelopment and intensification of existing business area
designations rather than expansion of those areas.
Objective LU-ZZ: Create opportunities for development and re-development of land in
portions of the Commercial Corridor designation for general business and service uses.
These include a wide range of restaurant, small-scale to big-box retail, offices, auto
dealers, light industrial, and residential uses.
Policy LU-253. Portions of the Commercial Corridor designation appropriate for a wide
range of uses catering to low and medium intensity office, service, and retail uses should
be mapped with Commercial Arterial zoning.
Policy LU-254. Areas that should be considered for Commercial Arterial zoning should
meet the following criteria:
1) The corridor is served by transit or has transit within one-quarter mile;
2) A historical strip commercial urban development pattern predominates;
3) Large, surface parking lots exist;
4) Primary development on the site is located at rear portions of the property with
parking in front of the buildings;
5) Parcel size and configuration typically is defined by a larger parcel fronting the
arterial street with multiple buildings and businesses; and
6) The corridor exhibits long block lengths and/or an incomplete grid street network.
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Policy LU-255. Commercial Arterial zoned areas should include an opportunity for
residential uses and office as part of mixed-use development.
Policy LU-256. The NE Sunset Boulevard, Northeast Fourth, and Puget Corridors are
unique in the City due to the highly eclectic mix of commercial uses. Similar uses to
those found in these corridors should be fostered as development and redevelopment
of properties in these areas occurs over time.
Objective LU-AAA: Create opportunities for intensive office uses in portions of
Commercial Corridor designations including a wide range of business, financial, and
professional services supported by service and commercial/retail activities.
Policy LU-257. Areas of the City identified for intensive office use may be mapped with
Commercial Office implementing zoning when site is developed, historically used for
office, or the site meets the following criteria:
1) Site is located contiguous to an existing or planned transit route;
2) Large parcel size;
3) High visibility; and
4) Opportunities for views.
Policy LU-258. Small-scale medical uses associated with major institutions should be
located in the portions of Commercial Corridor designated areas with Commercial Office
zoning, in the Urban Center, or in the Employment Area - Valley.
Policy LU-259. Retirement centers that have a medical facility as a component of the
services offered should be located in areas of the Commercial Corridor that have
Commercial Office zoning.
Policy LU-260. Medium and high intensity office should be encouraged as the primary
use in Commercial Office zoned areas.
Policy LU-261. Retail and services should support the primary office use in areas
identified for Commercial Office zoning, and should be located on the ground floor of
office and parking structures.
Objective LU-BBB: Guide redevelopment of land in the Commercial Corridor
designation with Commercial Arterial zoning, from the existing strip commercial forms
into more concentrated forms, in which structures and parking evolve from the existing
suburban form, to more efficient urban configurations with cohesive site planning.
Policy LU-262. Support the redevelopment of commercial business districts located
along principal arterials in the City.
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Policy LU-263. Implement development standards that encourage lively, attractive,
medium to high-density commercial areas.
Policy LU-264. New development in Commercial Corridor designated areas should be
encouraged to implement uniform site standards, including:
1) Parking preferably at the rear of the building, or on the side as a second choice;
2) Setbacks that would allow incorporating a landscape buffer;
3) Front setback without frontage street or driveway between building and sidewalk; and
4) Common signage and lighting system.
Policy LU-265. Identify and map activity nodes located along principal arterials that are the
foundation of the Corridors, and guide the development or redevelopment of these nodes as
activity areas for the larger corridors so that they enhance their function.
Policy LU-266. Development within defined activity nodes should be subject to additional
design guidelines as delineated in the development standards.
Policy LU-267. Structures in Commercial Corridor areas that front sidewalks abutting the
principal arterial or are located at activity nodes should be eligible for a height bonus and
therefore may exceed the maximum allowable height in the district.
Policy LU-268. Public amenity features (e.g. plazas, recreation areas) should be encouraged as
part of new development or redevelopment.
Policy LU-269. Public amenity features (e.g. parks, plazas, recreation areas) should be
encouraged (i.e. through incentives or similar means) as part of every high-intensity office
development.
COMMERCIAL/OFFICE/RESIDENTIAL LAND USE DESIGNATION
Purpose Statement: The Commercial/Office/Residential (COR) designation provides
opportunities for large-scale office, commercial, retail, and multi-family projects developed
through a master plan and site plan process incorporation significant site amenities and/or
gateway features. COR sites are typically transitions from an industrial use to a more intensive
land use. The sites offer redevelopment opportunities on Lake Washington and/or the Cedar
River. Commercial/Office/Residential zoning implements the COR land use designation.
Objective LU-CCC: Development at Commercial/Office/Residential designations should be
cohesive, high quality, landmark developments that are integrated with natural amenities. The
intention is to create a compact, urban development with high amenity values that creates a
prominent identity.
Policy LU-270. Designate Commercial/Office/Residential in locations meeting the following
criteria:
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1) There is the potential for redevelopment, or a sufficient amount of vacant land to
encourage significant concentration of development;
2) The COR site could function as a gateway to the City;
3) COR sites should be located on major transit and transportation routes; and
4) The COR location has significant amenity value, such as water access, that can support
landmark development.
Policy LU-271. Consistent with the location criteria, Commercial/Office/Residential designations
may be placed on property adjacent to, or abutting, residential, commercial, industrial
designations or publicly owned properties. COR designations next to higher intensity zones such
as industrial, or next to public uses, may provide a transition to less intense designations in the
vicinity. Site design of COR should consider the long-term retention of adjacent or abutting
industrial or public uses.
Policy LU-272. Uses in Commercial/Office/Residential designations should include mixed-use
complexes consisting of office, and/or residential uses, recreational and cultural facilities, hotel
and convention center type development, technology research and development facilities; and
corporate headquarters.
Policy LU-273. Commercial uses such as retail and services should support the primary uses of
the site and be architecturally and functionally integrated into the development.
Policy LU-274. Commercial development, excluding big-box, may be a primary use in a
Commercial/Office/Residential designation, if:
1) It provides significant economic value to the City;
2) It is sited in conjunction with small-scale, multiple businesses in a "business district;"
3) It is designed with the scale and intensity envisioned for the COR; and
4) It is part of a proposed master plan development.
Policy LU-275. Individual properties may have a single use if they can be developed at the scale
and intensity envisioned for the COR designation, or if proposed as part of a phased
development and multi-parcel proposal that includes a mix of uses.
Policy LU-276. Sites that have significant limitations on redevelopment due to environmental,
access, and/or land assembly constraints should be granted flexibility of use combinations and
development standards through the master plan process.
Policy LU-277. Adjacent properties within a designated COR should be combined for master
planning purposes and public review regardless of ownership.
Policy LU-278. Master plans should coordinate the mix and compatibility of uses, residential
density, conceptual building, site and landscape design, identification of gateway features,
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signs, circulation, transit opportunities, and phasing regardless of ownership of individual
parcels.
Policy LU-279. Residential densities at COR designated sites should provide the flexibility to
allow for high density residential development, that could support the potential onsite
commercial uses and, at the same time, provide for the opportunity for mixed-use
developments that can support the City's employment goals. The same area used for
commercial and office development may also be used to calculate residential density.
Policy LU-280. Commercial/Office/Residential master plans should be guided by design criteria
specific to the location, context, and scale of the designated COR. COR Design Guidelines should
fully integrate signage, building height, bulk, setbacks, landscaping, and parking considerations
for the various components of each proposed project within the COR development.
COMMERCIAL NEIGHBORHOOD LAND USE DESIGNATION
Purpose Statement: The purpose of the Commercial Neighborhood designation is to provide
small scale, low-intensity commercial areas located within neighborhoods primarily for the
convenience of residents who live nearby. Uses should be those that provide goods and services.
In addition, a limited amount of residential opportunities should be provided.
Objective LU-DDD: Commercial Neighborhood designated areas are intended to reduce traffic
volumes, permit small-scale business uses, such as commercial/retail, professional office, and
services that serve the personal needs of the immediate population in surrounding
neighborhoods.
Policy LU-281. The Commercial Neighborhood designation should be implemented by
Commercial Neighborhood zoning.
Policy LU-282. Commercial Neighborhood designated areas should be located:
1) Within one-quarter mile of existing and planned residential areas;
2) To the extent possible, outside of the trade areas of other small-scale commercial uses
offering comparable goods and services; and
3) Contiguous to a street no smaller than those classified at the collector level.
Policy LU-283. Commercial Neighborhood designated areas should not increase in scale or size
to the point of changing the character of the nearby residential neighborhood.
Policy LU-284. The small-scale uses of Commercial Neighborhood designated areas should not
increase in intensity so that the character of the commercial area or that of the nearby
residential area is changed.
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Policy LU-285. A mix of uses (e.g. convenience retail, consumer services, offices, residential)
should be encouraged in small-scale commercial developments within Commercial
Neighborhood designated areas.
Policy LU-286. Commercial Neighborhood designated areas should consist primarily of retail
and/or service uses.
Policy LU-287. Products and services related to large-scale motorized machinery, vehicles, or
equipment should not be allowed in Commercial Neighborhood designated areas. Nor should
uses that result in emissions, noise, or other potential nuisance conditions be allowed in such
areas.
Policy LU-288. Residential uses should be located above the ground floor, limited to no more
than four units per structure and should be secondary to retail and services uses.
Policy LU-289. Commercial structures in Commercial Neighborhood designated areas should
be compatible with nearby residential areas in height, front yard setbacks, lot coverage,
building design, and use.
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XI. EMPLOYMENT AREAS
Goal: Achieve a mix of land uses including industrial, high technology, office, and
commercial activities in Employment Areas that lead to economic growth and a
strengthening of Renton's employment base.
Discussion: These policies are designed to ensure that Renton will have adequate
reserves of land and appropriate use designations to further its economic development
efforts. Adequate land is necessary to attract new businesses in an effort to expand and
diversify, and stabilize the employment base. There are two Employment Area Land Use
Designations:
1) Employment Area - Industrial
2) Employment Area - Valley
Flexibility is encouraged in the Employment Areas by allowing a range of uses and
multiple users on sites. Research and development businesses may need to evolve into
production and distribution facilities as products are developed and receive approval for
marketing. A flexible approach can facilitate business development and stimulate
creation of nodes of employment activity supported by commercial and service uses.
Objective LU-EEE: Encourage economic growth resulting in greater diversity and
stability in the employment and tax bases by providing adequate land capacity through
zoning amounts of land to meet the needs of future employers.
Policy LU-290. The City should endeavor to expand its present economic base,
emphasizing new technologies, research and development facilities, science parks, and
high-technology centers, and supporting commercial and office land uses.
Policy LU-291. In each employment designation, an appropriate mix of commercial,
office, light industrial, and industrial uses should be supported. The mix will vary
depending on the employment area emphasis.
Policy LU-292. Encourage flexibility in use and reuse of existing, conforming structures
to allow business to evolve in response to market and production requirements.
Policy LU-293. Support location of commercial and service uses in proximity to office or
industrial uses to develop nodes of employment supported by services.
Objective LU-FFF: Promote the development of low impact, light industrial uses,
particularly those within the high-technology category, in Employment Area-Valley and
Employment Area-Industrial designations where potentially adverse impacts can be
mitigated.
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Policy LU-294. Site planning review should ensure that light industrial uses are neither
intrusive nor adversely affected by other uses nearby.
EMPLOYMENT AREA-INDUSTRIAL LAND USE DESIGNATION
Purpose Statement: The Employment Area-Industrial designation is intended to provide
continued opportunity for manufacturing and industrial uses that create a strong
employment base in the City.
Discussion: Although location is an important factor for all types of development, it is
especially critical for industrial development. Industries need good access in areas with
low traffic volumes. As the City becomes more urban, they need assurance that
incompatible uses will not be allowed that could eventually force them to relocate.
Other uses, especially residential, also want to ensure that industries do not impact their
neighborhoods with noise, traffic, and other nuisances and hazards. For these reasons,
although commercial areas may see more diversity and mixing of uses, industrial areas
will remain somewhat isolated from other uses.
Objective LU-GGG: Sustain industrial areas that function as integrated employment
activity areas and include a core of industrial uses and other related businesses and
services, transit facilities, and amenities.
Policy LU-295. Designate land for Employment Area - Industrial if land is primarily used
for industrial development.
Policy LU-296. Zone property Industrial-Heavy when it is intended for high intensity
fabrication, processing of raw materials, bulk han'dling and storage, or heavy
construction and transportation. Such uses may required significant outdoor areas in
which to conduct operations, and isolation from other uses may be necessary to help
control potential impacts (noise, glare, vibration, etc.).
Policy LU-297. Zone property Industrial-Medium when it is intended for manufacturing,
processing, assembly, and warehousing. Outdoor storage of some materials may be
allowed. Potential impacts (noise, glare, vibration, etc.) are contained within the
property or project site.
Policy LU-298. Zone property Industrial-Light it is appropriate for very low intensity
manufacturing and industrial services such as storage. Uses, and potential impacts of
those uses (noise, glare, vibration, etc.), within this zone are typically fully contained
within buildings.
Policy LU-299. A mix of offices, light industrial, warehousing, and manufacturing should
be encouraged in the Employment Area-Industrial classification, with conditions as
appropriate.
Policy LU-300. Existing industrial activities may create noise, chemicals, odors, or other
potentially noxious off-site impacts. Within the Employment Area-Industrial designation
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existing industrial activities should be protected. Although the designation allows a
wide range and mix of uses, new businesses that would be impacted by pre-existing
industrial activities should be discouraged.
Policy LU-301. When more intensive new uses are proposed for locations in close
proximity to less intensive existing uses, the responsibility for mitigating any adverse
impacts should be the responsibility of the new use.
Policy LU-302. Light industrial uses that result in noise or odors, should be located in
the Employment Area-Industrial designation.
EMPLOYMENT AREA-VALLEY LAND USE DESIGNATION
Purpose Statement: The purpose of the Employment Area-Valley designation is to allow
the gradual transition of the Valley from traditional industrial and warehousing uses to
more intensive retail service and office activities. The intent is to allow these new
activities without making industrial uses non-conforming and without restricting the
ability of existing businesses to expand.
Objective LU-HHH: Provide for a mix of employment-based uses, including commercial,
office, and industrial development to support the economic development of the City of
Renton.
Policy LU-303. Develop the Green River Valley ("The Valley") and the Black River Valley
(located between Sunset Blvd and SW Grady Way) areas as places for a range and
variety of commercial, office, and industrial.
Policy LU-304. Non-employment-based uses, such as residential, are prohibited in the
Employment Area - Valley.
Policy LU-305. Multi-story office uses should be located in areas most likely to be
served by future multi-modal transportation opportunities. A greater emphasis on
public amenities is appropriate for this type of use.
Policy LU-306. Uses such as research, design, and development facilities should be
allowed in office designations and industrial designations when potential adverse
impacts to surrounding uses can be mitigated.
Policy LU-307. Recognize viable existing and allow new industrial uses in the Valley,
while promoting the gradual transition of uses on sites with good access and visibility to
more intensive commercial and office use.
Objective LU-III: Provide flexibility in the regulatory processes by allowing a variety of
zoning designations in the Employment Area-Valley designation.
Policy LU-308. Changes from one zone to another should be considered to achieve a
balance of uses that substantially improves the City's economic / employment base.
Factors such as increasing the City's tax base, improving efficiency in the use of the land,
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and the ability of a proposed land use to mitigate potential adverse land use impacts
should be considered.
Policy LU-309. Commercial Arterial (CA) should be supported only when the proposed
commercial use has access to SW 43rd Street, and/or East Valley Road south of SW 27th
Street or is located north of 1-405 and south of 10th Avenue SW and the area under
consideration is part of a designation totaling over 5 acres (acreage may be in separate
ownerships).
Policy LU-310. Zoning supporting industrial uses should be established when a mix or
wider range of uses is not yet appropriate for a site.
Policy LU-311. Properties lying between SR-167 and East Valley Road from SW 22nd
Street to SW 41st Street should not be granted an industrial zone classification that is
more intensive than Light Industrial in order to avoid the potential for degradation of
the high visibility SR 167 corridor.
Policy LU-312. Zone property Industrial-Heavy when it is intended for high intensity
fabrication, processing of raw materials, bulk handling and storage, or heavy
construction and transportation. Such uses may require significant outdoor areas in
which to conduct operations, and isolation from other uses may be necessary to help
control potential impacts (noise, glare, vibration, etc.).
Policy LU-313. Zone property Industrial-Medium when it is intended for manufacturing,
processing, assembly, and warehousing. Outdoor storage of some materials may be
allowed. Potential impacts (noise, glare, vibration, etc.) are contained within the
property or project site.
Policy LU-314. Zone property Industrial-Light it is appropriate for very low intensity
manufacturing and industrial services such as storage. Uses, and potential impacts of
those uses (noise, glare, vibration, etc.), within this zone are typically fully contained
within buildings.
Policy LU-315. Commercial Office zoning should be supported where a site has high
visibility, particularly in those portions of the Valley that are gateways and/or along the
1-405 and SR 167 corridors, where larger sites can accommodate more intensive uses,
and where sites can take advantage of existing and/or future multi-modal
transportation opportunities.
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Policy LU-316. Resource Conservation zoning should be supported when a site is
encumbered by a significant portion of environmentally sensitive areas including critical
areas, wetland mitigation areas, or wildlife habitat.
Policy LU-317. Site plan review should be required for all new projects in the
Employment Area-Valley pursuant to thresholds established in the City's development
regulations.
Policy LU-318. New development, or site redevelopment, should conform to
development standards that include scale of building, building facade treatment to
reduce perception of bulk, relationship between buildings, and landscaping.
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ATTACHMENT F
AMENDMENTS TO THE TRANSPORTATION ELEMENT OF THE COMPREHENSIVE PLAN
ORDINANCE NO. 5623
Amended 08/08/11
TRANSPORTATION ELEMENT
GOALS
1. Contribute to a balanced multi-modal transportation system through reasonable, planned,
economically feasible arterial improvements that enhance HOV and transit operations,
support adopted land use plans, protect or improve business access, and protect Renton's
neighborhoods.
2. Maximize the use of transit in Renton by providing step-by-step transit improvements to
produce regionally linked and locally oriented transit services and facilities needed to serve
travel demand generated by Renton residents and businesses.
3. Increase the person-carrying capacity of the Renton arterial system by the construction of
improvements and the implementation of actions that facilitate the flow of HOVs into, out
of, and through Renton.
4. Maintain, enhance, and increase pedestrian and bicycle travel by providing both safe and
convenient routes and storage for the commuting and recreating public.
5. Encourage and facilitate the reduction of commute and other trips made via single occupant
vehicles.
6. Create efficiently functioning air transportation facilities that are responsibly integrated with
the City's transportation system and land use pattern.
7. Maintain and improve truck and freight rail access to Renton industrial areas, and integrate
freight transportation needs into Renton's multi-modal transportation system.
8. Develop a funding and implementation program for needed transportation improvements
supporting adopted land use policies, that distributes transportation costs equitably
between public agencies and private development.
9. Develop a transportation system that contributes to the attainment and maintenance of
regional air and water quality standards within the City of Renton, and complies with
regional, state, and Federal air water quality standards, and preserves/protects natural
resources.
10. Develop and maintain relationships between Renton and other agencies and local
jurisdictions for cooperative planning of common transportation improvements, and
discussion of transportation-related interests.
11. Develop a connected network of complete streets where public streets are planned,
designed, constructed, and maintained for safe convenient travel of users - pedestrians,
bicyclists, and transit riders of all ages and abilities and motor vehicle drivers - with high
quality amenities.
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SUMMARY
The Transportation Element of Renton's Comprehensive Plan serves several purposes. In addition to meeting
the State Growth Management Act (GMA) requirements for a transportation element, it assists the City in
coordinating transportation planning with land use planning and adequately serving existing and future
residential and employment growth. The Transportation Element, sometimes called a Transportation Plan,
also provides direction on coordinating the development of a multi-modal system, which is a system that
accommodates various modes of transportation. Finally, the Transportation Element coordinates
transportation projects with other relevant projects in adjacent jurisdictions and the region. This coordination
is an important element in creating an effective system and in competing for transportation funding.
The goal of the Renton Transportation Element is to provide "a balanced multi-modal transportation system
that will support land use patterns, and adequately serve existing and future residential and employment
growth within the City." (A multi-modal system is defined as one which provides various choices of
transportation for the public such as automobiles, buses, rail, transit, bicycles, walking.)
The main objective guiding the development of the Transportation Element is to be consistent with the City of
Renton Comprehensive Plan Policies, the State's Growth Management Act, County-wide Planning Policies, and
Commute Trip Reduction (CTR) legislation.
Another key objective of the Transportation Element is to "coordinate land use and transportation planning."
This is a requirement of the State's Growth Management Act. The Transportation Element must also be
coordinated with the Puget Sound Regional Council's (PSRC) VISION 2040 and Transportation 2040 (the
adopted long-range growth and transportation strategy for the Central Puget Sound area — King, Kitsap,
Pierce, and Snohomish counties). This City of Renton Transportation Element is consistent with GMA, VISION
2040, and Transportation 2040 .
The Comprehensive Plan (and Transportation Element) was adopted on November 1, 2004. Subsequent
transportation planning work and enactment of development regulations that are consistent with, and help
implement, the adopted Comprehensive Plan and Transportation Element have resulted in the additional
amendments to the Comprehensive Plan (and Transportation Element) since that time. The most recent
amendments to this element occurred in March 2011 to incorporate transportation projects anticipated in the
Sunset Area Community Planned Action EIS.
As noted above, the overall intent of the Comprehensive Plan is to create a desirable land use pattern and
serve land uses with a multi-modal transportation system. This Transportation Element of the Comprehensive
Plan comprises a set of framework transportation policies to support Renton's land use Vision and a more
detailed and technical plan for implementation of the framework policies. The Transportation Element
encompasses several chapters, including Street Network, Transit, High Occupancy Vehicle (HOV), Non-
Motorized Transportation, Transportation Demand Management/Commute Trip Reduction (TDM/CTR),
Airport, Freight, Financing and Implementation, Environmental and Natural Resources, and Intergovernmental
Coordination. Some of the transportation policies apply to specific chapters; the policies compiled below
apply to all of the chapters.
General Policies
Policy T-l. Land use plans and regulations should be used to guide development of the Transportation
Element for the City.
Policy T-2. Transportation improvements should support land use plans.
Policy T-3. Transportation plans should be phased concurrently with growth.
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Policy T-4. Adequate transportation facilities and services should be in placeatthetimeof occupancy or an
adopted strategy must be in place to provide those facilities within six years of the approval of new
development.
Policy T-5. Land use and transportation plans should be consistent so that land use and adjacent
transportation facilities are compatible with each other. Land use capacity/forecast assumptions used in
capacity/forecast modeling should be used in estimating travel demand.
Policy T-G. Land use patterns should support transit and non-motorized modes of travel.
Policy T-7. The disruptive impacts of traffic related to centers and employment areas should be reduced.
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In this context, disruptive impacts are primarily traffic. They could be mitigated by implementing programs,
such as transportation management programs implemented through cooperative agreements at the work
place, flexible work hours, and/or sub-area planning policies supporting increased density.
Increased land use densities and a balance of land use mixes in an urban setting will result in fewer and
shorter vehicle trips. As people begin to live closer to employment and shopping, they will no longer need
to drive to these facilities and they will be able to link trips, resulting in fewer vehicle trips.
In addition to the Transportation-Land Use interaction, another issue that pervades several of the chapters
of the Transportation Element is that of parking. The location and supply of parking is an integral part of the
local transportation system. Inadequate parking can increase congestion on streets as people circle and
hunt for available spaces. Too much parking is an inefficient use of land and can deter transit use. A proper
balance needs to be achieved between parking supply and demand. Satellite parking and shuttle services
and collective structured parking are potential methods for increasing the parking supply. Note: Any
references in this document to downtown parking restrictions and/or removal apply only to
commuter/employee parking and not to business patron/customer parking.
Growth Management Act Requirements
The Growth Management Act specifies the following minimum requirements for information that is to be
included in the Transportation Element of the Comprehensive Plan:
1. Land use assumptions used in estimating travel;
2. Facilities and service needs, including:
a. An inventory of air, water, and land transportation facilities and services, including transit
routing, to define existing capital facilities and travel levels as a basis for future planning;
b. Level of service standards for the transportation system to serve as a gauge to judge
performance of the system. These standards should be regionally coordinated, and adopted
Level of Service (LOS) policy and/or standards for state facilities shall be stated in local
transportation plans.
c. Specific actions and requirements for bringing into compliance any facilities or services that are
below an established LOS standard;
d. Forecasts of traffic for at least ten years based on the adopted land use plan to provide
information on the location, timing, and capacity needs of future growth;
e. Identification of system expansion needs and transportation system management needs to
meet current and future demands;
3. Demand Management Strategies
4. Finance, including:
a. An analysis of funding capability to judge needs against probable funding resources;
b. A multi-year financing plan based on the needs identified in the comprehensive plan, the
appropriate parts of which shall serve as the basis for the six-year street, road, or transit
program required by RCW 35.77.010 for cities;
c. If probable funding falls short of meeting identified needs, a discussion of how additional
funding will be raised, or how land use assumptions will be reassessed to ensure that LOS
standards will be met;
5. Intergovernmental coordination efforts, including an assessment of the impacts of the
transportation plan and land use assumptions on the transportation systems of adjacent
jurisdictions.
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STREET NETWORK
Traffic generated by employment centers, regional pass-through traffic using local streets, and truck traffic
all contribute to congestion and reduced accessibility within the City of Renton. In resolving traffic flow
problems, a number of choices will need to be made. In some cases, increasing traffic flows only increase
congestion on local streets or impact pedestrians, yet if traffic flows are reduced accessibility can be
compromised. Alternately, if the local street system is efficient and not congested it will attract increased
regional traffic.
The objectives and policies in the Street Network chapter are intended to reduce the amount of traffic that
has neither an origin nor destination in the City of Renton while at the same time providing reasonable
levels of traffic flow and accessibility on the local street system. These objectives and policies also address
issues related to the street network as a system, the physical design of individual roadways, traffic flow, and
traffic operations control.
The Street Network Chapter contains a detailed review of the City of Renton's street system - including
existing functional classifications as well as a description of Renton's Arterial Plan. The Street Network
Chapter also contains discussion of the Level of Service criteria used to judge performance of the system.
(The service levels were developed in conjunction with King County adopted Level-of-Service Framework
Policies and other local jurisdictions.)
Objective
Objective T-A: Create a comprehensive street system that provides reasonable vehicular circulation
throughout the City while enhancing the safety and function of the local transportation system.
Policies
Policy T-8. Each street in the City should be assigned a functional classification based on factors ncluding
traffic volumes, type of service provided, land use, and preservation of neighborhoods.
Policy T-9. Streets and pedestrian paths in residential neighborhoods should be arranged as an
interconnecting network that serves local traffic and facilitates pedestrian circulation.
Policy T-10. Street vacations should be supported when:
• The right-of-way to be vacated is not needed for future public use;
• The right-of-way to be vacated is not needed for the interconnection of the roadway system;
• The abutting property owners have demonstrated a need for the street vacation; and,
• The resultant road configuration, after the street vacation, conforms to adopted City plans.
Policy T-ll. Street vacations should only be supported in Downtown and neighborhoods that have
developed around a traditional grid system when the resultant road configuration after the street
vacation does not significantly interrupt the function of the overall grid system.
Policy T-12. Street standards should continue to be based on functional classification, land use objectives,
and HOV/transit/non-motorized facility needs. (The street standards should be coordinated with the
objectives and policies of the Community Design Element.)
Policy T-13. A level of service should be maintained that: maximizes mobility by emphasizing transit and
HOV improvements; is coordinated with level of service standards of adjacent jurisdictions; and meets
State requirements under GMA and concurrency.
Policy T-14. Traffic flow on and accessibility to arterial streets should be managed to maximize person-
carrying capacity.
Policy T-15. Provide a balance between protecting neighborhoods from increased through traffic while
maintaining access to neighborhoods.
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Policy T-16. Street networks should connect through the development to existing streets, avoid "cul-de-
sac" or dead end streets, and be arranged in a grid street pattern (or a flexible grid street system if there
are environmental constraints).
Policy T-17. Proactively work with the state and neighboring jurisdictions to provide capacity on regional
transportation systems and to reduce regional traffic on local streets.
Policy T-18. Develop strategies to reduce adverse traffic impacts on local areas, (areas of the City that
require this type of intervention should be identified and addressed through the sub-area planning
process, neighborhood plans, or traffic mitigation programs that are implemented through development
review.)
Policy T-19. Access management, such as restricting left turns and excessive use of driveways, should be
coordinated with design standards and land use in order to enhance public safety and preserve traffic
carrying capacity.
(Also see related policies in the HOV, Transit, Non-motorized and Freight sections of this Element and of the
Community Design Element.)
Inventory of Existing Streets
The existing street/highway system serving Renton is shown in Figure 1-1. The system includes two
freeways: lnterstate-405 and State Route-167 (the "Valley Freeway"). Interstate 405 provides
connections to the Eastside and Snohomish County to the north, and to 1-5 and the Sea-Tac Airport area to
the south. The Valley Freeway extends south from 1-405 to Kent, Auburn, and Puyallup.
In addition to the freeways, Renton is served by several other state highways, including SR-900 (Sunset
Boulevard), SR-169 (Maple Valley Highway), SR-515 (Benson Highway), and SR-167 (Rainier Avenue). Each
of these state highways are integral elements of Renton's internal arterial system. In addition, SR-900
provides external connections to Issaquah on the east and to the Boeing Field area and 1-5 on the west.
SR-169 connects Renton to SR-18 and southeast King County, SR-515 provides the main arterial
connection to the unincorporated Soos Creek area, and the Rainier Avenue section of SR-167 connects
Renton with south Seattle.
Six routes, 1-405, SR-167, SR-900, SR-169, SR-515, and SR-167, converge in central Renton within a half
mile radius of each other. This close proximity results in a complex traffic flow, as regional and local trips
interact within a relatively short distance.
Other key arterials that tie together the Renton street system include Grady Way and S.W..43rd Street in
the Valley, Talbot Road and Puget Drive in southeast Renton, Park Avenue and Park Drive, Logan Avenue,
and Airport Way in Central Renton, and 3 Street/4* Street, Duvall, Union, and Edmonds Avenues in East
Renton. These arterials, with numerous other arterial streets, link commercial, industrial, and residential
neighborhoods to the freeways and state highways. Within neighborhoods, local access streets provide
internal circulation and connections to the arterials.
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Amended 08/08/11
FIGURE 1-1
RENTON STREET/HIGHWAY SYSTEM
Existing Street/Highway System
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Street System Characteristics
Physical and traffic control characteristics of the Renton street system, including the location of traffic
signals and one-way streets, and the number of lanes on arterial street segments, are shown in Figure
FIGURE 1-2
ARTERIAL SYSTEM CHARACTERISTICS
1-2.
Arterial System Characteristics
(2006)
Legend
Signalized t
Intersection
Number _2
of Lanes -
City Limit ' "]
Renton
Planning Area
Transportation
Plan
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Existing Street Functional Classifications
The purpose of functional classifications is threefold: i) to identify appropriate uses for Renton streets,
ii) to establish eligibility for road improvement funding from various sources, and iii) to define appropriate
street design standards.
The arterial street functional classifications specified by the City of Renton include "Principal Arterial,"
"Minor Arterial," and "Collector Arterial" classifications. The adopted classifications in Renton, and the
surrounding annexation areas of unincorporated King County, and on several roadways in adjacent City of
Newcastle are shown in Figure 1-3.
"Principal Arterials" are streets and highways that connect major intra-city activity centers, have primarily
high traffic volumes that travel at relatively fast vehicle speeds, and therefore, have less emphasis on land
use access. Grady Way in south central Renton and N.E. 3rd/4th Street in East Renton are examples of
principal arterials.
"Minor Arterials" are streets that provide links between principal arterials and collector arterials, and
carry moderately high traffic volumes at less vehicle speed than on principal arterials. These arterials also
connect intra-city activity centers with some emphasis on land use access. Southwest 7th Street in west
central Renton and Union Avenue in northeast Renton are examples of minor arterials.
"Collector Arterials" are streets that distribute traffic between principal and minor arterials and local
access streets. Collector arterials include streets that provide major traffic circulation with more emphasis
on land use access within commercial and industrial areas, and residential neighborhoods. East Valley
Road in southwest Renton and N.E. 12th Street in northeast Renton are examples of collector arterials.
Local access streets include all public streets not classified as principal, minor, or collector arterials. Local
access streets primarily provide direct access to abutting land uses and are to be designed to discourage
use by through traffic. These streets are identified by default on Figure 1-3 and are not listed in the
legend.
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Amended 08/08/11
FIGURE 1-3
ARTERIAL SYSTEM FUNCTIONAL CLASSIFICATIONS
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Amended 08/08/11
Traffic Volumes and Forecasts
Existing (2000) and forecasted 2022* traffic volumes have been analyzed to reflect: i) latest regional and
Renton land use modifications ii) latest regional transportation plans, and Renton Arterial, HOV and transit
plans; Mi) latest Renton mode split assumptions; and, iv) refinements to the City of Renton transportation
model.
*NOTE: Renton's transportation model utilizes regional land use data and trip tables provided by the Puget
Sound Regional Council (PSRC) for the horizon years 2000 to 2020. For the 2022 traffic volume forecast, a
linear growth rate was calculated (from 2000 to 2020) and then applied to the 2020 traffic volumes to
obtain 2022 volume forecasts.
Arterial Traffic Volumes
In order to show the overall level and pattern of utilization of the Renton street/highway system, 2000 and
2022 daily two-way traffic volumes were compiled (see Figures 1-4 and 1-5). The 2022 volumes reflect a
freeway/arterial network comprised of facilities existing in 2000 and the following arterial and HOV
improvements which are assumed to be implemented by 2022.
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FIGURE 1-4
2000 DAILY TRAFFIC VOLUMES
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FIGURE 1-5
2022 DAILY TRAFFIC VOLUMES
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Arterial improvements:
• Puget Drive Southeast - Benson Road to 116th Avenue Southeast
• Southwest 27th /Strander Boulevard Connection - Oakesdale Avenue Southwest to SR-181
• Duvall Avenue Northeast - Sunset Boulevard to City Limits
• Widen Bronson Way-South 2nd Street to Sunset Boulevard
• Lake Washington Boulevard - Park Drive to Coulon Park
• Oakesdale Avenue - Monster Road to SR-900
• South Grady Way/ Rainier Avenue South - Intersection Improvements
• Northeast 44th Street-Ripley Lane to Lake Washington Boulevard N.E.
• SR-167 / East Valley Road Off-Ramp
• NE 3rd Street-Sunset Boulevard to Edmonds Avenue N.E.
HOV improvements:
• Full HOV interchange at 1-405 / Northeast 44th Street
• Add HOV lanes on 1-5 - Seattle CBD to Tacoma
• 1-405 HOV Direct Access at Park Drive or North 8th Street
• Half or full HOV interchange at l-405/Benson Road or Talbot Road (SR-515) and HOV lanes on
SR-515 or Benson Road South from the new HOV interchange to Puget Drive
• Half HOV interchange at SR-167/S.W. 27th Street and HOV lanes on S.W. 27th Street from SR-167
to Oakesdale Avenue Southwest
• HOV lanes or intersection queue jump on SR-169 - Sunset Boulevard to east city limits
• HOV lanes or intersection queue jump on N.E. 3rd/ N.E. 4th Street -1-405 to Monroe Avenue
Northeast
• Transit Lane -South Grady Way to South Third Street
High-volume arterial corridors include Rainier Avenue and Airport Way, each with over 30,000 vehicles per
day (vpd), and Renton Avenue, North Park Drive-Sunset Boulevard Northeast, Northeast 3rd Street/4th
Street, Talbot Road South, Southwest 43rd Street and South Grady Way-Main Avenue South, each carrying
over 20,000 vpd (volume numbers in 2000).
The forecasted 2022 volumes show significant increases over 2000 volumes. On major arterial corridors,
volumes are forecasted to increase on the order of 40% -100% over the 22-year period. The highest-
volume arterial corridor in 2022 is Rainier Avenue, with forecasted daily volumes of 20,000—66,000
through Renton. Maple Valley Highway (SR169) also has forecasted volumes in excess of 40,000 vpd. Other
high-volume arterials with forecasted volumes in excess of 30,000 vpd are listed below:
South Grady Way
Airport Way/Logan Avenue NE 3~ Street/NE 4~ Street
North Park Drive/NE Sunset Boulevard
Sunset Boulevard North (west of 1-405)
S/ 43" Street / South Carr Road/SE 176~ Street/ Petrovitsky Road
Traffic volumes on the freeway system are also forecasted to increase significantly by 2022, with daily
volumes of over 200,000 on most segments of 1-405 and over 120,000 on SR-167 (Valley Freeway) through
Renton. The forecasted 1-405 volumes are equivalent to current volumes on 1-5 at the Ship Canal Bridge,
where 1-5 has eight mainline lanes plus four reversible roadway lanes (as compared to the two lanes plus an
HOV lane in each direction on 1-405). The 1-405 Corridor is vital for regional connections between Renton
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and other Puget Sound cities and for the economic vitality of the city. At the same time, the traffic that
overflows out of the corridor will severely impact the City's streets and neighborhood livability.
Level of Service Policy
Numerous jurisdictions define Level of Service (LOS) using the traditional Highway Capacity Manual
(Transportation Research Board, National Research Council, 1997). This LOS concept quantifies a motorist's
degree of comfort as they travel through an intersection or along a roadway segment. The degree of
comfort includes such factors as travel time, amount of stopped delay at intersections, impedance caused
by other vehicles and safety. Six Levels of Service are defined using letter designations - A, B, C, D, E and F,
with a LOS A representing the best operation conditions and LOS F the worst. LOS B represents stable flow
with somewhat less comfort and convenience than does LOS A. At LOS C, comfort and convenience declines
noticeably. At LOS D, speed and freedom to maneuver are restricted. At LOS E, speeds are low. Flow is
relatively uniform flow, but there is little freedom to maneuver.
Prior to 1995, the City of Renton policy was primarily focused toward improving roadway capacity for single
occupancy vehicle (SOV) travel. However, because of traffic congestion in the 1-405 and SR 167 corridors,
traffic is overflowing off of these facilities onto congested arterials and diverting through Renton
neighborhood streets. Trying to solve the problem solely through building facilities to improve roadway
capacity only attracts more traffic onto Renton's streets.
In recognition of the regional nature of the traffic problems faced by Renton and the basic impossibility of
building enough roadway capacity to alleviate traffic congestion, the City of Renton revised its LOS policy in
1995 to emphasize the movement of people, not just vehicles. The new LOS policy is based on three
premises:
8 Level of Service (LOS) in Renton is primarily controlled by regional travel demands that must be
solved by regional policies and plans;
• It is neither economically nor environmentally sound to try to accommodate all desired single
occupancy vehicle (SOV) travel; and
» The decision-makers for the region must provide alternatives to SOV travel.
Renton's LOS policy is based on travel time contours which in turn are based on auto, transit, HOV, non-
motorized, and transportation demand management/commute trip reduction measures. The LOS policy is
designed to achieve several objectives:
a Allow reasonable development to occur;
• Encourage a regionally-linked, locally-oriented, dynamic transportation system;
• Establish a LOS standard that meets requirements of the Growth Management Act and King
County's adopted Level-of-Service Framework Policies;
• Require developers to pay a fair share of transportation costs; and
• Provide Renton flexibility to adjust its LOS policy if the region decides to lower regional LOS by not
providing regional facilities.
The City of Renton LOS standard is used to evaluate Renton citywide transportation plans. The auto, HOV
and transit elements of the LOS standard are based on travel times and distance and are the primary
indicators for concurrency. The non-motorized and TDM measures serve as credit toward meeting multi-
modal goals of Renton and the region. Renton's LOS standard sets a travel time standard for the total
average trip rather than single intersections, and it provides a multi-modal LOS standard that conforms with
current regional and local policies requiring encouragement of multi-modal travel.
The Renton LOS standard has been refined to provide a system for use in evaluating transportation plans.
This process includes the following:
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8 Determination of existing travel times within the City of Renton;
8 Calibration of the City of Renton traffic model to reflect existing SOV and HOV travel times;
8 Determination of future SOV and HOV travel times for the adopted Land Use (described in the Land
Use Element) using the calibrated traffic model;
* Development of transit travel times using indicators of transit access, intra-Renton travel time to
regional system, and regional travel time;
8 Development of a city-wide LOS travel time standard (index) using the most recent existing travel
time data;
8 Development of transit and HOV mode splits;
8 Development of a twenty-year LOS standard using the most recent travel time index as the standard;
8 Testing transportation plans using LOS policy and standard to gauge the performance of the local
transportation system, including State-owned facilities; and
8 Selecting a plan that maintains the established LOS standard.
Other elements of the LOS implementation process include:
8 Monitoring the area to re-validate transportation plans;
8 Adjusting transportation plans as needed to meet standards and/or address other
environmental/coordination issues; and i
8 Providing flexibility to modify the LOS standards over time (if needed).
Level Of Service Standard
A Citywide 2022 Level of Service standard has been developed for the City of Renton. The following
demonstrates how Renton's LOS policy was used to arrive at the 2022 LOS standard.
A 2002 LOS travel time index has been determined for the City by establishing the sum of the average 30-
minute travel distance for SOV, HOV, and Transit as follows:
2002 Average PM peak travel distance in 30-minutes from the City in all directions
SOV HOV 2 times Transit
(includes access time)
LOS
Index
16.6 miles 18.7 miles 6.8 miles 42*
* Rounded
As indicated in the above table: a single occupant vehicle (SOV) could expect in 2002 to travel
approximately 17 miles in 30 minutes; a high occupant vehicle (HOV - carpool, vanpool) could expect to
travel approximately 19 miles in 30 minutes; and a transit vehicle could expect to travel approximately 7
miles in 30 minutes. It should be noted that the transit index value takes into account the time to walk from
the work site or residence to the bus stop and the time spent waiting for the bus to arrive. The initial value
(3.4 miles in 2002) is then weighted by doubling it (to 6.8 miles) to recognize the advantage that the transit
mode has over SOV and HOV modes in its passenger-carrying capacity.
The 1990 LOS index of 49, and the basis for the 2010 LOS standard, presented in Renton's Comprehensive
Plan adopted in 1995, was based on raw data collected prior to 1994. Subsequently in mid-1995, this raw
data was updated using an enhanced Renton (1990-2010) transportation model, which resulted in a 1990
LOS index of 46. After calibration of a 2002 transportation model that reflects 2002 (and 2022) land use
data and examining the raw data, the 2002 LOS index was found to be 42. This reduction in LOS index could
be attributed to: i) reduced King County Metro transit service in Renton, especially in the Renton Valley
area, as a result of regional funding constraints (e.g. passage of Initiative 695); ii) limited implementation of
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Sound Transit's planned express bus service and HOV direct access projects; and, iii) higher growth rate of
vehicular traffic than anticipated for the period of 1990 - 2002.
The 2002 LOS index is the basis for the 2022 standard. The average SOV 30-minute travel distance is
forecast to decrease by 2022. SOV improvements alone will not maintain the 2002 LOS standard in 2022. A
combination, of HOV and/or transit improvements will need to be implemented to raise the HOV and/or
transit equivalents to maintain the 2022 LOS standard.
With the 2002 LOS index as a base, the City-wide 2022 LOS standard has been determined as follows:
2022 Average PM peak travel distance in 30-minutes from the City in all directions
SOV HOV 2 times Transit
(includes access time)
LOS
Standard
15* miles 17* miles • 10* miles 42
* Rounded
This standard will require that the travel time of SOV (15) + HOV (17) + 2 T (10) or the sum of these three
modes (42) must be maintained in the year 2022 and intervening years.
The improvements in the Transportation Plan Arterial, HOV, and Transit Sub-Elements that are designated
for Renton have been tested against the above LOS standard to ensure that the Transportation Plan meets
2022 demands for traffic growth/land use development. To test against the LOS standard, the 2022 planned
Arterial, HOV, and Transit improvements identified later in this Transportation Element are programmed
into the 2022 Traffic Model. The Traffic Model then calculates the average travel speed for the SOV, HOV,
and Transit* modes along specified travel routes (which have been broken into segments of known
distance) including those routes that have been identified for improvements by the year 2022. The Traffic
Model then converts the travel speed along known distances into travel distances in 30 minutes for each
mode of travel. The 2022 standard is met if the sum of the SOV, HOV, and Transit travel distance indices
equal 42.
*Other factors are considered for calculating the transit LOS index including frequency of service and access
time.
Additional information describing the methodology for determining Renton's LOS standard is provided in
the City of Renton Level of Service Documentation, September 1995.
LOS standards for Highways of Statewide Significance (HSS) (i.e. 1-5,1-405, SR 167) have been adopted in
1998 by the Washington State Department of Transportation (WSDOT). For urban areas the adopted LOS
standard is equivalent to the traditional LOS D. LOS standards for regionally significant state highways (non-
HSS) in the Central Puget Sound region (i.e. SR-900, SR-169, SR-515) were adopted by the Puget Sound
Regional Council (PSRC) on October 30, 2003. For urban areas the adopted LOS standard ranges from LOS
E/mitigated (pm peak hour LOS is below the traditional LOS E) to the traditional LOS D. (Further information
on LOS standards for HSS and non-HSS facilities can be found on WSDOT and PSRC web sites, respectively.)
Both Highways of Statewide Significance and regionally significant state highways are included in the
inventory of all state-owned facilities within Renton's city limits. These state-owned facilities have been
factored into Renton's modeling estimates of Renton's projected growth, and this local modeling estimate
identifies how Renton's Comprehensive Plan land use and growth projections may impact state-owned
facilities. These state-owned facilities are also included in Renton's city-wide travel-time based LOS
standard, which is influenced by stopped delay at intersections and on roadway segments by impedance
due to queuing vehicles. These same factors, as well as travel time, are elements of the traditional LOS
concept (A through F). To maintain Renton's LOS standard Renton's Transportation Element has identified
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SOV, HOV, and transit-oriented improvements to state-owned facilities within Renton, as well as the local
roadway system.
Arterial Plan
This Street Network Chapter includes an Arterial Plan developed to make reasonable SOV improvements in
the City of Renton from 2002 to 2022. These arterial improvements are intended to enhance multi-modal
corridor capacity on the Renton arterial system, and/or to provide new arterial and freeway connections as
necessary to support the multi-modal concept. Also, the improvements comprised by the Arterial Plan have
been identified through the land use and transportation planning process as improvements that protect or
improve neighborhoods, improve safety, improve business access, and are economically feasible. The
Renton Arterial Plan is shown in Figure 1-6. The improvements included in the Arterial Plan are listed in
Table 1.1 and their location shown in Figure 1-7.
The Arterial Plan (Figure 1-6) includes segments of several King County and City of Newcastle arterials. The
list of arterial improvements includes several proposed King County improvements within the sphere of
influence of Renton's Land Use Element. Also, several Tukwila, Kent, and Newcastle proposed
improvements are included in the list in Table 1.1 due to their influence on the Renton arterial system.
(These improvements have been compiled from the Tukwila, Kent, and Newcastle Transportation
Improvement Programs and the King County Transportation Plan: Annual Transportation Needs Report.)
The improvements listed on Table 1.1 are the arterial/freeway mitigation measures for the Land Use
Element of the City of Renton Comprehensive Plan. These improvements, along with the Transit Plan and
HOV improvements identified later in this document, provide a transportation plan that will meet the 2022
Level of Service standard and will be concurrent with land use development envisioned by 2022.
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FIGURE 1-6
RENTON ARTERIAL PLAN
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TABLE 1.1
RENTON ARTERIAL PLAN
2002-2022 IMPROVEMENTS
1. Bronson Way - South 2n Street to Park Avenue North
2A. South lake Washington Roadway Improvements Garden Avenue North North
8th Street to Park Drive North
• Garden Avenue North - North 10th Street to Park Drive North
• Logan Ave N/Garden Ave N/Lake Washington Blvd
2B. Park Ave North Extension - Logan Ave North to 1200 Feet North of Logan
3. CBD Streetscape
4. Rainier Avenue - South Grady Way to South 2nd Street 4th Place to South 7th
Street
5. Grady Way - Main Avenue to West City Limits
6. Lind Avenue Southwest- Southwest 16th to Southwest 43rdStreet
7. NE 2nd and NE 6th Street-Duvall Avenue NE to 156th Avenue SE
8. S 7th Street/Talbot Road S - Rainier Ave S to S Grady WayDuvoll Avenue
Northeast - Sunset Boulevard to North City Limits
9. Oakesdale Avenue Southwest - Monster Road to SR-900
10. S.W. 27th Street / Strander Boulevard -SR-181 to Naches Oakesdale Avenue
Southwest
11. Duvall Avenue NE- NE 7 8th Street to Sunset Boulevard
12. Rainier Avenue -South 4* Place to South 2nd Street to north City limits
13. Puget Drive Southeast - Jones Place Southeast to Edmonds Avenue Southeast
14. Benson Road - South 26th Street to South 31st Street
15. Talbot Road - Southwest 43rd to South City Limits
16. N.E. 3rd / N.E. 4th Corridor Improvements-Sunset Boulevard to East City Limits
17. Mill Avenue South/Carr Road
18. Lake Washington Boulevard. - Park Avenue North to Coulon Park Entrance
arterial
improvements/bridge
rehabilitation
arterial widening
intersection
improvements
new roadway
street improvements
arterial widening/RR
over crossing
replacement
arterial improvements
arterial widening
street improvements
arterial widening
arterial widening
new arterial
arterial widening
arterial improvements
arterial widening
safety improvements/
arterial widening
arterial widening
arterial improvements
intersection
improvements
arterial improvements
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9A.
19B.
20.
21.
22.
23.
24.
25.
26.
27.
Sunset Boulevard NE - Garden Avenue N to NE Sunset Blvd. Monroe Avenue
NEN. to east City limits Duvall Avenue N.E.
Sunset Area Community Road improvements1
• Sunset Boulevard - NE Park Drive to Monroe Ave NE
» NE 10th Street - Sunset Blvd to Harrington Ave NE
• Sunset Lane - NE 10th Street to Harrington Ave NE
• Sunset Area Green Connections
• ^1E 12th Street/Edmonds Avenue
• NE:12th Street/ Harrington Avenue
May Creek Bridge Replacement
South Renton Neighborhood Improvements
N.E. 8th and NE 10th Street - Union Avenue N.E. to Duvall Avenue N.E.
Maple Valley Highway (SR 169) - 1-405 to East City Limits
156th Avenue SE-NE 4th I t-lS4* Street to SE 143rd i3S^ Street
116th Avenue Southeast- Puget Drive SE to South 192nd street
Carr Road/SE 176,h/SE Petrovitsky- Lind Ave. SW to 116th Ave SE
Carr Road/Benson Road (SR 515)
safety/mobility
improvements
arterial improvements
street improvements
street extensions
pedestrian/stormwate
r enhancements
intersection
improvements
intersection
improvements
bridge replacement
street improvements
street improvements
safety/mobility
improvements
arterial widening
arterial improvements
arterial improvements
Intersection
improvements
OTHER JURISDICTION PLANNED IMPROVEMENTS
TUKWILA:
28. West Valley Highway (SR 181)/South 156th Street
29.. West Valley Highway (SR 181) -1-405 to Strander Blvd.
30. Nelsen Place - South 156th to South 158th
KENT:
31. South 196th/192nd Street Corridor (Phase III) - East Valley Highway to SR515
32. 80th Avenue South - South 196th to South 188th
NEWCASTLE:
33. Coal Creek Parkway (Phase 2 and 3) SE 84th Way to SE 95th Street
34. Newcastle Way - 112th Avenue SE to 129th Avenue SE
35. Newcastle Way / 116th Avenue SE
36. 112th Avenue SE - SE 64th Street to Newcastle Way
37. Not used
38. 112th Place SE - West City Limit to 116th Avenue SE
KING COUNTY:
intersection
improvements
arterial improvements
street improvements
new arterial
arterial widening
arterial widening
arterial widening
intersection
improvements
arterial widening
.arterial improvements
39. Not Used
40. Not Used
1 These projects were analyzed for the 2011-2030 timeframe as part of the Sunset Area Community Planned Action EIS.
Portions of some of these projects may occur outside of the City's 2022 planning horizon.
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41. Not Used
42. 154th Place SE/SE 142nd Place- Jones Road to 156'
43. 140* Avenue SE / SE Petrovitsky
WSDOT (Limited Access):
44. Not Used
45. 1-405 - SR 167 to North City Limits
46. SR 167 - 1-405 to SW 43rd Street
47. 1-405/SR 167 Interchange
Avenue SE arterial
realignment/widening
intersection
improvements
add two lanes in each
direction
add one lane in each
direction
39.
40.
41.
42. 154th Place SE/SE 142nd Place- Jones Road to 156th Avenue SE
43. 140th Avenue SE/SE Petrovitsky
WSDOT (Limited Access):
44. 1-405 -1-5 to SR 167
45. 1-405 - SR 167 to North City Limits
46. SR 167 - 1-405 to SW 43,d Street
47. 1-405/SR 167 Interchange
• Southbound 1-405 to Southbound SR 167
• Northbound SR 167 to Northbound 1-405
• Northbound 1-405 to Southbound SR 167
48. 1-405 between Lind Avenue SW and Talbot Road
arterial
realignment/widening
intersection
improvements
add one lane in each
direction
add two lanes in each
direction
add one lane in each
direction
construct direct
connection ramp
construct direct
connection ramp
construct direct
connection ramp
construct one-way
frontage road in each
direction with ramp
connections to 1-405
at Lind
49. 1-405/SR 169 Interchange
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« SR 169/North 3rd Street
• Southbound 1-405 to Eastbound SR 169
50. l-405/Park Avenue N Interchange
51. 1-405/N 30th Street Interchange
52. 1-405/NE 44th Street Interchange
WSDOT (City ROW)
53. SW 43rd Street - Lind Avenue SW to Talbot Road
54. East Valley Road - SW 16* to SW 34th Street
55. Lind Avenue SW - Grady Way to SW 16th Street
56. Talbot Road - South Renton Village Place to South 15 Place
57. Mill Avenue South - Houser Way to Branson Way
58. Renton and Cedar Avenue Overpasses of 1-405
59. Sunset Boulevard-west of 1-405
60. Houser Way - north of North 4th Street to North 8th Street
61. Lake Washington Boulevard - north of NE 44th Street
62. Not Used
POST 2022 IMPROVEMENTS
construct split-
diamond interchange
construct direct
connection ramp
reconstruct to
accommodate 1-405
widening
reconstruct to
accommodate 1-405
widening
reconstruct to
accommodate 1-405
widening and future
improvements
arterial widening
arterial realignment
arterial widening to
accommodate
frontage road and I-
405 ramps
arterial widening to
accommodate
frontage road and I-
405 ramps
convert to one-way
northbound
realignment/revisions
to accommodate 1-405
widening
realignment/revisions
to accommodate 1-405
widening
realignment/revisions
to accommodate 1-405
widening
realignment to
accommodate 1-405
widening
RENTON:
South Lake Washington Improvements
• Logan Avenue North - North 4th Street to Garden Avenue North
• North 10th Street - Logan Avenue North to Houser Way
arterial widening
street widening
North 4l Street - Logan Avenue North to Sunset Boulevard revise street network
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WSDOT (Limited Access):
1-405 -1-5 to SR 167 add one lane in each
direction
1-405/SR 167 Interchange
• Northbound SR 167 to Southbound 1-405 construct direct
connection ramp
1-405 at North 10th Street construct direct
connection ramps to
and from the north
1-405 atSR169
• Northbound 1-405 to Houser Way construct direct
connection ramp
• Southbound Houser Way to Southbound 1-405 construct direct
connection ramp
• Northbound SR 169 to Northbound 1-405 construct direct
connection ramp
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FIGURE l-7j
RENTON ARTERIAL PLAN IMPROVEMENTS^
Arterial Plan Improvements
Legend
City Limit '
Renton
Planning Area'
By 2022
_> -j Comment [II]: Note to Ei
shapes/text boxes in the embe
for changes that add Sunset B
Table 1.1 edits).: Figure 1-7 v
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Included in Table 1.1 are arterial and freeway improvements that have been identified beyond 2022. These
improvements will also be needed to support future land use and neighborhood and business goals and improve
safety.
Ongoing transportation planning work will include periodic testing of the 2002-2022 arterial and freeway
improvements in Table 1.1 against the LOS standard.
INTELLIGENT TRANSPORTATION SYSTEMS
Intelligent Transportation Systemts (ITS) is often defined as the application of technology to address
transportation problems such as congestion, safety, and mobility. Within the Puget Sound region, subustantial
investments in ITS have been made by city and county departments of transportation and the Washington State
Department of Transportation (WSDOT). The City of Renton has completed construction of a Traffic Management
Center (TMC), deployed a new centralized signal control system, and installed a video link to view WSDOT freeway
cameras.
As Renton's ITS program grows to include more technologies and expanded interagency coordination, the City of
Renton has developed an ITS Master Plan that documents the City's ITS needs and provides direction for
implementation of future ITS projects and programs
Information describing ITS needs, potential projects and programs, costs and priorities is provided in the City of
Renton Intelligent Transportation Systems (ITS) Master Plan, Final Report, June 16, 2006.
TRANSIT
in the future, fewer new roads will be built to handle increased traffic. The challenge will be to better manage the
existing transportation system and reduce traffic demand by encouraging the use of alternatives to single
occupant vehicles. One of the most important of these alternatives is public transportation, or "transit." The
Renton transit system, defined in this Transit Chapter of the Transportation Element, must provide attractive,
convenient service for the local and regional travel needs of Renton businesses and residents.
Objectives
The Transit Chapter is based on the following objectives:
Objectve T-B: Encourage the development and use of alternatives to single-occupancy vehicles.
Objective T-C: Ensure that a regional high-capacity transit system serves Renton.
Objective T-D:Develop a transit system that conveniently connects the regional high-capacity transit system
and local Renton residential areas, activity centers, and employment centers to the transit center.
Objective T-E: Develop a local transit system that provides attractive, convenient service for intra-Renton
travel.
Objective T-F: Develop a transit circulation/distribution system that provides convenient connections
between downtown and residential, employment, and other commercial areas within the Renton planning
area.
Objective T-G: Support methods of increasing transit accessibility to Commercial Corridor areas.
Policies
Policy T-20. The City should work with other jurisdictions in the greater metropolitan area to plan and provide
frequent, coordinated and comprehensive bus service and transit facilities in all residential and employment
areas.
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Policy T-21. Local and regional transit service and facilities should be planned and improved in cooperation
with the regional transit authority.
Policy T-22. Support routing of the citywide transit system to Commercial Corridor areas to provide greater
access.
Policy T-23. Encourage development proponents to work with the City Transportation Division, King County
METRO, and Sound Transit in order to site transit stops within the Commercial Corridor areas.
Policy T-24. Seek ways of improving speed and reliability of transit serving Renton's Downtown.
Policy T-25. The City should take an active role in working with the regional transit agencies in planning and
locating public transit facilities.
Policy T-26. Transit should link the downtown with other parts of the Urban Center, other commercial activity
areas, and the City's major employment areas to encourage use of the downtown by those employees both
during and after work hours.
Policy T-27. The multi-modal Transit Center in downtown Renton should be promoted as part of a regional
high capacity transit system.
Policy T-28. Both intercity and intra-city transit should be focused at the Renton Transit Center, the multi-
modal transit facility located in the Downtown Core Area.
Policy T-29. Future development and improvements in the Urban Center - Downtown should emphasize non-
automobile oriented travel both to and within the downtown, while maintaining an adequate amount of
parking for regional retail customers. Transit and parking programs should be integrated, balanced, and
implemented concurrently.
Policy T-30. Transit span of service should increase as Downtown Renton adds evening entertainment, dining,
and recreation opportunities.
Policy T-31. Public transportation transit stops should be safe, clean, comfortable, and attractive.
Policy T-32. Parking serving the downtown Transit Center should be encouraged in parking structures.
Policy T-33. Non-structured park-and-ride facilities should be located out of the Urban Center and feed into
the downtown Transit Center.
Policy T-34. Development of a regional network using new technology to move people and goods should be
supported.
Policy T-35. The City should support development of transit service connecting Renton to a regional rail
network.
Policy T-36. Criteria should be developed to locate park-and-ride lots serving residential areas.
Policy T-37. Park-and-rides within the City of Renton's Urban Center and its Center Village designations
should meet the following criteria:
• Use structured parking garages.
• Be available for non-commuter use during evenings and weekends.
• Be located within the immediate vicinity of the City's Transit Center, or any future major transit transfer
facility (e.g., in Renton Highlands or South Lake Washington Neighborhood).
Policy T-38. Surface park-and-rides located outside of the City's Urban Center should meet the following
criteria:
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• Be located in the vicinity of 1-405, SR-167, SR-900 east of 1-405, and/or SR-169. (These park-and-ride
locations shall be chosen to provide convenient access for transit to those corridors while minimizing
commuter pass-through traffic on Renton's street system.)
• Be located in Commercial or Industrial designations within easy walking distance of employment, and/or
multi-family uses.
• Not be located within the Rainier Avenue corridor north of the I-405/SR-167 interchange.
• Avoid consuming large areas of urban land for primary use parking lots.
Policy T-39. Shared-use park-and-rides located anywhere within, the City should meet the following criteria:
• Be leased from existing, under-utilized parking spaces required per development standards for a primary
use.
• Not be expanded to accommodate leased park and rides.
8 Not be leased within the commercial area west of the Urban Center- Downtown bounded by SW 7th
Street, Shattuck Avenue, Airport Way, and Hardie Avenue SW since cash flow resulting from a lease may
be a disincentive for redevelopment of surface parking lots in this area.
Policy T-40. Regional commercial uses should be linked by frequent and reliable mass transit to major
employment and population centers.
Also see related policies in: TDM/CTR Section; Land Use Element/Urban Center Section; and Community Design
Element.
The residential and centers policies of the land use plan also support transit through establishment of residential
densities and a mix of residential and commercial uses in centers that can support public transportation.
Specific treatment of the routes and stops for a transit system in downtown Renton are addressed in the
Downtown policies of the land use plan. However, it is expected that such stops would serve commercial
activity centers, which would complement the commercial and residential activities envisioned in the centers
and residential policies of the land use plan.
Existing Transit Service
Bus service in Renton is currently provided by the King County Transit Division (Metro), the agency responsible
for transit service in King County, and Sound Transit, the agency responsible for regional transit service.
Figure 2-1 identifies the existing bus routes operating in Renton. A variety of Metro service is provided in the
city ranging from internal Renton routes such as Route 110, the Renton "Rush" circulator route, to regional
service. Sound Transit's service includes express routes, as well as Sounder commuter rail service. The
Sounder stops at the nearby Tukwila station, which serves Renton commuters, and bus connections that
directly serve the City. During weekday peak periods, Sounder trains currently serve several locations in
Pierce County and South King County as well as downtown Seattle (King Street Station).
The following provides an overview of the existing transit network serving Renton.
Local Access
The route structure and service headways for Renton routes provide basic overall service coverage. One of
the local, community-oriented routes, Route 148, provides late evening and Sunday service. Route 105
provides evening service in the Highlands. Service connections in the Highlands area are reduced in the early
evening periods; however, Route 240 provides evening and weekend service in the Highlands. In addition,
Route 110, which was intended to operate as a local circulator, is available only during the peak periods and
includes service connection to the Tukwila commuter rail station.
Eastside Connections
Several Metro and Sound Transit routes provide connections to downtown Bellevue and other Eastside
communities. These connections include Bellevue (non-downtown) and Factoria. Direct service is currently
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provided between Highlands and Factoria via Metro Route 240. Route 240 provides 30-minute service during
the day Monday through Saturday plus hourly service in the evenings.
South King County Connections
The baseline travel demand patterns indicate a substantial level of demand between Kent and various
locations in Renton, particularly the Green River Valley.
East-West Connections
Metro Route 140 currently connects Burien and Renton. Sound Transit Route 560 provides a connection
between SeaTac and Renton. East-west connections to the Green River Valley area are particularly important
given the current level of travel demand to this area from locations such as Tukwila and Burien. Route 111
provides peak direction express service from the Lake Kathleen area via east Renton to downtown Seattle.
The following routes serve a variety of markets:
* Routes 101 and 106, Downtown • Route 240, Bellevue
« Route 140, Burien, Sea-Tac Airport » Route 169, Kent
« Route 148, Local Renton
Downtown Renton Transit Center
The Downtown Renton Transit Center is the hub of transit service in Renton. The Transit Center is served by
regional and local service provided by Sound Transit and the King County Transit Division (Metro), and acts as
both a destination and a major transfer center. The Downtown Renton Transit Center is located between
South Second and South Third Streets on Burnett Avenue South and on a new connection between Logan
Avenue South and Burnett Avenue South. The facility has been carefully integrated with other planned
developments in the downtown area.
Custom Bus Service
King County Transit operates one custom bus route (952) serving Renton. This route operates four trips in the
peak hour in the peak direction serving areas with significant employment density. Renton custom bus service
originates at the Auburn Boeing plant, and serves Kent, Renton and terminates at the Everett Boeing plant.
Park-and-Ride Facilities
Renton has one dedicated transit park-and-ride lot facility within the city limits: the South Renton Park-and-
Ride lot located at South Grady Way and Shattuck Avenue South. This park-and-ride lot has 370 spaces and is
used at capacity.
There are four park-and-ride lots in the Renton planning area which are leased by King County Transit for
commuter parking. One of the lots is in downtown Renton, at the First Baptist Church at Southwest Sunset
Boulevard and Hardie Avenue Southwest. It has 21 spaces and is used at 19% capacity. Another lot located in
the Renton Highlands at Saint Matthew's Lutheran Church on Northeast 16th Street and Edmonds Avenue
Northeast has 146 spaces and is at 29% capacity. A third lot is located at the East Renton Shopping Center at
Southeast 128th Street and 164th Avenue Southeast, east of the Renton City limits in unincorporated King
County. This lot has 21 spaces and is at 29% capacity. The fourth leased lot, also located in unincorporated
King County, is at the Nativity Lutheran Church at 140th Avenue Southeast and Southeast 177th Street. This
lot has 25 spaces and is at 60% capacity.
The Boeing Company has a park-and-ride lot located in the vicinity of North 6th Street and Garden Avenue
North. This lot has a capacity of approximately 100 stalls.
The City has leased 200 parking spaces in the downtown parking garage to King County Metro Transit as a park
and ride facility. Utilization by communters is consistently 140 or more vehicles during a weekday.
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Future Regional Accessibility
The long range transit and rideshare service concept for the King County Transit Division (Metro) service area
is described in the Long Range Policy Framework for Public Transportation (adopted October, 1993). The
Framework establishes policies that will guide future planning and development efforts, and it identifies
possible policy implementation strategies. More specific near term transit improvements are outlined in the
King County Transit Division's Six-Year Transit Development Plan for 2002-2007.
On May 31,1996 the Central Puget Sound Regional Transit Authority (Sound Transit) approved a 10-year plan,
Sound Move, which is illustrated in Figure 2-2: The Ten-Year Regional Transit System Plan. Voters approved a
funding package to implement the plan on November 5,1996. The approved Sound Transit Plan includes the
following regional improvements: light rail transit, commuter rail transit, HOV expressway development,
regional express bus service, and community connection improvements.
Sound Transit improvements which will directly serve Renton include HOV access improvements, express bus
service, and local connection improvements. In addition, commuter rail running between Seattle and Tacoma
will stop at a station serving Renton and Tukwila, sited adjacent to the Boeing Longacres property. Efficient
transit connections will be provided between the Downtown Renton Transit Center and the Commuter Rail
Station.
Sound Transit provides regional express bus service, with three routes serving Renton. As noted previously,
express routes serve SeaTac, Bellevue, Auburn and Federal Way. To ensure quick access to the Downtown
Renton Transit Center, the Sound Move plan identified direct access HOV ramps on 1-405 in the vicinity of
North 8th Street and needed arterial HOV improvements in Renton to improve transit speed, reliability and
ridership of transit services. Before constructing any arterial HOV improvements, Sound Transit will evaluate
alternative improvements to benefit transit speed, reliability, and access. The City of Renton is coordinating
with Sound Transit to ensure that commensurate transit service and improvements to improve transit speed,
reliability and ridership in Renton will be provided should l-405/HOV direct access ramps not be implemented.
Transit Plan
Transit improvements are needed to provide the facilities and services necessary to support and encourage
increased transit use and provide an alternative to single occupancy vehicle travel. The transit facilities and
services outlined in the Transit Chapter of the Transportation Element are needed to provide adequate access
between the regional transit system and Renton residential and employment areas, and to provide an
attractive transit alternative for travel within Renton.
As described in the previous section, an element of the regional system is the Seattle-Tacoma commuter rail
line. Access to Renton is provided by a station located on the Renton-Tukwila border between Longacres Way
and Strander Boulevard. This station is currently served by local bus transit and will additionally be served by
local, and possibly regional, bus transit, including fast connections to the Downtown Renton Transit Center.
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FIGURE 2-2
REGIONAL TRANSIT SYSTEM
it SomoTmisn
RIDE THE WAVE
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Regional transit services are provided by the previously described Sound Transit express bus service, as well as
by select King County Transit Division (Metro) express bus routes. The local transit system links
neighborhoods and commercial centers with one another as well as to the regional transit system through
connections to the Downtown Renton Transit Center. Local service is provided through a combination of
services, including buses, shuttles, and Dial-a-Ride (DART) service. In addition, interceptor park-and-ride lots
outside of downtown Renton should be developed close to trip origin locations, with transit service feeding
the Transit Center and regional services. Renton has been and will continue to work with these transit
agencies to assure that transit adequately serves Renton's developing residential areas.
King County Transit is proposing a bus rapid transit line (Rapid Line F) that would serve the Burien transit
center, Tukwila International Blvd station, Southcenter Mall, Tukwila Sounder Station, and the Renton Transit
center. Bus rapid transit (BRT) is a corridor based bus service that is intended to provide faster, more frequent
service and attract new ridership by providing some of the same benefits as light rail transit with a lower
implementation cost. The Proposed Rapid Ride Line F along the Burien-Tukwila-Renton corridor is depicted in
Figure2-2A. Capital improvements planned along the alignment corridor will speed service and increase
schedule reliability in a cost effective manner consistent with the Rapid Ride program. Such improvements
include transit queue jumps at intersections, rechannelization of existing roadways and roadway approaches
at intersections, new traffic signals and existing traffic signal improvements, new bus stops with concrete
pads, and wirless transit priority equipment at signalized intersections.
An illustration of Renton's 20-year transit plan is provided in Figure 2-3. This figure depicts planned regional
and local improvements, and identifies at a conceptual level potential service types and transit routes.
Specific transit service improvements and facilities identified for the next 6 years, and over the next 20 years
to support Renton's conceptual transit plan, are described in the City of Renton Transit Needs Assessment as
well as in the King County Transit Division's Six-Year Transit Development Plan for 2002-2007 and by the
regional Sound Move program. The Transit Plan comprises a transit system that will serve Renton from 2002
to 2022, as a regional destination and as a city with commercial and neighborhood centers.
It should also be noted that the exclusive freeway/arterial HOV facilities included in the HOV Chapter are
needed to support and encourage increased transit use by improving transit travel times (by enabling buses to
bypass or avoid the traffic congestion that is forecasted for the Renton and regional road systems).
Level of Service
The City of Renton Level of Service (LOS) policy emphasizes the movement of people, not just vehicles. This
LOS policy is based on a set of multi-modal elements including auto, transit, HOV, non-motorized, and
transportation demand management/commutetrip reduction measures.
The LOS standard will be used to evaluate Renton citywide transportation plans. The auto, HOV, and transit
measures will be based on travel time contours and will be the primary indicators for concurrency.
The 2022 LOS standard has been established to greatly increase the competitiveness of transit compared to
SOV travel. Achieving this goal has guided the planning and programming of the elements of the Transit Plan.
Information on development of the transit index of the Level of Service Standard is provided in the City of
Renton Level of Service Documentation. Ongoing transportation planning work will include continued
refinement and updating of the transit index.
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FIGURE 2-3
RENTON TRANSIT PLAN
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HIGH OCCUPANCY VEHICLE (HOV)
In the future, fewer new roads will be built to handle increased traffic. A major challenge of the Renton
Transportation Element will be to better manage the existing transportation system and reduce traffic demand by
encouraging the use of alternatives to single-occupant vehicles. The HOV Chapter addresses this challenge by
focusing on increasing the person-carrying capacity of the system rather than the vehicular capacity.
Objectives
The HOV Chapter is based on the following objectives:
Objective T-H: Encourage the development and use of alternatives to single-occupancy vehicles.
Objective T-l: Develop HOV facilities on freeways and arterials to support and encourage ridesharing by
enabling HOVs to bypass or avoid severe traffic congestion on Renton and regional street and highway
networks.
Objective T-J: Provide facilities to support attainment of Commute Trip Reduction and other Growth
Management goals within the City.
Policies
Policy T-41. The City should support completion of a comprehensive system of HOV improvements and
programs on state highways and regional arterials that give high-occupancy vehicles a travel time advantage
over single-occupancy vehicles.
Policy T-42. The City should continue to promote measures to increase the use of high occupancy vehicles
among employers located within the City.
Policy T-43. A continuous network of arterial HOV facilities (lanes, bypass, etc.) should be provided on the
congested travel corridors in Renton.
Policy T-44. Arterial HOV facilities should be provided on the local arterial routes in Renton that provide
access to/from the regional highway system.
Policy T-45. The City should establish or should encourage the establishment of arterial HOV system
warrants, standards and criteria for usage (volume, capacity, LOS); physical and geometric characteristics;
appropriate locations; time-of-day of operation; HOV facility type.
Policy T-46. The City should support a regional vehicle occupancy monitoring and HOV system evaluation
program that includes elements such as a "demonstration managed lanes" project, electronic tolling or "HOT
LANES" concept.
(Also see related policies in the TDM/CTR Section and see King County Countywide Planning Policies.)
Existing HOV Facilities
Freeway HOV facilities are provided on Interstate 405 and SR-167. These include inside (median) HOV lanes,
both northbound and southbound, on 1-405 from the 1-5 interchange and continuing to the Renton north city
limit and beyond. Two or more persons in a vehicle are allowed to travel in these lanes. These lanes are in
effect 24 hours per day, except when non-HOV use is allowed between 7 pm and 5 am.
Inside HOV lanes, both northbound and southbound, exist on SR-167 between the south Renton city limits
and SR-405. This HOV facility is also designated for 2+occupant vehicles.
An HOV queue jump lane is provided at the following interchange ramps in Renton: the northbound SR-167
to northbound 1-405 ramp; the I-405/SR-169 (Maple Valley) northbound and southbound on-ramps; the I-
405/N.E. Park Drive northbound and southbound on-ramps; the 1-405/N.E. 30th northbound on-ramp; and,
the 1-405/N.E. 44th southbound on-ramp. Each of the queue jump lanes has a 2+ designation.
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HOV Plan
HOV facilities on SR-167 and 1-405 provide the freeway HOV system through Renton.. Additional regional
HOV facilities (i.e., on 1-5) must be implemented by the State Department of Transportation in order to
provide regional HOV service to the 1-405 and SR 167 corridors. To-date HOV lanes have been completed on
1-5 between the Seattle CBD and Puyallup and on SR 167 between 15th Street NW in Auburn and 1-405 in
Renton.
The City has identified arterial HOV corridors based on the policies listed previously. These corridors include
many of the principal arterials through central Renton and state routes throughout the city. The Renton HOV
Plan includes the provision (over the next 20 years (2002 to 2022) of the HOV facilities shown in Figure 3-1.
The Plan includes HOV facilities, in the form of HOV lanes or intersection queue jumps, in the Renton
corridors listed below:
• Rainier Avenue/Airport Way
• SR-169 (Maple Valley Highway)
• Park Drive North / N.E. Sunset Boulevard
• SR-515 or Benson Road
• S.W. 27* Street
In addition to arterial HOV improvements, construction of direct access HOV interchange ramps to provide
connections to the i-405 HOV lane system is planned at N.E. 44th Street, N. 8th Street, and on the SR-167
system at S.W. 27th Street. These ramps will provide vital HOV access and enable efficient transit movements
in the City to support regional and local transit service consistent with the objectives and policies described in
the Transit Chapter of this Transportation Element.
The HOV Plan also includes a transit corridor in Central Renton: S. 3rd/Burnett/ Logan/N. 8th comprise the
northern portion of the corridor and in the southern portion Rainier Avenue, from South 3rd Street to South
Grady Way completes the corridor. A north-south transit corridor is an important element of a transit plan
that supports Renton's policies to: 1) encourage local and regional transit agencies to provide a high level of
transit service to the Downtown Renton Transit Center by improving transit travel time, accessibility and
reliability; and, 2) provide an attractive and effective alternative mode of transportation to the single
occupant vehicle that contributes to a reduction in traffic congestion and air pollution in Renton's Urban
Center. Also, the Strander Boulevard improvement identified in the Arterial Plan, Table 1.1, will serve transit
vehicles as well as SOV and HOV traffic and is planned for implementation coordinated with the
Renton/Tukwila commuter rail station.
Several of the above HOV/transit improvements have been identified for funding under the regional Sound
Transit plan approved by voters. Under this regional high capacity transit plan, Renton is designated to be
served by the regional express bus system. Sound Transit has evaluated if there are capital facilities that
could be constructed in Renton which would improve reliability and travel time for transit and HOV
movement sufficient to warrant Sound Transit's investment. Sound Transit has identified the Central Renton
north-south transit corridor improvements and HOV direct access interchange improvements at North 8th
Street as beneficial capital investments.
The improvements in the Renton HOV Plan, along with improvements in the Arterial Plan and Transit Plan,
provide a multi-modal transportation plan that meets the 2022 level of service standard for the projected
travel demand from land use development envisioned by 2022.
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Figure 3-1
Map Index of HOV Improvements
Add HOV Lanes Improvement Limits
1, SR 167 - SB HOV Lane ExIensionNorth to 1-405
Add HOV Ramps'
2. I-405/SR-167- hall Interchange
NB SR-167 to NB 1-405
SB 1-405 lo SB SR-167
3- ^;,1?7 , cD H0V by-pass lanes SW 41st SB on-ramp
SW 43rd NB on-ramp
New HOV Interchange
4. I-405/Norlh 81h
5. -SR 167/SW 27th SI
6. I-405/NE 44lh SI
lull interchange
hall inlerchange
full Interchange
Arterial HOV Lanes or Intersection Queue Jump
7, SR 169
8, Park Dr/Sunset Blvd
9, Rainier Ave/Alrporl Way
10, SW27th St
11, SR 515
-' Transit Corridor
A 12, Ralnler/S 3rd/Burnelt/
Logan/N 6lh
3unsetBIVd to 140th Way SE
Garden Ave to East city limit
SR 900 to Logan Ave N
SR 167 to Oakesdale Ave SW
1-405 lo South city limit
Grady Way to Park Ave
Renton HOV Plan (2002-2022)
Legend
City Limit
Renton
Planning Area
i-. — ^ Freeway HOV Lanos
Arterial
HOV Treaimenls
HOV-Only Q'
Inlerchange
Transportation
. Plan '
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HOV improvements in the 1-405 corridor that have been identified beyond 2022 are listed below. These
improvements would help to support future land use development. If these improvements were
implemented by 2022 they could help maintain Renton's 2022 level of service standard.
1-5/1-405 Interchange
• Northbound 1-5 to Northbound 1-405 construct direct connection ramp
« Southbound 1-405 to Southbound 1-5 construct direct connection ramp
• Southbound 1-5 to Northbound 1-405 construct direct connection ramp
1-405/SR 167 Interchange
• Northbound SR 167 to Southbound 1-405 construct direct connection ramp
• Northbound 1-405 to Southbound SR 167 construct direct connection ramp
1-405 at Tukwila Commuter Rail Station construct half interchange
1-405 at Rainier Avenue construct half interchange
Ongoing transportation planning work will include further analysis of the freeway interchange and arterial
corridor HOV improvements identified in the HOV plan to verify physical, operational and financial needs and
scheduling of implementation. This further study may find that the planned HOV improvements may not be
feasible on one or more of the selected corridors. Therefore, ongoing work will also include the examination
of additional arterial corridors for HOV treatment on an as-needed basis (without over-developing or over-
using this type of transportation facility). Over-development of HOV facilities can lead to under-utilization
and HOV traffic dispersion, rather than consolidation.
Level of Service
As discussed in the Arterial Chapter, the City of Renton LOS policy emphasizes the movement of people, not
just vehicles. This LOS policy is based on a set of multi-modal elements including auto, transit, HOV, non-
motorized, and transportation demand management/commute trip reduction measures.
The LOS standard will be used to evaluate Renton citywide transportation plans. The auto, HOV, and transit
measures of this LOS standard will be based on travel times and distance and will be the primary indicators
for concurrency.
HOV improvements along with transit improvements should show great effectiveness in improving 2022
travel times and distance. Achieving this goal will guide the planning and programming of the elements of
the HOV Plan.
Further information on how the HOV index of the Level of Service Standard was established is provided in the
City of Renton Level of Service Support Document.
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NON-MOTORIZED TRANSPORTATION
The non-motorized component of the City's Transportation Plan is designed to enhance the quality of urban life
in Renton, to improve walking and bicycling safety, and to support the pedestrian and bicycle transportation
modes as alternatives to the use of automobiles.
The plan recognizes that non-motorized facilities along roadways and trails may serve multiple functions,
including commuting and recreation. The on-street elements are specified in the City of Renton Comprehensive
Citywide Walkway Program, the Renton Trails and Bicycle Master Plan and as described later in this section. Off-
street elements of the non-motorized transportation system are also specified in the Renton Trails and Bicycle
Master Plan and in the City of Renton Long Range Parks, Recreation Open Space and Trails Master Plan described
in the Parks Element.
1. Renton's existing transportation system is oriented towards accommodating cars, trucks, and buses
rather than pedestrians or bicycles. The intent of the objectives and policies that follow is to provide
guidelines for reevaluating the existing system and providing a better environment for walking and
bicycling. Overall, pedestrian facilities throughout the City are intended to be upgraded.
2. More facilities are also needed for bicycle storage arid parking in shopping areas, employment centers
and in public places.
3. A better pedestrian network can be encouraged by creating an interconnected street system,
developed to street standards, which include adequate walkways and street crossings. Traffic
sanctuary islands and midblock crossings across busy arterials are also useful methods of improving
the pedestrian environment.
Objectives
The Non-Motorized Chapter is based on the following objectives:
Objective T-K: Improve the non-motorized transportation system for both internal circulation and linkages
to regional travel.
Objective T-L: Develop and maintain comprehensive trails system which provides non-motorized access
throughout the City, maximizes public access to open space areas, and provides increased recreational
opportunities for the public.
Objective T-M: Integrate Renton's non-motorized transportation needs into a comprehensive transportation
system serving both local and regional users.
Objective T-N: Enhance and improve the non-motorized circulation system to, from, and within the City.
Objective T-O: Develop and designate appropriate pedestrian and bicycle commuter routes along existing
minor arterial and collector arterial corridors.
Objective T-P: Improve the City's pedestrian and bicycle network to increase access to and circulation within
the Urban Center - Downtown.
Policies
Policy T-47. Pedestrian and bicycle traffic should be accommodated within all areas of the City.
Policy T-48. Where right-of-way is available and bicycle demand justifies them, bicycle lanes should be
marked and signed to accommodate larger volumes of bicycle traffic on select streets designated by the City.
Policy T-49. Pedestrian and bicycle movement across arterial intersections should be enhanced.
Policy T-50. Obstructions and conflicts that restrict pedestrian movement should be minimized on sidewalks,
paths and other pedestrian areas.
Policy T-51. Convenient and safe pedestrian and bicycle access should be provided to and at the downtown
Transit Center and all transit stops.
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Policy T-52. Bicycle storage facilities and parking should be encouraged within development projects, in
commercial areas and in parks.
Policy T-53. Secure bicycle parking facilities, such as bike lockers and bike racks should be provided at
residential, commercial, and public establishments to encourage bicycle use.
Policy T-54. Streets and pedestrian paths in residential neighborhoods should be arranged as an
interconnecting network and should connect to other streets.
Policy T-55. Pedestrian spaces should be emphasized and connected throughout the downtown.
Policy T-56. Pedestrians should be given priority use of sidewalks within the Urban Center - Downtown
designated pedestrian areas.
Policy T-57. New pedestrian facilities should be compliant with the Americans with Disabilities Act, and existing
facilities should be upgraded to improve accessibility.
Policy T-58. Non-motorized transportation should be developed in tandem with motorized transportation
systems, recognizing issues such as safety, user diversity, and experiential diversity.
Policy T-59. Recognize the diversity of transportation modes and trip purposes of the following four groups:
pedestrians, bicyclists, joggers and runners.
Policy T-60. Foot/bicycle separation should be provided wherever possible; however, where conflict occurs,
foot traffic should be given preference.
Policy T-Gl. Adequate separation between non-motorized and motorized traffic should be provided to ensure
safety.
Policy T-62. The adopted Renton Trails and Bicycle Master Plan and the adopted Long Range Parks, Recreation,
Open Space, and Trails Plan should be coordinated with and be an integral component of the City's on-going
transportation planning activities.
Policy T-63. Appropriate mitigation measures should be taken to address impacts on the City's transportation
infrastructure. Contributions to the City's non-motorized circulation system will help alleviate such impacts.
Policy T-64. Bicycle and pedestrian facilities should be promoted not only as a viable means of transportation,
but as an important method for maintaining overall health and fitness of Renton's citizens.
Existing Bicycle and Pedestrian Facilities
The City's existing non-motorized transportation system is comprised primarily of roadside sidewalks.
Pedestrians have the exclusive use of sidewalks within business districts and have shared use with cyclists in
other areas of the city.
Although the City Code requires that sidewalks be provided on all streets, many of the public streets were
constructed before the existing code was enacted, and as a result, numerous roadways are currently without
sidewalks. Streets needing sidewalks include both local and arterial roadways. The City of Renton
Comprehensive Citywide Walkway Study addresses the sidewalks and walkways within the City. This report
identifies a priority roster to construct "missing" sidewalk/walkway sections throughout the City. The priority
evaluation system is based on four sidewalk users: 1) school children, 2) elderly persons, 3) transit riders, and 4)
all other users.
Except within business districts, cyclists may use existing sidewalks, provided that they yield the right-of-way to
pedestrians. Currently, Renton has a combined bicycle/pedestrian facility along Garden Avenue North (North 6th
Street to North 8th Street) and North 8th Street (Garden Avenue North to Houser Way), and striped bicycle lanes
on Southwest 16th Street (Oakesdale Avenue Southwest to Longacres Drive), on Oakesdale Avenue Southwest
(SW 16th Street to SW 27th Street) on Duvall Avenue NE (NE 4th Street to NE 8th Street), and on NE 4th Street (east
of Duvall Avenue NE).
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Renton is located at the crossroads of a regional system of existing and proposed trails. Existing trails within the
City include the Cedar River Trail System and a portion of the Lake Washington Loop Trail. Regional Systems
with proposed access to the City include the Green River Trail and the Interurban Trail.
Figure 4-1 shows the existing non-motorized facilities within Renton and the nearby regional routes.
Design criteria for walkways, trails, and bikeways are contained in a variety of documents, including the City of
Renton Municipal Code and Renton Trails and Bicycle Master Plan, King County Road Standards, American
Association of State Highway and Transportation Officials Guide for the Development of Bicycle Facilities, and
Federal Highway Administration Manual on Uniform Traffic Control Devices (the MUTCD).
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FIGURE 4-1
EXISTING NON-MOTORIZED FACILITIES
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Neighborhood and Regional Access
The principal non-motorized facility type linking neighborhoods within Renton and providing regional access are
sidewalks or walkways. These facilities provide safe non-motorized mobility for both pedestrians and cyclists
outside of business districts. Within business districts, sidewalks provide safe mobility for pedestrians.
Currently, the sidewalks that exist along most of the arterials within the City provide the primary regional link as
well. This "regional" access includes non-contiguous areas within Renton as well as areas outside of the City
planning area. Some notable walkway deficiencies exist along sections of Maple Valley Highway (SR-169),
Puget Drive, and Talbot Road South. These roadways do not currently provide safe non-motorized mobility
through Renton. Installation of walkways/sidewalks has been either programmed into future transportation
improvement projects, or identified in the City of Renton Comprehensive Citywide Walkway Study.
Non-motorized neighborhood connections are made via sidewalks along arterial and collector roadways.
Sidewalk connections between most neighborhoods within the City limits currently exist. In some locations,
however, sidewalks are not continuous along a roadway.
In potential annexation areas that are or were defined as "rural" by King County, sidewalks have generally not
been constructed along either arterial or local roadways, because sidewalks are not required by rural area
design standards. Most existing county roadways have either paved or gravel shoulders for use by cyclists and
pedestrians. Consequently, many of the potential annexation areas do not provide protected non-motorized
inter-neighborhood connection.
Another important consideration is the bicycle route connection to regional cycling corridors. The regional
corridors, to which the Renton bicycle routes should connect, include the Interurban, Christensen/Green River,
Lake Washington Loop, Sammamish, and Soos Creek Trails.
Bicycle and Pedestrian Facilities Plan
The City, per the Comprehensive Citywide Walkway Study, will construct sidewalks/walkways at "missing
locations." In some areas, sidewalks will be constructed along each side of the street. Because of physical
constraints such as side slopes and roadway grades, or minimal expected pedestrian usage, some locations will
have pedestrian/cyclist facilities constructed on only one side of the street. Sidewalk facilities will be
constructed as part of a prioritized installation program. Additional non-motorized facilities will be constructed
in conjunction with roadway improvement projects and as part of the Transit Improvement Program.
Current annexation area roadways without sidewalks will be added to the Comprehensive Citywide Walkway
Study after annexation into the City. Sidewalk improvements on roadways could be improved through local
improvement district (LID) and capital improvement projects (CIP).
The Renton Trails and Bicycle Master Plan provides an in-depth description of proposed bicycle facilities,
including mixed use trails.The Plan lists routes that have been identified as important bicycle transportation
elements. Along roadways designated as bicycle routes, roadway or shoulder widening may accommodate
cyclists' needs. These improvements could be added when roadway improvement projects are constructed or
implemented as individual improvement projects.
Further review by the City of Renton, in cooperation with citizen groups, will be necessary to determine which of
the projects listed in the Renton Trails and Bicycle Master Plan are selected for development.
King County is pursuing development of bicycle facilities outside of the Renton city limits. Three routes leading
into Renton have been identified in the King County Non-motorized Plan:
nd
• 140 Place/Avenue Southeast (Southeast 192 Street to Southeast Renton-Maple Valley Road)
th n[j
• State Route 900 (138 Avenue Southeast (Duvall Avenue Northeast) to Southeast 82_ Street)
• Coal Creek Parkway Southeast (Newcastle City Limits to Renton City Limits)
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The routes identified by the City of Renton and listed in the Renton Trails and Bicycle Master Plan will be
planned to connect with these proposed King County facilities.
The City of Renton Long Range Parks, Recreation, Open Space, and Trails Plan identified in the Parks Element
also provides an in-depth description of proposed walking, bicycle, and mixed-use trails. By nature, these types
of trails are primarily used for recreational purposes, and are not necessarily supportive of transportation goals.
The creation of these trails would certainly supplement the City's non-motorized transportation system, and
their development by the Parks Department should be encouraged. Routes that are found to be important
transportation elements could be constructed through the transportation program.
TRANSPORTATION DEMAND MANAGEMENT/
COMMUTE TRIP REDUCTION (TDM/CTR)
As stated in the Arterial, Transit, and HOV Chapters, a major challenge of the Renton Transportation Plan will be
to better manage the existing transportation system and reduce traffic demand by encouraging the use of
alternatives to single occupant vehicles. The Transportation Demand Management/Commute Trip Reduction
(TDM/CTR) Chapter addresses this challenge by focusing on encouraging and facilitating reductions in trip-
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making, dispersion of peak period travel demand throughout the day, increased transit usage, and increased ride
sharing.
In enacting the Washington State Commute Trip Reduction (CTR) law of 1991, the 1997 amendments, and the
2006 CTR Efficiency Act, the State Legislature found that decreasing the demand for vehicle trips is significantly
less costly and at least as effective in reducing traffic congestion and its impacts as constructing new
transportation facilities, such as roads and bridges, to accommodate increased traffic volumes. The legislature
further found that reducing the number of commute trips to work made via single occupant cars and light trucks
is an effective way of reducing automobile-related air pollution, traffic congestion and energy use. The goals,
objectives, and policies of the Transportation Demand Management/Commute Trip Reduction Chapter also are
based on these findings.
Objectives
The Transportation Demand Management/Commute Trip Reduction Chapter is based on the following
objectives:
Objective T-Q: Encourage the development and use of alternatives to single occupancy vehicles.
Objective T-R: Promote a reasonable balance between parking supply and parking demand.
Policies
This Chapter of the Transportation Element of the Comprehensive Plan contains City policies concerning
Transportation Demand Management and Commute Trip Reduction (including support for ride sharing and
management of parking supply).
Policy T-65. The disruptive impacts of traffic related to centers and employment areas should be reduced.
(In this context, disruptive impacts are primarily traffic. They could be mitigated through techniques such as
transportation management programs implemented through cooperative agreements at the work place,
flexible work hours, and Community planning.)
Policy T-66. Appropriate parking ratios should be developed that take into account existing parking supply,
land use intensity, and transit and ride-sharing goals.
Policy T-67. Alternatives to on-street or on-site parking should be explored.
Policy T-68. Site selection criteria should be developed for location of park-and-ride lots serving residential
areas.
Policy T-69. The construction of parking structures in downtown Renton should be encouraged.
Policy T-70. Parking ratios should be reduced as transit services are increased and an adequate level of
public transit can be demonstrated.
Policy T-71. Transportation demand management measures should be implemented at residential and
retail developments, as well as at the workplace.
Policy T-72. Employers affected by Commute Trip Reduction laws should be encouraged to implement
measures that support reductions in SOV travel and vehicle miles traveled.
Policy.T-73. Site design and layout for all types of development should incorporate transportation demand
management measures such as convenient priority parking places for HOVs, and convenient, direct
pedestrian access from residential, commercial, and other facilities to transit stops/stations.
Strategy T-51.1 Downtown (Central Business District) parking restrictions and/or removal resulting from
TDM/CTR policies shall apply to commuter/employee parking, not to business patron/customer parking.
Also see related policies in the HOV section.
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Existing Parking Supply and Demand
An inventory of the existing parking supply in the Downtown Core was conducted in 2001. The inventory
gathered data for both on-street and off-street spaces. Figure 5.1 summarizes the results of the
inventory. The Downtown Core has 2,055 off-street spaces. There are also 387 public off-street parking
spaces within the Downtown Core. The remaining off-street parking spaces are private or signed for use
by patrons of a specific business. Additional information on this parking inventory is provided in the
Parking in Renton's Downtown Core report.
Ongoing transportation planning work will include expanding the parking study area, possibly citywide, if
needed for the refinement of parking policies and guidelines.
Parking Policy Review
As stated in the Washington State Commute Trip Reduction (CTR) law of 1991, there exists a close
relationship between commuter behavior and the supply and cost of parking. As required by the CTR law,
the City has completed a review of local parking policies and ordinances as they relate to employers and
major worksites and revisions necessary to comply with commute trip reduction goals and guidelines.
Maximum parking ratios have been established, and the existing minimums modified in the City's
Development Regulations, to create a range of appropriate allowable parking ratios. Additional revisions
have been made to support HOV, transit, and non-motorized usage and access.
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FIGURE 5-1
DOWNTOWN CORE EXISTING PARKING SUMMARY 2001
h'rporl Way
Downtown Core Existing
Parking Summary 2001 2055
• r ._ <?87
>K»s 2442
Off-Street Pariang
On-Street Partdrtq
Total Psrkknf Spaces I
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TDM/CTR Programs
The City has adopted a CTR Ordinance and a CTR Plan (February 1993). The ordinance outlines the
manner in which and the schedule with which affected employers located within the City of Renton are
required to design and implement commute trip reduction programs at their worksites. Currently, there
are 23 active CTR sites in Renton (Figure 5-2). In compliance with the 2006 CTR Efficiency Act, the City has
amended the CTR Ordinance and CTR Plan adopted in 1993.
The CTR Plan is a summary document that describes the City's implementation approach. As stated in the
Plan, the City performsemployer notification, employer assistance, and program review. The Plan
summarizes the CTR goals and targets by 2011 a 10% reduction in sigle-occupant vehicles (SOV) and a 13%
reduction in vehicle miles traveled (vmt). It explains the circumstances and procedures for employer
appeals of CTR program administrative decisions. The Plan also states the City's commitment to
implementing a CTR program for its own employees and to report on an annual basis to the state
regarding progress towards meeting CTR goals.
In the past, the City has developed Transportation Management Programs (TMPs) for new residential,
commercial, and office developments. These TMPs have usually been put in place through SEPA
agreements. Transportation Demand Management (with site design and other requirements)
complements the employer-based CTR program and its employer worksite requirements.
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FIGURE 5-2
RENTON ACTIVE CTR SITES
LEGEND
Bus Routes with uS-day sarvfce
Bus Routes with peak only service
Active CTR Site In Renton (with Map ti>)
and percent of employee Transit Us*
Stops within a Quarter Mb of Renton
Adrve CTR Sites
Quarter Mile Buffer Around All
Rentan Bus Stops
Transit Center Permanent
' Park&Ride Lot
Sounder Commuter Rai
Cfty erf Renton
Renton Urban Growth Center
T
Renton Highlands!
Parte &Rifla
101:105.l06l10r.«(l,
HO t<3148,149,153
167169,240 342308,
809,560.564,565
Tukurila Surfcco
.LotCommaiter.
Rail Station
110,126,
140,754,
Sounder !•:
Commuter Rai []
ID ID COMPANY NAME
1. E87460 Honeywell
2-E80384 E R Solutions
3. EB06S3 U.S. Government
4. E80697 Valley Medical Center
5. E80721 Pacc3r Parts
6. EB0747 Paccar ITD
7. E80762 King County Government
B. E61794 C8y of Renton
9. E83097 Kenworln Truck Company
10. E84749 The Boeing Company
11. E64764 The Boeing Company
12. E84772 The Boeing Company
13. E85399 The Boesig Company
14. E8S498 Wizards of the Coasi
15. E86561 King County Government
16. E87007 Hunter Douglas
17. ES7304 The Boeing Company
18. £88229 Cummins Northwest
19. E88500 Cutler & Buck Inc
20. £89433 C*assmates-com
21. E89730 Renton Technical College
22. EB9442 Mioroscan Systems, Inc
RENTON -
Active CTR Sites
brieve E°-*r»u*lron= utnto«typ&,c„Y
Fe&fwy 7, 2007
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Parking Management Regulations
Parking regulations are specified in Section 4-4-080 of the Renton Municipal Code. The regulations include
requirements for new construction of parking including landscaping, screening, layout, paving, markings,
and wheel stops. They also include requirements for size and amount of parking according to the land use
activity involved.
Ongoing transportation planning work will include refinement of criteria for locating park and ride lots
serving residential areas to address factors such as the intensity of development in adjacent areas, the
level of traffic congestion in the areas, proximity to arterial streets, and opportunities to buffer lots from
living areas. Standards for construction of parking garages will be reviewed to address minimization of
land area and the amount of impervious surface. Also, the city will be working with WSDOT, Puget Sound
regional council, King county, Metro Transit and others to develop rules andcreate new plans to
implement the CTR Efficiency Act adopted by theWashginton state Legislature in 2006. The CTR Efficiency
Act includes changes to the CTR law to make the program more effective, efficient, and targeted. The
modified CTR program will officially start on January 1, 2008.
AIRPORT
Renton's Airport is more than a transportation facility. It is also a vital element to Renton's commercial and
industrial economy, providing aircraft services, manufacturing support, flight training, and other airport
activities. The Airport Chapter of the Renton Transportation Element is implemented by the 2002 Airport
Business Plan and the Airport Master Plan for the Renton Municipal Airport.
The intent of the objectives and policies is to support increased aviation activities and appropriate mitigation
of adverse impacts when possible. (See also the Airport Compatible Land Use section of the Land Use
Element.)
Objectives
The Airport Chapter is based on the following objectives:
Objective T-S: Promote and develop local air transportation facilities in a responsible and efficient manner
and recognize the Renton Municipal Airport as a unique, valuable, and long-standing public transportation
facility within the region.
Objective T-T: Maximize available space on the airport site for uses that require direct access to
taxiways and runways such as storage and parking of aircraft and aircraft maintenance and service
facilities.
Objective T-U: Continue operation of the Airport as a Landing Rights Airport, ultimately providing
permanent inspection facilities to the U.S. Customs Service.
Policies
Policy T-74. Support the land base and seaplane base activities. Acknowledge that there are certain costs
to the community associated with the existence of the Renton Municipal Airport, such as noise
generation, but recognize that these costs have historically been accepted by the community in exchange
for the economic and transportation-related benefits and the civic prestige that are also associated with
the airport.
Policy T-75. Promote and develop airport facilities and services for all wheeled and float-equipped
aircraft, owners, pilots, and passengers in a manner that maximizes safety, efficiency, and opportunity for
use.
Policy T-76. Lease airport property for aviation-related uses that create jobs and expand the City's tax
base.
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Policy T-77. The Renton Municipal Airport provides the only publicly-owned seaplane facility in the area
and, therefore, the northern shoreline of the airport should be restricted to seaplane access.
Policy T-78. Develop appropriate land use plans and regulations for structures and vegetation within the
airporfs runway approach zone. (See Airport section of the Land Use Element, Objectives LU-E, LU-F, LU-
G and Policies LU-19 - LU-30.)
Airport Facilities
The Renton Municipal Airport is a major general aviation airport in the Puget Sound area. The Renton
Municipal Airport is formally designated as a Reliever Airport in the Federal Aviation Administration's
National Plan of Integrated Airport Systems and the Puget Sound Regional Council's Regional Airport
System Plan.
The airport is owned by the City of Renton and is located in the northwest corner of the city, bounded
generally on the east by the Cedar River, on the west by Rainier Avenue North, on the south by Airport
Way, and on the north by Lake Washington (see Figure 1.1). The Airport consists of approximately 165.46
acres. It is oblong in shape, and has one runway with two parallel taxiways with concrete and blacktop
surfaces and surface water drainage.
The runway, running southeast to northwest, is 5,379 feet long and 200 feet wide, with a 340-foot
displaced threshold at the south end. It is equipped with medium intensity runway lighting, runway end
identification lighting (REIL), and precision approach path indicators (PAPI). Taxiways are lighted, and
there is a rotating beacon, a windsock, and a non-directional radio beacon. The Federal Aviation
Administration operates a contracted Air Traffic Control Tower during the hours of 7 a.m. to 9 p.m. May 1
through September 30 and from 7 a.m. to 8 p.m. October 1 through April 30.
Approximately 115,000 landings and take-offs per year take place at the Airport, making it the seventh
busiest airport in the State of Washington. Contiguous to the Renton Airport is the Will Rogers-Wiley Post
Memorial Seaplane Base. Landings and take-offs from the water are not recorded, but during the summer
months the seaplane base is one of the busiest in the Northwest.
Airport Activities
The Renton Airport serves general aviation demand generated by Renton, as well as by other communities
generally within a 30-minute driving time (e.g. Bellevue to the north, Issaquah to the east, Kent to the
south, and Seattle to the northwest). The concept of "general aviation" includes all aviation uses except
scheduled commercial passenger airline servicesand military operations. Consequently, nearly all of the
aviation operations at Renton Airport are those of general aviation, including the flights of the transport-
class aircraft produced by the adjacent Boeing plant. General aviation uses are both personal and
revenue-producing, the latter category including business, charter, and flight instruction.
The seaplane base provides facilities only for small general aviation types of aircraft (both personal and
revenue-producing).
Aircraft services available at the Airport include aircraft maintenance and service, fuel, flight instruction,
aircraft charter and rental, and aircraft storage, both hangared and open. Fixed base operators (FBO's),
which are aviation-oriented businesses offering a variety of services and products to aircraft owners and
operators, provide these services to the aviation public.
Airport Master Plan and Renton Municipal Airport Business Plan
1997 Airport Master Plan Update
A 1997 update to the original 1978 Master Plan was approved by the City Council in August 1997. A
primary purpose of the 1997 update was to determine the existing and future role of the airport and to
provide the City with information and direction in the future planning and continued development of the
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airport. The objective of the study was to develop a plan for providing the necessary facilities to best
accommodate the aviation needs of the airport and contiguous seaplane base over the next twenty years
The study work scope consisted of inventories, forecasts of aviation demand, demand/capacity analyses,
facility requirements, airport layout plans and land use plans, development staging and costs, financial
plans, and an environmental impact assessment report. The Airport Master Plan is updated as necessary
to reflect progress and changes from the original Master Plan.
The 1997 Airport Master Plan should be updated in 2005 or 2006 as many of the recommendations from
the 1997 Airport Master Plan have been implemented. The remaining recommendations should be re-
evaluated in the next update of the Airport Master Plan as conditions have changed.
2002 Renton Municipal Airport Business Plan
The 2002 Renton Municipal Airport Business Plan was prepared at the direction of the Renton City Counci
The purpose of the plan was to review business potential for the Airport and develop a plan for the
management and operation of the Airport, given the needs of aviation and the neighborhoods
surrounding the airport.
The Airport Business Plan reaffirmed Renton's commitment to strong management and operation of the
Renton Municipal Airport. The recommendations reaffirmed the mix of uses presently at the Airport whil
supporting increased efforts to curb aircraft noise.
Implementation of the Airport Master Plan
The airport development and financial plan portions of the Master Plan identify the capital improvements
that should be accomplished, specify when these improvements should be accomplished, and determine
the economic feasibility of accomplishing the programmed improvements and developments. The
schedule of developments and improvements is established in five-year increments, to coincide with the
five-, 10- and 20-year projections of the Master Plan.
Based upon the five-year schedule of improvements and developments, Federal Aviation Administration
Airport Improvement Program Funds are requested for assistance with the accomplishment of those
eligible projects programmed in the Master Pian.
FREIGHT
The Freight Chapter of the Transportation Element addresses the needs and impacts of goods movement and
distribution in Renton. The Freight Chapter focuses on the two primary providers of freight transportation:
trucking and freight rail.
Objectives
The Freight Chapter is based on the following objectives:
Objective T-V: Maintain existing freight rail service to Renton commercial and industrial sites.
Objective T-W: Maintain truck access between Renton industrial areas and the regional highway system.
Objective T-X: Minimize the impact of truck traffic on general traffic circulation and on Renton
neighborhoods.
Policies
Policy T-79. Heavy through truck traffic should be limited to designated truck routes in order to reduce
its disruptive impacts. {In this context, "disruptive impacts" refers to nuisances, particularly noise and
parking, associated with heavy trucks. In addition, the intent of the policies is to minimize the physical
impact of heavy trucks on city streets.)
Policy T-80. Transportation facilities should be designed to complement railroads.
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Policy T-81. Spur tracks should be located to provide a minimum number of street crossings and serve a
maximum number of sites.
Policy T-82. Strategies to minimize adverse impacts of railroad operations on adjacent residential
property should be supported.
Policy T-83. Support railroad crossing improvements that minimize maintenance and protect the street
surface.
Policy T-84. Where warranted, provide protective devices, such as barriers and warning signals, on at-
grade crossings.
Policy T-85. The City should continue to work with local, regional, state and federal agencies to address
regional freight needs and to mitigate local impacts.
Truck Routes
The City has a system of truck routes (see Figure 7-1). . Trucks weighing over 26,000 pounds gross
vehicle weight are restricted to operating on one of the designated truck routes. Trucks needing to
make deliveries off of the designated truck routes are required to take the most direct arterial route
to/from one of the designated truck routes. When more than one delivery off the designated truck
routes can be combined to limit multiple intrusions into residential neighborhoods, a truck driver has an
obligation to combine those trips. The truck route ordinance does not apply to the operation of Renton
School District buses on designated routes, public transit on designated routes, garbage trucks, city
maintenance vehicles, or emergency vehicles.
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Inventory of Local Rail System Facilities and Users
The Freight Chapter of the Transportation Element recognizes the importance of maintaining rail
transportation, which supports industrial and commercial land uses, and provides one component of a
multi-modal transportation system. The Freight Chapter also provides guidelines to ensure that existing
rail lines do not impact adjacent land uses, create maintenance problems for City streets or pose safety
concerns.
Freight rail service is currently available to several industrial and commercial areas of the City. Existing
rail lines bordering the City of Renton include the Union Pacific (UPRR) and Burlington Northern Santa Fe
Railroad (BNSF) main line tracks between Seattle and Tacoma. Within the City of Renton, the BNSF 18th
Subdivision Branch Line connects Renton and the east side of Lake Washington to the BNSF main line.
The BNSF main line runs in a north-south direction and is located along the City of Renton's western city
limits, separating Renton from the City of Tukwila. The BNSF main line is double-track, and carries a
considerable volume of freight service, as well as passenger service provided by Amtrak under a
trackage rights agreement. Only freight service is provided to the City of Renton from the BNSF main
line. A single spur track with several branch lines serves the Renton Valley industrial area (southwest
Renton). Another single spur track from the BNSF main line serves the Container Corporation of
America plant, located north of 1-405 in the Earlington industrial area. Use of these spur lines is
intermittent, usually on an as-needed basis with no particular set time or frequency.
Commuter rail trains use the BNSF main line, with a stop at the new Renton/Tukwila (Longacres) station
located just south of 1-405. The commuter rail service is an element of the Regional Transit Plan (Sound
Move), approved by voters in 1996. The commuter rail service began in 2001. Three trains currently
provide one-way service between Tacoma and Seattle during the weekday AM peak period and between
Seattle and Tacoma in the weekday PM peak period, with stops at the Renton/Tukwila station.
The BNSF 18th Subdivision Branch Line splits from the BNSF main line at the Black River Junction, and
continues easterly through downtown Renton and then northerly through the North Renton industrial
area. The line continues north along the east side of Lake Washington, and connects back with the BNSF
main line in Snohomish County. Freight service on this branch line is provided by two trains per day
(one in each direction). Passenger excursions are made on this branch line by the Spirit of Washington
Dinner Train, which makes one round trip on weekdays and two round trips on weekends between
downtown Renton and Woodinville at the north end of Lake Washington. Three spur tracks off of the
branch line provide freight service to the Earlington industrial area in west central Renton. Two spur
tracks serve the North Renton industrial area north of downtown Renton. Freight service can occur at
anytime during the day. The Spirit of Washington Dinner Train leaves downtown Renton at 6:00 p.m.
and returns by 10:00 p.m. with an additional afternoon run on weekends.
The infrequent use of the BNSF main line spur tracks and the BNSF branch line results in minimal
disruption to vehicular traffic movement in Renton.
The UPRR mainline track, located 200 to 300 feet west of the BNSF mainline and Renton's City limits,
also runs in a north-south direction. The UPRR mainline is a single track, carrying a somewhat lower
level of freight-only service.
Regional Accessibility
Trucks and Industrial Traffic
Truck access from City of Renton industrial areas to the regional highway/freeway system has the option
of several alternative designated truck routes (see Figure 7-1). The Valley industrial area (southwest
Renton) is directly connected to the regional system via the S.W. 43~Street/SR-167 (Valley Freeway)
interchange and the SR-181 (West Valley Highway)/l-405 interchange. The Earlington industrial area in
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west central Renton is served by designated truck routes on Rainier Avenue and Grady Way, which
provide direct access to SR-167 and to 1-405 (via the SR-181/1-405 and SR-167/1-405 interchanges).
Truck access to the North Renton industrial area (north of downtown Renton and west of 1-405) from I-
405 is provided via the designated truck route on Park Avenue North. Another truck route to 1-405 and
SR-167 from the North Renton industrial area is via North 6th Street, Airport Way, and Rainier Avenue.
Truck and industrial traffic access from 1-405 to the King County waste transfer station and maintenance
shops east of 1-405 is provided via the Sunset and Maple Valley (SR-169) interchanges and N.E. 3rd
Street-N.E. 4th Street. The Stoneway Sand and Gravel complex, west of 1-405, generates industrial traffic
that uses the North Park Avenue on-ramp to access 1-405. Arterial improvement projects in the
Transportation Plan will enhance truck access between the industrial areas and the regional
highway/freeway system.
Freight and Passenger Rail Use
Future land use development is not anticipated to result in a significant increase in rail freight service in
Renton. Future plans call for additional commuter rail trains using the BNSF main line, stopping at the
Renton/Tukwila (Longacres) station.
Freight Action Strategy (FAST) Corridor
The Freight Action Strategy (FAST) corridor, and the projects which comprise FAST, evolved over several
years. Beginning in 1994, the Freight Mobility Roundabout — a jointly-sponsored effort of the Puget
Sound Regional Council and the public/private Economic Development Council of Seattle and King
County — made a sustained commitment to freight mobility within and through the northwest gateway
region, which ties the regional (and national) economy to the Pacific Rim. Roundabout participants
include shippers and carriers representing all freight mobility modes: marine, rail, truck, air, and
intermodal. Other participants are public agencies at all levels: local governments (including the City of
Renton), the three ports of Seattle, Tacoma and Everett, WSDOT and the State Transportation
Commission, and federal agencies (FHWA, FTA). Late in 1994 the United States Department of
Transportation together with the Roundabout, the WSDOT, and the Puget Sound Regional Council
established FAST Corridor.
FAST Corridor is a collection of complementary grade separation and port access projects within the
Everett-Seattle-Tacoma area of Washington State. Collectively, these projects will enhance the
movement of freight within and through the region. Key points of the FAST Corridor projects include:
• Between Everett in the north and Tacoma in the south, focus on the region's north-south rail
routes and port access routes.
• Helping to improve the state and region's transportation capacity to better meet the needs for
freight and goods movements.
• Implementation of a series of grade separation and port access improvements, along with some
corollary improvements. These improvements will complement other freight and passenger rail
improvements in the region, regional ITS efforts, and other planned highway improvements.
<• Continuation of the FAST Corridor Partnership, which has been functioning since 1995 and is
working on determining appropriate project level solutions to regional freight mobility issues.
Local freight improvement projects identified at this time include additional rail lines for both the BNSF
and UPRR lines. BNSF has plans to add a third and a fourth track to its mainline along the western edge
of the City. UPRR also has plans to add a third additional track to its mainline that runs parallel to and is
in close proximity to the BNSF mainline. A grade separation of the BNSF and UPRR mainlines at South
180th Street in Tukwila (S.W. 43rd Street in Renton) was completed in 2003. These improvements are a
constructive first step toward improving rail freight travel along the western boundary of the City of
Renton and associated freight rail travel passing through Renton.
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The Freight Mobility Strategic Investment Board (FMSIB):
» develops and maintains a comprehensive and coordinated state program to facilitate freight
movement between and among local, national and international markets;
« works to find solutions that lessen the impact of the movement of freight on local communities
• proposes policies, projects, corridors, and funding to the state legislature to promote strategic
investments in a statewide freight mobility transportation system; and
• proposes projects that lessen the impact of freight movement on local communities.
• In 2003, the FMSIB selected the SW 27th /Strander Boulevard project to receive $4,000,000. It i:
anticipated these funds will be programmed by 2009.
FINANCING AND IMPLEMENTATION
The Financing and Implementation Chapter outlines the strategies and actions to finance and implement th
transportation improvements and programs planned as part of the City of Renton's transportation plan.
Renton will meet transportation needs through arterial, transit, high occupancy vehicle, non-motorized
improvements, travel demand management programs, and airport, truck and rail plans as outlined in
previous discussion of the transportation plan. The Financing and Implementation Chapter includes:
» Goals, objectives and policies relating to financing and implementation of the transportation
plan.
• Information on current revenue sources and future revenues.
• Assessment of Renton's 20-year transportation needs and funding capability.
• Assessment of Renton's Six-Year Transportation Improvement Program (TIP) with regard to
transportation improvements and programs identified in this document.
• Strategies and actions for financing and implementing the transportation plan over the next 20
years.
• Identifying future ongoing work needed to finance and implement the transportation plan.
Objectives
The Financing and Implementation Chapter is based on the following objectives:
Objective T-Y: Pursue adequate funding for transportation improvements from all potential sources in
an efficient and equitable manner.
Objective T-Z: Develop a staging and implementation plan that expedites transportation system
improvement projects that i) improve HOV flow, ii) improve transit service, iii) improve pedestrian and
bicycle facilities and iv) provide neighborhood protection against the impacts of through traffic.
Policies
Policy T-8G. To support economic development, growth related traffic improvements should be funded
by a combination of impact fees charged to new development and business license fees.
Policy T-87. Coordinate equitable public/private partnerships to help pay for transportation
improvements.
Policy T-88. Pursue federal, state and local sources of funding (e.g. loans, matching funds) for
transportation improvements.
Policy T-89. Establish a mechanism to provide multi-jurisdictional cooperation to fund transportation
improvements. This could include establishing joint and/or coordinated transportation mitigation
systems with other jurisdictions.
Policy T-90. Create a funding mechanism that can be applied across boundaries to address the impact
of growth outside the city limits on the City's transportation system.
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Transportation Program Costs
To determine transportation financing needs, a twenty-year (2002 to 2022) program (including arterial,
HOV, transit and non-motorized components identified previously in this document) was established, and
a planning level cost estimate prepared. Also included as an element of the 20-year funding needs are
annual transportation programs that include: transportation system rehabilitation and maintenance;
traffic operations and safety projects and programs; Transportation Demand Management/Commute Trip
Reduction programs; neighborhood livability projects and programs; and, ongoing project development.
These annual programs support and supplement the Street Network, HOV, Transit and Non-motorized
Elements and are a necessary part of maintaining transportation level of service standards.
The total cost of the 20-year transportation plan is estimated at $134 million. The costs of the various
components of this plan are summarized in Table 8.1. The costs for the arterial, HOV and non-motorized
components represent Renton's costs (including Renton's share of responsibility under joint projects with
WSDOT and other local jurisdictions). This cost does not include costs of transportation projects that are
the responsibility of the state, King County, and other cities (Newcastle, Tukwila, and Kent). The transit
costs include only local match for Renton's local feeder system improvements, park-and-ride lots, signal
priority, and transit amenities.
Ongoing transportation planning work will include continued refinement of the 20-year transportation
plan and costs.
Inventory of Funding Sources
Having established a 20-year transportation funding level of $134 million, an annual funding level of $6.7
million can be determined. Sources of revenue to provide this annual funding need are identified on Table
8.2.
The Business License Fee is an annual per capita fee assessed to all businesses within the City of Renton.
Currently, 85% of the annual revenue generated from this fee is dedicated to fund transportation
improvements. The Business License Fee is assumed to contribute 28% of the future annual funding level.
TABLE 8.1
RENTON 20-YEAR TRANSPORTATION PROGRAM
PLANNING LEVEL COST ESTIMATES
Arterial Plan:
HOV Plan:
Transit Plan:
Non-motorized Plan:
Annual Programs:
Total 20-Year Cost
60,000,000
26,000,000
15,000,000
4,500,000
28,500,000
134,000,000
TABLE 8.2
CITY OF RENTON
SOURCE OF TRANSPORTATION FUNDS
Annual 20-Year
Business License Fee
Half-Cent Gas Tax
Grants
Developer Mitigation
$ 1.88 million $ 37.6 million
$ 0.55 million $ 11.0 million
$ 3.70 million $ 74.0 million
$ 0.57 million* $ 11.4 million
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TOTAL FUNDS: $ 6.70 million $ 134.0 million
* In addition, there will be site-specific mitigation.
The Half-Cent Gas Tax is a portion of the State gas tax revenue that is distributed to local jurisdictions
based on population. The Half-Cent Gas Tax is assumed to remain at its current level and contribute 5.2%
of the future annual funding level.
The City of Renton has aggressively pursued federal and state grants in the past, which is assumed to
continue, thus providing 55% of the future annual funding level. Examples of federal grants include the
Surface Transportation Program (STP), Congestion Management Air Quality (CMAQ), and Transportation
Enhancements Program, which are awarded regionally by the Puget Sound Regional Council and bridge
replacement, road safety, and railroad crossing improvement programs administered by WSDOT. State
grants include those provided by the Transportation Partnership Program (TPP), the Arterial Improvement
Program (AIP), and Pedestrian Safety and Mobility Program (PSMP), which are administered by the
Transportation Improvement Board.
Developer mitigation revenue is obtained by the City of Renton through an assessment on development
city-wide, based on the number of daily vehicle trips generated by a specific development multiplied by a
fee per vehicle trip. Developer mitigation is assumed to contribute 9% of the future annual funding level.
It should be noted that developer mitigation is not a reliable (or stable) source of transportation funds (as
required by GMA). The irregularity of private development projects and thus uneven flow of mitigation
revenue contribute to the unreliability of developer mitigation. It should also be noted that, in addition to
a mitigation fee, private development approval will be conditioned on site-specific improvements to
ensure that on-site and adjacent off-site transportation facility impacts are mitigated.
Local Improvement Districts (LIDs) are formed by property owners to provide funds for the portion of the
cost of improvement projects that benefit the properties. Petitions from two-thirds of the property
owners of property equal to two-thirds of the assessed valuation of the LID area are required in order to
form an LID. Because it cannot be determined when there will be enough petitioners to form an LID and,
therefore, it is not known when an LID can be formed to make improvements, LIDs have not been included
as a source of transportation funds.
The above revenue sources are projected to remain approximately the same over the next 20 years,
though the percent contribution from individual sources may change. However, trends in transportation
financing are becoming apparent, which could affect the City of Renton's transportation revenue. The
trends include: declining revenue available from several existing sources, such as the half-cent gas tax;
transportation needs growing faster than available revenues; local, state, and federal requirements on
transportation improvements lengthening the design process and increasing cost; the undetermined
potential for new funding sources; and, the continued inability of regional agencies to address regional
transportation needs.
Ongoing transportation planning work will include a review and update of current revenue sources to
reflect fed era I, state, and regional decisions regarding these revenue sources.
Funding Program
The Growth Management Act (GMA) requires "an analysis of funding capability to judge needs against
probable funding resources." This includes development of a "multi-year financing plan" based on the
needs identified in the transportation plan with "appropriate parts" serving as the basis for the Six-year
Transportation Program required by the RCW for cities.
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The following presents the City of Renton's transportation finance plan (as required by GMA) and the
underlying assumptions, which are:
8 to provide both a 20-year and a six-year transportation improvement program
8 establish consistency between the six-year and 20-year programs.
A 20-year transportation program (comprised of improvements discussed previously in the Street
Network, HOV, Transit, and Non-motorized Chapters and annual transportation programs) and a planning
level cost estimate of $134 million (summarized on Table 8.2) have been established first. Based on the
20-year funding level of $134 million, an annual funding level of $6.7 million was determined. Having
established an annual funding rate it can reasonably be assumed that if this funding level is maintained, if
the facilities being funded are consistent with the 20-year plan, and if transit and HOV facilities are
conscientiously emphasized, it should be reasonable to assume that the level of service can be maintained
for the intervening years with the established funding rate.
The City of Renton's Six-Year Transportation Improvement Program (TIP) is part of an on-going process
intrinsically linked with the development of the City's Capital Improvement Program. The Six-YearTIP is
also linked with various state and federal funding programs, regional/inter/jurisdictional planning and
coordination processes, and the City's Comprehensive Plan.
Projects are developed and prioritized based on both specific goals to be achieved by the program and on
general programming considerations. Those general programming considerations are:
Planning. How a project fits with or addresses identified future transportation goals, demands, and
planning processes must be evaluated on both a local and regional level. This is strongly influenced
by ongoing land use decisions and by regional highway and transit system plans.
Financing. Many projects are dependent on receiving outside grants, formation of LIDs, or the receipt
of mitigation funds. Prioritization has to take into account the peculiarities of each of the various
fund sources and the probabilities of when, and how much, money will be available.
Scheduling. If a project is interconnected with, or interdependent on, other projects taking place, it is
reflected in their relative priorities.
Past Commitments. The level of previous commitment made by the City in terms of resources,
legislative actions or interlocal agreements also must betaken into consideration in prioritizing TIP
projects.
In addition to the general considerations discussed above, there are five specific project categories
through which the TIP is evaluated and analyzed. They are:
8 Preservation of Existing Infrastructure
8 Multi-Modal and Transportation Demand Management
» Community Livability and Enhancement
• Economic Development
8 Operations and Safety
These categories provide a useful analysis tool and represent goals developed through an evaluation of
the City's transportation program in response to input from citizens and local officials and to State and
federal legislation.
Taken as a whole, the five categories provide a framework for evaluating projects both individually and as
part of a strategy that seeks to meet and balance the transportation needs of Renton during a time of
increasing transportation demand, decreasing revenues, and growing environmental concerns.
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Although each project can be identified with an important concern that allows it to be classified into one
of the five categories, most projects are intended to address, and are developed to be compatible with,
multiple goals.
• Preservation of the existing infrastructure is a basic need that must be met by the program. The
Mayor, City Council and Citizens Transportation Advisory Committee have all addressed the
importance of sustaining strong programs in this project category. The State Growth Management
Act also requires jurisdictions to assess and address the funding required to maintain their existing
transportation system.
Multi-Modal and Transportation Demand Management (TDM) projects and programs are oriented
toward "moving people" through a balanced transportation system that involves multiple modes of
transportation and provides alternatives to the existing heavy reliance on the single occupant vehicle
(SOV). Included are projects that facilitate the movement of transit and carpools, and programs that
promote the use of high occupancy vehicles (HOV's) and reduce the numbers of SOV's. The Federal
Transportation Efficiency Act, the State and Federal Clean Air legislation and the State Commute Trip
Reduction Act have added momentum to regional efforts and placed requirements on local
jurisdictions such as Renton to promote these transportation elements.
Community livability and enhancement consists of projects that have been developed with major
emphasis on addressing community quality of life issues by improving and/or protecting residential
livability while providing necessary transportation system improvements. Bicycle and pedestrian
projects are included in this category.
Economic development projects and programs involve transportation improvements necessitated by
new development that is taking place. Thus, a significant source of local funding for these projects is
projected to come from mitigation payments and from specific access needs financed by new
development in the City of Renton.
Operations and safety projects and programs are developed through ongoing analyses of the
transportation system and are directed mainly toward traffic engineering concerns such as safety and
congestion. Projects are identified not only by analysis of traffic counts, accident records and
geometric data, but also through review and investigation of citizen complaints and requests.
The City of Renton's adopted 2011-2016 Six-Year Transportation Improvement Program includes many of
the transportation improvements and programs identified in the Street Network, Transit, HOV, Non-
motorized and Transportation Demand Management Chapters of this Transportation Element. The
projects or programs are listed in Table 8.3. Also shown in Table 8.3 are annual programs (transportation
system rehabilitation and maintenance, traffic operations and safety; projects and programs, ongoing
project development). The following lists various 2011-2016 TIP projects under each of the chapters of
the Transportation Element.
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TABLE 8.3
CITY OF RENTON
SIX-YEAR TRANSPORTATION IMPROVEMENT PROGRAM.
SIX-YEAR PROJECT COST SUMMARY *
CITY OF RENTON-2011 -2016. TRANSPORTATION IMPROVEMENT PROGRAM
TIP Project Title 2011 2012 2013 2014 2015 2016
Period
Total
1 Street Overlay 751,000 786,000 824,000 863,000 '906,000 950,000 5,080,000
2 Arterial Rehabilitation Program 342,000 358,000 376.000 395,000 414,000 435,000 2320,000
3 Rainier Ave Improvements - Grady Wa 6,764,617 6,391,744 15,656,361
4 SW 27th Street/Strander Boulevard Co 32202 ' 5,000,000 3.000,000 8,032,202
5 NE 3rd/NE 4th Corridor Improvements 223,000 506,656 500,000 2,620,000 4,440,000 555,000 8,844,656
6 Duvall Ave NE - NE 7th St to Sunset Bl 760,000 2,800,000 2120,000 445,000 6,125,000
7 SR 169 HOV - 140th Way SE lo SR-900 1,170/000 1,380,000 2,550,000
8 S, Lake Washington Roadway Improve 2,500,000 2,500,000
9 Park Avenue North Extension 2,400,000 2,600,000 5,000,000
10 116th Ave SE Improvements 820,000 2,754,000 3,760,000 1,600,000 5,351,000 14,285,000
11 Can* Road Improvements 100.000 100,000
12 NE Sunset Boulevard Corridor Improvr 1,000,000 2000,000 3,000,000 3,000,000 9,000,000
13 Oakesdale Ave SW - Monster Road to i 50,000 5,300,000 5,350,000
14 South 7th.Street - Rainier Ave S to Talt 660,000 660,000
16 NE 31st Street Culvert Repair
16 Highlands to Trie Landing Pedestrian C 1,140,000 560,000 1,700,000
17 Lake to Sound (L2SJ Trail
18 Walkway Program 280,000 280,000 280,000 280,000 280,000 280,000 1,680,000
19 Sidewalk Rehabilitation and Replacem 250,000 250,000 250,000 250,000 250,000 250,000 1,500,000
20 Monterey Ave NE - NE 2bth Street - Wa 40,000 40,000
21 Bridge Inspection & Repair Program 150,000 110,000 30,000 25,000 25,000 25,000 365,000
.22 Roadway Safety and Guardrail Prograr 50,000 50,000 25,000 25,000 25,000 25,000 200,000
23 Intersection Safety & Mobility Program 250,000 250,000 250,000 250,000 250,000 250,000 1,500,000
24 Traffic Safety Program 40,000 40,000 50,000 40;000 40,000 40,000 250,000
25 Preservation of Traffic Operation Devic 62,000 62,000 62,000 62,000 62.0D0 62,000 372,000
26 Intelligent Transportation Systems (ITS 50,000 50,000 30.000 30,000 30,000 30,000 220,000
27 Transit Program 40.000 40,000 40.000 40,000 40,000 40.000 240,000
28 Transportation Demand Management ( 65,000 65,000 65,000 65,000 65,000 65,000 390.0D0
23 Bicycle Route Development Program 100,000 80,000 80,000 80,000 80.D00 80,000 500,000
30 Barrier-Free Transition Plan Implemen! 50,000 50,000 50,000 50.000 50,000 50,000 300,000
31 South Renton Burnett Park Neighborhi 275,000 275,000
32 Project Development & Pre-Design Pro 150,000 150,000 150,000 150,000 150.000 150,000 900,000
33 Arterial Circulation Program 160,000 250,000 250,000 250,000 250,000 250,000 1,410,000
34 Transportation Concurrency/LOS Prog 10,000 40,000 10,000 30,000 30,000 30,000 150,000
35 Environmental Monitoring Program 20.000 20,000 20,000 60,000
36 WSDOT Coordination Program 63,000 60,000 40,000 40,000 40,000 40,000 283,000
37 Geographic Information System - Tran 15,000 15,000 15,000 15,000 15,000 15,000 90,000
38 1% for the Arts Program 15,000 15,000 15,000 15,000 15,000 15,000 90,000
39 Lake Washington Blvd N - Park Ave N t 82,413 138,325 220,738
40 Lind Avenue SW - SW 16th St to SW 43 522,000 1,400,000 626,000 2,548,000
41 _ogan Ave N Concrete Panel Repair 460,000 460,000
Total Expenditures 12,247,819 18,121,813 15,006,325 14,855,000 19,348,000 21,668,000 101,246,957
&t-v»r ;*ti_s.m "Inducing unfunded amounts.
4-1 FINAL
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Street Network
• Rainier Avenue - Grady Way to South 2nd Street (TIP #3)
• Garden Avenue North- North lOthStreet to Park Drive (TIP #8)
Lind Avenue SW - SW 16th Street to SW 43rd Street (TIP #40)
Duvall Avenue NE - NE 7th to NE Sunset Blvd (TIP #6)
Strander Boulevard - SR-181 to Oakesdale Avenue SW (TIP #4)
• NE3rd/NE 4th Corridor Improvements (TIP #5)
• Lake Washington Blvd. - Park Avenue North to Coulon Park (TIP #39)
• South Renton Neighborhood Improvements (#31)
• NE Sunset Blvd - NE Park Drive to Monroe Ave NE (TIP #12)
Included in the Six-Year TIP is the Arterial Circulation Program (TIP #33), which will provide funding for
further development of multi-modal improvements on Renton's arterials to support the Transportation
Plan and comply with clean air legislation. Also included are expenditures for project development studies
(TIP #32) for development of future TIP projects and grant applications for currently proposed and future
TIP projects.
Transit
• Transit Program: facilities to support regional transit service, local transit service improvements;
development of park and ride lots, transit amenities (TIP #27)
Also, the HOV Chapter improvements identified below will be designed to enhance transit service.
HOV
• SW 27* Street H OV (Tl P #4)
• SR-169 HOV - Sunset Blvd. to east City Limits (TIP #7)
It should be noted that the expenditure shown for the Transit Program (TIP #23) includes coordination
with the State and Sound Transit HOV direct access interchange improvements.
Also included in the Transit Program (TIP #27) is funding for further development of Renton HOV
improvements identified previously in the HOV Plan (Figure 3-1), and to examine additional routes and
corridors for HOV facilities in Renton.
Non-Motorized
• . Barrier Free Transition Plan Implementation (TIP #30)
Highlands to The Landing Pedestrian Connection (TIP #16)
Lake to Sound (L2S) Trail (TIP #17)
Also included in the proposed Six-Year TIP is the Walkway Program (TIP #18), which will provide funding
for sidewalk and handicap curb ramp needs identified in the City of Renton Comprehensive Citywide
Walkway Program. The Bicycle Route Development Program (TIP #29) will upgrade existing bicycle routes,
construct missing links in the bicycle route system, and develop, evaluate, prioritize future bicycle
facilities. These projects are in addition to bicycle and pedestrian improvements, anticipated as part of
arterial, HOV and transit projects.
Implementation of the non-motorized element falls into two categories - walkways/sidewalk and bike
facilities. Each of these components are described below.
Walkways/Sidewalks Implementation. The implementation procedures for the City's comprehensive
walkway/sidewalk program is detailed in the City of Renton Comprehensive Citywide Walkway Study. This
report identifies the sidewalk and curb ramp needs within the City. Specific improvements will be
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prioritized and will respond to the needs of school children, the aged and persons with disabilities, and will
support increased use of transit.
Bike Facilities Implementation. Bicycle facilities include lanes along roadways and signed bicycle routes.
Bicycle route designation and signing along City roadways is provided on an as-needed basis by the
Transportation Systems Division of the Planning/Building/Public Works Department. Project prioritization
is determined by the Transportation Systems Division in coordination with the Community Services
Department.
Funding for bicycle signing is provided through the capital improvement programs and the General Fund
operating budgets of the Transportation Systems Division. Signing specifically identified as part of
transportation projects will be funded through the Six-Year Transportation Improvement Program (TIP).
Trails Implementation. Many of the planned pedestrian/bicycle facilities in the Renton Trails and Bicycle
Master Plan administered by the Public Works Department, and in the Long Range Parks, Recreation,
Open Space and Trails Plan, administered by the Community Services Department, would be valuable
components of the transportation system, and, therefore, are coordinated with the Transportation Plan.
The Long Range, Parks, Recreation, Open Space and Trails Plan contains the recommended six-year trails
development program. Only projects that are specifically identified as transportation facilities will be
included in the Six-Year Transportation Improvement Program (TIP).
TDM/CTR
» Transportation Demand Management Program: implement Commute Trip Reduction Act
requirements, other TDM programs (TIP #28)
Funding Assessment
A 20-year transportation program has been established having an estimated cost of $134 million. This
program was the basis for determining an annual funding level of $6.7 million. Assuming this annual
funding level can be maintained over the 20-year period (2002-2022), it is reasonably certain that the 20-
year transportation program can be implemented. Annual reassessment of transportation needs,
continuing to aggressively pursue grant funding, and/or continuation of the strong rate of growth in
Renton, which will generate higher developer mitigation revenue, will be needed over the intervening
years in order to assume the 2022 transportation program can be achieved.
The City of Renton's 2011-2016 Six-Year TIP includes 41 individual projects and programs, with a total
estimated cost of $159.7 million. Of this total cost, approximately $101.2 million is to be expended over '
the 2011-2016 six-year period.
The projected revenues over the six-year period, based on the established $6.7 million annual funding, will
total $40.2 million. The TIP identified expenditures of $101.2 million is $61million more than the
projected revenues. Of this $61 million, approximately $21 million represents the amount of participation
anticipated by the State, Sound Transit, King County, neighboring jurisdictions, and private sector
contributions on joint projects. As previously discussed, transportation improvement expenditures of
other jurisdictions have not been included when establishing the $6.7 million annual funding level.
Therefore, the Six-Year TIP expenditures exceed projected revenues by $40 million.
In order for projects to be eligible for projected funding, they must be, by law, included in the Six-Year
Transportation Improvement Program (TIP). Because it is not possible to know which projects will qualify
for funding, the Six-Year TIP includes a cross-section of projects to provide a list of projects that will be
eligible for funding from the various revenue sources, when and if, such funds become available. The
result is a Six-Year TIP which has expenditures exceeding projected revenues.
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The challenge for the future will be to secure enough funding for the City of Renton, Cities of Tukwila and
Kent, King County, Sound Transit, and the state to implement the improvements to their respective
facilities included in the Transportation Plan. However, several strategies for acquiring needed funding
are evident at this time. They include:
• Establish interjurisdictional funding mechanisms, such as payment of mitigation fees to address
impacts of growth within adjacent jurisdictions that affect the City of Renton.
• Update transportation priorities annually and incorporate in the Six-Year Transportation
Improvement Program.
• Continue to work more aggressively with adjacent cities, King County, Washington State
Department of Transportation and other agencies to fund their respective improvements in the
Transportation Plan, i.e., through joint projects.
• Continue to work with regional agencies to encourage them to find and fund regional solutions
for regional transportation problems.
Mitigation Process
There are new laws and regulations that have tremendous impacts on land use, the need for new or
different kinds of transportation projects and programs, and costs and funding of transportation projects.
Examples are the Wetlands Management Ordinance, Surface Water Management Ordinance, the Clean Air
Act, Commute Trip Reduction Act, Endangered Species Act, and the Growth Management Act. As a result,
a transportation mitigation policy and process has been developed as part of the transportation plan. This
mitigation policy serves as a framework for the citywide mitigation payment system that was adopted by
the City in 1996. This mitigation policy includes the City of Renton:
<• Developing a citywide 20-year transportation system improvement plan (defined in the
Transportation Element of the Comprehensive Plan).
• Determining the cost of the citywide 20-year transportation improvements to support new
development.
• Establishing a fee for developments' pro-rated share of the cost of the citywide 20-year
transportation improvements (in addition to site-specific mitigation required by the City). This
mitigation fee would be established during the SEPA review process and paid during the project
development process.
• Continuing the current established business license fee and percentage of the business license
fee allocated for transportation purposes as has been the custom in the past.
» Having the flexibility to modify the citywide transportation plan as needed to address
environmental/regional coordination issues.
• Approving future development conditioned upon site specific improvements to ensure that on-
site and adjacent transportation facility impacts are mitigated, and the payment of the
mitigation fee as the development's fair share contribution towards: 1) ensuring that the
cumulative impacts of development can be mitigated; and 2) maintaining the City of Renton
adopted level of service standard. Site specific improvements could include construction of
additional traffic lanes and/or traffic signals.
Mitigation Payment System
The development mitigation fairshare cost has been established at $75 per daily vehicle trip.
The developer mitigation fee is based on the total daily increase in vehicle trips generated by the specific
development project multiplied by the vehicle trip rate fee. In addition to this fee, there may be site-
specific improvements required by the City, such as construction or contribution towards construction of
additional traffic lanes and/or traffic signals, to mitigate on-site and adjacent facility impacts. (New
business development will also pay the annual per capita business license as currently required of all
businesses in the City of Renton).
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Additional information on the determination of the mitigation trip rate fee is contained in the Renton
Transportation Mitigation Fee Support Document.
A development may qualify for reduction of the $75 per vehicle trip mitigation fee through certain credits
for development incentives, construction of needed transportation improvements (arterial, HOV, transit),
through public/private partnerships, and transportation demand management programs. Specific credits
and the amount of reduction in the mitigation trip rate fee that could result from such credits will be
determined on a case by case basis during the development permitting process. The Mitigation Payment
System provides flexibility to modify the basic trip rate fee as needed to respond to the effect that credits
may have on developer mitigation as a funding source.
Concurrency Management System
The Growth Management Act (GMA) describes concurrency as the situation where adequate public
facilities are available when the impacts of development occur, or within a specified time thereafter. This
description includes the concept of available public facilities. The GMA defines "available public facilities"
as facilities or services in place, or a financial commitment in place, to provide the facilities within a
specified time. For transportation, the specified time is six years from time of development.
City of Renton policies that support the GMA's definition of concurrency have been identified in the Land
Use Element and in this Element. To address concurrency under the GMA and City of Renton policies, a
concurrency management system has been developed for the City of Renton that is based on the
following process:
• The City of Renton will adopt a multi-modal Transportation Plan that will be consistent with regional
plans and those of neighboring cities. Improvements and programs of the Transportation Plan will
be defined in the Transportation Element of the Comprehensive Plan.
• The City of Renton Transportation Level of Service (LOS) Policy, although it differs from the
traditional LOS for arterials, is consistent with King County Growth Management Countywide
Planning Policies and will be used to evaluate the City of Renton Transportation Plan.
• If the region decides to lower regional LOS by not providing regional facilities, then Renton will
adjust its LOS policy accordingly.
• The Transportation Plan will include a financial component with cost estimates and funding strategy.
One of the fund sources will be mitigation fees collected from developers as a condition of land use
development within the City of Renton. The approval of the development will be conditioned upon
the payment of this Transportation Mitigation Fee and site-specific mitigation of on-site and
adjacent facility impacts.
• The City of Renton may allocate the developer funds to any of the improvement elements of the
citywide Transportation Plan in such a manner to assure that concurrency between transportation
LOS and land use development is met.
« The City of Renton will establish concurrency by testing the citywide Transportation Plan as funded
in the Six-Year Transportation Improvement Program to ensure conformance with the Level of
Service standard. The City of Renton will adjust the transportation improvement plan as necessary
to meet the LOS standard.
• Based upon the test of the citywide Transportation Plan, consideration of growth levels included in
the LOS-tested Transportation Plan, payment of a Transportation Mitigation Fee, and an application
of site specific mitigation, development will have met City of Renton concurrency requirements.
Transportation Concurrency Regulations (Ordinance No. 4708, adopted 3-2-1998) and Guidelines and
Procedures for Monitoring Transportation Concurrency (adopted 4-6-1998) comprise the procedures,
standards and criteria that allow the City of Renton to determine whether adequate public facilities are
available to serve new land use development.
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As specified in the Regulations and Guidelines and Procedures, a concurrency test is conducted by the City
of Renton for each non-exempt development activity. The concurrency test determines consistency with
the adopted citywide Level of Service standard and the Concurrency Management System, using rules and
procedures established by the City of Renton. The concurrency test includes technical review of a
development activity by the City of Renton to determine if the transportation system has adequate or
unused or uncommitted capacity, or will have adequate capacity, to accommodate vehicle trips generated
by the proposed development, without causing the level of service standard to decline below adopted
standards, at the time of development or within six years. A written finding of concurrency is provided by
the City prior to the approval of the development permit. If the development activity fails the
concurrency test, the City allows the development applicant to submit alternative data, provide a traffic
mitigation plan, or reduce the size of the development project in order to achieve concurrency.
Monitoring, and evaluation of the City of Renton's Concurrency Management System and Transportation
Concurrency Regulations will be reviewed as part of ongoing transportation work.
Sunset Area Community Roadway Improvements
The City of Renton studied potential infrastructure improvement needs to support growth anticipated in
the Sunset Area Community Planned Action EIS in completed April 2011. The planned action
neighborhood study area is generally bounded by NE 21st Street on the north, Monroe Avenue NE on the
east, NE 7th Street on the south, and Edmonds Avenue NE. Capital improvements identified in the EIS
would be needed within the 2011-2030 time frame. The improvements identified in the EIS are estimated
to cost $37.2 million. The project costs and funding sources for these projects are identified in the Sunset
Area Community Capital Facilities Plan found within the City's Capital Facilities Element.
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ENVIRONMENTAL AND NATURAL RESOURCES
The Environmental and Natural Resources Chapter describes objectives, policies, and strategies to help
protect Renton's natural resources and Renton residents from unacceptable air and water quality impacts of
the transportation system. Clean air and water are necessary for healthful living in an urban society.
Objectives
Objective T-AA: Protect and promote clean air to ensure a healthful environment.
Objective T-BB: Reduce vehicular emissions by encouraging increases in carpooling, vanpooling, transit,
and non-motorized transportation usage.
Objective T-CC: Ensure the long-term protection of the quality of water resources of the City of Renton.
Objective T-DD: Reduce the impact on water quality from vehicular pollutants associated with run-off
from impervious transportation facility surfaces.
Objective T-EE: Preserve and protect natural resources (particularly critical areas and wildlife habitat).
Policies
Policy T-91. Promote programs which maintain mobile source pollutant levels at or below those
prescribed by the EPA, State Department of Ecology, and the Puget Sound Clean Air Agency.
Policy T-92. Comply with the stipulations described in the State Implementation Plan (SIP) for air quality
compliance.
Policy T-93. Promote water quality by encouraging increases in carpooling, vanpooling, transit, and non-
motorized transportation usage.
Policy T-94. Incorporate in transportation facilities vehicular pollutant and surface water run-off
management and treatment techniques that maximize water quality.
Policy T-95. Comply with the stipulations described in federal, state, and local water quality standards
and regulations.
Policy T-96. Develop transportation plans and projects to comply with City, state, and federal regulations
that address critical areas and wildlife habitat.
Also see related Policies in the Environmental Element, the Land Use Element, and the King County
Countywide Planning Policies, which by this reference, are incorporated in this Chapter.
Air Quality — Implementation Plan
The City will subscribe to the plans, policies, and programs catalogued in the State Implementation Plan
for air quality non-attainment areas. Transportation demand management (TDM) strategies will be
encouraged, including the Commute Trip Reduction Law. Existing vehicle programs such as the winter
oxygenated fuels and vehicle inspections will be continued, supported, and updated as requirements
demand.
Ongoing transportation planning work will include the review of the latest information from state and
local agencies regarding air quality non-attainment areas, severity of violations and implementation plans.
Improving Water Quality
The City of Renton will comply with federal, state, and local plans, policies and programs for water quality.
The City's Transportation Element of the Comprehensive Plan focuses on increasing the availability and
use of HOV, transit, and non-motorized transportation modes and transportation demand management
strategies. The intent of this program is to reduce vehicular traffic which will make it possible to limit the
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expansion of the existing roadway system and, in certain locations, limit additional impervious surfaces.
This, in turn, will reduce vehicular pollutants and their effect on water quality.
INTERGOVERNMENTAL COORDINATION
A multitude of agencies are involved in transportation planning and improvement. To become better
integrated into the regional transportation system, Renton needs to strengthen its role in the region,
especially in South King County, East King County, and the Puget Sound area, and participate in regional
forums as transportation decisions are made. This is particularly important since a disproportionate number
of the vehicles on Renton's arterials are pass-through traffic. Also, Renton continues to be a major regional
employment center and decisions made about future transportation systems for the Puget Sound area will
directly impact the future of Renton's commercial and industrial base.
With requirements of the Growth Management Act mandating concurrency between land use and
transportation planning, the kind of interjurisdictional cooperation envisioned in the policies has become
more of a reality. However, in this environment it will become increasingly important for Renton to support
negotiation tools such as interlocal agreements, and participate in interjurisdictional decision making.
Therefore, the City of Renton participates in regional forums and supports transportation plans that preserve
the livability of our neighborhoods, maintain the economic vitality of our City, and provide for an improved
environment for future generations. This will be accomplished by:
• providing a multi-modal regional plan with HOV, transit and other modes serving Renton; and
• providing regional financial strategies which encourage other than SOV travel.
The City of Renton has prepared and adopted a multi-modal Transportation Plan, which is consistent with
regional plans and plans of neighboring cities.
Objectives
Objectives and Policies which address the need for coordination between regional and local agencies with
respect to transportation planning and operation needs are presented below:
Objective T-FF: Coordinate transportation operations, planning and improvements with other
transportation authorities and municipalities.
Policies
Policy T-97. A sub-regional transportation system should be designed and implemented in cooperation
with neighboring jurisdictions.
Policy T-98. WSDOT should provide funding for and construct grade-separated inside HOV lanes with direct
access (or barrier-separated HOV facility) in the SR-167 corridor from Auburn to Renton and 1-405 corridor,
extending from Sea-Tac Airport north to Bothell.
Policy T-99. The Regional Transit Plan (RTP) should include regional express bus service to downtown
Renton.
Policy T-100. Provide park-and-ride lots in unincorporated King County to intercept pass through traffic
affecting the Renton street system. Transit service to these park-and-ride lots should be frequent in order
to encourage transit usage.
Policy T-101. King County Transit (Metro) should provide intra-Renton bus service to serve local activity
centers and employment centers, and to provide frequent, convenient access to future commuter rail
stations and light rail transit stations.
Policy T-102. The City of Renton, in collaboration with King County Transit (Metro), should place high
priority in providing transit service to areas experiencing high residential and commercial growth.
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Policy T-103. The Regional Transit Authority (Sound Transit) should provide transit service and transit-
oriented capital improvements in Renton consistent in size, scope, and cost with those proposed in the
voter-approved Sound Move.
Policy T-104. Give priority to working with King County to ensure that King County policies regarding
transportation consistency/concurrency in Renton's Potential Annexation Areas are compatible with
Renton's transportation plans and goals.
Also see related Policies in the Transit Section and King County Countywide Planning Policies.
Current Coordination Activities
The City of Renton has been actively involved in an ongoing dialogue with state, regional, and county
agencies - as well as adjacent jurisdictions and business and community groups in Renton -- concerning
Renton's transportation planning goals and objectives. Coordination efforts underway include participation
in the following primary forums. (Note: not all committees are listed.)
State Coordination [Washington State Department of Transportation (WSDOT)]
1-405 Corridor Study. The City is participating in this WSDOT study along with representatives of affected
jurisdictions adjacent to 1-405. Renton elected officials serve on the study's Executive Committee and
Renton staff serve on the Steering Committee and Technical Committee. The purpose of the study is to
work with local jurisdictions to define transportation needs in the 1-405 Corridor from Tukwila to Swamp
Creek, and to develop transportation improvement projects for the corridor that complement local plans,
goals, and objectives.
Regional Coordination
South County Area Transportation Board (SCATBd). The purpose of the group is to serve as a central forum
for information-sharing, consensus-building, coordination to resolve transportation issues, and to
implement transportation programs and projects that benefit the region in general and South King County
area jurisdictions in particular. Voting members include King County and the cities of Algona, Auburn, Black
Diamond, Burien, Covington, Des Moines, Enumclaw, Federal Way, Kent, Maple Valley, Milton, Normandy
Park, Pacific, Renton, SeaTac, and Tukwila. Non-Voting members include Sound Transit, Pierce Transit, the
Port of Seattle, the Puget Sound Regional Council, WSDOT, and the State Transportation Improvement
Board (TIB).
Eastside Transportation Partnership (ETP). ETP is a coalition of Eastside cities (similar to SCATBd), with
representatives from Bellevue, Kirkland, Redmond, Issaquah, Bothell, Mercer Island, Sammamish,
Woodinvilie, Newcastle, and Renton. Representatives from WSDOT, Sound Transit, King County, PSRC, TIB,
and Snohomish County also are participants. Renton's primary affiliation and purpose for participating in
the group is to coordinate Eastside and South County issues.
Puget Sound Regional Council (PSRC). The PSRC is a regional council of governments and the local MPO and
RTPO, with representatives from every agency, jurisdiction, and governing body in King County, Pierce
County, Kitsap County and Snohomish County. Staff level technical committees meet regularly to discuss a
wide range of transportation topics related to the region's long range growth and transportation strategy as
envisioned under VISION 2020 and Destination 2030, including finance, transportation improvement
programs, commute trip reduction issues, regional transportation forecast data, air quality, and other
issues requiring regional coordination.
Central Puget Sound Regional Transit Authority/Sound Transit The City coordinates regularly with Sound
Transit staff, as Sound Transit is the regional transit service provider. For long range planning, Renton and
other jurisdictions are working with Sound Transit to implement Phase 1 of the Regional Transit Plan (Sound
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Move), which includes Regional Express bus service and associated capital facilities, and HOV/transit
exclusive interchanges and/or arterial HOV improvements in Renton.
County Coordination
King County Metro. The City is also coordinating with King County Transit (Metro) in the development of
local bus service plans that will complement the Sound Transit regional transit service concept.
King County Public Works Directors. The City works as a member of this group on numerous and varied
transportation action issues of concern to local jurisdictions including making recommendations for
projects to be funded with the regional distribution of federal transportation funds.
Commute Trip Reduction. Another group within King County is responsible for coordinating regional and
South County Commute Trip Reduction (CTR) issues in cooperation with local jurisdictions and King County.
Working groups have been established for the purpose of coordinating state-required CTR ordinance and
plan development/adoption by local jurisdictions and King County. With most local jurisdictions having
successfully adopted local CTR ordinances, the group is now focusing on the successful implementation of
the ordinance requirements (working with affected employers) and on starting a parking review regional
coordinating effort.
Impacts on Adjacent Jurisdictions
The City of Renton is coordinating and will continue to coordinate with adjacent jurisdictions through
interlocal agreements and through appropriate regional, county, local, and state forums to assure
consistency between plans, and to work out acceptable and appropriate agreements regarding local plans.
Impacts on Regional Transportation Plan
The City of Renton has adopted a position that specifies the elements that must be included in a regional
transit plan in order for the City to meet the requirements of the Growth Management Act. The City
Council supports the following elements in the voter-approved regional system plan (Sound Move):
1. A bus element, with early emphasis on express bus service and TSM improvements proposed for
the South County area;
2. A plan that increases local circulation transit services and feeder service connections and provides a
variety of modal options;
3. High Capacity Transit (HCT) to urban and employment centers, including Renton; and
4. A plan that provides convenient connections within the regional bus service, local bus service, and
between the light rail line and the commuter rail system.
Renton is coordinating with Sound Transit to ensure commensurate transit services and/or
roadway/freeway improvements should any elements of the approved regional plan that benefit Renton
not be implemented.
Strategies to Address Inconsistencies
Inconsistencies between Renton, the State, King County, Sound Transit, and other local jurisdictions will be
addressed by interlocal agreement as specified in King County Growth Management policies.
ONGOING TRANSPORTATION PLAN WORK
This Transportation Element includes a number of recommendations for ongoing transportation work. This
additional work will include continued refinement of certain elements of the transportation plan and
development of more detailed strategies and programs to implement the transportation plan. The specific
transportation planning tasks are summarized in this section.
Street Network
Level of Service (LOS)
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Continue to refine and update Renton's LOS policy to reflect new information on regional and local
transportation plans.
Arterial Plan
Conduct further analysis of the improvements included in the Arterial Plan to verify physical, operational,
and financial feasibility. The analyses will include development of conceptual plans and cost estimates,
assessment of neighborhood and environmental impacts, and the development of more detailed scopes of
improvement, as appropriate. Adjust the Arterial Plan, as needed, to reflect the results on this analysis.
Re-evaluate residential, commercial, and industrial access street function definitions and classifications.
Transit
Transit Plan
Update and revise Renton's Transit Plan to reflect new information regarding the Regional Transportation
Plan (Sound Move).
Conduct further analysis of the local feeder system transit improvements identified in the City of Renton
Transit Needs Assessment in order to verify operational and financial feasibility. (Includes the development
and incorporation of more detailed bus routing and dial-a-ride needs.)
Level of Service
Continue to refine the transit index of Renton's LOS standard to address transit service frequency.
HOV
HOV Plan
Continue the assessment of criteria for HOV facility planning, design, and operation.
Conduct further analysis of the HOV improvements identified in the HOV Plan in order to verify physical,
operational, and financial feasibility. Also, investigate other potential locations for HOV improvements, and
define scope and cost of the proposed improvements in more detail, as appropriate.
Level of Service
Continue to update the HOV index of Renton's LOS standards, if needed.
Non-motorized
Neighborhood and Regional Access
Based on the City of Renton Comprehensive Citywide Walkway Study, determine additional bicycle and
pedestrian facilities that support Renton's access needs and complement the Regional Transit Plan and
local transit system.
Bicycle and Pedestrian Facilities Plan
Update the routes identified in the Bicycle and Pedestrian Facilities Plan to reflect the reassessment of
neighborhood and regional access needs. Identify, in cooperation with other City of Renton departments
and citizen groups, the facilities that could be included in the City of Renton's transportation funding
program.
TDM/CTR
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Existing Parking Supply and Demand
Inventory existing citywide on-site and off-site parking facilities to determine number of spaces and
utilization, if needed during future review of parking policies, guidelines, and regulations.
Parking Policy Review and Revisions
Continue to review, update and/or revise Renton parking policies to complement other elements of the
Renton Transportation Plan and to be consistent with regional parking policies. Working in regional forums
propose parking regulation revisions to be worked out on a sub-regional basis.
Employer Mode Split
With assistance from King County, evaluate updated Renton employers CTR data and revise citywide
employer mode split if needed.
TDM/CTR Programs
Renton's CTR ordinance was amended in February, 1998. Public and private employers have developed
programs for complying with the ordinance. Annual review of these programs will be conducted to monitor
progress toward meeting CTR goals.
Also, the city will be working with WSDOT, Puget sound Regional council, King county, Metro Transit and
others to develop rules and create new plans to implement the CTR Efficiency act adopted by the
Washington State Legislature in 2006. The CTR Efficiency Act includes changes to the CTR law to make the
program more effective, efficient and targeted. The modified CTR program will officially start on January 1,
2008.
Parking Management Ordinance
Continue to review the City of Renton parking regulations for revisions to complement the Renton Land Use
Element and Transportation Element and to be consistent with regional and other local jurisdictional
parking policies.
Airport
Continue to update the goals, objectives, policies, functional requirements, and implementation strategies
of the Airport Chapter of the Transportation Element as needed.
Freight
Inventory of Local Rail System Facilities and Users
Update assessment of rail use compatibility with current land uses and FAST implementation strategies, as
needed.
Regional Accessibility
Continue to review, and update if needed, the assessment of Renton rail use with respect to implications of
the Regional Transit Plan (Sound Move) and to reflect Central Puget Sound Regional Transit Authority
(Sound Transit) decisions.
Freight and Passenger Rail Use
Review and update the assessment of freight and passenger rail needs, as appropriate.
Financing and Implementation
Program and Project Costs
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Update the scope and cost of improvements determined from the continued feasibility analysis of the
arterial and HOV elements. Also, update the scope and cost of transit, non-motorized and other programs
included in the City of Renton's transportation funding program. Update the cost of the 20-year
transportation plan, as needed.
Mitigation Process
Adjust the citywide developer mitigation fee structure, if needed, to reflect revisions to the financing plan
resulting from further analysis of the Transportation Plan improvements and costs, and funding sources.
Funding Program
Adjust the priority of projects or programs identified under the Arterial, Transit, HOV, Non-Motorized, and
TDM chapters as needed. Review the multi-year (20 years) financing plan and assess funding needs for the
identified projects or programs. Include appropriate projects and programs in the City's Six-Year
Transportation Improvement Program (TIP). Identify potential sources of additional funds, if funding from
current sources is not adequate, and to reflect federal, State, regional or local decisions regarding
availability of current sources.
Concurrency
Continue to review, and revise if needed, the implementation, monitoring, and evaluation aspects of the
Concurrency Management System (CMS) and update, as necessary, the rules, regulations and ordinances
that implement the concurrency requirements. Coordinate with adjacent jurisdictions regarding CMS
requirements and regulations.
Environmental and Natural Resources
Continue to review and revise, as needed, the objectives, policies and strategies to minimize or mitigate
impacts of transportation plans on Renton's environment and natural resources. Review the latest air and
water quality implementation plans from local and state agencies, and update if needed.
Intergovernmental Coordination
Continue to coordinate Renton's Transportation Element with adjacent jurisdictions' transportation and
land use goals, countywide policies, regional land use and transportation plans, and statewide goals
outlined in the GMA. Regulations, facilities to be provided, and development actions by regional and other
local jurisdictions may change, which could affect the City of Renton. Pursue strategies to address
inconsistencies, i.e. through interlocal agreements, and adjust Renton's Transportation Element, as needed.
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ATTACHMENT G
AMENDMENTS TO THE COMMUNITY PLANNING ELEMENT OF THE COMPREHENSIVE PLAN
Amended 08/08/11 ORDINANCE NO. 5623
COMMUNITY PLANNING ELEMENT
GOAL
Engage in community planning to improve the livability of Renton's neighborhoods, to preserve
unique identity and create community character, to prioritize the provision of City services and
investment in infrastructure, and to provide the public with the opportunity to participate in
shaping the future of their community.
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GENERAL OBJECTIVES AND POLICIES
Purpose
The Community Planning element envisions local residents describing how the Comprehensive
Plan and its Development Regulations will be carried out in different geographic areas of the
City. Community Planning Areas were established by the City Council after a public outreach
initiative and in consideration of a number of factors that included, but were not limited to:
shared community identity, physical features, schools, data collection units, existing
infrastructure, service areas, districts, and boundaries, and access to and from a community.
Community Plans will exemplify how the objectives and policies of the Comprehensive Plan play
out when applied to detailed and specific conditions. Ideally, Community Plans will align the
provision of City services and the allocation of infrastructure investments with community goals
and priorities. They will indicate specific land use designations, appropriate densities, and the
design standards that should apply in individual Community Planning Areas. Preserving and
building community character while ensuring an efficient and predictable development
approval process is a central theme.
Community Planning results from a partnership between the City and the businesses, residents,
and other stakeholders of a Community Planning Area. It addresses local issues that are not in
a general Comprehensive Plan. Patterns of land use, design, traffic circulation, and services are
expressed within the Community Plan for the benefit of the social, economic, physical health,
safety, and welfare of the people in the community. Community Plans are a unifying force that
identifies local characteristics in an area by surveying population, employment, transportation,
building, and social attributes. Through the Community Planning process, communities will
decide what they want to nurture and what they want to change at the local level. Priorities
will be set for infrastructure investment and the provision of City services to implement the
Community Plan.
The purpose of Community Planning is to enhance that which the community values, as well as
to identify and assure sensible growth and development. It is possible that Community Plans
include visions that are radically different from the existing conditions, and it is possible that
Community Plans include a vision that preserves the existing character and feel of an area.
However, all Community Plans will anticipate and accommodate future growth and uphold the
responsibility of implementing the Comprehensive Plan, even if there are provisions that some
members of the community may not like. Otherwise, the Community Areas would shift
development pressures and responsibilities outside community boundaries. Community Plans
must be consistent with the overall Comprehensive Plan and the Washington State Growth
Management Act. Plans should carry preambles with clearly articulated statements of purpose
and should contain goals, policies, and principles that benefit both the local community and the
City of Renton as a whole.
Objective CP-A: Implement the goals of the City and the Growth Management Act - Foster
the abilities of communities to implement the Comprehensive Plan within the Community
Planning Areas of the City of Renton.
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Policy CP-1. Community Plans shall apply polices that supplement and refine the goals,
objectives, and policies of the Comprehensive Plan within the Community Planning Areas.
Policy CP-2. Community Plans will make recommendations on land use designations, design
standards, and capital improvements within the Community Planning Areas using the policies of
the Comprehensive Plan and Title IV Development Regulations.
Policy CP-3. Community plans will be used to align the provision of City services and
infrastructure investment with community goals and priorities.
Policy CP-4. The City will utilize an effective communication system that keeps people in
Community Planning Areas informed at the beginning, as well as, during the process of creating
a Community Plan. After plans are adopted, the City will continue to communicate with the
people of Community Planning Areas regarding proposed developments and policy decisions
that may affect their Community Plan or Community Planning Area.
Objective CP-B: Foster community character and identity - Foster community character and
preserve the unique identities of neighborhoods and Community Planning Areas.
Policy CP-5. Community Plans shall involve the people of the community in plan development
and amendment. This includes coordinating with existing recognized neighborhood
associations, business associations, and other community groups, as well as business owners
and community residents.
Policy CP-6. Community Plans shall articulate a vision for the community and identify features
and characteristics of communities to retain, develop, preserve, enhance, or correct. The plans
shall focus on policy choices and regulatory options that can be effectively implemented and
shown to be beneficial and desirable for the community.
Policy CP-7. Community Plans shall use the Comprehensive Plan policies written to achieve
environmental protection, create open space, provide affordable housing, and accomplish
other Comprehensive Plan goals and objectives.
Policy CP-8. Community Plans shall provide for a mix of land uses, housing types, and densities,
while meeting the growth targets for the City.
Policy CP-9. Community Plans may identify design features to be prioritized in capital facilities,
multi-family residential development, commercial and industrial areas, and in landscaping.
Design features may include site planning, building design, and other features which affect the
character of the community.
Policy CP-10. Community Plans shall recognize that unique districts and neighborhoods exist
within the Community Planning Areas and may include provisions for subarea or neighborhood
plans for these areas within the context of the Community Plan.
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Objective CP-C: New Community Plans and updates - Support communities in the
development of new Community Plans and in the update of existing Community Plans.
Policy CP-11. Community Planning Areas are defined by the Community Planning Area Map
adopted by the City Council. This map should not contain any gaps or overlaps between the
planning area boundaries.
Policy CP-12. Community Plans will include public outreach in a variety of formats, which may
include, but is not limited to: community workshops, City sponsored open-house events,
Commission and Council meetings, and integration into other community events.
Policy CP-13. Community Plans will be initiated by the City Council, with guidance from the
Mayor and Planning Commission, in order to implement objectives, principles, and standards of
the Comprehensive Plan.
Policy CP-14. During the Community Planning process, innovative and updated information
should be shared with the Planning Commission and the Planning and Development Committee
of the City Council to determine if there is a need or desire for changes citywide.
Policy CP-15. Communities will be offered the opportunity to update their Community Plans on
a regular basis.
Objective CP-D: Consistency with the Comprehensive Plan and Development Regulations -
Ensure consistency between the Comprehensive Plan, Community Plans, and Development
Regulations.
Policy CP-16. Establish a process for resolving land use conflicts within communities and with
the Comprehensive Plan, that includes an opportunity for the participation of all stakeholders in
coming up with a solution.
Policy CP-17. Community Plans shall consider land uses and other growth related issues in
adjacent Community Planning Areas (or in a neighboring jurisdiction, as applicable) during the
planning process and in making recommendations.
Policy CP-18. Community Plans should use existing Comprehensive Plan land use designations
and zoning classifications rather than create new designations. New Comprehensive Plan
designations and zoning should only be created if:
• existing classifications are inadequate to implement the community's vision;
• new classifications are consistent with citywide policies for growth and land use; and
• new classifications are beneficial and desirable citywide
Policy CP-19. Recommendations on regulation changes shall be integrated into Title IV of
Renton's Municipal Code (the Development Regulations) in order to achieve a unified,
consistent code.
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Policy CP-20. Redundant and inconsistent regulations, procedures, and overlays should be
eliminated in Community Plan Areas.
Policy CP-21. Implement Community Plans through land use regulations and administrative
decisions where possible, and through capital facilities provisions and other public programs, as
applicable.
Policy CP-22. Use Community Plan policies as guidelines for identifying mitigation and
unacceptable impacts for projects and development proposals.
ADOPTED COMMUNITY PLANS
The Community Planning initiative was begun by the City in 2009 with the City Center
Community Plan. Over time, community plans will be developed for each of the ten
Community Planning Areas. Copies of all adopted Community Plans can be obtained by
contacting the Planning Division of the Department of Community and Economic Development.
The following is a list of the plans that have been adopted, as well as the associated Resolution
number and the date of adoption by Council.
1. The City Center Community Plan - Adopted June 6, 2011 by Resolution #4098
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COMMUNITY PLANNING AREAS MAP
The Community Planning Areas Map has been adopted to show ten Community Planning Areas
in the City of Renton and its Potential Annexation Area. This map was initially created in a
public outreach effort in 2009, which included a mapping workshop hosted at the annual
Neighborhood Program Neighbor to Neighbor meeting. At this meeting over 100 Renton
residents were given information about the Community Planning effort and criteria to guide the
development of Community Planning Areas citywide. Nine different maps were produced.
Staff and elected officials consolidated the maps into a single map that was then publicly
reviewed before the Planning Commission and City Council. These lines are expected to be
used as the basis for the initiation of the Community Planning process. Boundaries should not
be considered final until the adoption of the Community Plan.
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