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HomeMy WebLinkAboutRES 3027 CITY OF RENTON, WASHINGTON RESOLUTION NO. 3027 A RESOLUTION OF THE CITY OF RENTON, WASHINGTON, ADOPTING THE INTERIM TRANSPORTATION ELEMENT OF THE COMPREHENSIVE PLAN. WHEREAS, the Growth Management Act (GMA) of 1990 required the City of Renton to adopt a Transportation Element of its Comprehensive Plan; and WHEREAS, an Interim Transportation Element of the Comprehensive Plan has been prepared; and WHEREAS, the entire Comprehensive Plan will be adopted by ordinance at a later time; and - -WHEREAS, the City Council has duly determined after due •. con-sideration of the testimony evidenced before it that it is ..advisable and . appropriate to adopt the Interim Transportation ,Element -of the-Comprehensive Plan; NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF RENTON, WASHINGTON, DO RESOLVE AS FOLLOWS: SECTION I . The above recitals are found to be true and correct in all respects . SECTION II . The Interim Transportation Element of the Comprehensive Plan is hereby adopted. SECTION III. The Interim Transportation Element of the Comprehensive Plan will be subject to modification until it is adopted as part of the Comprehensive Plan document, which Comprehensive Plan will be adopted by ordinance. 1 . RESOLUTION NO. 3027 PASSED BY THE CITY COUNCIL this 20th day of December , 1993 . Marilyn P tersen, City Clerk APPROVED BY THE MAYOR this 20t day of December , 1993 . Earl Clymer, Ma Approvedels to form: Lawrence .J. WarVen, City Attorney RES. 342 : 12/3/93 :as . 2 i � INTERIM � Transportation Element 1 of the � Comprehensive Plan 1 1 1 1 1 � 1 DRAFT: October 14, 1993 INTERIM ' TRANSPORTATION ELEMENT OF THE CITY OF RENTON COMPREHENSIVE PLAN DRAFT 1 1 . 1 Planning/Building/Public Works Department Lynn Guttmann, Administrator Prepared By: Transportation Systems Division Mel Wilson, Director October 14, 1993 10/14/93 Renton Interim Transportation Plan Contents Draft Page 2 TABLE OF CONTENTS I. Introduction I.I. Goals, Objectives, and Policies I.2 Growth Management Act Requirements I.3 Transportation Element Development Process 1 1. Arterial Element 1.1 Goals, Objectives, and Policies 1.2 Inventory of Existing Streets 1.3 Existing Street Classifications 1.4 Traffic Volumes and Forecasts ' 1.5 Traditional Level of Service (LOS) 1.6 New Level of Service (LOS) Policy 1.7 Arterial Plan 2. Transit Element 1 2.1 Goals, Objectives, and Policies 2.2 ExistingTransit Service 2.3 Future Regional Accessibility 2.4 Transit Plan 2.5 Transit Usage and Mode Split 2.6 Level of Service ' 3. High Occupancy Vehicle (HOV) Element 3.1 Goals, Ob'ectivcs, and Policies ' 3.2 Existing EV Facilities 3.3 HOV Plan 3.4 Ridesharing and Mode Split 3.5 Level of Service 4. Non-Motorized Transportation Element 4.1 Goals, Objectives, and Policies 4.2 Existing Bicycle and Pedestrian Facilities 4.3 Neighborhood and Regional Access 4.4 Bicycle and Pedestrian Facilities Plan 5. Transportation Demand Management/Commute Trip Reduction (TD CTR) Element 5.1 Goals, Objectives and Policies ' 5.2 Existing Parking Supply and Demand 5.3 Parking Policy Review 5.4 Employer Mode Split 5.5 TDM/CTR Programs 5.6 Parking Management Ordinance Renton Interim Transportation Plan 10/14/93 , Contents Draft Page 3 TABLE OF CONTENTS (continued) ' 6. Airport Element ' 6.1 Goals, Objectives, and Policies ' 6.2 Airport Facilities 6.3 Airport Activities 6.4 Airport Master Plan ' 6.5 Master Plan Implementation 7. Freight Element 7.1 Goals Objectives and Policies ' 7.2 Truck Routes 7.3 Inventory of Local Rail System Facilities and Users ' 7.4 Regional Accessibility 8. Financing and Implementation Element L 8.1 Goals, Objectives, and Policies 8.2 Inventory of Funding Sources ' 8.3 Program and Project Costs 8.4 Mitigation Process 8.5 Funding Program 8.6 Interim Concurrency , 8.7 Interim Concurrency Management System 9. Air Quality Element ' 9.1 Goals, Objectives, and Policies 9.2 Non-attainment Areas , 9.3 Severity of Violations 9.4 Implementation Plan 10. Intergovernmental Coordination Element 10.1 Current Coordination Activities 10.2 Objectives and Policies , 10.3 Impacts on Adjacent Jurisdictions 10.4 Impacts on Regional Transportation Plan 10.5 Strategies to Address Inconsistencies , 11. Final Transportation Plan Bibliography ' ' R p Renton Interim Transportation Plan 10/14/93 Contents Draft Page 4 TABLE OF FIGURES Figure 1-1 Renton Street/Highway System Figure 1-2 Arterial System Characteristics 1 S Figure 1-3 Arterial stem Functional Classifications g Y Figure 1-4 Road Segments Used in Travel Pattern Analysis Figure 1-5 1990 Daily Traffic Volumes ' Figure 1-6 2010 Daily Traffic Volumes Figure 1-7 1990 PM Peak Hour Intersection Total Entering Volumes Figure 1-8 1990 Average Daily Traffic Volume Per Lane Figure 1-9 1990 PM Peak Hour Intersection Entering Volume Per Approach Lane Figure 1-10 Renton Arterial Plan Figure 2-1 Existing Renton Transit Service and Facilities Figure 2-2 Renton Transit Plan Figure 3-1 Renton HOV Plan ' Figure 4-1 Existing Trail System ' Figure 4-2 Proposed Non-Motorized Facilities Figure 7-1 Truck Routes ' Figure 8-1 Renton Transportation Benefit Zones Renton Interim Transportation Plan 10/14/93 ' Contents Draft Page TABLE OF TABLES ' Table 1.1 Total Daily Person Trips , Table 1.2 Origins and Destinations of PM Peak Hour Vehicle Trips Table 1.3 1990 Daily Travel Patterns of Traffic on Selected Road ' Segments Table 1.4 2010 Daily Travel Patterns of Traffic on Selected Road ' Segments Table 1.5 Renton Arterial Plan , Table 2.1 Daily Transit Trips Table 3.1 Daily Auto Passenger Trips ' Table 4.1 Proposed Non-motorized Facilities , Table 8.1 Source of Transportation Funds Table 8.2 City of Renton Six-Year Transportation Improvement Program ' Renton Interim Transportation Plan 10/14/93 Introduction Draft Page I-1 ' I. INTRODUCTION The State of Washington's Growth Management Act (GMA) of 1990 ' provides a framework for land use planning and development regulation. The GMA requires the City of Renton to adopt a comprehensive plan (generalized coordinated land usepolicy) and development regulations under the act. The comprehensive plan is to include a plan for each of the following: land use element; housing element; utilities element; and transportation element. The GMA further mandates that the transportation element be concurrent with the land use element to the extent that development is not to occur without a commitment to meet transportation demands resulting from such development. ' The schedule for implementation of the GMA calls for the counties and cities mandated to plan under the GMA (including the City of Renton) to have an adopted comprehensive plan --- and transportation element --- by July 1, 1994. Following adoption of the comprehensive plan, the City of Renton has until July 1, .1995 to enact development regulations that are consistent with, and help implement, the adopted Comprehensive Plan and Transportation Element. I.1 GOALS, OBJECTIVES, AND POLICIES The goal of the Renton Transportation Plan, as stated in the City of Renton Land Use Element of the Comprehensive Plan, is to provide a balanced ' multi-modal transportation system which 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.) The main objective guiding the development of the Transportation Plan was to be consistent with the City of Renton mission statement, adopted transportation policies, growth management legislation, county-wide ' policies and commute trip reduction legislation. An underlying objective of the Transportation Plan is to "coordinate land use and transportation planning," as stated in the City of Renton Land Use Element of the Comprehensive Plan, Transportation Objective T-1.0. 1 The overall intent of the Comprehensive Plan is to create a desirable land use pattern and serve the land uses with the transportation system. The 1 Transportation Policies in the City of Renton Land Use Element of the Comprehensive Plan serve as a set of framework policies to accomplish this objective. This Transportation Plan (whicfi also serves as the ' Transportation Element of the Comprehensive Plan) comprises a more detailed and technical plan for implementation of the framework policies. The Transportation Plan encompasses several elements, including an Arterial Element, a Transit Element, a High Occupancy Vehicle (HOV) Element, a Non-Motorized Transportation Element, a Transportation Renton Interim Transportation Pian 10/14/93 Introduction Draft Page I-2 Demand Management/Commute Trip Reduction (TDM/CTR) Element, an Airport Element, a Freight Element, a Financing and Implementation ' Element, an Air Quality Element, and an Intergovernmental Coordination Element. Some of the policies apply to specific Transportation Plan elements; the policies compiled befow apply to all of the Transportation Plan elements. ' Policy T-1.1: Land use plans and regulations should be used to guide development of a comprehensive transportation plan for the City. Policy T-1.2: Transportation improvements should support land use plans. , Policy T-1.3: Transportation plans should be phased concurrently with growth. ' Policy T-1.4: Adequate transportation facilities and services should be in place at the time of occupancy. Polic T-1.5: Land use and transportation plans should be consistent so that land use and adjacent transportation facilities are compatible with each other. ' Policy T-1.6: Land use patterns which support transit should be promoted. ' Policy T-3.6: 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 minimized through , techniques, such as transportation management programs implemented through cooperative agreements at the work place, flexible work hours and sub-area planning such as supporting increased density. ' In addition to the Transportation-Land Use interaction, another issue that pervades many elements of the Transportation Plan 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. , 10/14/93 Renton Interim Transportation Plan Introduction Draft Page I-3 I.2 GROWTH MANAGEMENT ACT REQUIREMENTS The Growth Mana ement Act (GMA) specifies the following minimum requirements for inormation that is to be included in the Transportation ' Element of the Comprehensive Plan: 1. Land use assumptions used in estimating travel; 2. Facilities and services needs, including: a. An inventory of air, water, and land transportation facilities and services, including transit alignments, 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 1 as a gauge toJJudge performance of the system. These standards should be regionally coordinated. c. Specific actions and requirements for bringing into compliance ' any facilities or services that are below an established level of service 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 fallsshort of meeting identified needs, a discussion of how additional funding will be raised, or how land use assumptions will be reassessed to ensure that level of ' service 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. I.3 TRANSPORTATION ELEMENT DEVELOPMENT PROCESS The GMA also requires the Transportation Element to address certain key sub-elements. Ten sub-elements consistent with the GMA were identified for the Transportation Element, including: Arterial, Transit, HOV, Non- motorized, Commute Trip Reduction/ Transportation Demand Renton Interim Transportation Plan 10/14/93 Introduction Draft Page I-4 Management (CTR/TDM), Airport, Freight, Financial, Air Quality, and Intergovernmental Coordination Elements. ' A preliminary Transportation Element was prepared, and was included in the FEIS for the Land Use Element of the Renton Comprehensive Plan ' (released January 29, 1993). In order to meet the July 1, 1994, deadline for final adoption of Renton's Comprehensive Plan, a two-phase approach is being used for development of the Transportation Element. The two hases comprise 1) development of the Interim Transportation Plan described in this document), and 2) the preparation of a Final ransportation Plan. In Phase 1, transportation plans, policies, and analyses prepared for the Land Use Element FEIS were supplemented and combined with available existing plans, policies, and analyses to meet GMA requirements, and to produce the Interim Transportation Plan. More detail and refinements will ' beprepared in Phase 2 to complete the Final Transportation Plan, which will serve as the Transportation Element of the Comprehensive Plan. The Interim Plan will be referenced in the Land Use Element FEIS and ' adopted by reference. In addition to the elements described in the preceding section, this Interim Transportation Plan identifies the tasks to be ' undertaken in completion of Final Transportation Plan. Renton Interim Transportation Plan 10/14/93 Arterial Element Draft Page 1-1 i 1. ARTERIAL ELEMENT 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. In resolving traffic flow problems, a number of choices will need to be made. In some cases, increasing traffic flows only increases congestion on local streets or impacts 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 Arterial Element is intended to reduce the amount of traffic that has neither an origin nor destination in the City while at the same time ' providing reasonable levels of traffic flow and accessibility on the local street system. 1 The Arterial Element contains a detailed review of the City's arterial system --- including functional classifications as well as a description of The City's Arterial Plan. The Arterial Element also contains definitions of the Level of Service criteria used to judge performance of the system. 1 (The service levels were developed in conjunction with King County and other local jurisdictions.) 1.1 GOALS, OBJECTIVES, AND POLICIES ' The intent of the goal, objectives, and 'policies of the Arterial Element is to provide guidance for objectives, ment of balanced strategy to handle the overflow of regional traffic on local arterials and to reduce traffic impacts ' on local neighborhoods. Goal The Goal of the Arterial Element is to contribute to a balanced multi-mo a 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. (proposed) Objectives 1 The Arterial Element is based on the following objectives: ' 1. Create a comprehensive street system that provides reasonable vehicular circulation throughout the City. (source: City of Renton Land Use Element of the Comprehensive Plan, Transportation ' Objective T-2.0) Renton Interim Transportation Plan 10/14/93 ' Arterial Element Draft Page 1-2 'I 2. Eliminate disruptions which reduce the safety and reasonable functioning of the local transportation system. (source: City of ' Renton Land Use Element of the Comprehensive Plan, Transportation Objective T-3.0) Policies , The City of Renton Land Use Element of the Comprehensive Plan contain the City policies concerning the Arterial Element, briefly described below. These policies address issues related to the arterial network as a system, the physical design of individual roadways, traffic flow, and traffic operations control. Policy T-2.1: Each street in the City should be assigned a functional ' classification based on factors including traffic volumes, type of service provided, land use, and preservation of existing neighborhoods. Policy T-8.5: Streets and pedestrian paths in residential neighborhoods ' should be arranged as an interconnecting network and should connect to other streets to encourage their use. Policy T-2.2: Street standards should be developed for each functional , classification in the Transportation Element of the Comprehensive Plan. These street standards should be coordinated with the Community Design policies and Open Space and Parks policies. Policy T-7.2: Create incentives encouraging developers to use alternatives to on-street or on-site parking. , Policy T-2.3: A minimum service level should be developed for the street system which (a) achieves consistency with service standards of ' adjacent jurisdictions, (b) minimizes conflict with other city policies, (c) maximizes neighborhood preservation, (d) accounts for toographical features which limit intersection improvements, and (e�promotes pedestrian safety and mobility. ' Policy T-3.1: Maximize traffic flow [people and goods] and accessibility on arterial roads while protecting local/neighborhood roads from increased traffic volumes. Policy T-3.2: Provide a balance between protecting neighborhoods ' from increased traffic and reducing accessibility for the city-wide road network. Policy T-3.3: 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.) Renton Interim Transportation Plan 10/14/93 Arterial Element Draft Page 1-3 Policy T-3.4: The effects of regional traffic congestion and overflow onto the local transportation system should be minimized. Policy T-3.5: Strategies to reduce traffic flows should be developed for local areas experiencing extreme congestion. (Areas of the City which require this type of intervention should be identified and addressed through the sub-area planning process, neighborhood plans or traffic mitigationprograms which are implemented through development review. The North Renton Livable Streets Program is an example of such a neighborhood program.) ' 1.2 INVENTORY OF EXISTING STREETS The existing street/highwaysstem serving Renton is shown in Figure 1-1. The system includes two freeways: I-405 and SR-167 (the "Valley Freeway"). I-405 provides connections to the Eastside and Snohomish County to the north, and to I-5 and the Sea-Tac Airport area to the south. The Valley Freeway extends south from I-405 to Kent, Auburn and Puyallup. In addition to the freeways, Renton is served by several other state hi hways, including SR-900 (Sunset Blvd on the east side of Renton and Mgartin Luther King Junior Way on the west side), SR-169 (Maple Valley Hwy) SR-515 (Benson Hwy), and SR-167 (Rainier Ave). Each of these state highwayys 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 I-5 on the west. SR-169 connects Renton to SR-13 and southeast' King County, SR-515 provides the main arterial connection to the unincorporated Soos Creek area, and the Rainier Ave section of SR-167 connects Renton with south Seattle. ' Other key arterials that tie together the Renton street system include Grady Wy and SW 43rd St in the Renton Valley area, Talbot Rd and Puget Dr in southeast Renton Park Dr, Logan Ave, and Airport Way in Central ' Renton, and 3rd �t - 4th St, Duvall Ave, Union Ave, Edmonds Ave, and Lake Washington Blvd in north and east Renton. 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 1-2. 1.3 EXISTING STREET CLASSIFICATIONS ' The arterial street functional classifications specified by the City of Renton include Principal Arterial, Minor Arterial, and Collector classifications. The adopted classifications in Renton and the surrounding 1 ill► � . ® 1� � �: _._ FOR Mon W JIIL��� •. � r_ Existing Street/Freeway System Legend: Interim City Limit Transportation Sphere 1� � v • a ofInfluence � lel it • it/1 L a g Arterial System Characteristics Signahzed Intersections Ink7im Number 2 111► ''- $ �$ �� 1�� -�i� �—<�::.::.:.;:.;' � -.■� lie . ,.�„ � i� ■�r : � ®� .. Ilial ■ Transpottation of Lanes 2 City Limit Plan nfluence ■ , �- `� Sphere of Renton Interim Transportation Plan 10/14/93 Arterial Element Draft Page 1-6 annexation areas of unincorporated King County are shown in Figure 1-3. ' The purpose of the 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 City Code defines "MaJ'or Arterials" (equivalent to Principal Arterials) as arterial streets and highways that are to be used primarily for fast or heavy traffic. "Community Arterials," per ' the Code, are arterial streets and highways that provide intermediate connections between major arterials and local access or neighborhood collector streets, and are used for moderately heavy and fast traffic. The ' City Code also defines "Neighborhood Collector Streets" (equivalent to Collector Arterials) as arterial streets that carry traffic from minor streets to the major system of arterial streets and highways. Neighborhhod ' Collector Streets also include the principal entrance streets of residential developments and streets for mayor circulation within such developments. All public streets not classified as Major Arterial, Community Arterial, or Neighborhood Collector are classified as Residential Access Streets, which, according to the Code, are to be used primarily for access to the abutting residential properties and are to be designed to discourage use by through traffic. These definitions will be reevaluated in the Final Transportation Plan. , 1.4 TRAFFIC VOLUMES AND FORECASTS ' Existing and forecasted 2010 traffic volumes were analyzed for the Transportation Section of the Renton Comprehensive Plan Land Use , Element Environmental Impact Statement. The following is a summary of that analysis. 1.4.1 Travel Demand and Traffic Patterns Travel demand into and out of Renton for existing and future conditions ' was analyzed by compiling the estimated number of daily trips made within Renton and between Renton and 11 other general areas in the region. , Traffic patterns were illustrated by selecting key road segments and estimating the proportion of traffic on each that is travelling to/from the areas defined for the travel demand analysis. ' Daily and Peak Hour Travel Demand Because Renton has major concentrations of employment as well as major retail centers and residential areas, total daily traffic and peak period commuter traffic (enroute to/from Renton area fobs) were both assessed as fart of the travel demand analysis. 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L g m Env�ig S r ^]N3.o 2 :n3n ln°c G n G n �•'E prs r r ? < b En $, G pr - S-e mp Pa w p� r y � tai 6° < rg M s 26M�M �. co r R : � DGS p� Uj m a g o y ti 'C a a r.m fD o a ,< o F r A Vi a n C m a N Renton Interim Transportation Plan 10/14/93 Arterial Element Draft Page 1-8 t The origgins and destinations of the trips that enter and leave Renton on a typical da in 1990 and 2010 were compiled in order to illustrate overall travel volumes and geographical travel patterns (see Table 1.1). Commuter travel demand was assessed by compiling the destinations of the trips originating in Renton's two main employment areas --- Central Renton and the Renton Valley --- during a typical p.m. peak hour in 1990 and 2010 (see Table 1.2). In 2010, there will be 670,000 daily trips generated in Renton, a 35% increase from 1990. Of these trips Z3% are internal (i.e., both origin and ' destination in Renton). Another 3�% of Renton daily trips travel to/from southwest King County (Tukwila, Kent, Auburn, SeaTac, and Federal Way), and 9 , travel to Soos Creek, 15% to Seattle, and 18% to the ' Eastside. The destinations of 2010 peak hour trips originating in Central Renton and the Renton Valley (mainly homebound commute trips) are less internally oriented than daily trips: 20% of these commute trips are travelling to destinations in Renton. The same proportion (49%) of the trips travel to/from southwest King County 8% travel to Soos Creek, 14% to Seattle, ' and 7% to the Eastside and Snob omish County. Traffic Patterns ' 1990 and 2010 traffic patterns were assessed by estimating the origins and destinations of daily traffic on the major arterials and freeways entering Renton shown in Figure 1-4. The origins and destinations are compiled in i Tables 1.3 and 1.4. 1990 (see Table 1.3). On the freeways (I-405 and the Valley Freeway) 20- T5-To of the traffic at the Renton City Limits is travelling to/from Renton. Arterials carrying a highropportion of Renton traffic include Sunset Blvd (70%) and Benson Hwy (67%) . Arterials carrying a moderate ropportion of Renton traffic includMaple Valley Hwy (51 %), Grady Wy (48%), and ' NE 4th St (45%). Several arterials carry only a small proportion of Renton traffic, including ML King Wy (18 o and Rainier Ave (34%). 2010 (see Table 1.4). On the freeways (I-405 and the Valle Freeway), at the Renton City Limits under 30% of the forecasted traffic is travelling to/from Renton. The onlyy arterial carrying a high proportion of Renton ' traffic was Benson Hwy (98%). ' All of the other arterials analyzed were forecasted to carry Renton traffic proportions of 30% 45%. I , r N 00 rt rt \0CM N M N M ti N � C ' a3 S S SS � � SSS SS SS SSg ke) \D 00 M N �t N ^ M Ch 0 h N M M M 0� N N N \ t O O ai p p p p p 0 O p O g p S O S O O O O 00 Q� OM i 0 � � O � O O O O 0 N rt 00 n 00 0\ It M \0 h C S O O n 0 O O O O pp p p O � a� C 0 0 opo 000 C O opo o � 00 O� 06 ot� ' y Q+ o d' 00 h O 11, 00 00 N It M p p 0 O S o O O O O O S O y M i 0 O (� M l� 00 GC �• E-L0 GC a > S ; BSS S8S S8 � g W) g 8S 00M N in y 0� \0 M \0 It <t N b C O � x § SS SS SS F S Soo oo "r n n ,o n - �. �o ,_,,, M l� to M M N N [� -+ � .20000 MCC Mr. H F ►:� C aiNi W�� O V] ^� Q'" � U � O U cQ o ,c a z � ' Table 1.2 Origins and Destinations of PM Peak Hour Vehicle Trips I ' ' Renton Central DESTINATIONS Valley Renton ' 1990 TOTAL 3,900 8,700 2010 TOTAL 5,800 8,800 Internal 230 4% 1,060 12% ' Renton Valley -- 200 2% SE Renton 390 7% 690 8% Central Renton 290 5% -- NE Renton 260 4% 840 10% Renton Lk Washington 20 0% 50 1% Tukwila 290 5% 440 5% ' Kent 640 11% 680 8% SeaTac 720 12% 780 9% N Soos Creek Plateau 210 4% 410 5% S Soos Creek Plateau 230 4% 350 4% ' Auburn/Federal Way 750 13% 740 8% Pierce County 450 8% 460 5% S Seattle/Skyway 280 5% 340 4% ' Seattle/Shoreline 550 9% 710 8% Snohomish County 120 2% 170 2% ' Eastside 290 5% 820 9% tRenton 1,190 21% 2,840 32% SW King/Pierce 2,850 49% 3,100 35% ' SE King 440 8% 760 9% Seattle 830 14% 1,050 12% Eastside/Snohomish 410 7% 990 11% 1 Jf•�� 1 =� • ailll IS 111► '� -'� ���<:�_; 11111► � � � - • ■ �1� . 911 l �l � �i►�":►� owl WEE Road Segments Used in Travel Pattern Amalysis ■ o �1 _ s .Locati. n Number Analysis Districts Tran*onWtion ■ �n �c, PlanInfluence � O N N O m 00 i M Vf ' M N .m in � 00 ' m 'J N oo . N M 00 -. oo N -+ N- w. VI M C\ O .. N -'t CN ' ' m O O M In --� h h o0 ' h 00 Ln 00 O to rNi ' 3 ,'O0 V7 00 h 0 ^" N V' h �o m N 0 cn N ya] N h N ' E h N N oo 06 M �o N M V) N 7 N ^O C3 a O ao h h It It M \D oo I:r C\ 00 00 00 N m �O N N �+ 00 � � 3 v a� O O D N N M M to C� O p C .M. O h V) M O N [� C� N h m O -- to M N M N N kn p O � N cz c cn ami � h tR � 5Re� t e, e, * bgW. bReR bplW Z9 8Rcn en In � a d a cn N N N M -• m - h pf". GS � F to - m -. -- N oo -- N �D M O ^' V� oo O H' 8� b� o� 8� 8� tizti� bRW, e� Z?le� el eR tR � 4 \O N h Ln V) N rn N -� -• •• -, m N h y _U V7 kn C\ [� O O V7 M N M 00 Orn -� N m - V7 ct h c�C C ID -14 i U a s L U0 U 2: p W W -14 -U 64 °' C. it Lr G� O cn o z x � O o Nom.. M rz en N �O cz� b O 'O � M ~ M M ~ N MCA O N ' wn cq en cn 3 , r. T 00 O "T'lo in M C4 cn k M o0 M � C� M ,� N ,...� ' C� `� a� y 06 o , o o o 0 0 0 0 0 0 0 ' C ^C p0 0 0 0 i p tin C% 00 in y 3 M oo O `p Q\ m O �_ b� b� � O� 6� b� � \ � � � � � \ � el el O N - M M N N cn k O O U c 'C cn � M o e � e, e 8, 8, 30 tR el � s ed � � 0 p. v C� N O N CN ca v, v, 00 r. oo M -. cN N �, c+i > aq L i� E � O Moo to C cz O cz p o , N CD o0 O o 0 0 0 0 0 0 0 o a O o 9� � � �o �o �o b� � 3. b� \ � � � � � � � � N Ii ;� 0% OM ^-' W) C\ �' C\ CN \0 't •--� N M N r- N 00 .. O N U cC '. 07 O \ e, CIO 00 C M N ^, � � I� cz ,.O N y c A Ca ca M Q cu u w U 'A rn O v� O In z v°� H z 1 Renton Interim Transportation Plan 10/14/93 Arterial Element Draft Page 1-14 1 1 1.4.2 Traffic Volumes Arterial Traffic Volumes 1 In order to show the overall level and pattern of utilization of the Renton street/hihway system, 1990 and 2010 daily two-way traffic volumes were compiled (see Figures 1-5 and 1-6). 1 High-volume arterial corridors in 1990 included Rainier Ave and Airport Wy, each with over 30,000 vpd and Renton Ave Ext Park Dr - Sunset 1 Blvd, NE 3rd St - 4th St Talbot ltd, SW 43rd Ave, anc Grady Wy - Main St, each carrying over 26,000 vpd. 1 The forecasted 2010 volumes showed significant increases over 1990 volumes. On major arterial corridors, volumes were forecasted to increase on the order of 50% - 150% over the 20-year period. Traffic volumes on many downtown streets were forecasted to double, triple, or quadruple over the same period. 1 The highest-volume arterial corridor in 2010 is Rainier Ave, with 1 forecasted daily volumes of 60,000 - 80,000 between Airport Wy and Grady Way, and 40,000 to the north. Other high-volume arterials with forecasted volumes in excess of 60,000 vpd include S 43rd Ave-Carr Rd- SE 176th St, Talbot Rd (north of Puget Dr), and Airport 1 W� y. Arterials with forecasted volumes in excess of 40,000 vpd include Maple Valley Hwy (SR-169), NE 3rd St-NE 4th St, Park Dr-Sunset Blvd, SW 43rd St, Benson Rd-Main St, Grady Wy, Sunset Blvd (west of I-405), Bronson Wy, 1 SW 7th St, and Oakesdale (north of Grady). Traffic volumes on the freeway system were also forecasted to increase dramatically, with daily volumes of over 200 000 on most segments of I- 405and SR-167 (Valley Freeway through Denton. These volumes are equivalent to current volumes on _5 at the Ship Canal Bridge, where I-5 1 has eight mainline lanes plus four reversible roadway lanes (as compared to the two lanes plus HOV lane in each direction on I-405). Intersection Volumes 1 The overall functioning of an arterial system is controlled by the operation of its intersections. The relative and comparative use of Renton intersections during the most critical period of the day (i.e., the p.m. peak hour) was illustrated by compiling total entering volumes. 1 In 1990, the highest peak hour entering volumes (see Figure 1-7) occurred at the Grady/Rainier intersection (6,210). Two intersections carried volumes over 5,000: 3rd/Sunset (5 720) and Airport/Rainier (5,490). Six other intersections had entering volumes of 4,000 - 5,000 (three of these ' 1 were on Rainier Ave), and nine others had volumes over 3,000. 'II 1 > z N 30TH .5 .4t• 4.100 N 3380 ST IS' 2,200 1.300 8 N R 30TH ST 5,400 3• &wB00 �P riIn NE 47TH ST 0. IL A7 am5.0002.700 d- 6.000 0.600 17�NOFITHk ' I Dal 7.000^8 HE g 2TH ST OR ° t p ARK Hf-p 4.000 0 2.300 7.400 " 4R Oq j R 101M SI � r{ v • �? ut.u1 19.400 2.400 z '� q, 2.000 4.000 m z z i N $ AM ST -1.900 A. „1 u i1 g Nf 7T11 ST 22 n s °• N e4THr < < < < 300 19.+00 � g < 5.100 tJ Nw 3RD PL z Z N 1 4TH °� 8 sT �s.2o0 8 1.800 0.2 S N yt i r Til c1 v d cl Z S 1 '000 z w 1.623 ° 3t 1.100 n rLl 2,300 000 D600 - 5 2,300 2060 � 12.6 7.900 0. 4400 4• 0.] AIRPORT WAY S i 3RO g ST 1 ST S 2,200 d d d NE 2� 3ft0 S t h 2.200 2.600 iU REN TON AVE p 3 0.100 " g 25 � war � yam± t.eoo 8.800 1.100 1 6,000 t 2,209 VYt 5 yr0 2.300 Y yf S i S2 S2 ery g o! EY H 3.000 Sw E,tics �'b 9 '..200 4.700 IO Doo ! \ TODD FIGURE 1-5 N g g 3RD ST h i -, Sj" , CITY OF RENTO 2.100 � i N ,SDD I $ 380 P,. 1,499 1990 4,100 w�h 6 a 1,200 7,700< 2. 7` 0200 Il' 3.100 14900 N 8 N 4TH 5T TRAFFIC FLOW MAP a. 0 4.,00 gg 5,700 DEPARTMENT OF PLANNING/BUILDING/PUBLIC WORKS • a xDo TRANSPORTATION SYSTEMS DIVISION r 'MESOAE sw 5TH r OPERATIONS SECTION $ 4r .p � `$ � < i 600 �' '`� �` 4.600 'x 1. �' w.o� EXAMPLE ,pP 800 Q s• sw 7TH Q ST s 7TH g ST o d ti d d 3.100 rc � soo `' 20 100 0 30 SCALE: 1' 90,000 VEHICLES IL 5.4 IL3. 50 40 600 0,100 9.°00 WAV 50 GRADY s •IN THOUSANDS OF VEHICLES BIDIRECTIONAL AVERAGE DAILY TRAFFIC NOTE: INTERSTATE 405 AND STATE ROUTE 167 (SOUTH OF 1-405) ARE SHOWN AT HALF 17.109 SCALE AND ARE BASED ON 1989 W.S.D.O.T. 1-405 STATISTICS. 1-405 ` O � QQjj N SE , IA � 29.100 < 0,200 U 8 r 4.730 16.100 i . 11,100 8 S 21ST Si a P11GEr �n . SW 27TH ST IJ � .100 8.100 ' 0)q0 4. �T 5 31ST ST SW 34TH ST a d 2.000 7.500 (n � 7.)00 < SW 39TH Si 0.500 JIJJ -- a SE 176TH 5T d5 d o O 3.700 .500 t 0.900 SW 43RD ST S 43RD ST CARR °' SE ISOM ST o g � � 9.400 20000 75300 9600 i 1 i -�-'- - - - 23v.o00 2.,, N .i36THS 3,0 224,000 T \ 2 O11,0 J0 ,00 oN ST 0� 7 '� NE 27Th STZ4,t 0 YD ♦' a 00 J 11,000 S•0 NORTH �) 200,000 .00 7.00 z NE $ t21N ST DR 2.00 400 3,00 0,0 0 N PPRK NE-NgRk !� g N 10TH SI g y 0q o 2�. a 94,00 a 5,00 °0 17,00 z < 0 I8. < Q z z z 2 I g N Q 8TH ST 00 NE 77H ST ' a 1,00 1 n 41,000 N 8TH ST z �H5F.1 16,00 z z z b a NW 3RD PL D 0° 6,600 6,00 4,00 2,000 8� 3 < N < 4TH ST A 8.000 z < 4,0 h• 3 9,00 NE 2 1.00 S g 3 8.000 6'�0 1.0 4 0 0 77, 3.00 5.0 8.00 0 3 g 42.00 o N 25 11,00 0 < m 4 :o NE � ST a AIRPORT WAY S r 7.000 8.000 i N 2.0 a - St 0 of .r a Il'o 9,0 0 3R 1' o RENTON AVE od ..�Y 800 8.0 8.800 �v 2ND ST 7,00 189 7 4,000 7.0 4 �� S 3RD _ So ST A H n SW SUNSET `4 17.00 r+ 2,0°0^IW g 3RD PL 3.00 4,000 <� ry. 9 7,0 < 7.0 0,00 2. 217,g00 S 41H ST 44,00 a OAKESOA sy SW 5TH L S 4tH rid 19.Ot)d FIGURE 1-6 4,00 11.000 SW "" ST S 7TH 311O'o CITY OF RENTON y b'°° 2010 PROJECTED 2.00 4,40 TRAFFIC FLOW MAP b,00 5,00 s.00 _ WAS LOU DEPARTMENT OF PLANNING/BUILDING/PUBLIC WORKS ORAOY TRANSPORTATION SYSTEMS DIVISION ' sw< 0 8 OPERATIONS SECTION g 41,00 [3 7,000 �3S P SE 5-405 (� N 2,0 4 V 40.00 s 8,0 P b.000 � 6.00 °• Ap/ S go S 21ST ST K p110ET 3,00 8 SW 27TH ST 93S 2-91"TM1 ST n � ,00 4.00 1, 3.00 y OR�� S 5 31ST ST SW 34TH ST 4 s f`,00 3,00 �J7i• ,0 _SW 39114 ST 3.00 LI SE 1711H ST 9. 9. s p �p� q SE 100111 ST Y O i t43n0 ST !JR ST CARR �1{ A v 8, 04,00 I Renton Interim Transportation Plan 10/14/93 Arterial Element Draft Page 1-17 ' Increases over 1990 entering. volumes were on the same order .of magnitude as the increases in daily.traffic volumes. Intersections all over the city were forecasted to experience significant increases in entering volume. In 1990, four of the 130 Renton intersections analyzed had peak hour entering volumes over 5 000, and a total of 27 intersections had 20 entering volumes over 3,000. for 10, 104 intersections had forecasted ' peak hour entering volumes in excess of 3,000, including 68 intersections with entering volumes over 5,000, and eight intersections with entering volumes over 10,000. ' The highest forecasted peak hour entering volume occurred at the Grady/Rainier intersection (14,640). Benson/Carr had a forecast of 13,240 entering vehicles, and the N 3rd/Sunset, Grad /Interurban, 180th/West Valley, Airport/Rainier, S 7th/Rainier, and Urady/Talbot ' intersections each had 10,000 - 1200. 1.4.3 Traffic Operations I ' Arterial Service Levels In order to evaluate traffic operations and congestion on the Renton arterial system, the dailytraffic volume per travel lane was computed for each arterial segment. This information, which compares traffic volume to roadway capacity, was used to identify the arterial segments on which traffic is congested. 1990 and 2010 daily traffic volumeper travel lane were compiled for arterial segments carrying more than 5,080 vehicles per day per travel lane (vpdpl). ' Evaluation of the daily-traffic-per-lane data was guided by two basic characteristics of urban arterials: 1) a typical urban arterial can carry 700- 800 vehicles per hour per lane and maintain uncongested traffic operatorg conditions, and 2) atypical peak hour traffic volume on an urban arterial will be about 9% of the dally volume. Combining these two traffic characteristics yields an indicator of the level of congestion in terms of daily traffic per lane with an upper range of 7,000-8,500 vpdpl. In 1990 a number of arterial segments in Renton carried traffic volumes in the 700-8,500 vpdpl range (see Figure 1-8): ' • Maple Valle Hwy • NE3rdSt (immediately east of I-405) ' • Houser Wy • Sunset Blvd (immediately north of Bronson) • Talbot Rd (south of Grady) • Benson Rd (south of Grady) Carr Rd - SW 43rd St • Grady Way (immediately east of Rainier Ave) • Rainier Ave (several individual segments between 2nd St and ' Grady Way) 1 . I 111 L 16111111 �1� `® gElmt Moil te �'' .... •■ . . I . iii 'I,� to � '111 - ' � '- � " ■�1 �'.:.. ,,, • ' all ti, �� DOWN 1990 PM Peak Hour Intersection i I�fh 1ALegend: intwim3Intersection 0 Transpoitation r ,� �1Sphere of i Bow N It N 36111 ST z N 33RD ST z 6,900 N JO01 ST NE 27DI STf12M SET BLVD Inm O NORTHOR l���jS J S Z Z Q i Z Z m Y6111 ST i - N t. NE 7111 ST a 1„ 5.550 z SJ a a a N Gni ST z z z �n NW 3RD PL 2 clz O Ell < z y _N 4111 ST y 2 NE 5TH (*1 z S" N 3 ST IS ` a < 5.250 < u r £ 575 �' N 3RD Si NE 41H sr 12.600 NE 21gT 3R00 ST m u. m N N J n AIRPORT WAY S6 ,400 , ui E i 1�y < RENTON AVE •0 � a N g O it E'l 6 0 �l� 414,1 f s �a` ti ^h I�tT YPo 2NO ST (SR 169) 5,450 Sw 4.4,,,OSTON J4 �ry� " " " r�5 (� FIGURE 1-8 �. R040 9LF " t 0 lJl� 5 3RD CITY CITY OF RENTON --SW SUNSET 6�6 s 3RD PL ` a .825 1990 N _ � s 4TH ST 7� 6• 6• " S � � 2.975 SW 5111 PL j OAKESDAIE 3 -� a TRAFFIC FLOW - 1990 f� 100 LANE AVERAGE DAILY TRAFFIC ✓#i 6• 9,560 A, s 711+ o ST C, sw 7111 ST n < O r � a SO`�y 5.516 $ 7,725 O �V a WPY `b 7,750 U a GfRPDY 14,175 N N Y a O i-405 __� SE 1-405 ' " O " a 7,275 5,100 r < 0O PUCET r SW 16111 ST ~ 6 050 e O S 21ST S7 S PUGET z m 00 Z 6.. SOG LD � s 29 sw 27111 si OP 7 00� c�^ g N S 31ST ST N ✓1 SW 74111 ST a SW 39 nT ST S's) it n SE 176TH SI ui ' 5.775 6' . 0 n O rc S 43RD ST �Oh SE IEOnI ST ,n SW o 0 43RD ,n sT " CAR:t N N O O n n o n n m < 10.000 w ' I �l - ' Renton Interim Transportation Plan 10/14/93 Arterial Element Draft Page 1-19 ' Only two short segments had 1990 volumes greater than 8,500 ypdpl: Sunset north of Bronson (12,500) and Rainier between I-405 and Grady (14,175). ' Forecasted 2010 daily traffic volume per travel lane also was computed for arterial segments carrying more than 5,000 vehicles per day per travel lane (vpdpl). In 2010, virtually every arterial corridor in Renton was forecasted to ' be carrying more than 7,000 vpdpl. Only Lind Ave, S 2nd St, Duvall Ave south of Sunset, and Oakesdale south of 16th had forecasted traffic volumes that were less than 7,000 vpdpl. In addition the forecasted volumes in ' numerous arterial corridors exceeded 10,000 vpcI (by contrast, in 1990 only two short arterial segments had volumes greater thhan ,500 vpdpl): ' • Rainier Ave • SW 7th St • SW Sunset Blvd • Grady Way (east of Lind) • Puget Dr S 31st St • Maple Valley Hwy • NE 3rd Sit - NE 4th St • Monroe Ave, Union Ave ' • NE Sunset Blvd • Airport W • S 3rd St - Houser Wy • Bronson Wy • NE 27th St - NE 30th St 0 Duvall Ave (north of Sunset) ' 180th St-43rd St- • 16th St (east of Lind)- Carr Rd-176th St East Valley Rd • Talbot Rd, Benson Rd, 0 Lake Washington Blvd- Benson Dr, Main Ave NE 44th St • Renton Ave Ext, Langston Rd, Hardie Ave ' Intersection Service Levels In order to evaluate traffic operations, and capacity deficiencies at ' intersections, the p.m. peak hour entering volume per approach lane (vphpl) was computed for each intersection on the Renton arterial system. Although these computations are not based on the detailed lane ' configuration, traffic signal timing, and turn/through volumes used to determine intersection level of service, the more general entering-volume- per-approach-lane information can be used to determine where intersection ' congestion is likely to occur and to compare conditions on various parts of the arterial system. Congestion problems typically can begin to occur when entering volume ' reaches 500 vphpl. Intersections with entering volumes of 600-700 vphpl are likely to experience congestion, and where entering volumes exceed 700 vphpl, capacity is likely to be exceeded and congestion can be severe. ' In 1990, there were 14 Renton intersections with entering volumes over 500 vphpl (see Figure 1-9). Of these, six were 600-700 vphpl, and three were over 700 vphpl. Five of the intersections with high peak hour ' entering volumes were on Rainier Avenue, including S 3rd St/SW Sunset Blvd (705 vphpl), Grady Wy (620 vphpl), and S 7th St, S 4th Pl, and Airport Wy. I wo of the intersections were on Main St (Grady/Benson and ' S 3rd St/Houser), and two were at the SR-167/SW 43rd St interchange, _ N Nk vi j H �. "u ... '.Scn Y W ,g Cn N < 0 N ) C Ol r �, � ... � N Ui._..✓ .~� Cb Ilk cn Ul cc) co to g A J,� •� ,cn ol C) d �I yyy���/// ywy4 .✓�./ 1405 „,.,......,..V....... ......w .,,....... „. .,::. ....M„ � . CIO m .................... w v w cn J� ...........,w• w ........... Gj NcD O N a rCZ $ to IQD8 rM0 o M C 1) rnm -v n 'v rn � rn m o > > Z 'D M Vzo 0 M m aM n _ :c Z Renton Interim Transportation Plan 10/14/93 Arterial Element Draft Page 1-21 ' including the intersection with the highest entering volumeer lane in Renton (SW 43rd/northbound SR-167 ramps: 750 vphpl). Other intersections with high 1990 p.m. peak hour er-lane entering volumes include N 3rd/Sunset (715) Airport/Lo an (675 , unset/Bronson/ SR-169 ' (615), and Renton Village/Talbot and S 7th/Shattuck (610 each). ' 2010 forecasted peak hour entering volumes per approach lane exceeded 500 vphpl at 114 of the 130 Renton intersections analyzed. Of these, 95 intersections exceeded 700 vphpl, 51 exceeded 1,GOO vphpl, and 25 exceeded 1,200 vphpl. 1.5 TRADITIONAL LEVEL OF SERVICE (LOS) ' Currently the national approach for defining LOS uses the traditional Highway Capacity Manual (Transportation Research Board, National Research Council, 1985). 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 designa- tions 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 noticeablAt LOS D, speed and freedom to maneuver are restricted. At LOS �-, speeds are low. Flow is ' relatively uniform flow, but there is little freedom to maneuver. LOS D has been a traditional goal for traffic operating conditions in Renton. In the past few years LOS E has been accepted on freeways and ' arterials during the commuter peak travel periods. LCIS F is being tolerated where further capacity improvements are undesirable due to environmental or neighborhood impacts, or are prohibitively expensive. In thepast the City of Renton policy was geared toward improving roadway capacity, with a focus on single occupancyvehicle (SOV)ptravel. However, because of traffic congestion in the 1-405andSR 167 corridors, ' traffic is overflowing off of these facilities onto congested arterials and diverting through Renton neighborhood streets. Trying to solve the problem through building facilities to improve roadway capacity only ' attracts more traffic onto Renton's streets. 1.6 NEW LOS POLICY 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 is currently revising its LOS policy to emphasize the movement of people, not just vehicles. The new revised LOS policy is based on three premises: t Renton Interim Transportation Plan 10/14/93 ' Arterial Element Draft Page 1-23 • 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. The new revised 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 new LOS ' policy is designed to achieve several objectives: • Allow reasonable development to occur; • Encourage a regionally-linked, locally-oriented, dynamic transportation system; • Meet requirements of the Growth Management Act; • Avoid undue restrictions of local development due to the failure of ' WSDOT and METRO to solve regional corridor problems; and • Require developers to pay a fair share of transportation costs. The City of Renton LOS standards will be used to evaluate Renton city- ' wide or sub-area transportation plans. The auto, HOV, and transit measures will be based on travel times and distance and will be the primary indicators for concurrency. The non-motorized and TDM measures will serve as credit toward meeting multi-modal goals of Renton and the region. The new Renton LOS standards will be refined to provide a system for use ' in evaluating transportation plans. This process will include the following: • Determine existing (1990) travel times within City of Renton sub- areas; ' • Calibrate the City of Renton traffic model to reflect the existing sub-area travel times; ' • Using the calibrated traffic model, determine 2010 SOV and HOV travel time contours for the Preferred Land Use (described in the Land Use Element) by sub-area. ' • Develop transit travel times using indicators of transit access, intra-Renton travel time to regional system, and regional travel ' time; I Renton Interim Transportation Plan 10/14/93 Arterial Element Draft Page 1-24 ' • Develop LOS travel time standard (index) using 1990 travel time data for the sub-areas; • Develop 2010 standards using the 1990 index as the standard; ' Develop transit and HOV mode splits for the sub-areas; • Using LOS policy and 2010 standards, test sub-area transportation plans; ' Define procedures for planning and regulatory applications; • Select a plan that meets established standards; ' Monitor the area to re-validate the plan; • Adjust the plan as needed to meet standards (or ) address other environmental/coordination issues; Leave flexibility to modify standards over time if needed). • Y fY ( ) I ' LEVEL OF SERVICE (LOS) STANDARD - RENTON VALLEY SUB-AREA t The following demonstrates how the new LOS policy could be applied to I ' the Renton Valley sub-area. A 1990 LOS travel time index would be determined for the Renton Valley sub-area by establishing clic sum of the ' average 30-minute travel distance for SOV, HOV and Transit as follows: ' Average PM peak travel distance in 30-minutes from Renton Valley Sub-area in all directions SOV HOV 2 Transit LOS ' (includes access time) Standard XX miles XX miles 2 times X miles = XX XX ' The 1990 LOS index would be the basis for the 2010 standard. The average SOV 30-minute travel distance is forecast to decrease by 2010. ' Therefore, SOV improvements will need to be implemented to raise the SOV equivalent or a combination of HOV and/or transit improvements will need to be implemented to raise the HOV and/or transit equivalents to ' maintain the LOS standard. Renton Interim Transportation Plan 10/14/93 ' Arterial Element Draft Page 1-25 The improvements in the Interim Transportation Plan Arterial, HOV and Transit Sub-Elements that are designated for the Renton Valley sub-area , (i.e., Valley Transportation Plan) will be tested against the above LOS standard to assure that the Valley Transportation Plan meets 2010 demands ' for traffic growth/land use development. Development can be allowed under GMA concurrency requirements as , HOV and transit improvements are effective in maintainingthe LOS standard whereas SOV improvements will do little to improve OV travel distance. ' 1.7 ARTERIAL PLAN ' The Arterial Element includes an Arterial Plan developed to make reasonable SOV improvements. These improvements will be defined 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 arterial and freeway improvements comprised by the Arterial Plan are ' intended to provide multi-modal corridor capacityon the Renton arterial system, and//or to provide new arterial and feeway connections, as necessary to support the multi-modal concept. The 2010 Renton Arterial 1 System Plan is shown in Figure 1-10. The improvements included in the Arterial Plan are the arterial/freeway mitigation measures for the Preferred Land Use Alternative listed in Table 1.5. This list does not include ' proposed King Count,, arterial/freeway improvements, although several Kent and Tukwila improvements are included clue to their impact on the Renton Valley arterial system. (Proposed King County arterial/freeway ' improvements are compiled in other Count publications, including the Northshore and Soos Creek comprehensive plan documents). I 1 , ^ AY iae I eb la b as b _ 2010 ARTERIAL PLAN . o� � ° PRINCIPAL ARTERIAL - ~ iuiuuunf MINOR ARTERIAL ------ COLLECTOR ARTERTIAL ! s • m e • o POTENTIAL POST-2020 ARTERIAL 9 a� t. F -� _ 0 t t L�. t m !f� liuiif m tie. LAKE IASINNGTON _ 1111f `� Y a m� Wadi ��ncor_�+ _�C, p 31 V •�\`� �__1f_ '` -� i Myr zu 0l7 a b us. �ou IV 'F. 3p iii ii - j 1• ` rof1 IYf1l ' � � �r9� 1t'• IYI II : ■ w ■ �� C i I ii •�• f[1lflbb Ul_ _� —�C—iYxe1.' IJ_➢_ "°n°" t I iI1 _' -o C_Sy��JsC 1 It �� � S� _tl bl 11 p[ ,I II %y'y��a� a Il_�_ST N 60 sT r ' LF. fL'1` ° �� 111 l o < < 5051 �j - i ■ " P srxYlW �I�91 low y t L Gtr° -1- Nits IIBCRiY I� # y3y^ rux It L1 all H ma si ID a i \� �lo s YO IQ4"oa a �� n + + � 1 Table 1.5 1 RENTON ARTERIAL PLAN 1 1. Oakesdale SW - SW 27th to SW 16th new arterial 2. Park Ave N - Bronson Way N to N 10th St arterial widening 3. Houser Way Relocated - Sunset Interchangeto Park Ave North / new arterial 1 I-405 4. SW 16th St - Oakesdale to Lind Ave SW arterial widening 5. SW 43rd St / SR 167 loop ramp new ramp 1 6. Maple Valley Highway - Maplewood Ave SEto East City Limits arterial widening (WSDOT project) 7. N 4th Blvd - Logan Ave N to Monterey Dr NE revise street network 1 8. Talbot Road S - S 43rd St to South City Limits arterial improvement 9. Oakesdale Ave SW - Monster Rd to SR-900 new arterial 10. Main/Bronson/Houser Corridor revise street network 1 11. S Grady Way/Rainier Ave S grade separated intersection 12. S 192nd St/S 200th St - SR 167 to SR 515 new arterial 13. Monroe Ave NE - SR 169 to NE 4th new arterial 14. Duvall Ave NE - Sunset Blvd NE to North City Limits arterial widening 15. SE Puget Dr - Jones PI SW to Edmonds Ave SE arterial improvement 16. Grady Way/Southcenter Blvd/I-405 Ramps roadway and ramp realignment 1 17. Sunset Blvd /N 3rd St grade separated intersection 18. Interurban Ave - Grady Way to Southcenter Blvd arterial widening 19. Lind Ave - SW 16th to East Valley Road arterial widening 1 20. SR181/South 180th St arterial widening 21. CBD Transportation improvement revise street network 22.* Strander Blvd (27th St in Renton) - Oakesdale to SR 181 new arterial 1 23.* SW 16th - Oakesdale to SR 181 new arterial 24.* Oakesdale SW - 27th to 31 Street new arterial ' * Potential post 2010 improvements. 1 1 H:rrP/Cl_5 i 1 1 � 1 Renton Interim Transportation Plan 10/14/93 I Transit Element Draft Page 2-1 2. TRANSIT ELEMENT 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. Oneof the most important of these alternatives is �� public transportation, or transit. The Renton transit system, defined in ' this Transit Element of the Transportation Plan, must provide attractive, convenient service for the local and regional travel needs of Renton businesses and residents. ' 2.1 GOALS, OBJECTIVES, AND POLICIES Goal The oa o t e Transit Element is to maximize the use o transit in Renton by providing step by step transit improvements to produce a regionally linked and locally oriented transit services and facilities needed to serve travel demand generated by Renton residents and businesses. (proposed) Objectives The Transit Element is based on the following objectives: 1. Encourage the development and use of alternatives to single- occupancy vehicles. (Source: City of Renton Land Use Element of the Comprehensive Plan, Transportation_ Objective T-4.0) . Ensure that the regional high-capacity transit system is extended to Renton. (proposed) ' 3. Develop a transit circulation/distribution system that provides attractive, convenient connections between the regional high- capacity transit system and local Renton residential areas, activity ' centers, and employment centers. (proposed) 4. Develop a local transit system that provides attractive, convenient ' service for antra-Renton travel. (proposed) Policies ' The City of Renton Land Use Element of the Comprehensive Plan contain the City policies concerning the Transit Element, briefly described below. Policy T-4.1: The City should work with other jurisdictions in the ' greater metropolitan area toward providing frequent, coordinated and comprehensive bus service and transit facilities in all residential and employment areas. Renton Interim Transportation Plan 10/14/93 ' Transit Element Draft Page 2-2 Policy T-10.2: Local and regional transit service and facilities should ' be planned and improved in cooperation with the regional transit authority. Policy T-4.2: The establishment of a multi-modal transit center in t downtown Renton should be promoted as part of a regional high capacity transit system. Policy T-4.3: Parking for the transit system should primarily serve the ' collector portion of the system located outside of the downtown. Parking areas serving the downtown transit center should be accommodated in parking structures. Policy T-4.4: Park-and-ride facilities should be located out of the , downtown and feed into the downtown transit center. Policy T-4.7: Development of a regional network using new technology to move people and goods should be supported. , Policies T-4.8, T-6.6: Encourage development of passenger rail service connecting Renton to a regional rail network. ' Policy T-7.1: Appropriate parking ratios should be developed which take into account existing parking supply, land use intensity and transit ' and ridesharing goals. Policy T-7.3: Criteria should be developed to locate park-and-ride lots serving residential areas. Policy CD-7.30: Public transit facilities should be improved for aesthetic and functional purposes. ' 'I Policy CD-7.31: The City should take an active role in working with the regional transit agency in planning and locating public transit , facilities. Policy CD-7.32: New transit facilities in downtown Renton, ' particularly a transit station or transfer station should be part of an activity node within the downtown. Policy CD-7.35: The needs of specialpopulations, such as senior citizens, handicapped persons, young adults, and children, should be considered when designing public transit facilities. The Residential and Centers policies of this plan also support transit by ' encouraging residential densities at a minimum of eight dwelling units per acre and a mix of residential and commercial uses in Centers which can support public transportation. , Specific treatment of the routes and stops for a transit system in downtown Renton would be addressed in the Downtown Plan. However, it is , Renton Interim Transportation Plan 10/14/93 Transit Element Draft Page 2-3 expected that such stops would serve commercial activity centers which ' would compliment the commercial and residential activities envisioned in the Centers and Residential policies of the plan. ' Parking for the future transit system is encouraged outside of the downtown to discourage increased traffic congestion. Criteria should be developed to guide establishment of park-and-ride lots serving residential areas and to intercept through traffic. Parking to serve the downtown stops ' of a transit system is to be held to a minimum, to conserve land resources and minimize congestion. 2.2 EXISTING TRANSIT SERVICE ' Bus service in Renton is currently provided by the Municipality of Metropolitan Seattle (Metro), the agency responsible for transit service in King C ounty. ' Fixed-Route Service The Cit of Renton is currently served by 15 different Metro Transit bus routes &e Figure 2-1). Five of the routes provide service from Renton neighborhoods into downtown Seattle. Two of the routes provide local service during weekdays evenings, and weekends to Kennydale, the Highlands and downtown penton. ' One of the other five routes which provides express service between Renton and downtown Seattle operates only during the weekdays. This route serves unincorporated King County, east of the Renton city limits, the Renton Highlands and downtown Renton. The remaining originate in ' the Fairwood area of unincorporated King County southeast of the Renton city limits. Both of these routes provide weekday express peak hour peak direction service only. One route provides weekday peak hour peak direction transit service from downtown Seattle to the Renton Boeing plant. Two other bus routes provide service from Renton to the DuwamishBoeing Industrial area of south Seattle. One of the two routes originates in Kent and serves Renton's Talbot Hill neighborhood and downtown Renton. The other route originates in the Highlands and serves downtown Renton and the ' Duwamish/Boeing Industrial area. The remaining seven routes operate between Renton and other points in South King County, the Eastside, North Seattle, and North King County. One of the routes operates local shuttle service between downtown Renton, Fairwood, and Southcenter Mall in neighboring Tukwila. Metro Transit ' provides weekday service on a route originating in Auburn and Kent, serving Renton and terminating at the University of Washington in North Seattle. This route operates peak hours in the peak direction of travel. nil 1641, rw 11#00'. a_- Nil _LK fflo , .: �1111Mons e E ME IL IL ON Existin,; Transit ServicePeak Period Service All Day Service City Limit _ — Sphere ofInfluence • , Park and Ride m Renton Interim Transportation Plan 10/14/93 Transit Element Draft Page 2-5 Another bus route serving Renton and South King County operates seven ' days a week as a shuttle between the South Renton Park-and-Ride lot and the Kent Park-and-Ride lot. This route is through-routed with another ' South King County line serving Highline Community College in Des Moines, thereby linking Renton and Des Moines directly. Bus service is provided seven days a week on a route that originates at Clyde Hill, serves Bellevue, Renton and Southcenter. An additional route allows access from Renton to many locations throughout the county on a seven-day a week basis. This route originates in Burien, serves Tukwila, Renton, the I-405 corridor from Renton through Newport Hills, Bellevue, Kirkland, and Bothell, as well as Kenmore, Lake Forest Park, Ballinger Terrace, and Aurora Village. ' There are two remaining Metro bus routes serving Renton. The first is a W hour peak direction route which originates. in Kirkland and comes to Renton via the I-405 corridor, makes stops in downtown Renton and continues on to the Duwamish/Boeing Industrial area. The final route is a bus which originates in Redmond, serves the Overlake and Eastgate areas in Bellevue, uses the I-405 corridor to downtown Renton, and continues on to the Green River Valley of Renton and Kent. Subscription Bus Service Metro Transit operates five subscription bus routes serving Renton. These routes operate one trip in the peak hour in the peak direction serving areas with significant employment density. Renton subscription bus service includes routes i) originating at the Renton Boeing plant and serving the Quadrant I-5 Center in Lynnwood, ii) originating at the South Federal Way Park-and-Ride lot, serving the Auburn Park-and-Ride lot, and terminatingg ' at the Renton Boeing plant, iii) originating at I-5/N 145th St in Nor>:h Seattle, stopping in the Greenlake area, and terminating on Lind Ave SW in Renton iv) originating in South Federal Way, stopping at the Auburn Park-and-lode lot, making stops northbound on Lind Ave SW, and ' terminating on Oakesdale Ave SW, and v) originating at the Issaquah Park- and-Ride lot, stopping at Eastgate and Newport Hills, and terminating at the Renton Boeing plant. Park-and-Ride Facilities Renton has two dedicated transit park-and-ride lot facilities within the city limits: The South Renton Park-and-Ride lot located at South Grad Wayy and Shattuck Avenue South, and the Renton Park-and-Ride lot at S nd St and Burnett Ave S in downtown Renton. The first park-and-ride lot has 370 spaces and as of June 1991 is at 91 % capacity. The second lot has 59 spaces and is at 83% capacity. ' There are three other interim park-and-ride lots in the Renton planning area which are leased by Metro Transit for commuter parking. One of the ' three lots is in downtown Renton at the First Baptist Church at S.W. Sunset Boulevard and Hardie Ave. S.W. It has 21 spaces and is at 14% Renton Interim Transportation Plan 10/14/93 Transit Element Draft Page 2-6 capacity. A second lot located in the Renton Highlands at Saint Matthews Lutheran Church on N.E. Sixteenth Street and Edmonds Ave. N.E. has 126 spaces and is at 20% capacity. An additional park-and-ride lot is ' located at the East Renton shopping center located at S.E. 128th St. and 164th Ave. S.E. east of the Renton ci limits in unincorporated King ' County. This lot has 21 spaces and is at capacity. 2.3 FUTURE REGIONAL ACCESSIBILITY , The current version Regional Transit Plan (RTP) includes three rail rapid ' transit lines, one each between downtown Seattle and the Eastside, South King County/Tacoma, and Snohomish County/Everett. Another major element of the RTP is a commuter rail line between Seattle and Tacoma. This commuter rail line would use existing trackthrough the Green River ' Valley, with stops at Pierce County locations and Auburn, Kent, Tukwila, and Renton. The commuter rail line includes a spur serving Renton with a station in downtown Renton and a station in North Renton at the Boeing plant. Service would be provided during peak hours only. The rail element of the RTP will provide regional connections between the cities throughout the region. , The RTP also proposes a future rail rapid transit line connecting from Burien to Bothell in the general alignment of I-405. The Joint Regional Policy Committee (JRPC) charged with developing a regional , transportation plan voted to include a segment from Tukwila to North Renton asart of the funded system. The newly formed Regional Transit Authority (RTA ) will reconfirm the entire JRPC plan. t In addition to the rail Clement, the RTD includes a transportation systems management (TSM) element, comprising the completion of the system of ' freeway and arterial HOV and bus-only lanes. Also included in the RTP is a more comprehensive system of bus routes that will serve cities at a neighborhood level and provide connections to the regional system. The level of coverage and the frequency of the bus service will be significantly , improved. 2.4 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 comprised by the Transit Element of the Transportation Plan include the transit-related transportation mitigation measures identified by the Comprehensive Plan Land Use Element Final EIS. These mitigation measures 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. Renton Interim Transportation Plan 10/14/93 Transit Element Draft Page 2-7 Along with regional service Renton requires a transit system which , provides adequate local service. Renton is a city of neighborhoods and , the Transit Plan comprises a system that links its neighborhood and commercial centers to one another and to the regional system. Interceptor park and ride lots with frequent transit service between Renton destinations and regional transportation connections should be developed. i An additional element of the regional system is the Seattle-Tacoma commuter rail line. A spur of this line is expected to be extended to North Renton by 1996. Eventually, the commuter rail service will be replaced by an extension of the regional high-capacity rapid transit system, extending up the I-405 Corridor to I-90, Bellevue, and beyond, with connections to all of the Eastside cities. ' The Renton Transit Plan comprises a transit system that serves Renton as a regional destination and Renton as a small city with commercial and ' neighborhood centers. The Renton Transit Plan's combined regional and local transit service concept is shown in Figure 2-2. The I-405 Corridor is vital for regional connections between Renton 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 severely impacts the city's streets and neighborhood livability. It should also be noted that the exclusive freeway/arterial HOV facilities included in the HOV Element are needed to sup ort and encourage increased transit use by improving transit travel times by enabling buses to bypass or avoid the severe traffic congestion that will pervade the Renton ' and regional road systems). ' 2.5 TRANSIT USAGE AND MODE SPLIT The regional and local transit systems serving the Renton area in 2010 -- as modeled by Puget Sound Regional Council (PSRC) and Incorporated in the Renton Transportation Model -- would provide only partial, incomplete service to Renton residential areas, employment centers, and commercial ' centers and wouldprovide only minimal service for internal trips and tripss between Renton and south King County, which would comprise the vast majority of trips to/from Renton. ' Although both the total number and the proportion of transit trips traveling to/from Renton in 2010 under the Preferred Land Use Alternative would ' be significantly higher than in 1990, transit ridership will still comprise only a minor portion of overall travel. (See Table 2.1) Mtr local and regional transit service improvements -- improvements that directly serve Renton -- will be needed to significantly increase the rate of transit use. The PSRC and the City are currently in the process of updating Renton's transit mode splits based on the planned 2010 land use and assuming that ' Renton is served by commuter rail in 1996 and rapid rail by 2010. i Figure 2-2 , I COAL CREEK ' BEI.,LENLJE ' ti O i STATION - � I i / 1 I 'P NT / r LAKE BORIN / Y&R E STATION / STATION W I / 1 � MAY CREEK SI / I STATION MAY VALLEY / STATION ' Not To Scale / ALE#2 ON �RALrIER BEACHKENN\ — STAIION ALEBEA � \ STATIN W 1 SEA= KE"ALE 91 — — — \ Q STATIONI S }EN82 , LARERmGE � x _ t =ON — 1 BRYNMAWR / 1 1 STATION / I r 1- - - - - 1 SUNSET SUKY�VAY84 I �SKYA�AY83 OEING .f� ! STATION$1 I TAITON /-SG�tION STATION ROEINCr •• - AA HS - STA1I Y 82 4 PLANT 'o ! M11(N 1 ' PACCAR �" .% SMCTN[GHP F'�ri�1 C1� ST 02T 1 STATION VOIECH T7 I STATION Q 1 MLYING 83 Ak STATION Ty1TIDN — i NE 4TH 3T 1 MtiCLYG SI — � STATION D WALL I STATION .-. RENf01d- — �' I L ML.KING i CENTER LIBERTYPARK STATION. STATION �\ STATION RENION '- - L� ri EARLINON // r``! VHIAGE ROYAL HILTS ' :`f STATION STATION cif BLACK RIV) STATIO i STATION ` �I p f ROLLING HH.LS PARK r. v. BOEING STATION � STA J{� � rqr — LONGACRES - II I - - MAPLEWOOD STATION TALBOT _ ' STATION STATION I, LLNDBERGHHS BENSON STATION _ STATIONS OWl ' 34TH Sr. STATION FAIRW , CASCADE STATITATI NON STATION VALLEY MEDICAL STATION SE IPETROVT�'&. 3CY RD 1 y /Noe STATION I r CONCEPTUAL TRANSIT NETWORK it O — J 1 Rcgional Rail System Interim Regional Commuter Rail ' •i-1 I Renton Commuter Rail 1 - Tmnsic Distribution System Transportation Tukwila Transit Distribution System Park 8t Ride Plan �� � I i ' Renton Interim Transportation Plan 10/14/93 Transit Element Draft Page 2-9 r ' Updated transit mode split information will be used for the final Transportation Plan recommendations. 1 2.6 LEVEL OF SERVICE ' The City of Renton is currently revising its LOS policy to emphasize the movement of people, not just vehicles. This new LOS ppolicy is based on a set of multi-modal element including auto, transit, HOV, non-motorized, and transportation demand management/commute trip reduction measures. The LOS standards will be used to evaluate Renton city-wide or sub-area ' transportation plans. The auto, HOV, and transit measures will be based on travel times contours and will be the primary indicators for concurrency. Standards will be set to greatly increase the competitiveness of transit compared to SOV travel. ' The new Renton transit LOS standards will be refined during development of the Final Transportation Plan to provide a system for use in evaluating transportation plans. 1 r 1 1 ' 1 1 ' r r Renton Interim Transportation Plan 10/14/93 , Transit Element Draft Page 2-9 r rail in 1996 and rapid rail by 2010. Updated transit mode split information ' will be used for the final Transportation Plan recommendations. 2.6 LEVEL OF SERVICE 1 The City of Renton is currently revising its LOS policy to emphasize the , movement of people, not just vehicles. This new LOSppolicy is based on a set of multi-modal element including auto, transit, HOV, non-motorized, and transportation demand management/commute trip reduction measures. ' The LOS standards will be used to evaluate Renton city-wide or sub-area transportation plans. The auto, HOV, and transit measures will be based , on travel times contours and will be the primary indicators for concurrency. Standards will be set to greatly increase the competitiveness of transit ' compared to SOV travel. The new Renton transit LOS standards will be refined during development ' of the Final Transportation Plan to provide a system for use in evaluating transportation plans. 1 r r 1 1 1 1 1 1 i G O O O N N ti N r.+ � C 1� R 3 1 O O O N O O O O O O O O O 0 O 0 tn r-4 N O O !t O ti N O O r b ti N ' _ O O O a . 0 oo � ; o CDCT oo 0o 08 Da N 'n O C1, C C O O C o 0 0 O O O O O O � O bR eC F F � e t e, e, A O OI�t N O N It N O O It N N b NC14 O� O O O O O O O C C C14O O C M O knC rt N It O r M M N 00 h N C p CC F °O O O O O C O O C CD C_ d� i i i i i N �--� r- O M v1 C �O M N D M N N � Q\ M O 7 I GC R m d R O �' L O 4 'aa La � = r4 La tx CD CD U U 'w O a 8 a z � Renton Interim Transportation Plan 10/14/93 High Occupancy Vehicle (HOV) Element Draft Page 3-1 ' 3. HIGH OCCUPANCY VEHICLE (HOV) ELEMENT In the future, fewer new roads will be built to handle increased traffic. A ' major challenge of the Renton Transportation Plan will be to better managge the existing transportation system and reduce traffic demand b encouraging the use of alternatives to single-occupant vehicles. The HOV Element addresses this challenge by focusing on increasing the person- carrying capacity of the system rather than the vehicular capacity. 3.1 GOALS, OBJECTIVES, AND POLICIES Goal The Goal of the HOV Element is to increase t o person-carrying capacity ' of the Renton arterial system by the construction o improvements and the implementation of actions that facilitate the flow of HOVs into, out of, and through Renton. (proposed) Objectives The HOV Element is based on the following objectives: ' 1. Encourage the development and use of alternatives to single- occuppancy vehicles. (source: City of Renton Land Use Element of the Comprehensive Plan, Transportation Objective T-4.0) 2. Develop HOV facilities on freeways and arterials to support and encourage ridesharing by enabling HO Js to bypass or avoid the severe traffic congestion that willpervade the Renton and regional systems. (Source. Final EIS for the Land Use Element o4the City of Renton Comprehensive Plan, Transportation Mitigation ' Measures) 3. Provide facilities to support attainment of Commute Tri Reduction ' and other Growth Management goals within the City. proposed) Policies ' The City of Renton Land Use Element of the Comprehensive Plan contains the City policies concerning the HOV Element, briefly described below. ' Policy T-4.5: The completion of a comprehensive system of HOV improvements and programs on state highways and regional arterials which give high-occu ancy vehicles a travel time advantage over single-occupancy vehicles should be supported. PolicyT-4.6: Measures to increase the use of high occupancy vehicles shoulbe promoted among employers located within the City. Renton Interim Transportation Plan 10/14/93 ' High Occupancy Vehicle(HOV) Element Draft Page 3-2 Policy T-7.1: Appropriate parking ratios should be developed which , take into account existing parking supply, land use intensity and transit and ridesharing goals. The following policwas derived from the King County Comprehensive , Plan, and by this reference incorporated into the HOV Element: King County Policy T-6: WSDOT should assign a high priority to ' completion of the core HOV lanes in the central Puget Sound region. In addition to the Renton and King County HOV policies listed above, a set of new HOV policies was identified in order to create a complete set of HOV policies for the Transportation Plan: • A continuous network o arterial H V aci ities (lanes, bypass, etc) ' should be provided on the Renton HOV system. (proposed) • Arterial HOV facilities should be provided on the local arterial , routes that provide access to/from the regional highway system. (proposed) • Arterial HOV system warrants, standards and criteria should be established for usage (volume, capacity, LOS), physical and geometric characteristics, appropriate locations, tame-of-day o , operation, HOV facility type, etc. (proposed) • A vehicle occupancy monitoring and HOV system evaluation , program should be established. (&oposed) 3.2 EXISTING HOV FACILITIES , The City currentlyhas freeway HOV facilities along Interstate 405 and , northbound SR-167. Freeway ramp queue jumps are also provided at 2 interchanges, one along each of Renton s freeways. Interstate 405 has inside (median) HOV lanes, both northbound and ' southbound between Mile Post (MP) 2.80 to the city limits south/ west of Talbot Road. North of the SR-900 interchange, I-405 has outside (shoulder) HOV lanes. The northbound lane begins at the SR-900 under- ' crossin (MP 4.62) and the southbound lane terminates as a lane drop at the SR-'900 (Sunset Boulevard) off-ramp (MP 5.33). The outside lanes are continuous to the north Renton city limit. These lanes are defined as HOV, requiring 2 or more persons in the vehicle to travel in that lane. ' These lanes are in effect 24 hours per day. Construction of HOV lanes through Renton (connecting the existing HOV , lanes) is currently in progress. This project will extend the inside lanes to the north, and the outside lanes to the south, creating a 2000-foot-long Renton Interim Transportation Plan 10/14/93 High Occupancy Vehicle(HOV) Element Draft Page 3-3 overlap area. This overlap area will have HOV lanes on both the inside ' and outside of the freeway. SR-167 has a northbound HOV lane between SW 43rd Street and Interstate 405. This lane begins as a lane addition at the end of the northbound 43rd St on-ramp and terminates on the northbound off-ramp to I-405. The HOV facility is designated for 2+-occupant vehicles. ' Queue Jump lanes are provided on three freeway on-ramps in Renton. The S -16 /I- 405 interchange has queue jump lanes on the southbound SR-167 to southbound I-405 ramp and on the northbound SR-167 to northbound I- 405 ramp. A queue jump lane is also under construction at the northbound SR-167/SW 43rd St interchange. Each of the queue jump lanes has a 2+ designation. ' 3.3 HOV PLAN The freeway HOV lanes on SR-167 and I-405 are currently either constructed or programmed by the Washington State DOT. The current ' project on I-405 will complete the interim HOV system through Renton along that route by 1995. New HOV lanes have been programmed and funded for SR-167 between Renton and Auburn. Additional regional HOV facilities must be provided by the State Department of Transportation in order to provide adequate regional HOV service to I-405 corridor. The City has identified potential arterial HOV corridors based on the policies listed in Section 3.1. These corridors include most of the principal arterials through central Renton and all of the state routes throu out the city. New routes and corridors will also be examined for HOV facilities. ' The Renton HOV Plan includes the provision of the HOV facilities shown in Figure 3-1. The Plan includes HOV facilities in the corridors listed below: ' • Rainier Avenue • Grady Way-Main Street-Houser/Bronson Way-Sunset Blvd • Maple Valley Highway ' NE Sunset Boulevard • NE 4th Street • Sunset Boulevard-S 2nd Street/S 3rd Street • Burnett Avenue-Logan Avenue • Carr Road • 27th SW I ' The City arterial HOV plan has been coordinated with the Kin County arterial HOV program. The county program designates SR- Rainier Avenue), SR-16y (Maple Valley Highway), SR-515 (Talbot Road ' S./Benson Drive), and SR-900 (sunset Boulevard) as probable HOV corridors. Other corridors that will influence travel within and around Renton include Coal Creek Parkway, SR-181 (Interurban Avenue), and Carr Road-SE 176th Street-Petrovitsky Road. 1 + ve° cae oToo o�a_Eom33 c i o ? sc� 3 o 22 Ria ca a) WOM m II mcncn r c. mmmm3cncnazE-v�c�a cn Q 20 m�b� W �v7 C �N� `° `� y yM� C�•y C'Nv,^O U u p �_ •Ic C oWW Q cam•'a3a � � � '"' ` �r cai�:�S p "Tsai vaim'xzcnmU— a)co .. G" Q •� U Qt o Q� is cd o:----;----- U ' � 1 L ! F.aav uoiuri o �_. ^ i ! m � fly CD x,o, i 3-L X124 177-1 ...... g v� .............. fI 3 •:.:4:Jiiiiiiiiik�? � •vvvv`:v4\vvv.�::n•. .. �\ i 1 l +:tip\'•..�'v�� vi ic -y/ ' Renton Interim Transportation Plan 10/14/93 High Occupancy Vehicle(HOV) Element Draft Page 3-4 I ' The corridors identified above are those currently being considered for HOV treatments. The City plans to develop additional corridors on an as- needed basis (without over-developing or over-using this type of facility) Over-development of HOV facilities can lead to under-utilization and HOV ' traffic dispersion, rather than consolidation. Level of service evaluation criteria for HOV facilities will be developed to be consistent with the criteria developed for other motor vehicle transportation modes. Regional travel time contours will be generated to assess regional mobility. ' 3.4 RIDESHARING AND MODE SPLIT Although the total number of auto passenger trips traveling to/from Renton in 2010 would be' significantly higher than in 1990, the ridesharing rate --- as represented by the average vehicle occupancy --- will not be noticeably improved. Demand management and commute trip reduction measures, as well as arterial and freeway HOV improvements, will be needed to increase the rate of ridesharing. The 2010 Renton travel demand forecasts include 148,400 daily trips made ' as passengers in automobiles (see Table 3.1), which represents an 43% increase over the 1990 total of 103 900 daily auto passenger trips. The number of auto passenger trips in L010 translates to an average vehicle occupancy rate of 1.29 persons per car for trips to, from, and within Renton, which is roughly equivalent to the 2010 regional average of 1.32 persons per car and the 199(11 Renton average of 11.27 persons per car. The forecasts suggest that auto passenger trips would be' mor. evenly distributed geographically than would be transit trips, with 22% internal 34% to/from southwest King County, 18% to/from the Eastside, and 18 o to/from Seattle. C M O M n M M M O M Cl) M N M t3 C a � 3 0 0 0 coo ogo o OO oo co c, o 000O , O ^ O 00 00 oO oO N N ^ kn o ' r tl h N h N It \0 N o0 M N G ,W � Z U p O O 00 O O O 08 O O O O O O O O O x O O O O O O O O O co 00 O CD V1 N O M 00 O kn � v> CN M V) V) \D �D M n o0 h N a N \0 00 It L +p+ U U 8 OO O O C O O O 00 O V x c g 0 O O O O C O g O O 00 O O ONIt i DD cOV 00 N C N 00 --+ N O 00 ' M M N N ^ N M - N N M M M M M h O M 00 M h It � O M O O C x O O O O O O O O O 8 0 O O O cn h p O O O O O 000 O O ' V1 '[i' M M ON M M � O U M M M h p ' x O O O N O O O C\ 0 vi 00 O 0 0O0 O O N N ^ N V O� 00 h M O\ N 00 G p C p o x F dO C o c O O O O 00 C � O 00 M 062 M M N Q +p^+ ap^+ +p+ GC W d O O ? xx � � � wa Lv ZN CN U cn p Z C x it Renton Interim Transportation Plan 10/14/93 High Occupancy Vehicle (HOV) Element Draft Page 3-7 3.5 LEVEL OF SERVICE ' The City of Renton is currently revising its LOS policy to emphasize the movement of people, not just vehicles. This new 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. These LOS standards will be used to evaluate Renton city-wide or sub-area transportation plans. The auto, HOV, and transit measures will be based on travel times and distance and will be the primary indicators for concurrency. The new Renton HOV/LOS standards will be refined in the Final ' Transportation Plan to provide a system for use in evaluating transportation plans. r 1 ' Renton Interim Transportation Plan 10/14/93 Non-Motorized Element Draft Page 4-1 4. NON-MOTORIZED TRANSPORTATION ELEMENT Non-motorized facilities consist of trails (paved or unpaved), open spaces, and designated pedicycle (hereafter referred to as bicycle) routes which are used by pedestrians and cyclists. The non-motorized component of this plan is des' ped 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 may serve multiple functions including both commuting and recreation, along roadways and trails. The off-street elements of the non-motorized transportation system ' are specified by the City of Renton Trails Master Plan. The on-street elements are specified in the City of Renton Comprehensive Walk Program Preliminary Engineering Report. 4.1 GOALS, OBJECTIVES, AND POLICIES The goals, objectives, and policies of the Non-motorized Element were discussed in the City of Renton Land Use Element of the Comprehensive ' Plan: Renton's existing transportation system is oriented towards accommodating cars, trucks, and buses rather than pedestrians or ' bicycles. The intent of these policies is to provide guidelines for reevaluating the existing system and providing a better environment for walking aiild bicycling. Overail, pedestrian facilities throughout the City are intended to be upgraded. More facilities are also needed for bicycle storage and parking in ' shopping areas, employment centers and in public places. For example, a better pedestrian network can be encouraged by creating an interconnected street system, developed to street standards, t which include adequate walkways . and street crossings. Traffic sanctuary islands and midblock crossings across busy arterials are also useful methods of improving the pedestr'an environment. Goal ' The Goal o t e Non-Motorize Element is to maintain, enhance, and increase pedestrian and pedicycle travel by providing both safe and convenient routes and storage for the commuting and recreating public. (proposed) Renton Interim Transportation Plan 10/14/93 ' nm Non-Motorized Element Draft Page 4-2 Objectives The Non-Motorized Element is based on the following objectives: ' 1. Improve the non-motorized transportations stem for both internal circulation and linkages to regional travel. Source: City of Renton ' Land Use Element of the Comprehensive Plan, Transportation Objective T-5.0) 2. Develop and maintain comprehensive trails systems which provide , non-motorized access throughout the City, maximizes public access to open space areas, and provides increased recreational opportunities for the public. (Source: City of Renton Land Use , Element of the Comprehensive plan, Open Space Objective OS-6.0) 3. Integrate Renton's recreational and functional non-motorized ' transportation needs into a comprehensive trailsystem serving both local and regional users. (Source: City of Renton Trails Master Plan) , 4. Enhance and improve the circulation system to, from, and within the City. (Source: City of Renton Trails Master Plan) 5. Develop and designate appropriate pedicyclist commuter routes along existing minor arterial and collector arterial corridors. (proposed) , Policies , The City of Renton Trails Master Plan and the City of Renton Land Use Element of the Comprehensive Plan contain the City policies concerning non-motorized transportation elements, briefly described below, including ' all of the transportation-related Trails Master Plan and Comprehensive Plan policies. The following policies were derived from the City of Renton Land Use , Element of the Comprehensive Plan: Policy T-5.1: Pedestrian and bicycle traffic should be accommodated within all residential and employment areas of the City. Policy T-5.2: Pedestrian and bicycle movement across principal arterial intersections should be enhanced. PolicyT-5.3: Obstructions and conflicts with pedestrian movement t should be minimized on sidewalks, paths and other pedestrian areas. Policy T-5.4: Convenient and safe pedestrian and bicycle access ' should be provided to and at all transit stops. ' Renton Interim Transportation Plan 10/14/93 Non-Motorized Element Draft Page 4-3 Policy T-5.5: Bicycle storage facilities and parking should be encouraged within development projects, in commercial areas and in parks. Polic T-8.5: Streets and pedestrian paths in residential neighborhoods ' should be arranged as an interconnecting network and should connect to other streets. ' Policy OS-6.1: The trail system should serve local and regional users and be linked to the regional trail system. Policy OS-6.2: Trails should provide for the needs of a diverse ' population of users including groups such as adults, children, seniors, workers, the handicapped, and people engaging in either passive and/or ' active pursuits including edestrians, bicyclists, joggers/runners, equestrians (in outlying areas, and bicycle commuters. Policy OS-6.4: Informal or private pathways should form a secondary ' system with linkages to the public system. These trails should be developed and maintained under joint public/private partnership. ' Policy 9S-6.5: Linkages should be provided with surrounding communities, within ma'or regional corridors such as the Cedar River, Green River and the Lake Washington Loop, and the Soos Creek Trail. ' Policy OS-6.6: Within the City, linkages should be provided between residential areas, employment centers, commercial and service areas, and recreation areas. The following transportation-related policies were derived from the City of Renton Trails Master Plan: 1. Develop non-motorized transportation in tandem with motorized transportation systems, recognizing issues such as safety, user 1 diversity, and experiential diversity. 2. Provide for the trail needs of Renton residents; working population; and commuters, recognizing the diversity of needs of such groups as: adults, children, senior citizens, workers, recreationists, and the physically impaired. 3. Recognize the diversity of transportation modes and trip purposes of the following four groups: pedestrians, bicyclists, joggers/runners, and equestrians. 4. Provide foot/bicycle separation wherever possible; however, where conflict occurs, foot traffic should be given preference. 5. Provide adequate separation between non-motorized and motorized traffic to ensure safety. Renton Interim Transportation Plan 10/14/93 ' Non-Motorized Element Draft Page 4-4 6. Put major emphasison establishing a "macro" system of trails while identifying critical missing links in the existing functional system. 7. Address "micro" level trails and fill gaps in existing trail patterns where appropriate. , 8. The adopted Trails Plan shall be coordinated with and be an integral component of the City's on-going transportation ' planning activities. 9. Appropriate mitigation measures will be taken to address ' impacts on the city's recreation and transportation infrastructure. Contributions to the City's non-motorized circulation system will help alleviate such impacts. , 4.2 EXISTING BICYCLE AND PEDESTRIAN FACILITIES The City's non-motorized transportation system is comprised primarily of roadside sidewalk. 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 January, 1992, City of Renton Comprehensive Walk Program Freliminary Engineering Report .addiesses 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. ' Renton is located at the crossroads of a regional system of existing and proposed trails. Existing routes 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 trail system within Renton and the nearby regional routes. Cyclists currently are required to ride along the existing streets and shoulders within business districts (City Code 10-12-12:D.1.). In other areas of the city, cyclists may use existing sidewalks, provided that they , y eld the right-of-way to pedestrians. Renton currently has striped bike lanes only along Garden Avenue North (North 6th Street to North 8th Street) and North 8th Street (Garden Avenue North to Houser Way). Design criteria for walkways, trails, and bikeways are contained in a variety of documents, including the City of Renton City Code and Trails Master Plan, King County Road Standards. American Association of State ' ' Renton Interim Transportation Plan 10/14/93 Non-Motorized Element Draft Page 4-5 ig way and Transportation Officials Guide for the Develorit of Bicycle Facilities, and Federal Highway Administration Manual on ' Uniform Traffic Control Devices. 4.3 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 alon�gg sections of Maple Valley Hwy (SR-169), Puget Drive, and Talbot Rd S. These roadways do not currently provide safe non-motorized mobility 1 through Renton. Installation of walkways/sidewalks has been either programmed into future trans ortation improvement projects, or identified in the City of Renton Comprehensive Walk Program Preliminary Engineering Report. 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 i oadways, because sidewalks are not required by rural area design staildards. Most existing countroadways have either paved or gravel ' shoulders for use b cyclists and pedestrians. Consequently, many of the potential annexation areas do not provide protected non-motorized inter- neighborhood connection. This is not the case in Fairwood, however, where sidewalk has been installed throughout the development. Another important consideration is bicycle route connection to regional t cycling corridors. The regional corridors to which the Renton trails should connect include Interurban Trail, Christensen/Green River Trail, Lake Washington Loop Trail, Sammamish Trail, and Soos Creek Trail. 4.4 BICYCLE AND PEDESTRIAN FACILITIES PLAN The City, pper the Comprehensive Walk Program, 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 sideslopes and roadway grades, or minimal expected pedestrian usage, some locations will have edestrian/cyclist facilities constructed on only one side of the street. Installation of the facilities detailed in the City of Renton Comprehensive Walk Program Preliminary i � :.......................:.. City of Renton Non-Motorized Faeilities ; L �� � ,�. (�� ,111►' 1 IN SHE 15 re Bicycle Facilites Mixed Use Facilities Pedestrian Faciiifies 1. TaylorAve/Hardic Ave 10. Cedar River/Urban Industrial Zone ZO. Cedar RivcrTrad 2. Lake Avefrobin St 11. Rainier Ave 3. Lake Washington Loop 12. Green River Trail 13. Interurban Trail 14. Garden Avc/N 8th St/Houscr Way ..Ili u „ ■Ili.' � � �� � �.• 1 w, �i■■ I City of Renton ,j / X111► �' ;.:: l 1_111,\ .. 7; sidle ilk elide � � �.. Dula =►::< � �' � ::,.� � - ��+��� �;ul;IIS✓%� � � � , • ..:. ©�/� , ��./ri7"�� :. 111 o did OWN I MUM mm Proposed Bicycle Facifites Proposed Mixed Use FacilRies Proposed PedGstrlan Facilftles I D-all-Cool Crook Route .14 Bendon Rd 30.Lake Washington Route 51�S.Uln Lake ConneCt., 59 Puget Power/S"s."Trail 2 Sunset Blvd.(Eml) S F.—cod Route 31 Union Ay. 52 May Creek Trail 60Bonneville Trail 3 Sun 16 Abordid—Ave 32.D-il's Ebow 14>ulds 53 H—.v C"""Trod 61�Erna—Ridge Tal 4 tdo 1 7 Earronds Ay. 33 C-i's RivertUrtgan kricuff.,Zon.—1 54 HistOnc Pacific Coast Trail 62 Springurook Valley Trail 6 Sunset Blvd.(West) 19 116th A—SE St d 7 SW 7m St 20 Penton/Newport Hills Route 36 Lake Youn I TIO 57 Union Tail 65 SpringDool,Wetioncis Trail .mcaads_p nector to 58 Block R.y.r Trail Tg.,t Dr 21 Monro.Can 37 10 Erna-Trail 23 Monettir W 39 P-1 Charn.IT-1 1 2 SW 271h 11 2&PrklB=sw Connector 41 Int:rurOar,Trod 13 S.43rdlP.,r_.ky Ra 42 Ranier A- 41 Gard.n/Sth/Husei 44.Gordenl6th/Bromon Connector L ' Table 4.1 Proposed Non-motorized Facilities ' No. Facilitv Name R/W Setting Type Riryrfe Routes 1 Duvall Ave-Coal Creek PkwY Sh R Re , 2 Sunset Blvd east Sh R Ree 3 Sunset By-pass NE 12th St Sh R Nbd 4 Northridge Route Sh R Sub , 5 Airport Perimeter Road Sh R Ree 6 Sunset Blvd (west) Sh R Ree 7 SW 7th St Sh R Nbd 8 Puget Dr Sh R Sub 9 Talbot Rd Sh R Sub 10 Empire Trail Sh R Re 11 SW 16th St Sh R Sub 12 SW 27th St Sh R Sub , 13 SW 43rd St/Petrovitskv Rd Sh R Ree 14 Benson Rd Sh R Reg 15 Fairwood Route Sh R Reg , 16 Aberdeen Ave Sh R Sub 17 Edmonds Ave Sh R Sub 18 SE 31st SBS 168th St Sh R Sub 18 116th Ave SE Sh R Ree , 20 Renton/Newport Hills Route Sh R Re 21 Monroe Connector Sh R Sub 22 Hardie Ave/Tavlor Ave Sh R Sub 23 Monster Rd Sh R Ree 24 NE 4th St Sh R Reg , 25 1 Park Ave/Bronson Connector Sh R Sub Mixed Use Facilities 30 Lake Washington Blvd Sh R Reg ' 31 Union Ave Sh/Ex R/OS Reg 32 Devil's Elbow Sh R Sub 33 Cedar River/Urban Industrial Trail Ex 0S Sub 34 Cedar River/Urban Natural Trail Ex OS Sub , 35 Burnett Ave Sh R Sub 36 Lake Youngs Trail Ex E Ree 3-/ Cascade Trail Ex E SLS 38 Soos Creek Trail Ex OS Re ' 39 P-1 Channel Ex E Nbd 40 Green River Trail Ex E Ree 41 Interurban Trail Ex E Reg 42 Rainier Ave Sh R Re , 43 Garden Ave/N 8th St/Houser Wav Sb/Ex R/E Re 44 Garden Ave/N 6th St/Bronson Wav Sh R Sub Pedestrian Only Facilities 51 South Lake Connector Ex OS Sub ' 52 Mav Creek Trail Ex G Sub 53 Honey Creek Trail Ex OS Sub 54 Historic Pacific Coast Trail Ex OS Nbd 55 Kennvdale Creek Trail Ex G Nbd ' 56 Cedar Crest Trail Ex OS Sub 57 Union Trail Sh/Ex R/E Re 58 Black River Trail Sh/Ex R/OS Sub 59 Puget Power/Sunset Trail Ex G/E Nbd ' 60 Bonneville Trail Ex OS Nbd 61 Empire Ridge Trail Ex G Nbd 62 S ringbrook Vallev Trail Ex OS Reg 63 Grant Creek Trail Ex OS Sub 64 Panther Creek Trail Ex OS Sub 65 S ringbrook Wetlands Trail Ex OS Sub Ex-Exclusive E-Easement Nbd-Neighborhood ' Sh-Shared G-Greenbelt Reg-Regional OS -Open Spaces Sub-Subarea R-Roadway Existing Routes are in bold type. ' Renton Interim Transportation Plan 10/14/93 Non-Motorized Element Draft Page 4-8 ' Engineering Report will be constructed as part of the prioritized sidewalk installation program. Additional non-motorized facilities will be constructed in conjunction with roadway improvement projects. Current annexation area roadways without sidewalks will be added to the comprehensive walk program after annexation into the City. Sidewalk 1 improvtrictements on roadways could be improved through local improvement dis (LID) and capital improvement projects. Along roadways designated as bicycle routes, roadway or shoulder widening may accommodate cyclists needs. These improvements will be added when roadway improvement projects are constructed. The Trails Master Plan contains in-depth descriptions of proposed trail corridors. The Plan lists the pedestrian and bicycle facilities separately, although many trails will accommodate all non-motorized travel. The proposed trails are listed in the Table 4.1. The proposed non- motorized facilities also are shown in Figure 4-2. 1 Renton Interim Transportation Plan 10/14/93 TDM/CTR Element Draft Page 5-1 A A 5. TRANSPORTATION DEMAND MAN EMENT/COMMUTE G TRIP REDUCTION (TDM/CTR) ELEMENT As stated in the Arterial, Transit, and HOV Elements, 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) Element addresses this challenge .by focusing on encouraging and facilitating reductions in trip-making, dispersion of peak period travel demand throughout the day, increased transit usage, and increased ride sharing. 5.1 GOALS, OBJECTIVES, AND POLICIES In enacting the Washington State Commute Trip Reduction (CTR) law of ' 1991, the State Legislature found that decreasing the demand for vehicle trips is significantly less costly and at least as the 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 Element also are based on these findings. ' Goal The Goal of the Transportation Demand Management ommute Trip Reduction Element is to encourage and facilitate the reduction of commute and other trips made via single occupant vehicles. (pro osed Objectives The Transportation Demand Management/Commute Trip Reduction tElement is based on the following objectives: 1. Encourage the develo ment and use of alternatives to single occupancy vehicles. (Source: City of Renton Land Use Element of 1 the Comprehensive Plan, Transportation Objective T-4.0) 2. Promote a reasonable balance between parking suppl and parking ' demand. (Source: City of Renton Land Use Element of the Comprehensive Plan, Transportation Objective T-7.0) Renton Interim Transportation Plan 10/14/93 N TDM/CTR Element Draft Page 5-2 Policies , The City of Renton Land Use 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). The policies of the TDM/CTR Element, briefly described below, include the Renton and King County Comprehensive Plan policies. i The following new policies were developed for the Interim Transportation Plan: , • Transportation demand management measures should be implemented at residential and retail developments, as well as at the workplace. (proposed) , • Site design and layout for all types of development should incorporate transportation demand management measures such as convenient priority parking places for HOW, and convenient, direct , pedestrian access irrom residential-, commercial, and other facilities to transit stops/stations. (proposed) 5.2 EXISTING PARKING SUPPLY AND DEMAND T , II he discussion section accompanying the parking policies in the Comprehensive Plan states that "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." Further discussion proposes that "ideas such as lowering parking ratios and establishing a maximum ratio of parking to building size could be explored." ' Development of the City's final Transportation Plan will include the completion of a city-wide parking study. This study will include an inventory of all off-street and on-street parking spaces as well as a parking ' utilization study for the central sub-area of the City. Criteria for locating park and ride lots serving residential areas should ' 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. Ideas such as lowering ' parking ratios and establishing a maximum ratio of parking to building size could be explored. Other standards for construction of parking structures should include minimization of land area and the amount of impervious , surfaces. However, arking ratios should only be reduced as transit services are increased and an adequate level of public transit can be demonstrated. It is the intent of these policies to use incentives as much as , Renton Interim Transportation Plan 10/14/93 TDM/CTR Element Draft Page 5-3 possible to create choices for developers as they evaluate how to provide ' parking on a site. The following policies were derived from the City of Renton Land Use ' Element of the Comprehensive Plan: Policy T-3.6: 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 minimized through techniques, such as transportation management programs implemented through cooperative' agreements at the work place, flexible work hours and sub-area planning Polic T-4.6:Measures to increase the use of high occupancy vehicles ' should be promoted among employers located within the City. Policy T-7.1: Appropriate parking ratios should be developed which ' take into account existing parking supply, land use intensity and transit and ride-sharing goals. Policy T-7.2: Alternatives to on-street or on-site parking should be explored. Policy T-7.3: Criteria should be developed to locate park-and-ride lots ' serving residential areas. Policy T-7.4: The construction of parking structures should be ' encouraged. Policy T-7.5: Parking ratios should be reduced as transit services are increased and an adequate level of public transit can be demonstrated. 5.3 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 will prepare a CTR Plan and will "complete a review of local parking policies and ordinances as tAey relate to employers and major worksites and any revisions necessary to comply with commute trip reduction goals and guidelines." ' The City will coordinate with fourteen other King County jurisdictions and with Metro to complete the above-mentioned parking review. In 1992, Metro submitted an application on behalf of each of these jurisdictions for ' $20,000 in federal grant funds to the Puget Sound Regional Council. At this time, each of the cities, including the City of Renton, is in the process of attaining approval from its Council for contracts to complete the parking policy review. When approval has been attained, the City will submit the Renton Interim Transportation Plan 10/14/93 , TDM/CTR Element Draft Page 5-4 a project prospectus and an interlocal agreement to WSDOT which will transmit the funds from the federal government to the City. ' During 1993 and 1994, the City will work to review and ultimately revise its parking code, particularly those sections in the code which address parking requirements at office and industrial sites. 5.4 EMPLOYERS' MODE SPLIT , Employers' mode split will be addressed with data being gathered and used ' for the implementation of the CTR law. In order to implement the State Commute Trip Reduction law, King County was dividedup into approximately a dozen CTR zones with similar employment density, population density, level of transit service, parking availability, and access , to High Occupancy Vehicle facilities. The Puget Sound Regional Council produced base year values for 1992 for each zone using Its regional transportation model. These values reflect the average rate of single occupant vehicle (SOV) trips for all employers in the zones. Most of the Cit of Renton is located in the south Kin Count zone. A Y g Y � smallti iece of the City, the northernmost ' pY P north of May Creek, is i located n the east King County zone. The ;ase year value for single occupant vehicle tris for both the south and the east Kin Count zone is P P g Y lit fi ure it is 85%. While this figure is not an exact mode sp g , representative of the degree to which employees of all employers In Renton are accessing their worksites by single occupant vehicle or using other modes. The assumption is made that the SOV rate is 85%, and the rate of , trips made by other mod--s is 15%. 5.5 TDM/CTR PROGRAMS The City adopted a CTR Ordinance and a CTR Plan. The ordinance outlines the manner in which and the schedule with which employers located within the City of Renton are required to design and implement ' commute trip reduction programs at their worksites. The CTR Plan is a summary document that describes the City's ' implementation approach. As stated in the Plan, the City has contracted with Metro to perform certain activities, including employer notification, employer assistance, and program review. The Plan summarizes the CTR goals and establishes the CTR zones mentioned above. 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, to complete the ' parking policy review mentioned above, and to report on an annual basis to the State regarding progress towards meeting CTR goals. ' Renton Interim Transportation Plan 10/14/93 TDM/CTR Element Draft Page 5-5 ' The City currently has no formal Transportation Demand Management Program. The City, with the support of Metro, has developed Transportation Management Programs (TMP's) for new residential, ' commercial, and office developments. These TMP's have usually been_put in place through SEPA agreements. At some point in the future, the City may consider adopting a developer-based Transportation Demand gg Mana ement ordinance (with site design and other requirements) to compliment the employer-based CTR ordinance and its employer worksite ' requirements. 5.6 PARKING MANAGEMENT ORDINANCE ' Chapter 14 of the City's Building Parking Code is the City Parking and Loading Ordinance. The Code includes requirements for new construction ' of parking including landscaping, screening, layout, paving, markings, and wheel stops. It also includes requirements for size and amount of parking according to the land use activity of the building involved. ' The City's Code will undergo study as part of the parking policy review (see Section 5.3), and may be revised to make it more compatible with the potential parking demand reduction expected with successful implementation of the Commute Trip Reduction law. 1 Renton Interim Transportation Plan 10/14/93 Airport Element Draft Page 6-1 6. AIRPORT ELEMENT The Airport Element of the Renton Transportation Plan is derived from, and based on, the updated Airport Master Plan for the Renton Municipal Airport. ' 6.1 GOALS OBJECTIVES AND POLICIES The intent of the goal, objectives, and policies is to support increased aviation activities and appropriate mitigation of adverse impacts when possible. (Source: City o Renton Land Use Element of the Comprehensive Plan, Chapter 11, Airport . Goal ' The Goal of the Airport Element is to create efficiently functioning air transportation facilities which are resp onsibl integrated with the City's transportation system and land use pattern. (Source: City of Renton Land ' Use Element of the Comprehensive Plan, Airport Goal) Objectives The Airport Element is based on the following objectives: ' 1. Promote and develop local air transportation facilities in a responsible and efficient manner. Source: City of Renton Land Use Element of the Comprehensive Pan, Airport Objective A-1.0) ' Policies The Renton Airport Master Plan and the City of Renton Land Use Element of the Comprehensive Plan contain the City policies concerning the Airport Element. The policies of the Airport Element, brieflydescribed below, include all of the Airport Master Plan and Land Ue Element of the Comprehensive Plan policies. The following policies were derived from the City of Renton Land Use Element of the Comprehensive Plan: Policy A-1.1: Support the land base and seaplane base activities. ' Policy A-1.2: Support increased air transportation with appropriate mitigation measures of potential adverse impacts. ' Policy A-1.3: Use existing airport land primarily for direct aviation related uses. Policy A-1.4: Develop appropriate land use plans and regulations for structures and vegetation within the airport sphere of influence. Renton Interim Transportation Plan 10/14/93 ' Airport Element Draft Page 6-2 Policy A-1.5: Minimize conflicts between development regulations and , air traffic regulations. The following policies were derived from the Renton Airport Master Plan: ' • A balanced mix of aviation should be served. Future proportions of based general aviation should not be allowed to vary significantly from current fleet mix. The basing capacity for light General Aviation aircraft should be maintained at about 260 aircraft. The number of based business aircraft should be kept to less than 20% of the total of non-Boeing General Aviation aircraft ' on the field. Leasing policy and negotiations may be a tool for implementation. • The City's airport ownership should not extend east across the ' Cedar River. • The use ofspace at the airport should be maximized. Wherever ' possible, land uses should be condensed. • Airport leases that need runway access should have priority. (The ' airport flightline is a limited resource and should not be given to uses which could operate elsewhere.) In addition, Renton is the only publicly-owned seaplane facility in the area and, therefore, seaplane access deserves a priority along the lake shore. ' • The Community Service Alternative response to demands for use of the Renton Municipal Airport should be the Balanced Response to ' maintain General Aviation basing capacity. (This option seeks to avoid the loss ofgeneral aviation parking areas on the west side apron because of lease recapture by Boeing. Boeing would take , over the southeast corner of the airport, displacing non-Boeing general aviation uses to the west side of the airport.) 6.2 AIRPORT FACILITIES ' The Renton Municipal Airport has become one of the majorgeneral aviation airports in the Puget Sound area. It 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 tie Rainier Avenue, and on the north by Lake Washington. (See Figure 1.1) The Airport consists of approximately 170 acres. It is oblong in shape, and has ' one runway with two parallel taxiways (with concrete and and surfaces and artificial drainage). The Airport is classified as a Basic Transport/Reliever airport. , 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 , Renton Interim Transportation Plan 10/14/93 Airport Element Draft Page 6-3 I , 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 an Air Traffic Control Tower during the hours of 7 a.m. to 10 p.m. 1 Approximately 150,000 landings and take-offs per year take place at the Airport, making it the third 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. It 1 6.3 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 commercial airline and 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). The past few years have shown an increase in the charter seaplane businesses utilizing the Renton Airport facilities and the seaplane base. 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. 6.4 AIRPORT MASTER PLAN The Airport Master Plan for the Renton Municipal Airport was initiated in 1978, funded jointly by the Federal Aviation Administration, the ' Washington Aeronautics Commission, and the City of Renton. 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. Every few years the Airport Renton Interim Transportation Plan 10/14/93 ' Airport Element Draft Page 6-4 Master Plan is updated as necessary to track progress and changes from the original Master Plan. ' It should be recognized that the Airport Master Plan addresses aviation facilities only. The City has other off-site related responsibilities that are not addressed in detail by the Master Plan, including maintenance of ' waterways, land use compatibility, zoning, aviation-related restrictions on building height, etc. The original 1978 Master Plan Findings and Recommendations are listed below. 1978 Airport Master Plan Findings ' 1. Renton Municipal Airport is developed almost to capacity. (Status: unchanged) 2. Seaplane activity is accommodated on the airport and does not have ' its own identifiable facility. (Status: unchanged) 3. There is substantial demand for airport/seaplane base space within the region served by the airport. (Status: unchanged) ' 4. The ability of the Renton Municipal Airport to satisfy this demand is limited by the physical constraints of the site. (Status: to be re- ' evaluated) 5. The character of general aviation flying at Renton will continue its ' slow shift from pleasure flying to business flying over the next twenty years. (Statue: unchanged) " in tun "fine 6. Most improvements that can be made to the airport are "f g ' of g desi n features to increase capacity improve rove efficiency, or. enhance safety. (Status: to be re-evaluated) 7. The installation of a microwave landin.g,sy stem (MLS) in the future is possible; however the landing minimums are limited by high terrain west of the field. (Status: MLS system has been canceled) 8. Unrestricted auto access to the aircraft operating areas needs to be controlled. (Status: access has been restricted) ' 9. The use of Boeing Apron C space for parking of additional general aviation aircraft would increase the capacity of the field. Status: unchanged) ' 10. The relocation of Taxiway A closer to the runway would gain approximately 80 aircraft parking spaces. (Status: unchanged) 11. The environmental impacts of new development are minimal for the airport. (Status: to be re-evaluated) ' Renton Interim Transportation Plan 10/14/93 Airport Element Draft Page 6-5 12. The most adverse environmental impact for the airport is associated with the jet testing facilities in Boeing Area A. (Status: to be re- evaluated) 13. The costs of development of the airport and seaplane base are approximately $1,620,000. (Status: updated) 1978 Airport Master Plan Recommendations 1. It is recommended that the improvements for the Renton Municipal Airport and Will Roger-Wiley Post Memorial Seaplane Base be adopted as presented in the Master Plan Report. (Status: unchanged) 2. It is recommended that all short-term improvementsiven in this Master Plan Study be implemented by 1982. (Status: some improvements have been made). ' 3. It is recommended that the Boeing Company further investigate ways to mitigate the noise associated with the engine testing facilities. (Status: ongoing) 4. It is recommended that this Master Plan be continually reviewed and updated as needed to take advantage of increased technological improvements to confirm forecasts and to review the standards associated witfi airport development. (Status: ongoing) ' The primary findings of the 1978 Airport Master Plan and subsequent updates (the most recent in 1988) have not changed significantly. The City currently is in the process of pre aring another Master Plan Update (scheduled for completion by the endpof 1993), based on forecasts through the Year 2013. The Master Plan Update will update forecasts and review the design standards associated with airport development. The scope of work will be supplemented to provide information on the adjacent land use compatibility and zoning. The 1988 Master Plan U date did not clearly delineate findings and recommendations. Insteadp recommendations for policy considerations ' were identified (see Section 6.t, above, and 1988 Update, page 69). These policy statements were approved by the City Council on December 5, 1988, and are thus considered to have established City policy concerning ' the future development of the airport. 6.5 AIRPORT MASTER PLAN IMPLEMENTATION The airport developTent 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 Renton Interim Transportation Plan 10/14/93 ' Airport Element Draft Page 6-6 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 annually for assistance with the accomplishment of those eligible ' projects programmed in the Master Plan. ' Renton Interim Transportation Plan 10/14/93 Freight Element Draft Page 7-1 7. FREIGHT ELEMENT The Freight Element of the Transportation Plan addresses the needs and impacts of goods movement and distribution in Renton. The Freight Element focuses on the two primary providers of freight transportation: trucking and freight rail. 7.1 GOALS, OBJECTIVES, AND POLICIES Goal ' The Goal o t e reig t Element is to maintain and improve truck an eight rail access to Renton industrial areas, and to integrate freight transportation needs into Renton's multi-modal transportation system. (proposed) Objectives The Freight Element is based on the following objectives: 1. Maintain existing freight rail service to commercial and industrial sites and establish rail service connecting employment and residential areas. (Source: City of Renton Land Use Element of the Comprehensive Plan, Transportation Objective T-6.0) 12. Maintain truck access between Renton in u. trial areas and the regional highway system. (proposed) 3. Minimize the impact of truck traffic on general traffic circulation and on Renton neighborhoods. (&oposed) Policies ' The City of Renton Land Use Element of the Comprehensive Plan contain the City policies concerning the Freight lement, briefly described below. Policy T-3.3: 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-6.1: Design transportation facilities in a manner that compliments railroads. Policy T-6.2: Locate spur tracks to provide a minimum number of street crossings and serve a maximum number of sites. Renton Interim Transportation Plan 10/14/93 ' Freight Element Draft Page 7-2 I Policy T-6.3: Minimize adverse impacts of railroad operations on ' adjacent residential property. Policy T-6.4: Design railroad crossings to minimize maintenance and protect the street surface. ' Policy T-6.5: Provide protective devices, such as barriers and warning signals on at-grade crossings. ' 7.2 TRUCK ROUTES ' The City has a system of truck routes (see Figure 7-1): Until October, m ri in only advisor signs on the 1991 the s stem had been informal co s routes. With the Cit Council adoption of the Truck Route Ordinance the ' truck route system became a regulatory system. 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 j Renton School District buses on designated routes, public transit on ' designated routes, garbage trucks, city maintenance vehicles, and emergency vehicles. 7.3 INVENTORY OF LOCAL RAIL SYSTEM FACILITIES AND ' USERS Freight rail service is currently available to several industrial and commercial areas of the City. The Freight Element of the Transportation ' Plan 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 Element also provides ' guidelines to insure that existing rail lines do not impact adjacent land uses, create maintenance problems for City streets or pose safety concerns. Existing rail lines within or borderin the City of Renton include the ' Burlington Northern Railroad (BNRR� main line between Seattle and Tacoma, and the BNRR 18th Subdivision Branch Line, which connects Renton and the east side of Lake Washington to the BNRR main line. ' The BNRR 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 BNRR 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 BNRR main line. A ' Figure 7-1 crit' :J�!lf�f < sf< !f >7'f%i:!frF�/r 4� ..�.�r,•'i J,;�' Yrc:;f o Ui !CY >Y't't?:r•};+Yftf4.s{C`"rf:>:>;:,�:........ i:r%:>•. rf Y4' Y r'..sJr: r.'::.`•.r;':;•i'•:.t:>.. ::/,:: v•.}>%:Writ:•`'>: •r.i7'.�y%{F�� ......... • �rfl,�,/f JSf v�<n+f{�it54'4/A+r�f.<�"::nx <£ ■ ^f�:/:%NIF:^rn{s>ri' �.'{>'iff.•!.�"irC•'iv'iiiS '�'<}•F 1 lfJi% •.++J�;�;��f'! •" .`•i:>iiYfr % !f•/'!"•°>' .u',<V�%:f!f L ;eli!JC2"•J# i+'r.,ll�, f�< �.?•}:.}. v 405 g :•+.�•r,:'f'•,;»�;•':;' :�ry;..;:� �rfS J r/ of rrf — Not To Scalc — 14 f y f�firf`'t��:r:J•::�:'�J vX+ia} 6yJf <NCS f.•//.:f C:y:ti•rC. .<�` 4 1 1z 11 u L-t{ I i 169 - L _' ., i 181 I i r � Pehov�tl[Y ..sw.akav I I I 'I IT-17 hTur j Truck Routes r Legend Truck Route Interim City Limit — — Transportation Sphere of Plan Influence l Renton Interim Transportation Plan 10/14/93 Freight Element Draft Page 7-4 single spur track with several branch lines serves the Renton Valley industrial area.(southwest Renton). Another single spur track from the ' BNRR main line serves the Container Corporation of America plant, located north of I-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. The BNRR 18th Subdivision Branch Line splits from the BNRR 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 BNRR 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 any time during the day The Spirit of Washington Dinner Train leaves downtown Renton at 6% ' PM and returns by 10:00 PM with an additional afternoon run on weekends. The infrequent use of the BNRR main line spur tracks and the BNRR ' branch line results in minimal disruption to vehicular traffic movement in Renton. 7.4 REGIONAL ACCESSIBILITY Trucks and Industrial Traffic Truck access from City of Renton industrial areas to the regional t 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 SW 43rd i St/SR-167 (Valley Freeway) interchange and the SR-181 (W Valley Hwy)/I-405 interchange. The Earlington industrial area in west central Renton is served by designated truck routes on Rainier Avenue and Grady ' Way, which provide direct access to SR-167 and to I-405 (via the SR- 181/I-405 and SR-167/I-405 interchanges). Truck access to the North Renton industrial area (north of downtown Renton and west of I-405) from I-405 is provided via the designated truck route on Park Ave N. Another truck route to I-405 and SR-167 from the North Renton industrial area is via N 6th St, Aiort Wy and Rainier Ave. Truck and industrial traffic ' access from I-4�5 to the King County waste transfer station and maintenance shops east of I-405 is provided via the Sunset and Maple Valley (SR-169) interchanges and NE 3rd St-NE 4th St. The Stoneway Sand and Gravel complex, also east of I-405, generates industrial traffic , ' Renton Interim Transportation Plan 10/14/93 Freight Element Draft Page 7-5 that uses the Maple Valley Highway to access I-405. Arterial improvement projects in the Transportation Plan will enhance truck access between the industrial areas and the regional highway/freeway system. Freight Rail t Future land use development is not anticipated to result in a significant increase in rail freight service in Renton. However, freight service could be affected by the proposed Renton commuter rail service (see Sections 2.3 and 2.4), which would use the BNRR branch line. If the Regional Transit Authority System Plan ballot measure is approved by voters, the commuter rail service could begin as early as 1996. By the year 2000, plans call for 48 commuter rail trains per day (operating at 15-20 minute headways) to ' use the BNRR branch line. This Includes 24 trains to Seattle and 24 trains to Tacoma during the morning and afternoon commuter peak travel periods only. This operation is not anticipated to have a substantial impact on freight and the Spirit of Washington Dinner train due to the limited use by freight and the Dinner Train during the peak commuter travel times. IRenton Interim Transportation Plan 10/14/93 Financing/Implementation Element Draft Page 8-1 8. FINANCING AND IMPLEMENTATION ELEMENT The Financing and Implementation Element outlines the strategies and actions to finance and implement the transpportation 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 mplementation Element includes: ' • Information on current revenue sources and future revenues. • Assessment of Renton's adopted 1994-1999 Six-Year Transportation Improvement Program (TIP) with regard to transportation improvements and programs identified early in this document. ' • Identifying potential revisions to the adopted Six-Year TIP to reflect transportation needs identified in this document. ' • Policies relating to financing and implementation of the transportation plan. ' • Strategies and actions for the City including future work planned toward financing and implementing the transportation plan over the next 18 to 20 years. t 8.1 GGALS, OBJECTIVES, AND POLICIES ' According to the Land Use Element of the Comprehensive Plan, the intent of the funding goal, objectives, and policies is to provide a framework to ' guide development of a funding program for transportation improvements. Goal iThe Goal of the Financing and Implementation Element is to develop a nding and implementation pro ram, for needed transportation improvements supporting adopted Zand use policies, that distributes ' transportation costs equitably between public agencies and private development. (proposed) ' Objectives The Financing and Implementation Element is based on the following ' objectives: 1. Pursue funding for transportation improvements from all potential sources in an efficient and equitable manner. (Source: City of Renton Interim Transportation Plan 10/14/93 Financing/Implementation Element Draft Page 8-2 Renton Land Use Element of the Comprehensive Plan, Transportation Objective T-9.0) 2. Develop a staging qnd implementation Pan that expedites transportation stem improvement projects that i improve HO p.. �' P ... P J ), P flow, ii) improve transit service, iia) improve pedestrian and bicycle facilities and iv)provide neighborhood protection against the , impacts o through tri c. (proposed) Policies ' The City of Renton Land Use Element of the Comprehensive Plan contain , the City policies concerning the Financing and Implementation Element, briefly described below. Policy T-9.1: Growth related traffic improvements should be funded primarily by impact fees charged to new development. Policy T-9.2: Coordinate equitable public/private partnerships, such as , Transportation Benefit Zones (TBZ) and Transportation Benefits Districts (TBD) to help pay for transportation improvements. Policy T-9.3: Pursue federal, state and local sources of funding (e.g. ' loans, matching funds) for transportation improvements. Policy T-9.4: Establish a mechanism to provide multi jurisdictional ' cooperation to fund transportation improvements. Policy T-9.5: Create a funding mechanism, such as a TBD, that can be ' applied across boundaries to address the impact of growth outside the city limits oil the City's transportation system. Policy T-9.4 would include establishing joint and/or coordinated , transportation mitigation systems with other Jurisdictions. 8.2 INVENTORY OF FUNDING SOURCES Sources of transportation revenues for the City of Renton are identified on Table 8.1. For a 6-year period, revenues total approximately $48 million, or $8 million annually. Business license fees contribute nearly 25% of the total 6-year revenues. Vehicle license fees and the motor vehicle half cent ' gas tax contribute another 10%. Developer mitigation and LIDs accounts for 30% of the revenues. The City of Renton has aggressively pursued grants which amount to over 35% of the revenues. ' Future total revenue is projected to remain approximately the same though P J . PP y g the percent contribution from the individual sources may change. Howver trends in transportation financing are becoming apparent which , could af�ect the City of Renton's transportation revenue. The trends include: declining revenue available from several sources, such as the half ' TABLE 8.1 CITY OF RENTON 1 SOURCE OF TRANSPORTATION FUNDS (Over a 6-Year Period) Half Cent Gas $ 1.9 million Developer Mitigation $ 12 million LIDs' $ 4 million ' Grants $17.5 million Business License Fees $10.8 million Vehicle License Fees $ 2.1 million 6-YEAR TOTALS: $48.3 million ' RLVI?IFUNDSZ/w /b Table 8.2 ' City of Renton Six-Year Transportation Improvement Program 1994-1999 Total Project Summary daub...::,:.,... <::>:::>:::::.... .. >::;<: >: :<><: TIP: ;:::>::... -Pro het £stle %:3+undln 1994 199 1996 :;>:::>. T? 1998 .. .... 1999. Coat; ' ttiiiae�Ea<E: 1 Street Overlay Prem n/a 760.000 440.000 440.000 440.000 440.000 440.000 2.960.000 1 2,640.000 :::.::.:::::::::.:.......�:..:•.: •::2-:.::�?. .�# ?2i3:D#30 .430:000.. :::::..... - - >3: Fack:�i$ransan to N.1#}th.. 1 S063B0 2 312 fSQ . 3..963 '>';::`• .... ..........: �� tli_60� E 640130;:: ................... S#itt3CC>lE3>I`l$tlt 317.7E10 4dfldDt} 3535 :€100?:: $4$3flt:> 6r5t300 ZEI01 ............. .. 361:64 . :::.943.:M 1.38E.#8t3 SW: lsi.ta.1. #:;:2940 OOt1;: .1.286iE300 .. .. ?,OOo:i300 X150 ..: - 1kadS Detattdl4i�[nt<1'tn rrfa 5Et5k04 SfIE <#: 3E#00 30000 aO;EloO 30 22£t.£)QO ... .. i:: :::: ICW3v)SflY�arn ZI1E30. 70,f10ik :llE)Q% : II#,#)Q 70:000 70s00o- ?�i100 ....... 5313430::E: ...: i;:?i:?........... ..21::1 :::'• '1. :;•:$:•;•>: Irani :.&..Street$cave.:::...... I.3 I. :...:..:......... .............. ..a43fi�,f.C�::::::::::<:�i�,El�.. .2t)E3:O(iE3` 2Eia:oDO . .:?Oo-fldtY L.439�#X� ::;1s1:::::::3krEenaE 1-I(v<Ttx;'•txl ect.gcKel LE10;OOQ :::.>::>::::;: :::« ':::<:<s>:�>:::. II 12 Bridge Inspect.&Repair Program n/a 100,000 100,000 100,000 100,000 100.000 100.000 600.000 600,000 13 Lk Wash Blvd Bridge at May Crk 137,360 405,440 542.800 137,360 ...... ... .:.... ...::. . . :$4 . SR6?1�1141:211xt:H4�f 120U00::::`::::341Eif100IE3.1?0zE)OE# {F(i4 000 :> < S Lake..RIis�li# ttzti lua#BdteFP b }OE30 #Ii5,80Q 934 324 1147 i 2f3xE100 , 16 Rainier/Airport Resurfacing 169.250 169.250 169.250 . b •;;:` :: : :>::::::..:..a»::>::>:: ;:;:>:::::: z:;;<r?<:::;:>::::;;:r;;;::::;: ;•;:•;:>::>::>::;: a45>84iS<>:::::::::5"�t3 8.8... :.43T[lab.SL:::::.::::::::::.::. 75 ............... .:..........................._..............__...._ ..................... . 18 Traffic Sig Loop Replace Prem 61,643 25.000 25,000 25.000 25,000 25.000 25,000 211.643 211,643 19 Traffic Sign Replace Prgm 36,300 20,000 20,000 20.000 20.000 20.000 20,000 156.300 156,300 20 Light Pole Replace Prgm 50.864 25.000 25,000 25.000 25.000 25.000 25,000 200.864 200,864 21 Interagency Signal Coordination 30.000 60.000 60,000 60.000 210.000 66,000 22 Sdwlk Insv&Replace Prgm 43,942 10,000 10,000 10.000 10.000 10.000 10.000 103,942 103,942 23 North 3rd Street 443.200 443.200 443,200 .................. _::::•:::::.:::::::::.:: >: :;'•'sf' ::1tf00;00Qs>E`:1:;6013 530Q.>:�>??1;08:18 3. 11710. f�9: ' 25 Project Development/Pre-Design 90,000 90,000 90.000 90,000 90.000 90,000 90.000 630.000 630,000 26 WSDOT Coord 29,200 30,000 30.000 10.000 10,000 10.000 10,000 129.200 129.200 . .;:::: :� � :—. �: .::�i:: : ::;::»;:�:::8 r:::>::;:;:Z:�;:::2`:»;:;:�>s> �2::>:�>:�»: >;:�»:�>:zx:> 27 Btrrsnil3sea�rx 51t 6 lt>Grad 1AR flE1i]�.:::•::::.:.:.::.:•:. :•: .. $ M tit Ave S...S 5th tt►-Bransoii;t3f 1 fl0E3 30 0011...-.....1 X50 000 fzS13©00 1300 fl(10:.::;.;:.;:.;::;.;:.;::.::;.: 3 4S1kOQf# ?if.100#: .... _ _.,..;:..:. ....> .. : :.: .:..:: ..:.• - ,::':5:.::`3..............'• 1 ?':::':::: ;: : :23 &on&c W3�• H�ruser::to 5ussset ::>::::>::: 0: 7.... >: 216 OOEI:;. .; ::::;<;•::•;::..;'. :..,.;:.*r6t}' :> x}00;:;: :.........., 3t� .,i3akesdale+�onSter ia::���Q�::: 1 F(1;E� �£SE1.0tIE3. ::2SEI>�1013:%>:;� 20E1,Q06;._ �.t'x3Q;�. :.80Q E7911.:..:5;�.1613,00Q ...➢>504�,0011 ...•475.0QQ. 31 Neigh Im roveBeaut Prgm 70.000 70,000 70.000 70,000 70,000 70,000 420,000 420,000 ' 32 City Gateways Prgm 55.000 1 55,000 55,000 55.000 1 220.000 220.000 33 Monster Road Bridge 100,000 220.000 1080.000 1,400.000 270,000 34 Windsor kills St.Rehab.Prol•De 30,000 10,000 40.000 40•000 35 Misc Traffic Safety Prgm 211.258 80,000 80.000 80,000 80,000 80.000 80,000 691,258 691,258 ' 36 Traffic Systems Efficiency Imprmts 50,000 50,000 50,000 50,000 50.000 50,000 300.000 300,000 ::.:.:.::: At*eW: :::::.:.,.:f20:000 1.8 X100......#.36 . ...62 .flE ....... .. 38 SR169 Channelization 57.000 57,000 57,000 :39:;:. I ith;$lttcl-Logd[t::IC> ttlSet:B d .:Sa 00a::: : :::: ::.;: gL ::::::>:#: D013.;:.;.>:24g;0Qo:>: 4TI::..NE: �t#:&t_ :S1lnsec:Xn3#vtonrerx*r>::; ::24(:t :;:.::;;::55EcS60::»:<>:2184p::::...b..nom::::;:>::»:<;;:<:::<.,.::.::.:.::.:::..:::::::::.::.:::<:::::>::::>:::<:><:::<::::. . 3 41 TBZ Project Development 117,430 10,000 10,000 10.000 10,000 10.000 10,000 177.430 177,430 42 Missing Links Prgm 175,261 100,000 100,000 100,000 100,000 100,000 100,000 775,261 775,261 43 BNRR Xing LID 40,000 1 10 000 150.000 10,000 :>44::::>5:1:sra<#vf.::�:amze�:5;::.;;:.::.:;:.:•::-:;::.;:.;.;.:.. .;-.3ST:OOE[::»:::;: <ti0000• ;31j4is001E::•:.:•2;22�a00Q•:.•.3•:996-0ti4...:20�2C1Q(T:' 4OQ[3Dt)a 2•:?)FI#lb4 `: 45 52nd/Logan,Williams&Wells 140.000 140.000 1 40.00 0 : : ?i`friial*lE9Lu ��ttset' 5f2.000 SQ 000 IflOilQ� IOQAilF1 z4 5t9 8 0 P617.-AMS1{ ?_5(3'000 4 -Ow.25t#ilda ' ,.; 36j�:A0Q .<.9�,fl0II ::54 all SfZ1r5 tt?5iZ3I� j �tSE1fl00 >Si4ff1 v�1 SIiY90 fl00 i 13E1(3 :52::::::Pu1�et-3onesa6Edrrtoiids �Tt10E3- 5 >'•.a #it#T-f:ataacresDR1�.L�tta_ :,... Fi1000Q`•:_;::::>[252 54 SW 7th/Lind Ave SW Signal 18.000 132.000 150.000 55 NE 44th/I405 Interchange 30,000 220,000 250.000 56 Benson Rd S/S 31st 20,000 110.000 130.000 57 Sunset NE/Anacortes NE 86,000 192,000 1 278.000 58 Valley Connections to West 410,000 12.814,000 5.184,000 2,592,000 11.000.000 Total Sources 8.300,738 9.431,818 14,888,610 19.473.900 17,163,500 17.770.500 114.208,000 101,237.066 29.373,706 , ' 10/14/93 Renton Interim Transportation Plan Financing/Implementation Element Draft Page 8-3 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 potential new fundingsources; and, the continued inability of regional agencies to address regional transportation needs. 8.3 PROGRAM AND PROJECT COSTS ' Most of the improvement projects or programs listed in the Arterial, Transit, HOV, Non-motorized, and Transportation Demand Management Elements of the transportation plan are included in the City of Renton's current adopted 1994-1999 Six-Year Transportation Improvement Program. These projects. are listed below, and shown in Table 8.2, in which the appropriate projects or programs of the Interim Transportation Plan (and their costs and six-year funding) are shaded. It should be noted that the costs shown for several of the projects do not reflect total ppro ect cost. Expenditures shown for TIP projects #9, #11, #27, #39, #467, #48, and #51 are for studies or preliminary design only. TIP program, 4s #7, #8, and #10 are on-going,, with expenditures shown for the six-year 1994- 1999period. The remaining (unshaded) projects or programs are for rehabilitation and replacement of' the existing transportation infrastructure,and for traffic operations and safety improvements to maintain the existing transportation system in acceptable condition. ' Arterial Element ' • Oakesdale SW - SW 27th to SW 16th (TIP Project #6 • Park Ave N - Bronson Way N to N 10th Street (TIP #3) • Houser Way Relocated - Sunset Interchange to Park Ave/I-405 (TIP #2 and #4) ' SR-16'//East Valley Road - southbound ram (TIP #49) • SW 16th St - Oakesdale to Lind Ave SW (TIP #53) • N 4th Blvd - Logan Ave N to Monterey Dr NE (TIP #39 and #40) • Talbot Road S - S 43rd St to South City Limits (TIP #17) • Oakesdale Ave SW - Monster Rd to SR 900 (TIP #30) • Main/Bronson/Houser Corridor (TIP #27 and #28) ' • S Grady/Rainier Ave S (TIP #44) • S 192nd St/200th St - SR 167 to SR 515 (TIP #47) • Monroe Ave NE - SR 169 to NE 4th St (TIP #46) • Duvall Ave NE - Sunset Blvd NE to North City Limits (.TIP #48) • SE Puget Dr - Jones PI SW to Edmonds Ave SE TIP #52) • Lind Ave SW 16th to East Valley Road (TIP #37) • CBD Transportation Improvements (TIP #9) The estimated costs or expenditures in the 1994-1999 Six-Year TIP for the above projects totals approximately $52 million. ' The City of Tukwila's 1994-1999 Six-Year Transportation Improvement Program includes three of the arterial improvements. These protects are: Grady Wy/Southcenter Blvd/I-405 Ramps, Interurban Ave, Grady Wy to Southcenter Blvd, and SR-181/S 180th 9tt. Total estimated project cost for the three projects is $12 million. In addition, the City of Kent plans to Renton Interim Transportation Plan 10/14/93 Financing/Implementation Element Draft Page 8-6 extend Lind Ave from SW 43rd St to East Valley Rd at an estimated cost of $1.5 million. This project would compliment the Cittyy of Renton's TIP pproject #37. The Washington State Department of Transportation will ' be in construction in 1993 on the Maple Valley Hwy (Maplewood Ave SE to Renton East City Limits) project at an estimated cost of two million dollars. ' Transit Element ' • Transit Program: transit facilities, park and ride lots (TIP #10) Estimated expenditures for this program over the six-year period is approximately one million dollars. Activities include identifying costs, funding and some construction for the ' transit element. Also% the HOV element identified below will be designed to enhance transit service. HOV Element • SR-900 HOV/Northbound Houser Way Interchange (TIP #5) ' • Arterial HOV Proa'ect Development (TIP #11) • SR-167/SW 27th St HOV Interchange (TIP #14) ' • Bronson Way - Houser Way to Sunset Blvd. (TIP #29) • SW Grady - SR-167 to SR-515 (TIP #50) • I-405/SR-515 HOV Interchange (TIP #51) , Also included in the Six-Year TIP is the Arterial Circulation Program (TiP ' #24), which will provide funding for further development of Renton HOV improvements identified for the Interim Transportation Plan, to examine additional routes and corridors for HOV facilities in Renton, and for coordination with WSDOT HOV projects. In addition to HOV improvements, the Arterial Circulation Program will support development and implementation of low cost projects to improve general traffic opperations and complywith clean air legislation. The costs in the 1994- 1y99 Six-Year TIP fr the above HOV projects, programs, and studies total $23.7 million. Non-Motorized Element ' • Walkway Program (TIP #8) , • Lake Washington Blvd Bike/Ped improvements (TIP #15) Estimated expenditures in the 1993-1998 TIP for these projects and programs total $1.8 million. (These projects are in addition to bicycle and , pedestrian improvements anticipated as part of arterial improvement projects, HOV projects, transit projects and in the City of Renton Trails Master Plan.) ' Renton Interim Transportation Plan 10/14/93 Financing/Implementation Element Draft Page 8-7 Implementation of the non-motorized element falls into three categories - walkways/sidewalk, bike facilities and trails. 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 Walk Program Preliminary Engineering Report. This report identifies the sidewalk and curb ramp needs within the City . 1 The currently identified sidewalk need is identified as 8.33 miles of walkway with an estimated cost of $1.5 million. There are approximately 250 curb ramps needed citywide. The estimated cost of ramp construction ' is $250,000. Funding for theseprograms is provided through Business License Fees at an annual rate of $70,000, per the 1994-1999 Six-Year TIP. Bike Facilities Im lementation. Bicycle facilities include lanes along roadways and signed bicycle routes. Current funding is provided for study of the Lake Washington Blvd - N Park to N 44th project (TIP #15). Estimated improvement costs for this project are $1.15 million. Bicycle route designation and signing along City roadways will be ' rovided on an as-needed basis with concurrence between the Transportation Systems Division of the Planning/Building/Public Works Department and the Community Services Department. Project prioritization will be determined by these two departments. ' Funding for bicycle signing is provided through the capital improvement Srograms and the General Fund operating budgets of the Transportation ystems Division and Community Services Department. Signing specifically identified as part of transportation projects will be funded through the TIP. ' Trails Implementation. The Trails Plan is a City of Renton Community Services program that supplements and is coordinated with the 1 Transportation Plan. Only projects that ares specifically identified as transportation facilities will be included in the Six-Year Transportation Improvement Program (TIP). 1 Trails Construction Costs. A 1990 planning level construction cost estimate was prepared for the proposed trail system the Community Services Department. The cost estimate was calculated based upon the type of facility (paved, unpaved, boardwalk) on a per linear foot basis. The sources of the estimate were pprevious City protects; and those completed prior to 1990 include a 4% annual inflation rate adjustment. Finally, a 38% contingency factor was added to the cost estimate, resulting ' in a final estimated cost of$9,544,000. Additional information concerning the cost estimate is available in the Trails Master Plan. 1 The timing of the Trails Master Plan implementation will coincide with the updating of the Comprehensive Plan. e Trails Master Plan contains the recommended six-year trails development program. Renton Interim Transportation Plan 10/14/93 , Financing/Implementation Element Draft Page 8-8 TDM/CTR Element • Transportation Demand Management Program: implement Commute ' Trip Reduction Act requirements, other TDM programs (TIP #7) Estimated expenditure in the TIP for this program is $220,000. , 8.4 MITIGATION PROCESS , The City of Renton currently obtains mitigation revenue from private ' development through mitigation measures established during the. SEPA review process. One option for mitigation is the provision of improvements related to traffic impacts. This type of mitigation plan could include the fund' by the developer for construction of additional traffic ' lanes and/or traffic signals to address site-specific traffic impacts. The other source of mitigation revenue is contribution by the developer to a Transportation Benefit Zone (TBZ). The City of Renton has established four interim TBZ areas, as shown in Figure 8-1. Also, an administrative t interim trip rate procedure has been established for the North Renton area (See Figure 8-1). Development within the TBZ's and the administrative ' trip rate area pay a mitigation fee based on the number of daily vehicle trips it enerates. This fee has been previously determined from a study of the traffic improvements needed to accommodate vehicle trips generated by future land use in the defined area, or zone, within the City. Development t outside the zone, but adjacent to it, which generates vehicle trips through the zone area, are also assessed a mitigation fee. Since the interim TBZ's have been established 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 cots and funding of transportation projects. Recent examples are the Wetlands ' Management Ordinance, Surface Water Management Ordinance, the Clean Air Act, Commute Trip Reduction Act and the Growth Management Act. As a result, a new interim transportation mitigation policy and process has ' been developed as part of the interim transportation plan. This interim mitigation policy replaces the existing TBZs and the administrative trip rate area. This interim mitigation policy includes: • Dividing the City of Renton into sub-areas (including re-defining existing Transportation Benefit Zones); • Developing a transportation plan for each sub-area, • Determining the cost of transportation improvements related to new development in each such-area; , • Establishing a fee for the development's pro-rated share of the cost of the sub-area transportation improvements (in addition to site specific mitigation required under SEPA). • Adoption of the sub-area transportation plans and development fees, • Flexibility to modify the plan as needed to meet updated LOS standards (or) to address other environmental/coordination issues. Renton Interim Transportation Plan 10/14/93 Financing/Implementation Element Draft Page 8-9 Sub-area transportation plans, improvement costs, and development fees ' are to be based on the new Level of Service (LOS) Policy discussed previously under the Arterial, Transit, HOV, and Non-Motorized Elements. ' The approval of any development will be conditioned upon the payment of the interim transportation mitigation fee (in addition to site-specific mitigation required under SEPA). ' RENTON VALLEY SUB-AREA TRANSPORTATION NHTIGATION FEE STRUCTURE ' The following demonstrates the application of the new Interim Mitigation Policy for the Renton Valley sub-area. Improvements developed for the Renton Valley Sub-area Transportation Plan have been identified in the Interim Transportation Element of the City of Renton Land Use ' Comprehensive Plan. The total cost of the Valley Transportation Plan and the public and private developpment share of responsibility for the total cost will be determined. Also to be determined is the total daily (or peak hour) ' trip generation (existingplus increase to 2010) based on the land use for the sub-area adopted in the Land Use Element of the Comprehensive Plan. The private development share of the cost of the Valley Transportation Plan divided by total daily (or peak hour) trip generation will determine the ' traffic mitigation trip rate fee. New development will pay a transportation mitigation fee determined by multiplying the number of development generated daily (or peak hour) trips by the trip rate. ' New development as well as existing development, will also participate in LID #1 and LID W2 as established by City Council Ordinance No. 4283 for ' the joint public and private financing of transportation improvements in the Renton Valley. A revised ordinance will be prepared for Council adoption to reflect the new Valley 'T'ransportation Plan improvements their costs, public and private share of the new costs, a revised LID #f (to provide hinds for the Valley Transportation Plan), the new traffic impact fee to provide funds until LID #1 is in place and a revised LID #2 (to fund improvements beyond 2010). The area defined in the current Ordinance is the same as the Renton Valley sub-area, and therefore, will not change in the revised ordinance. ' Site specific improvements may also be required of a new development under SEPA. ' Specifictransportation mitigation fees for the Renton Valley and other areas of the City of Renton will be determined during preparation of the final Transportation Element. Renton Interim Transportation Plan 10/14/93 Financing/Implementation Element Draft Page 8-10 8.5 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 RCW for cities. The City of Renton's funding program comprises two elements: a short range element -- the 6-Year Transportation Improvement Program ' (TIP) -- and a long range 20-year program. For the Interim Transportation Plan the City of Renton's adopted 1994- , 1999 Six-Year Transportation Improvement Program will serve to meet the GMA requirements. Many of the transportation needs identified in this Interim Transportation Plan have been addressed in the 1994-1999 Six- Year TIP. A 20-year funding program for an updated transportation plan , and an updated Six-Year TIP will be developed for the Final Transportation Plan. ' The Six-Year Transportation Improvement Program (TIP), as explained in the 1994-1999 TIP is part ofan on-going process intrinsically linked with ' the development o�the City's Capital Improvement Program, various state and federal funding programs, and with regional/inter-jurisdictional planning and coordination processes. 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: ' :'�annirr- How a project fits with or addresses identified future transportation goals, demand;,, and planning processes must be evaluated on both a local and regional level. This is strongly ' influenced by ongoing land use decisions. Financing. Many protects are dependent on acquisition of outside ' grants, formation of LID's and the receipt o 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 be taken into consideration in prioritizing TIP projects. II , is -y SHIM GTON �A L L� •v I I I I�� ' RS:dTD:'; NE 4Tr Si G�ADY WAY i A. r Y1-3Dc FIGURA S-i TRANSPORTATION BENEFIT ZONES Renton Interim Transportation Plan 10/14/93 ' Financing/Implementation Element Draft Page 8-12 In addition to the general considerations discussed above, there are five specific project categories through which the TIP is evaluated and analyzed. They are: • Preservation of Existing Infrastructure • Multi-Modal and Transportation Demand Management ' • Neighborhood Protection and Livability • Economic Development • 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 nd federal legislation. Taken as a whole, the five categories provide a framework for evaluatin , Eboth individually and as part of a strategy that seeks to meet an balance the transportation needs of Renton during a time of increasing transportation demand, decreasing revenues and growing environmental concerns. Although each project can be identified with an important concern that ' allows it to be classified into one of the five categories, most pr, ojects are intended to address, and are developed to be compatible withmultiple 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 impportance ' of sustaining strong programs in this project category. Tl1e 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 facilities that serve pedestrians, ' bicycles and transit services and programs that promote the use of high occupancy vehicles (HOV's) and reduce the numbers of SOV's. The Federal Intermodal Surface Transportation Efficiency Act, the State and Federal Clean Air legislation and the State Commute Trip , Reduction Act have added momentum to rewonal efforts and placed requirements on local jurisdictions such as Renton to promote these transportation elements. ' Neighborhood protection and livability consists of projects that have been developed with major empphasis on addressing community quality , of life issues by improving andlor protecting residential livability while providing necessary transportation system improvements. Renton Interim Transportation Plan 10/14/93 Financing/Implementation Element Draft Page 8-13 Economic development projects and programs involve areas where transportation improvements are necessitated by new development that ' is taking place. Thus, a major source of local funding for these projects is protected to come from mitigation payments and LID's ' financed by developers building in these areas. Operations and safety projects and programs are developed through ongoing analyses of the transportation system and are directed mainly ' toward traff c engineering concerns such as safetyand congestion. Projects are identified not only by analysis of traffcounts, accident records and geometric data, but also through review and investigation ' of citizen complaints and requests. 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, reflecting the five specific categories discussed previously, 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 City of Renton's 1994-1999 Six-Year TIP includes 58 individual projects and programs, with a total estimated cost of $101,237,066 of which $92.9 million is to be expended over the 1994-1999 six-year period. (It should be noted that for several projects and programs expenditures over the six-year period are shown not the total project or program cost.) The projects and programs identified in the Interim Transportation Plan, which are included in the 1994-1999 TIP, account for $78.7 million, or ' 78%, of the total cost. The remainder of the total cost is for rehabilitation and replacement of the existing transportation infrastructure, and for traffic operations and safety improvements to maini:ain the existing transportation system in acceptable condition. The TIP identifies needed expenditures of $92.9 million over a six-year period; these needs represent approximately twice the projected revenues i of $48.3 million based on historical levels of transportation funding from all sources. Of the projected $48.3 million of revenue, approximately 30% ' -- $14.8 million -- represents relatively stable funding sources including the 1/2 Cent Gas Tax, Vehicle License Fee and Per Capita Business License Fee and the remaining 70% -- $33.5 million -- represents funds prot� ected to be obtained through relatively less predictable funding sources including ' developer mitigation payments, Local Improvement Districts, grants and inter jurisdictional agreements. The current TIP shows a conservative total of $29.4 million as "funded"; ' this represents previously obtained funds from all sources and future six- year funds from only the relatively stable funding sources of 1/2 Cent Gas Tax, Vehicle License Fee and Per Capita Business License Fee. Of this $29.4 million, $17 million - 70% - is allocated to projects and programs identified in this Interim Transportation Plan. This implies that there is good agreement between the funding priorities of Renton's current Six- Fear TIP and the Interim Transportation Plan. I Renton Interim Transportation Plan 10/14/93 ' Financing/Implementation Element Draft Page 8-14 The challenge for the future will be to secure enough funding for the City of Renton, cities of Tukwila and Kent, King County and the State to , implement the improvements to their respective facilities included in the Transportation Plan. This funding plan will be updated as part of the Final Transportation Plan. However, several strategies for acquiring needed funding to implement the Transportation Plan are evident at this time. , They include: • Expand developer mitigation fee payment, as provided herein, to I include all of the City of Renton. • Establish inter jurisdictional funding mechanisms, such as .payment of ' mitigation fees for development within adjacent jurisdictions that impacts 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. ' • Increase cooperation and coordination with regional agencies (Metro) toward implementation of specific transportation improvements and programs in the City of Renton's Transportation Plan. i • Continue to work with regional agencies to encourage them to find and fund regional solutions for regional transportation problems. ' i t ' Renton Interim Transportation Plan 10/14/93 Financing/Implementation Element Draft Page 8-15 8.6 INTERIM 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 inplace, to provide the facilities within a specified time. For transportation, the specified time is six years from time of development. The City of Renton Comprehensive Plan Policies contain City policies ' which support the GMA's definition of concurrency (see Section 8.1). To address concurrency under the GMA and City of Renton Comprehensive Plan Policies, the interim concurrency policy for the City of Renton is ' based on the following process: • The City of Renton will adopt an interim multi-modal Transportation Plan which will be consistent with regional plans and plans of ' neigAboring cities. Improvements and programs of the Interim Transportation Plan are defined previously. The Interim Transportation Plan will include sub-area plans. ' • The City of Renton new Transportation Level of Service (LOS) policy, consistent with King County Countywide Growth Management policies, that differs from the traditional LOS for arterials, will be used ' to evaluate the City of Renton Transportation Plan and sub-area plans. • The Transportation Plan will include a financial element 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 a given sub-area. I he approval of the development will be conditioned upon the payment of this Transportation Mitigation Fee. ' • With payment of a Transportation Mitigation Fee (in addition to site- specific mitigation required under SEPA) development will have met City of Renton concurrency requirements. The mitigation document for each development will establish the fee and the facilities to be ' funded in the Six-Year TIP necessary to establish concurrency. • The City of Renton may allocate the developer funds to any of the improvement elements of the sub-area Transportation Plan in such a manner to assure that concurrency is met. • The City of Renton will establish concurrency by periodically, perhaps on a biannual basis, testing the sub-area Transportation Plan as funded in the Six-Year Transportation Improvement Program to assure conformance with the Level of Service standard. Developer concurrence will be established by payment of the Transportation Mitigation Fee. Failure of regional agencies to . provide regional facilities will not be cause for denial of developer protects. Renton Interim Transportation Plan 10/14/93 , Financing/Implementation Element Draft Page 8-16 , I The interim Concurrency Management System comprises policies, procedures, standards and criteria that allow the City of Renton to ' determine whether adequate public facilities are available to serve new land use development. Refinement of the City of Renton's Interim Concurrency Policy and Concurrency Management System will be developed as part of the Final Transportation Plan. I } 10/14/93 Renton Interim Transportation Plan Air Quality Element Draft Page 9-1 ' 9. AIR QUALITY ELEMENT Clean air is necessary for healthful living in an urban society. The Air ' Quality Element was developed to help protect residents from unacceptable air quality impacts of the transportation system. 9.1 GOALS, OBJECTIVES, AND POLICIES ' Goal The boa o t te Airua ity Element is to attain an maintain regiona air quallty standards within the City of Renton and to comply with regional, state and Federal air quality standards. ro osed ' Objectives The Air Quality Element is based on the following objectives: ' 1. Protect and promote clean air to ensure a healthful environment. (source: City of Renton Land Use Element of the Comprehensive Plan, Environmental Objective EN-16.0) ' . Reduce vehicular emissions by encouraging increases in carpooling, vanpooling, transit, and non-motorized transportation ' usage. ( roposed) Policies ' The City of Renton Land Use Element of the Comprehensive Plan contain City policies concerning Air Quality. The policies of the Air Quality Element briefly described below, include the Renton and King County Comprehensive Plan policies. The following ppolicies were derived from the City of Renton Land Use Element of the Comprehensive Plan: Policy EN-16.1: Maintain high air quality standards through efficient land use patterns. Policy EN-16.2: Promote air quality through reduction in emissions from industry, traffic, commercial and residential uses. i The following policies were derived from the King County Comprehensive Plan, and by this reference are incorporated into the Air Quality Element: ' Policy CA-13: All jurisdictions, in coordination with the Puget Sound Air Pollution Control Agency and the Puget Sound Regional Council, shall develop policies, methodologies, and standards that must promote regional air quality, consistent with the Countywide Policy Plan. Renton Interim Transportation Plan 10/14/93 ' Air Quality Element Draft Page 9-2 In addition to the City of Renton and King County Comprehensive Plan Air ' Quality Policies, the following policies were developed for the Transportation Plan: • Promote programs which maintain mobile source pollutant levels at ' or below those prescribed by the EPA, State Department Of Ecology, and the Puget Sound Air Pollution Control Agency. (proposed) ' • Comply with the stipulations described in the State Implementation Plan IP or air quality compliance. (proposed) 9.2 NON-ATTAINMENT AREAS Non-attainment areas in the Puget Sound Region refer to the six criteria pollutants (carbon monoxide, nitrogen oxides, small particulates (PM-10), ' lead, sulfur dioxide, and volatile organic compounds) being at or below acceptable standards. These pollutants are released into the air from point stationary, site-specific), non-point (stationary, large area), and mobile , vehicular: car, train, boat) sources. The State Department of Ecology DOE) estimates that motor vehicles contribute approximately 55%. of all air pollution in the Puget Sound region. The ollutants in non-attainment of state and Federal air quality guidelines ipn the Puget Sound Region are carbon monoxide, ozone and PM-10. Air quality non-attainment areas are defined by the Environmental ' Protection Agency (EPA) as areas that have ollutant levels excceding the maximum ambient standards set forth by the agency. Air pollution is regulated by the Federal Clean Air Act of 1§90 and the Clean Air ' Washington Act of 1991. Agency control is enforced by the EPA (Federal), Washington State Department of Ecology (state) and the local agency, Puget Sound Air Pollution Control Agency (PSAPCA). Each of these agencies has established criteria pollutant standards for the Puget Sound region. Carbon Monoxide Carbon monoxide (CO) is a colorless odorless toxic gas formed when , carbon based fuels are incompletely turned. �O emissions contribute the largest volume share of air pollutant emissions in the United States. Mobile sources are the largest contributor of carbon monoxide pollution in the Puget Sound area accounting P g � g for 55 to 60%. The maximum allowable carbon monoxide standard for each of the three ' governing agencies is 9 parts per million ( pm) for an average hour during an 8-hour period and 35 ppm for a 1-hour average period ' Vehicles emit various levels of CO dependent upon their operating condition. Vehicles traveling along arterials or accelerating from stops ' emit relatively low amounts of CO, while intersection stop delay Renton Interim Transportation Plan 10/14/93 Air Quality Element Draft Page 9-3 a (idling) and vehicle deceleration contribute significantly higher CO output. Intersection stop delay reduction will improve Renton's air quality. There are currently no PSAPCA carbon monoxide monitoring stations within the City of Renton. The closest station is located in downtown Bellevue. This station recorded no CO violations during 1991. Since attainment and non-attainment are regional concerns, Renton is considered within a non-attainment area for carbon monoxide pollution. The Puget Sound non-attainment area covers most of the urban area ' between Everett and Tacoma, and during 1991, two violations were recorded. Ozone ' Ozone is a pungent-smelling colorless gas produced by chemical reactions between nitrous oxides and hydrocarbons in the presence of sunlight. Ozone generally forms downwind of the pollutant source, ' therefore, the concentrations are found in the foothills of the Cascades. The ozone standard is 0.12 ppm for a 24 hour concentration and ' attainment is defined as an average of one or less days per year in excess of this value for a three-year period. Motor vehicle sources account for roughly 50% of ozone generated in ' the Puget Sound region. Ozone causing nitrous oxide emissions are produced by travel actions relatively opposite from carbon monoxide's. High nitrous oxide (and ultimately ozone) production is caused by acceleration and low levels are produced while idling or decelerating. Arterial travel is not a high ozone generator. As with CO, ozone levels would be reduced by continuously moving traffic, with ' reductions in the number of vehicle stops. Ozone violations have been most common at the Enumclaw monitoring ' station. For the three year period, 1989-1991, 3.8 days were in violation for an average of 1.3 days per year. During both 1989 and 1991, no violations were recorded at any of the four PSAPCA monitoring sites. ' Particulates Suspended particulate matter are defined as small airborne particles up to 10 microns in diameter, thus the designation PM-10. These particles are from sources such as road dust, soot, oils, and other airborne particles which can be indefinitely suspended. Particulates are point source concerns, and no violations have been recorded in Renton. Based upon national statistics, gasoline and diesel vehicles contribute approximately 15% of suspended particulate matter. II � Renton Interim Transportation Plan 10/14/93 ' Air Quality Element Draft Page 9-4 9.3 SEVERITY OF VIOLATIONS PSAPCA's 1991 Air Quality Data Summary indicates that air quality has improved over the past 10 years. The first three years of the past decade ' (1981-1983) had 83 days of violations (unhealthful days) within the three ma J'or cities: Everett, Seattle and Tacoma. The last three years (1989- 1991) have seen only nine unhealthful days. Seattle, which had recorded 56 violations during the first period, had none during the close of the t decade. Two pollutants have been listed as the violation pollutant for the worst air quality day of year for the past decade. These Pollutants are CO and PM- W. Overall, the violations have lessened with time. No direct readings of conditions in Renton are possible because no monitoring stations are located in the City. The closest monitoring stations and their highest recorded pollutant values for 1991 were as follows. The Bellevue CO monitoring station's poorest reading for an 8-hour average , was 7.5_ppm, 17% below the acceptable threshold. The Ravensdale ozone monitoring station's highest reading was 0.101 ppm or 16% below the allowable maximum. Two PM-10 stations, Duwamish and Kent are nearly ' equidistant from Renton, tl�refore both were checked. The Duwamish high reading was 143 µg/m (5% below violation) and the Kent reading was 146 µg/m (3% below violation). Based upon the above information, it is not believed that Renton is in violation of any of the criteria pollutants. While the City does not have ' any specific non-attainment areas due to transportation related sources, the City is committed to reducing mobile source air pollution. 9.4 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. ' Renton Interim Transportation Plan 10/14/93 Intergovernmental Coordination Element Draft Page 10-1 ' 10. INTERGOVERNMENTAL COORDINATION ELEMENT Transportation problems are not a local phenomenon. 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 and the Puget Sound area, and participate in regional forums as ' transportation decisions are made. This is particularly important since Renton continues to be a major regional employment center and a disproportionate number of the vehicles on city arterials are pass through traffic. Also, decisions made about future transportation systems for the Puget Sound area will directly impact the future of Renton's commercial and industrial base. ' With the new requirements of the Growth Management Act mandating concurrency between land use and transportation.planning, the kind of inter jurisdictional cooperation envisioned in the policies is becoming 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 inter-jurisdictional decision making. ' Therefore, the City. of Renton will participate in regional forums and support 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 HCT, transit and other modes serving Renton; and • providing regional financial strategies which encourage other than SOV travel. The City of Renton will prepare and adopt a multi-modal Transportation Plan, which will be consistent with regional plans and plans of neighboring cities. The Transportation Plan will include sub-area plans. ' 10.1 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 andoNectives. Coordination efforts underway include participation in the followingrip mary forums. (Note: ' not all committees are listed.) Renton Interim Transportation Plan 10/14/93 , Intergovernmental Coordination Element Draft Page 10-2 State Coordination (Washington State Dept of Transp, WSDOT) ' I-405 Multimodal Corridor Study. The City is participating in this WSDOT study by serving on the study technical committee with ' representatives of affected jurisdictions adjacent to I-405. The purpose of the study committee is to work with local'jurisdictions to define mobility needs in the I-405 Corridor from Tukwila to Swamp Creek, and to develop mobility options or concepts for the corridor that compliment local plans, , goals, and objectives. I-405 and I-5 Ramp Metering Study. The City is taking the lead role in coordinating with WSDOT on the development of a short-range (current) and long-range (2010) ramp metering and corridor improvement plan. Development of both plans is being supported by analyses prepared using the City's transportation forecasting model. The short-range plan will be i considered after the long-range plan has been developed and analyzed assuming an arterial HOV system with direct connections to the state freeway system. ' Regional Coordination South Countv Area Transportation Board (SCATBd). The purpose of the ' group is to serve as a central forum for information-sharing, consensus- building, and coordination to resolve transportation issues, and to implement transportation programs and projects that benefit the region in I general and South King County area jurisdictions in particular. Voting members include King County and the cities of Algona, Auburn, Black Diamond, Burien, Des Moines, Enumclaw, Federal Way, Kent, Milton, ' Normandy Park, Pacific, Renton, SeaTac and Tukwila. 1`1on-V9tM* members include Metro, the Port of Seattle, the Puget Sound Regional Council (PSRC), the Valley Area Transportation Alliance, and WSDOT. ' Eastside Transportation Program ETP). ETP is a coalition of Eastside cities (similar to SCATBd), with representatives from Bellevue, Kirkland, ' Redmond Issaquah, Bothell, Mercer Island and Renton. Representatives from WSbOT, Metro, King County, PSRC�, 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. Pu et Sound Re Tonal 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 meetregularly to discuss a wide range of regional ' transportation topics, including finance, transportation improvement programs, commute trip reduction issues, regional transportation forecast data, air quality, and other issues requiring regional coordination. Munici alitof Metropolitan Seattle (Metro). The City coordinates regularly with Metro staff, as Metro is the regional transit service ' provider. For long range planning, the City is coordinating with Metro in Renton Interim Transportation Plan 10/14/93 Intergovernmental Coordination Element Draft Page 10-3 order to pursue inclusion in the Regional Transit System Plan (RTP) of 1) rapid rail service to Renton by 2010, and 2) commuter rail to Renton by 1996. The City is also coordinating with Metro in the development of bus service plans which will compliment the long range transit service concept ' comprised by the RTP. County Coordination ' TRANSPORTATION WORK GROUP AND LIAISON GROUP ' King County and local governments established a collaborative process for drafting countywide planning policies through the creation of the Growth Management Planning Council (GMPC). Key components of the coordination process for growth management are the Technical Forums and Transportation Work Group. Utilizing the staff resources of regional and local governments, these forums and groups provide technical expertise, analysis, and input to the Liaison Group. The Liaison Group, comprised of public works and planning directors, links the Technical Forums and Transportation Work Group to the Growth Management Planning Council. The sub-groups described below are attended by ' Renton. Level of Service Sub-Group. This group is developing a county-wide arterial and transit route level of service methodology for recommendation to the Transportation Work Group. Composed of a cross-section of jurisdictions within King County, the Sub-Group worked to reach a ' consensus for defining a countywide LOS approach. The Sub-Group developed ways to 1) allow jurisdictions to set a LOS standard that suits their individual reeds while remaining consistent with neighboring a er_cies' standards, 2) to use data that is easily obtained and defensibt.e, ' 3 to combine traditional measurement rocedures with innovative methods that stress mobility and 4) to aply Lo to both the evaluation of proposed land uses and as a Iramework for a concurrency management system. ' Data Sub-Group. The Data Sub-Group attempts to coordinate local modeling efforts and regional modeling .efforts to ensure that there are consistent transportation network assumptions between jurisdictions. Finance Sub-Group. The Finance Sub-Group meets to develop countywide transportation financing policies consistent with the intent and purpose of the Growth Management Act. Commute Trip Reduction Another group with King County is responsible for coordinating regional and South County Commute Trip Reduction (CTR) issues in cooperation with local jurisdictions and Metro. Two 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 Renton Interim Transportation Plan 10/14/93 Intergovernmental Coordination Element Draft Page 10-4 the ordinance requirements (working with affected employers) and on starting a parking review regional coordinating effort. ' 10.2 OBJECTIVES AND POLICIES , The City of Renton Land Use Element of the Comprehensive Plan contains an objective and several policies concerning the need for coordination , between regional and local agencies with respect to transportation planning and operation needs. These include: Objective T-10.0: Coordinate transportation operations, planning and improvements with other transportation authorities and municipalities. Policy T-10.1: A sub-regional transportation system should be , designed and implemented in cooperation with neighboring jurisdictions. Policy T-10.2: Local and regional transit service and facilities should ' be planned and improved in cooperation with the regional transit authority. ' King County Policy T-6: WSDOT should assign a high priority to completion of the core HOV lanes in the Central Puget Sound region. • WSDOT should provide Junding for and construct grade-separated inside HOV lanes with direct access (or barrier-separated HO ac liSR-1 f i facility) in the 67 and I-405 corridors, extending from SeaTac ' Airport north to Bothell. (proposed) • The Regional Transit Project (RTP)) should include commuter rail ' service to downtown Renton by 1996 and rail rapid transit to Renton by 2015. (proposed) • The Municipality of Metropolitan Seattle (Metro) should provide park-and-ride lots in unincorporated King County to intercept pass P through traffic affecting the Renton street system. Transit service to these park-and-ride lots should be frequent in order to encourage i transit usage. (proposed) • The Municipality of Metropolitan Seattle (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 rail rapid transit stations. ' (Proposed) ' Renton Interim Transportation Plan 10/14/93 Intergovernmental Coordination Element Draft Page 10-5 10.3 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. ' 10.4 IMPACTS ON REGIONAL TRANSPORTATION PLAN The City of Renton has adopted a position that specifies the elements that must be included in the Regional Transit Plan (RTP) in order for the City ' to meet the requirements of the Growth Management Act. The City Council supports the following elements in the RTP draft system plan: ' 1. A bus element in the RTP plan with early emphasis on 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. Rapid rail service to the urban and employment centers in Renton and Tukwila by 2015; 4. As an alternative to express bus service, an extension of the commuter rail line to North Renton until the completion of the rapid rail service to North Renton, at which time the use of the line will be reassessed; t and 5. A plan that provides a convenient connection between the east-west rapid rail line and the commuter rail system. ' 10.5 STRATEGIES TO ADDRESS INCONSISTENCIES The Joint Regional Policy Committee (JRPC) charged with adopting a Regional Transit Plan voted on a regional plan, including the Renton ' position on the plan. The Renton position was included in the final JRPC recommended plan. The City still supports the full completion of the Lake Washington loop which is still in the system plan but is not in the 2010 ' plan. In July, 1993, a Regional Transit Authority was formed whose role is to both review/revise the regional system plan. Inconsistencies will be ' addressed once the RTA either reaffirms or modifies the JRPC recommended system plan. i ' L , Renton Interim Transportation Plan 10/14/93 ' Intergovernmental Coordination Element Draft Page 10-6 Inconsistencies between Renton, King County and other local 'urisdictions ' will be addressed by interlocal agreement as specified in the Zing County Growth Management LOS policies. t Renton Interim Transportation Plan 10/14/93 Final Transportation Plan Draft Page 11-1 ' 11. FINAL TRANSPORTATION PLAN The Final Transportation Plan will be completed bypreparing the necessary additions, refinements, and updates of the Interim Transportation ' Plan. The specific additions, refinements, and updates are summarized in this section. ' 1. Arterial Element 1.4 Traffic Volumes and Forecasts ' Refine the 2010 traffic analysis for the Renton area (i.e. the City plus its annexation areas) based on the final version of the City of Renton Preferred Land Use Alternative, the updated Regional Transportation Plan/Regional Transit Project. 1.7 Level of Service (LOS) Refine the LOS standards for the Renton Valley (and develop for other sub-areas) for use in evaluating city-wide and sub-area transportation ' plans Additional criteria (or screens) may be added to address concerns other than travel time. ' 1.6 Arterial Plan Revise the current arterial plan (incorporated in the Interim Transportation Plan) to reflect the results of the Central Sub-Area Plan ' and the Renton-Tukwila Freeway Ramp Metering Impact Study. Conduct further analysis of the improvements included in 'the revised ' Arterial Plan to verify ph sical, operational, and financial feasibility. The analyses will include travel time contour/LOS analysis, development of conceptual plans and cost estimates assessment of ' neighborhood and environmental impacts, and the development of more detailed scopes of improvement, as appropriate. ' 2. Transit Element 2.3 Regional Accessibility ' Update and revise the Interim Transportation Plan's assessment of the Regional Transportation Plan and the Regional Transit Project and their implications for Renton. (The update will reflect results of the ' antici ated November, 1994, vote on the Regional Transit Authority plans ' 2.4 Transit Plan Update and revise the Interim Transportation Plan's Transit Element to ' reflect revisions of the Regional Transportation Plan and the Regional Transit Project, especially those resulting from the anticipated vote on Renton Interim Transportation Plan 10/14/93 Final Transportation Plan Draft Page 11-2 the Regional Transit Authority and regional high-capacity transit system. Also, develop and incorporate more detailed bus routing and ' dial-a-ride needs. Develop a Six-Year Transit Program (local service component of the ' Transit Plan). 2.5 Mode Split Verify auto occupancies and determine future mode splits for revised ' Regional Transportation Plan/Regional Transit Project and revised Renton Transit Plan. Finalize Transit Plan and Transit Element based on mode splits, auto occupancies and Six-Year Transit Program (local service component of the Transit Plan). 2.6 Level of Service ' Refine transit LOS standards based on travel time contours for use in evaluating city wide and subarea transportation plans. ' 3. HOV Element 3.3 HOV Plan Develop warrants, standards, and criteria for HOV facility planning, design, and operation. Conduct further analysis of the HOV improvements identified in the ' Interim Transportation P?an HOV Element in order to verify physical, operational, and financial feasibility. Also. investigate other potential locations for HOV improvements, and define scope of the proposed improvements in more detail. ' 3.4 Level of Service Refine HOV LOS standards based on travel time contours for use in ' evaluating city-wide and sub-area transportation plans. 4. Non-Motorized Element ' 4.3 Neighborhood and Regional Access Reassess current Master Trails Plan in light of transit service decisions ' and determine additional bicycle. and pedestrian facilities to complement the Regional Transportation Plan system. , 4.4 Bicycle and Pedestrian Facilities Plan Update and revise Bicycle and Pedestrian Facilities Plan by adding ' improvements identified in update of neighborhood and regional access analysis. Also, identify those improvements in the current plan that need to be included in the Transportation Element funding program. ' ' Renton Interim Transportation Plan 10/14/93 Final Transportation Plan Draft Page 11-3 5 Transportation Demand Mgmt/Commute Trip Reduction Element 5.2 Existing Parking Supply and Demand ' Inventory existing city-wide on-site and off-site parking facilities to determine number of spaces and utilization. ' 5.4 Parking Policy Review and Revisions Review the existing parking policies, ordinances, and codes of local ' governments in the Puget Sound Region. Update and 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 with King County, METRO, and other ' local jurisdictions, specify detailed code changes to be worked out on a sub-regional basis and adopted in 1994-1995. ' 5.5 Employer Mode Split The State of Washington will be providing forms to employers throughout state to use on a voluntary basis to assess how they wiR be meeting CTR goals. Obtain information from Renton employers and, with assistance from METRO, evaluate the data and determine city- wide employer mode split. 5.6 TDM/CTR Programs ' Renton's CTR ordinance was adopted in February, 1993. Public and private employers will have six months following adoD�ion to develop programs for complying with the ordinance. Reference these programs ' in tfie Final Transportation Plan. 5.7 Parking Management Ordinance ' Revise the City of Renton parking code to compliment the Renton Land Use Element and Transportation Element and to be consistent with ' regional and other local jurisdictional parking policies. 6. Airport Element ' The current Airport Master Plan is to be updated during 1993. The updated plan will address goals, objectives, airport facility survey, functional requirements, updated Airport Master Plan and ' implementation strategy items. The Airport Element of the Final Transportation Plan will be updated and revised per the updated Airport Master Plan. t Renton Interim Transportation Plan 10/14/93 ' Final Transportation Plan Draft Page 11-4 7. Freight Element ' 7.4 Inventory of Local Rail System Facilities and Users Update assessment of rail use compatibility with current land uses in ' Interim Transportation Plan Freight-Element. 7.5 Regional Accessibility ' Update assessment of Renton rail use implications of Regional Transportation Plan in relation to potential on in Renton to reflect , results of a November 1994 vote. 7.6 Freight Rail Plan , An assessment of freight rail needs will be included in the final transportation plan. , 8 Financing and Implementation Element ' 8.1 Goals, Objectives, Policies Update and/or supplement Financing and Implementation goals, ' objectives and policies in the Interim Transportation Plan. 8.3 Program and Project Costs ' Prepare preliminary cost estimates for the scope of improvements determined from the feasibility analysis of the arterial, HOV, non- ' motorized elements. Also determine scope and cost of any programs to be funded. 8.4 Mitigation Process ' For the Renton Valley sub-area develop a specific developer mitigation ' fee structure based on the Valley Transportation Plan. Refine the transportation plan for sub-areas. Refine the cost estimates for transportation improvements for other sub-areas, and establish the ' fee for the developers' pro-rated share of the cost of the sub-area transportation improvements. Adopt the Renton Valley and other sub- area transportation plans and developer fees. ' Revision of the sub-area transportation plans and therefore, improvement costs and developer fee will all be based on the new Level of Service (LOS) policy developed under the Arterial, Transit, ' HOV, and Non-Motorized Elements of the interim Transportation Plan. ' ' Renton Interim Transportation Plan 10/14/93 Final Transportation Plan Draft Pa4e 11-5 ' 8.5 Funding Program Prioritize projects or programs identified under the Arterial, Transit, HOV, Non-Motorized, and TDM Elements. Develop a multi-year (1994-2010) financing plan to fund the identified projects or programs, with appropriate projects and programs included in the City's 6-Year ' Transportation Improvement Program (TIP). Identify potential sources of additional funds, if funding from current sources is not adequate. ' 8.6 Concurrency Refine details of the implementation, monitoring, and evaluation aspects of the Concurrency Management System (CMS); coordinate with adjacent jurisdictions and develop recommended final CMS requirements and ' reggulations, and coordinate their adoption. • Level of Service (LOS) policy and standards. Establish standards as a benchmark to determine whether transportation facilities and programs are adequate. Standards ' should be realistic and meet the needs of the City of Renton. • Budgeting and funding process. Develop aTransportation Improvement Program that demonstrates that the City of Renton can achieve and maintain LOS standards. ' • Development review procedures. Develop regulations and procedures for determining when concurrency by development is met. ' • Rules, regulations and ordinances that implement the concurrency requirements. • Transportation system monitoring. Monitor transportation facilities to compare actual tOS to adopted standards. Adjust,plan as necessary to meet standards (or) as other environmental/constraints dictate. Modify LOS standards as necessary over time. ' • Monitoring of development to assess if probable funding will be available for transportation needs and to ensure that the Transportation ' Element is coordinated and consistent with the Land Use Element. ' • Inter-Jurisdictional coordination. Regulations, facilities to be provided and development actions by regional and other local jurisdictions may change which could affect the City of Renton. The City will adjust the ' long range plan to address changes as needed. • CMS adjustment process. Develop process to determine and implement adjustments to the CMS to reflect input from monitoring ' land use, the transportation system and inter jurisdictional actions. Renton Interim Transportation Plan 10/14/93 ' Final Transportation Plan Draft Page 11-6 9. Air Quality Element ' Update the Air Quality Element of the Interim Transportation Plan based on the latest air quality implementation plans from local and state agencies. , 10. Intergovernmental Coordination Element Prepare an assessment of how Renton's Transportation Plan impacts ' adjacent jurisdictions' transportation and land use goals, county-wide policies, regional land use and transportation plans, and statewide goals , outlined in the GMA. Identify strategies to address inconsistencies.