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ORD 23-954 - Amending Comprehensive Plan (Rivera & PW Amendments)ORDINANCE NO.23-954 AN ORDINANCE of the City of Federal Way, Washington, amending the Federal Way Comprehensive Plan, Comprehensive Plan Map, and Zoning Map, changing the Comprehensive Plan designation and zoning of 1.26 acres located at the southeast corner of 1st Avenue South and South 328th Street, parcel number 052104-9204, from Professional Office (PO) to Community Business (BC); and amending the text of Comprehensive Plan Chapter 3, Transportation, to include various city-wide non -motorized transportation improvement projects. (Amending Ordinance Nos. 90-43, 95-248, 96-270, 98- 330, 00-372,01-405, 03-442, 04-460, 04-461, 04-462, 05-490, 05-491, 05-492, 07- 558, 09-614, 10-671, 11-683, 13-736, 13-745, 15-796, 15-798, 18-843, 19-866, 21- 907, and 22-938) WHEREAS, the Growth Management Act of 1990 as amended (Chapter 36.70A RCW or "GMA"), requires the City of Federal Way ("City") to adopt a comprehensive plan including a land use element and land use map, a housing element, a capital facilities plan, a utilities element, and a transportation element and transportation system map(s); and WHEREAS, the GMA also requires the City of Federal Way to adopt development regulations implementing its comprehensive plan; and WHEREAS, the Federal Way City Council adopted its comprehensive plan and land use map (the "Comprehensive Plan") on November 21, 1995, and adopted development regulations and a zoning map implementing the Comprehensive Plan on July 2, 1996; and subsequently amended the comprehensive plan, land use map, and zoning map on December 23, 1998, September 14, 2000, November 1, 2001, March 27, 2003, July 20, 2004, and June 16, 2005, July 16, 2007, June 11, 2009, October 28, 2010, January 27, 2011, January 23, 2013, August 14, 2013, July 29, 2015, January 26, 2018, April 2, 2019, January 19, 2021, and October 12, 2022; and WHEREAS, pursuant to Federal Way Revised Code ("FWRC") Chapter 19.35, the City may consider Comprehensive Plan amendments utilizing Chapter 19.80 FWRC, Process VI; and Ordinance No. 23-954 Page 1 of 105 WHEREAS, under RCW 36.70A.130, the Comprehensive Plan and development regulations are subject to continuing review and evaluation, but the Comprehensive Plan may generally be amended no more than one time per year; and WHEREAS, in 2022, the City accepted requests for amendments to the text and maps of the Comprehensive Plan, the comprehensive plan map, and the zoning map, including (1) a citizen - initiated request regarding parcel 052104-9204 ("Rivera Site"), which requested that the City amend the Rivera Site comprehensive plan designation from Professional Office ("PO") to Community Business ("BC") designation, and rezone the Rivera Site from PO to BC ("Rivera Proposal"); and (2) a Public Works text amendment related to non -motorized transportation projects ("Public Works Proposal"); and WHEREAS, on April 15, 2022, the City's SEPA Responsible Official issued a Determination of Nonsignificance for the Rivera and Public Works Proposals ("SEPA Determination"); and WHEREAS, the SEPA Determination was not timely appealed; and WHEREAS, the City's Planning Commission held a public hearing regarding the Rivera Proposal and the Public Works Proposal on September 15, 2022, pursuant to FWRC 19.80.190, at the close of which they recommended the City Council approve both the Rivera and Public Works Proposals; and WHEREAS, the Land Use & Transportation Committee of the Federal Way City Council considered this code amendment on March 6, 2023, and; WHEREAS, the City Council received, discussed, and considered the testimony, written comments, and material from the public, and considered the matter at its City Council meetings on March 21, 2023 and April 3, 2023; and Ordinance No. 23- Page 2 of 105 WHEREAS, the City Council desires to adopt the proposed Comprehensive Plan amendment and rezone of the Rivera site and the Public Works text amendments to the Comprehensive Plan Chapter 3, Transportation, regarding non -motorized transportation improvement projects. NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF FEDERAL WAY, WASHINGTON, DO ORDAIN AS FOLLOWS: Section 1. Findings and Conclusions. (a) The proposed amendment to the Comprehensive Plan and zoning designation of the 1.26 acres, parcel 052104-9204, as set forth in Exhibit A, attached hereto, is consistent with the Council vision for the City of Federal Way, will allow development which is compatible with the surrounding existing BC designations, and therefore bear a substantial relationship to public health, safety, and welfare; are in the best interest of the residents of the City; and consistent with the requirements of RCW 36.70A, the King County Countywide Planning Policies, and the unamended portion of the Comprehensive Plan. Specifically, the proposed Comprehensive Plan amendment and rezone of the Rivera Site is consistent with the following Comprehensive Plan goals and policies: Land Use Policy (LUP) 26 Provide for a mix of commercial and residential uses in most commercial areas. LUP 27 Use design and performance standards to integrate multi -family development into commercial developments as commercial/ residential mixed -use development. Performance standards should focus on scale, appearance, and compatibility. Land Use Goal (LUG) 6 Transform Community Business areas into vital, attractive, areas Ordinance No. 23- Page 3 of 105 with a mix of uses that appeal to pedestrians, motorists, and residents, and enhance the community's image. LUP 39 Encourage transformation of the Pacific Highway (SR-99) Community Business corridors into quality retail/commercial mixed -use areas, designed to integrate auto, pedestrian, and transit circulation, and to improve traffic flow and safety, including access control and off-street interconnectivity between adjoining properties where feasible. Continue to utilize Community Design Guidelines to ensure quality site and building design and functional and aesthetic compatibility between uses. Integration of pedestrian amenities and open space into retail and office development should also be encouraged. LUP 40 Encourage a range of pedestrian -oriented retail, while continuing to accommodate auto -oriented retail uses, and provide supportive uses to meet the needs of residents and employees in the area. LUG 1 Create an attractive, welcoming and functionally built environment. LUP 8 Designate and zone land to provide for Federal Way's share of regionally adopted demand forecasts for residential, commercial, and industrial uses for the next 20 years. (b) The Public Works text amendments regarding the non -motorized transportation improvements, as set forth in Exhibit B attached hereto, are consistent with the goals and policies of the Comprehensive Plan, Chapter 3, Transportation, are consistent with the Council vision for the City, and therefore bear a substantial relationship to public health, safety, and welfare; are in Ordinance No. 23- Page 4 of 105 the best interest of the residents of the City; and consistent with the requirements of RCW 36.70A, the King County Countywide Planning Policies, and the unamended portion of the Comprehensive Plan. Specifically, the proposed Comprehensive Plan amendments for non -motorized transportation improvements are consistent with the following Comprehensive Plan goals and policies: Transportation Goal (TG) 1 Maintain mobility through a safe, balanced, and integrated transportation system. Transportation Policy (TP) 1.1 Reduce reliance on drive alone trips by prioritizing and implementing supportive local -level transit, high occupancy vehicle (HOV), and nonmotorized improvements. TP 1.10 Coordinate with transit agencies to provide convenient non - motorized access to transit facilities. TG 3 Enhance community health, livability, and transportation by providing a connected system of pedestrian, bicycle, and transit ways that are integrated into a coordinated regional network. TP 3.8 Encourage non -motorized improvements that minimize the need for residents to use motorized modes by extending the existing non -motorized system and providing: 1. Access to activity centers and schools; 2. Linkage to transit, park & ride lots, and school bus networks; 3. Completion of planned pedestrian/jogging or bicycle trails; 4. Designating a network of streets that can safely and efficiently accommodate bicycles; and, 5. Extend sidewalks to all streets. Ordinance No. 23- Page 5 of 105 TG 5 Develop and implement transportation systems management strategies and programs that contribute to the overall effectiveness of the multimodal transportation system. TP 5.8 Encourage the provision of a robust transportation alternative rich environment so that all members of the community, including those with transportation disadvantages, have viable travel options or alternatives. (c) The proposed amendments to the comprehensive plan map, as set forth in Exhibit A, attached hereto, are compatible with adjacent land uses and will not negatively affect open space, streams, lakes, or wetlands, or the physical environment in general. The amendments will allow for growth and development consistent with the Plan's overall vision and with the Plan's land use element household and job projections, and will allow reasonable use of property subject to constraints necessary to protect environmentally sensitive areas. The amendments, therefore, bear a substantial relationship to public health, safety, and welfare; are in the best interest of the residents of the City; and are consistent with the requirements of RCW 36.70A, the King County Countywide Planning Policies, and the unamended portion of the Plan as specified in Section 1(a). (d) The proposed amendments to the zoning map, set forth in Exhibit A, attached hereto, are consistent with the applicable provisions of the comprehensive plan and the comprehensive plan land use map proposed to be amended in Section 2 below, bear a substantial relation to public health, safety, and welfare, and are in the best interest of the public and the residents of the City. (e) The proposed amendments have complied with the appropriate process under state law and the FWRC. Section 2. Comprehensive Plan, Comprehensive Plan Maps, and Zoning Map Amendments Ordinance No. 23- Page 6 of 105 Adoption. The 1995 City of Federal Way Comprehensive Plan, as thereafter amended in 1998, 2000, 2001, 2003, 2004, 2005, 2007, 2009, 2010, 2011, 2013, 2015, 2018, 2019, 2021, and 2022 copies of which are on file with the Office of the City Clerk, the comprehensive plan maps, and the zoning map are amended as set forth in Exhibit A and B, attached hereto. Section 3. Amendment Authority. The adoption of plan and map amendments in Section 1 above is pursuant to the authority granted by Chapters 36.70A and 35A.63 RCW, and pursuant to Chapter 19.80 FWRC and Chapter 19.85 FWRC. Section 4. Severability. The provisions of this ordinance are declared separate and severable. The invalidity of any clause, sentence, paragraph, subdivision, section, or portion of this ordinance, or the invalidity of the application thereof to any person or circumstance, shall not affect the validity of the remainder of the ordinance, or the validity of its application to other persons or circumstances. Section 5. Savings Clause. The 1995 City of Federal Way Comprehensive Plan, as thereafter amended in 1998, 2000, 2001, 2003, 2004, 2005, 2007, 2009, 2010, 2011, 2013, 2015, 2018, 2019, 2021, 2022 shall remain in full force and effect until these amendments become operative upon the effective date of this ordinance. Section 6. Corrections. The City Clerk and the codifiers of this ordinance are authorized to make necessary corrections to this ordinance including, but not limited to, the correction of scrivener/ clerical errors, references, ordinance numbering, section/subsection numbers, and any references thereto. Section 7. Ratification. Any act consistent with the authority and prior to the effective date of this ordinance is hereby ratified and affirmed. Ordinance No. 23- Page 7 of 105 scrivener/ clerical errors, references, ordinance numbering, section/subsection numbers, and any references thereto. Section 7. Ratification. Any act consistent with the authority and prior to the effective date of this ordinance is hereby ratified and affirmed. Section 8. Effective Date. This ordinance shall take effect and be in force five (5) days after passage and publication, as provided by law. PASSED by the City Council of the City of Federal Way this 4th day of April, 2023. CITY OF FEDERAL WAY: ATTEST: F YA i! M-04o, APPROVED AS TO FORM: � G-1 J. RYAN CALL, CITY ATTORNEY FILED WITH THE CITY CLERK: 03/08/2023 PASSED BY THE CITY COUNCIL: 04/04/2023 PUBLISHED: 04/07/2023 EFFECTIVE DATE: 04/12/2023 ORDINANCE NO.: 23-954 Ordinance No. 23-954 Page 8 of 105 Federal Vyf y Exhibit A-1 Comprehensive Plan "I Ndnr14 '{-5.'I II fir: - _ :I. �'}. lift' -. •.• ••� 3 - _' s; .4 1 Ordinance No. 23-954 Page 9 of 105 Exhibit A-2 IF70,114wal Vft Official Zoning Map 1an wrd 4m Qupwvffu W auc - Vw P E i I 9Wit -a no- IV - L Ram & L Ordinance No. 23-954 Page 10 of 105 CHAPTER THREE TRANSPORTATION 3.0 Introduction 1 3.1 Policy Background 2 State Policies 2 Regional Policies 2 3.2 The Transportation Concept 3 How Do People Travel? 5 3.3 Transportation Vision and Goals 7 3.4 Existing Conditions 15 Street and Highway System 15 Non -Motorized 27 Transit 31 Freight and Goods 36 Transportation System Management (TSM) 37 3.5 Future Transportation Vision 41 Introduction to the Layered Network 42 Future Travel 42 Transportation Level of Service 44 Project Prioritization 44 Modal Networks 46 Regional Growth Center Mode Share Goal 50 High -Occupancy Vehicle (HOV) 50 Non -Motorized 50 Transit 57 Freight and Goods 59 Transportation System Management 61 Ordinance No. 23-954 Page 11 of 105 3.6 Near -Term and Long -Term Projects 3.7 Financing and Implementation Financing Estimates of Revenue 63 70 71 73 Future Revenues for Transportation Capital Projects 75 Transit Funding 76 MapIII-1, Overview Map...................................................................................4 Map III-2, Travel Patterns from Residential Areas in the Federal Way PlanningArea.................................................................................6 Map III-3, Functional Classification of Existing and Planned Streets and Highways......................................................................................17 Map III4, Cross Section Application by Street...........................................19 Map III-5, WSDOT Access Management Classification on State Highways......................................................................................21 Map III-6, City of Federal Way Management Access Classifications ...... 22 Map III-7, Existing and Planned Traffic Signals.........................................24 Map III-8, 2014 Traffic Volumes.....................................................................25 Map III-9, 2014 Weekday PM Peak Congested Streets and Intersections.................................................................................28 Map III-10, Existing Bicycle Facilities............................................................30 Map III-11, Existing Pedestrian Facilities.....................................................32 Map III-12, Through Truck Route Plan.........................................................38 Map III-13, 2040 Weekday PM Peak Congested Streets and Intersections.................................................................................49 Map III-14, Walking and Bicyling Priority Areas........................................53 Map III-15, Planned Pedestrian Facilities.....................................................55 Map III-16, Planned Bicycle Facilities...........................................................56 Map III-17, Transit Priority Corridors...........................................................58 Map III-18, 2016-2021 Transportation Improvement Plan .........................65 Map III-19, 2016-2040 Capital Improvement Plan.......................................71 Ordinance No. 23-954 Page 12 of 105 Appendix III -A. Street Design Guidelines Appendix III-B. Transportation System Management Summaries Appendix III-C. Concurrency Management System Appendix III-D. ITS Master Plan ATC Advanced Traffic Controller ADA Americans with Disabilities Act BPA Bonneville Power Administration CIP Capital Improvement Program CMS Changeable Message Signs CCTV Closed Circuit Television Cameras CTR Commute Trip Reduction DART Dial -A -Ride Transit EMS Extinguishable Message Signs FHWA Federal Highway Administration FWCP Federal Way Comprehensive Plan GMA Growth Management Act HOV High -Occupancy Vehicles HAR Highway Advisory Radio METRO King County Metro Transit LOS Level of Service MMLOS Multi -Modal Level of Service PSRC Puget Sound Regional Council RMS Ramp Metering Systems RCW Revised Code of Washington RWIS Roadway Weather Information Systems SOV Single -Occupant Vehicle SEPA State Environmental Protection Act SR State Route TMS Traffic Monitoring Station TDM Transportation Demand Management TIP Transportation Improvement Program TSM Transportation Systems Management VMT Vehicle Miles Travelled v/c Vehicle -to -Capacity WAC Washington Administrative Code WSDOT Washington State Department of Transportation Ordinance No. 23-954 Page 13 of 105 FWCP - Chapter Three, Transportation The transportation chapter of the Federal Way Comprehensive Plan (FWCP) establishes a framework for providing a future transportation system (facilities and services) that supports anticipated land use described in Chapter 2. This chapter focuses on actions and investments needed to create and manage the transportation infrastructure and services to accommodate future growth assumptions. The City of Federal Way continues to enhance the vibrancy of its community for living, working, and playing. The new public facilities, trails, and roadway investments contribute toward a vibrant downtown that the City will continue to enhance. This transportation chapter will guide efforts to enhance mobility and safety for all modes of travel in Federal Way through 2040. The process of providing a transportation system involves numerous agencies at the local, state, and national levels. The cycle of providing a system involves planning, change approval, funding, implementing, operating, maintenance, monitoring, and administering the elements of the system. Also, some of the transportation system is provided by other agencies, such as King County Metro Transit (METRO), Sound Transit, Pierce Transit, and the Washington State Department of Transportation (WSDOT). Where possible, the City partners with these agencies to improve mobility and safety. Welcome to City of Federal Way Sign at South 320+h Streetl 1-5 Interchange (off -ramp) looking east Revised 2023 III-1 FWCP - Chapter Three, Transportation State and county transportation policies provide a statutory framework for the development of City land use policies. It is important to consider state and county level policies when developing the transportation element because they can help guide the development of transportation supportive policy and investment. State Policies The Growth Management Act (GMA) states that, "...a lack of common goals expressing the public's interest in conservation and the wise use of our lands pose a threat to the environment, sustainable economic development, and the health, safety, and high quality of life enjoyed by residents of this state" (RCW 36.70A.010). The GMA provides a framework for content and adoption of local comprehensive plans. The GMA provides 13 goals to be, "...used exclusively for the purpose of guiding development of comprehensive plans and development regulations." A number of the GMA goals pertain to transportation. They are as follows: • Transportation — Encourage efficient multi -modal transportation systems that are based on regional priorities and coordinated with county and city comprehensive plans. • Open Space and Recreation — Retain open space, enhance recreational opportunities, conserve fish and wildlife habitat, increase access to natural resource lands and water, and develop parks and recreational facilities. • Environment — Protect the environment and enhance the state's high quality of life, including air and water quality, and the availability of water. • Public Facilities and Services — Ensure that those public facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use without decreasing current service levels below locally established minimum standards. Regional Policies The Puget Sound Regional Council's (PSRC) VISION 2040 and the 2012 King County Countywide Policies, both required by the GMA, provide a regional framework to achieve the goals of the GMA. VISION 2040 is the long-range growth management, economic, and transportation strategy for the central Puget Sound region encompassing King, Kitsap, Pierce, and Snohomish counties adopted by the PSRC in 2008. VISION 2040's Transportation Strategy provides a framework for long-range transportation planning by emphasizing transportation investments that offer greater mobility options, alternatives to driving alone, and lower transportation -related energy consumption. Revised 2023 III-2 FWCP - Chapter Three, Transportation The 2012 King County Countywide Policies address changes to the GMA since its initial adoption in 1990 and reflect the regional direction established in VISION 2040. The countywide polices provide a framework for both King County and its respective cities, such as Federal Way. Adherence to these countywide policies ensures that city plans are consistent with one another. These policies address issues such as the designation of urban growth areas, land use, affordable housing, provision of urban services for future development, transportation, and contiguous and orderly development. In addition, the King County Countywide Policies call for minimizing air pollution and greenhouse gas emissions through supporting mass transit, encouraging non -motorized modes of travel, and reducing trip lengths. Policies contained in this comprehensive plan have been prepared to implement VISION 2040 and the King County Countywide Policies as they apply to the City. This chapter must be consistent with both VISION 2040 and the King County Countywide Policies. By implementing the goals in Section 3.3, the Transportation Chapter is consistent with VISION 2040 and the 2012 King County Countywide Policies direction. Federal Way is primarily situated between Puget Sound and Interstate-5; see Map III-1 (Overview Map). State Route 99 (SR 99), a Highway of Statewide Significance, parallels I-5 through the eastern part of the City. The connections of SR 18, a major east -west corridor and Highway of Statewide Significance, with SR 99, SR 161, and I-5 are closely spaced within the City. These routes experience traffic congestion regularly. Traffic incidents occurring along these routes greatly impact transportation conditions for people traveling within the City and connecting between Tacoma, Des Moines, Seattle, and communities to the east. In this regional context, the City coordinates its transportation planning with a variety of jurisdictions, including the State of Washington, Puget Sound Regional Council, King County, and neighboring communities. The City of Federal Way's existing transportation network accommodates many modes of travel, including walking, bicycling, public transit, and driving. In Federal Way, the predominant mode of travel is the private automobile, which will continue to play a principal role in the City's transportation. However, shorter trip lengths are becoming more common and the total miles people are traveling in vehicles is declining. These two factors affect how people choose to travel, such as by walking, by bicycling, by transit, or by vehicle. To achieve City and regional goals, emphasis will be placed on providing integrated and balanced mobility opportunities for all modes. The transportation concept is intended to facilitate the following: Revised 2023 III-3 FWCP - Chapter Three, Transportation City of Federal Aby Comprehensive Plan Map III - 1 Overview Map N.P fwd. "2h-- Dhbi— *WKahM6 r.ft eft Ya4�F r� Des Kent moirles ss, gr PLT TSe ° __- _, to 3 A 2 k' E. Federal I Way A MY L b �5ii.372[h 6212k, kr F}LrS. 1 I' Federal 1[IyI I ,y r" F�7..4. Legend I� Potential Annexation Area Streets ` Arterial ' x Collector (Freeway *~ Milton Local Fife Edgewoed AuL Tra.nsporta€ion Element [�rY UI - Federal Way �_ Smile: " This map is intended for use as a graphical represenUtion. ] o.=_ I The City aE Federa I Way makes siiiiiiamks no warranty as to its accuracy_ Revised 2023 III-4 FWCP - Chapter Three, Transportation • Promotion of high -occupancy vehicles (HOV) use such as trains, buses, carpools, and vanpools; • Incorporation of high -capacity transit such as bus rapid transit, light -rail, and commuter rail; • Expanded bicycle and pedestrian facilities; • Maximizing existing infrastructure through transportation system management strategies. How Do People Travel? Travel patterns in the Federal Way planning area are shown on Map III-2 (Travel Patterns from Residential Areas in the Federal Way Planning Area). Travel patterns generally follow the hierarchy of roadways; people use neighborhood roads to connect to major collector and arterials. The regional facilities of I-5, SR 99, SR 18, SR 161, and Military Road are the predominant facilities used between Federal Way and neighboring cities. Travel to work in Federal Way is dominated by the single -occupant vehicle (SOV), which accounts for roughly 75 percent of work trips within the City, according to the American Community Survey. About ten percent of work trips are made by carpoolers. Transit has seen a significant increase in commute trips since the 1990s, doubling to about seven percent of work trips. Biking and walking modes account for approximately three percent of work trips, while the remaining five percent of work trips is comprised of telecommuters. Wynstone neighborhood at SW Campus Drive and 12`h Avenue SW Intersection Revised 2023 III-5 FWCP - Chapter Three, Transportation Map III - 2 MW�0"=- } of Federal Way Comprehensive Plan Travel Patterns from Residential Areas in the Federal Way Planning Area ISM d F ,m Yb' �`"� a F.d—d„ft)FA,M, :r I, Legend -41L City Limits Potential Annexation Area f I� Traffic from Reeidentia:l ,areas Des Kent �+ `16 L� ry �� 1 ■Il�r �Ag"4 01111II° AU t I Ff I J, Or 11 F 1 F L FA 1411 -'�INLido . ,t rIED N Vol 111 o. Sri-Ir HLy j L E .� w r Milton Fife Edgevrood ,jp I lrv(31 Federal Way —O' LV' i "&— — Tramportabon Element This map is intended for use as a grapfiical represenutian. 3 as 1 The City of Federal Way makes Mies no warranty as to its accuracy - Revised 2023 III-6 FWCP - Chapter Three, Transportation It is proposed that the City adopt the following goals and policies with respect to transportation facility improvements that allow it to maintain options into the future, especially with respect to transit enhancements. This may result in a conservative approach to highway improvements that might slow the rate of progress in the area of non -drive alone mode use. Goal 1 TG1 Maintain mobility through a safe, balanced, and integrated transportation system. Policies TP1.1 Reduce reliance on drive alone trips by prioritizing and implementing supportive local -level transit, high occupancy vehicle (HOV), and non - motorized improvements. TP1.2 Develop a transportation system that achieves the following level of service (LOS) metrics: o Signalized Intersection outside of City Center will experience a 1.2 vehicle -to -capacity (v/c) ratio or lower o Unsignalized Intersection outside of City Center will experience a 1.0 vehicle -to -capacity (v/c) ratio or lower o The City Center area will experience an average 1.1 vehicle -to -capacity (v/c) ratio or less. o Facility completeness as described in the following pedestrian, bicycling, and transit priority areas level of service tables. Pedestrian Priority Area Level of Service (LOS) Pedestrian facility as indicated in the Street Design Guidelines Provides a lower -level facility than recommended in the Street Design Guidelines No pedestrian facility provided Bicycle Priority Area Level of Service (LOS) Within Bicycle Priority Area Network Bicycle facility as indicted in Street Design Guidelines Provides a lower -level facility than recommended in the Street Design Guidelines No bicycle facility provided Revised 2023 III-7 FWCP - Chapter Three, Transportation Transit Priority Corridor Level of Service (LOS) IFOS Quality of Service Measurement PedestrWianss Op Op More than 80% of transit stops Sidewalks and pedestrian crossing All day frequent service; • meet amenity minimum ortunities servinsto ppg ps adequate parking at park-and- rides and stations More than 60% of transit stops Sidewalks and pedestrian crossing Peak period service; meet amenity minimum stops opportunities serving ps insufficient parking at park- provisionssome and -rides and stations Less than 60% of transit stops General lack of sidewalks and • meet amenity minimum pedestrian crossing opportunities N/A provisions The Street Design Guidelines are provided in Appendix III -A. *Amenities include bus stop shelter, bench, flag post, and/or concrete waiting area; these amenities are determined based on the number of people using a transit stop as defined by a transit agency. +Consider the adequacy of parking provided at park -and -rides and transit stations TP1.3 Identify the improvements and strategies needed to fully implement the City's Layered Network and meet the level -of -service requirements for transportation. TP1.4 Allow improvements to vehicle throughput only where they enhance traffic and pedestrian safety, improve high capacity transit and HOV facilities, or reduce air pollution. TP1.5 Enhance mobility using the existing footprint of the roadway and technological advancements. When widening roadways, impacts to non -motorized users and transit vehicles and passengers should be minimized. TP1.6 Employ traffic calming measures in neighborhoods through context sensitive design where traffic volumes and speeds consistently exceed reasonable levels and as set forth in the adopted Neighborhood Traffic Safety Program. TP1.7 Improve safety on residential streets by: o Reducing street widths while maintaining on -street parking. o Increasing separation between sidewalks and streets. o Reducing design speeds to discourage speeding. o Limiting the length of straight streets to discourage speeding. o Other actions approved by Public Works. TP1.8 Use Access Management improvements to reduce crash rates and extend capacity of major arterials. TP1.9 Public Works will develop incident response timing plans for major arterials. TP1.10 Coordinate with transit agencies to provide convenient non -motorized access to transit facilities. Revised 2023 III-8 FWCP - Chapter Three, Transportation TP1.11 Develop code requirements and a designated truck route system that accommodates the needs of the private sector and residents, and provides a balance between movement needs and quality of life. TP1.12 Discourage the use of road facilities by vehicles carrying hazardous materials and those with weight, size, or other characteristics that would be injurious to people and property in the City. TP1.13 Identify transportation programs and strategies for security and emergency responses. TP1.14 Develop and maintain a Layered Network that provides connectivity and recognizes that not all streets provide the same quality of travel experience. Classify streets as Freeway, Principal Arterial, Minor Arterial, Principal Collector, Minor Collector, or Local Street. Ensure that the Layered Network continues to provide for all varieties of street uses including: regional mobility and cross-town trips; commuting; shopping and recreational travel; property and business access; and parking, regardless of mode. TP1.15 Continue to enhance the City's Layered Network by using the following methods: o Require dedication of rights -of -way as a condition for development when the need for such rights -of -way is linked to the development or where shown on the Future Roadway Network; o Request donations of rights -of -way to the public; o Purchase rights -of -way in accordance with state laws and procedures; and o Acquire development rights and easements from property owners. Goal 2 TG2 Be fiscally and environmentally sustainable. Policies TP2.1 Establish a funding program that prioritizes the most critical non -motorized improvements first. TP2.2 Develop a program to create portions of the non -motorized system through public -private partnerships. TP2.3 Prioritize transportation projects considering concurrency, safety, multimodal enhancements, environmental impacts, and cost effectiveness. Revised 2023 III-9 FWCP - Chapter Three, Transportation TP2.4 Assure cost-effective maintenance of transportation facilities under the City's jurisdiction, including non -motorized facilities. TP2.5 Leverage state and federal funds for transportation improvements. TP2.6 The maintenance and preservation of existing travel infrastructure shall take precedence over major street improvement projects that expand system capacity. TP2.7 Strategically use public and private investment to complement the multi -modal vision of the plan, including "matching" improvements to supplement the efforts of other agencies to provide HOV and transit facilities. TP2.8 Capacity enhancements will be constructed where lower cost improvements cannot correct deficiencies; these capacity enhancements will be developed to be as competitive as possible for obtaining grants. TP2.9 Develop clean transportation programs and facilities, including actions to reduce pollution and greenhouse gas emissions from transportation. TP2.10 Identify stable and predictable funding sources for maintaining and preserving existing transportation facilities and services. Goal 3 TG3 Enhance community health, livability, and transportation by providing a connected system ofpedestrian, bicycle, and transit ways that are integrated into a coordinated regional network. Policies TP3.1 Through subarea planning, with the cooperation of transit service providers, work to make transit part of each neighborhood through appropriate design, service types, and public involvement. This system should provide convenient connections from city neighborhood activity centers to the regional transportation system. TP3.2 Prepare, promote, and provide for an enhanced, high -capacity, regional transit system, maintaining area residents' mobility and travel options. The regional transit system should assist in attaining air quality standards. TP3.3 Acquire or preserve rights -of -way for high -capacity transit whenever possible, such as development applications, in advance of their need. Make accommodations for any improvements, whether public or private, to provide for future high -capacity transit needs without major redevelopment. Revised 2023 III-10 FWCP - Chapter Three, Transportation TP3.4 Foster phased improvements that expand transit services in time to meet the demand for these services. TP3.5 Work with transit agencies to ensure amenities such as shelters, benches, bicycle racks, lighting, and information kiosks are incorporated in the design and improvement of appropriate transit facilities. TP3.6 Support transit commuter options (e.g., subscription buses, special commuter services, local shuttles). TP3.7 Promote extension of fixed guideway facilities to the regional airport as an effective means of resolving congestion problems that affect City residents and businesses. TP3.8 Encourage non -motorized improvements that minimize the need for residents to use motorized modes by extending the existing non -motorized system and providing: 1. Access to activity centers and schools; 2. Linkage to transit, park & ride lots, and school bus networks; 3. Completion of planned pedestrian/jogging or bicycle trails; 4. Designating a network of streets that can safely and efficiently accommodate bicycles; and 5. Extend sidewalks to all streets. TP3.9 Facilitate a safe school walking routes program, and, where possible, make capital budget decisions that support such a system. TP3.10 Provide a one -mile grid of bicycle facilities connecting major activity centers, recreational facilities, and schools. TP3.11 Incorporate pedestrian and bicycle features as design elements in the City Center as reflected in the FWCP Vision and City Center Street Design Guidelines. TP3.12 Include sufficient area in rights -of -way for bike lanes, sidewalks, and landscaped medians to provide separation from motorized traffic. Use landscaped medians to separate opposing traffic when safety and aesthetic purposes dictate the need. TP3.13 Acquire access paths between existing developments, cul-de-sacs, public facilities, business areas, and transit followed by trail construction to improve Revised 2023 III-11 FWCP - Chapter Three, Transportation non -motorized circulation. Require the same for all new developments or redevelopments. TP3.14 Requiring developers to mitigate the impact of the development on the City's transportation system by constructing bike lanes, trails, and sidewalks where they would interface with the existing system to the extent allowed by law. TP3.15 Develop access management standards to minimize the number of curb cuts on arterials to improve pedestrian and vehicle safety. TP3.16 Emphasize the enforcement of laws that reduce pedestrian, cyclist, and vehicle conflict. TP3.17 Coordinate development of the non -motorized system with surrounding jurisdictions and regional system extensions. TP3.18 Incorporate environmental factors into transportation decision -making, including attention to human health and safety. Goal 4 TG4 Support the City's land use vision and plan. Policies TP4.1 Integrate land use and transportation plan decisions to support the land use vision and plan. TP4.2 Enhance traffic circulation and access with closer spacing of through streets, where feasible, and limiting the area to be served by a single access point commensurate with planned density. TP4.3 Determine street classifications by balancing travel needs with changing right- of-way uses and neighborhood character. TP4.4 Protect existing and acquire future right-of-way consistent with functional classification cross-section (transit, rail, bike, and pedestrian) needs. TP4.5 Require developments to dedicate right-of-way as needed for development commensurate with the impacts of the development. At a minimum, setback limits shall be used to assure that buildings are not placed within the right-of- way requirements for planned transportation facilities. Right-of-way dedication shall be commensurate with a development's impact to the existing and planned transportation system. Revised 2023 III-12 FWCP - Chapter Three, Transportation TP4.6 Design arterials to fit with the planned character of areas (context sensitive design) they pass through. TP4.7 Enhance the viability of regional and local transit service by establishing design standards for streets that move transit, pedestrian, and cyclists in the City Center. TP4.8 Monitor growth in population and employment in relation to the land use and growth assumptions of the Transportation Chapter. Reassess the Land Use and Transportation Chapters as needed to ensure that planned improvements will address the potential impacts of growth. Goal 5 TG5 Develop and implement transportation systems management strategies and programs that contribute to the overall effectiveness of the multimodal transportation system. Policies TP5.1 Reduce auto dependency, especially drive -alone trips, by employing and promoting the application of programs enhance mobility and assist in achievement of the land use vision. TP5.2 Use transportation demand management to help achieve an appropriate arterial level of service that balances the City's goals for residents, consumers, employers, and employees. TP5.3 Support transportation demand management programs that can be shown to be cost-effective in achieving plan goals. Allow residents and employers discretion to choose the Transportation Demand Management (TDM) methods they wish to employ. TP5.4 Encourage employers to institute complementing Transportation System Management (TSM) actions to those undertaken by the City. TP5.5 Support the achievement of City and regional mode split goals through assisting all Commute Trip Reduction (CTR) affected and voluntary employers in the Federal Way planning area to achieve the CTR Act travel reduction goals and target. TP5.6 Develop coordinated TDM strategies with regional representatives and other adjacent communities. Revised 2023 III-13 FWCP - Chapter Three, Transportation TP5.7 Incentivize public/private programs that stimulate transit, car, and van pool use. TP5.8 Encourage the provision of a robust transportation alternative rich environment so that all members of the community, including those with transportation disadvantages, have viable travel options or alternatives. TP5.9 Prioritize development of HOV and transit priority lanes, and prioritizing transit and HOV movements at traffic signals. TP5.10 Continue to implement traffic signal coordination projects as the primary component of a TSM program. As funds permit, monitoring of traffic operations will be carried out to assure efficient timing of traffic signals. TP5.11 Public Works will maintain a mechanism for public comments and requests related to traffic monitoring and other areas for proposed transportation enhancements. TP5.12 Develop a regular data collection and monitoring program. Goal 6 TG6 Be an active partner by coordinating with a broad range of groups to help meet Federal Way's transportation goals. Policies TP6.1 Implement federal, state, and countywide planning policies. TP6.2 Coordinate transportation improvement programs with appropriate state, regional, and local agencies. TP6.3 Public Works shall coordinate with neighboring jurisdictions to develop a fair and consistent means of addressing the impacts of growth and development between jurisdictions without undue administrative burdens. TP6.4 The City will continue to cooperate with regional and local transit providers to develop facilities that make transit a more attractive option. TP6.5 Work with the transit agencies, WSDOT, King County, and other partners, in applying for funding for HOV improvements that complement transit and non - transit HOV facilities and park & rides within Federal Way. Revised 2023 III-14 FWCP - Chapter Three, Transportation TP6.6 Coordinate with other agencies and stakeholders to pursue funding for pedestrian and bicycle amenities. TP6.7 Support regional transportation projects that are appropriately designed and will preserve the movement of people and goods on I-5 and state routes. TP6.8 Involve major generators of area freight and goods movement in discussions to identify their needs and priorities as part of improvement programming; including access to regional marine facilities. TP6.9 Coordinate with local business organizations, and provide feedback to local business organizations on international and regional transportation issues and on transport needs and opportunities related to all modes of transportation. This section provides a summary of the existing transportation conditions in Federal Way. These existing conditions provide a base to create the future transportation vision for the City. Street and Highway System Federal Way is served by a network of publicly maintained streets and highways connecting local communities and urban centers in the Puget Sound region, as shown in Map III-1 (Overview Map). There are two major freeways, which are Highways of Statewide Significance, in Federal Way: • Interstate 5 (I-5) is five lanes in each direction, with a posted speed limit of 60 mph. This freeway serves as the main north/south freeway for regional travel in western Washington. • State Route 18 (SR 18) is two lanes in each direction, with a posted speed limit of 60 mph. This freeway acts as an east/west alternative to I-90, connecting to I-90 east of Issaquah and serving the communities of Auburn, eastern Kent, Covington, and Maple Valley. Other primary roadways serve major activity centers within Federal Way, including commercial activities in the South 320t' Street corridor between Pacific Highway South (SR 99) and I-5 (the City Center), commercial developments along Pacific Highway South at South 348' Street and Enchanted Parkway South, and several smaller commercial centers located within various residential areas. The roadway system also serves concentrations of office uses located within the City Center, West Campus, and the former Weyerhaeuser Headquarters/East Campus area. The roadway system within Revised 2023 III-15 FWCP - Chapter Three, Transportation the City connects to the surrounding regional transportation network, which provides access to other major activity centers including: Seattle, SeaTac Airport, Tacoma, the Port of Tacoma, Kent, and Auburn. Functional Classification of Streets Public streets are classified according to their functions related to mobility and land access. These functional classifications help facilitate planning for access and circulation, standardization of road designs, and provision of a hierarchy for roadway funding. The types of functional classifications established within Federal Way include (also see Map III-3 [Functional Classification of Existing and Planned Streets and Highways] and Table III-1 [Characteristics of Functional Classification of Streets]): • Freeway: A multi -lane, high speed, high capacity roadway intended exclusively for motorized traffic with all access controlled by interchanges and road crossings separated by bridges. • Principal Arterial: A roadway connecting major community centers and facilities, often constructed with partial limitations on access and minimum direct access to abutting land uses. • Minor Arterial: A roadway connecting centers and facilities within the community and serving some through traffic while providing greater access to abutting properties. • Collector: A roadway connecting two or more neighborhoods or commercial areas, while also providing a high degree of property access within a localized area. Collectors have been separated into principal and minor designations according to the degree of travel between areas and the expected traffic volumes. • Local Street: All other roadways not otherwise classified, providing direct access to abutting land uses and serving as feeders to facilities with higher functional classifications. • Designation of roadway functional classification is an integral part of managing street use and land development. The classification of streets is necessary for receipt of state and federal highway funds. It is important to coordinate roadway classification with anticipated land use change and to apply a consistent approach to the designation of facilities. This ensures that roadways are sized correctly and provide the appropriate level of pedestrian and bicycle accommodation to support the surrounding land use. This also helps reduce the likelihood of long-term capacity problems. Source: City of Federal Way Revised 2023 III-16 FWCP - Chapter Three, Transportation r Federal Way Comprehensive Plan Map III - 3Cit Functional Classification of Existing and Planned Streets and Highways u y d! F..'vaw Des Kent Mo1Eles f Pr�r 5aand .� Feder I Way 4 47 uI a - 544 3i 5[ Tacoma 4 Legend 5w14 3[ City Limits Potential Annexation Area 1 Streets and Highways Interstate -~ Principal Arterial * '+ Minor Arterial �• i - Principal Collector Mllti0fl lY Manor Caileetor Edgewood Fr#e Transportation Element €rrx [IF Federal Way ZINC " This map is intended for use as a grapflical representation. a o.=_ i The City of Federa I Way makes qmmmmmd mks no warranty as to its accuracy. Revised 2023 III-17 FWCP - Chapter Three, Transportation Table III -I Characteristics of Functional Classification of Streets �• eewa sl rMin,r 4+ varies Varies 60m h 30,000+ rterial' 2 to 7 68' to 124' 35-50m h 5,000+ ial3 2 to 5 68' to 106' 30-40mh 5,000-35,000 Principal Collector4 2 to 5 68' to 100' 1 25-35m h 5,000-25,000 Minor Collectors 2 to 3 60' to 80' 25-35m h 1,000-5,000 Local Street6 2 36'to 66' 25-35m h up to 1,000 1. Limited access, state jurisdiction. 2. Connects subregional activity centers and communities. 3. Provides major movement capacity; collecting neighborhood and business traffic to higher level arterials. 4. Connections between neighborhood or commercial areas. Design consideration for trucks. 5. Channels local traffic to principal collectors or arterials. Design for buses per METRO standards. 6. Primary function is access to abutting land use. Through traffic can be discouraged by use of traffic control devices. 7. The exact cross -sections and standards for a particular street within the community will be established through the City's development standards. Map III-4 (Cross -Section Application by Street) illustrates which cross-section would be used for each arterial and collector within the community. Since the City does not plan local street networks, the applicable street cross-section for local streets will be established through the City's development review process, which is ongoing. Access Management Classification Access management is the regulation of intersection and driveway spacing along a corridor and is intended to enhance safety and preserve capacity of roadways. Roadway crash rates are related to the spacing of turning conflicts. By reducing the number of driveways and turning movements through shared access to multiple parcels, and restricting turning movements in congested areas, the safety and efficiency of the City's streets can be maintained. This improvement also reduces the number of conflict zones for all vehicles, pedestrians, and bicycles. Access is one of the major factors influencing functional classification. Generally, higher classifications (interstates or freeways) serve a limited access function, while lower classifications (local roads, cul-de-sac streets) serve a local access function. The State of Washington approved legislation requiring that access onto state facilities be granted by permit and that such access conform to an access management classification system (Revised Code of Washington [RCW] 47.50). WSDOT put into place two administrative codes. The first identifies the administrative process (including permit fees for issuing access permits on state facilities), and the second defines the access classification system (Washington Administrative Code [WAC] 468.51 and 468.52, respectively). A summary of the access classifications from WAC 468.52 is provided in Table III-2 (Washington State Access Classification System Chapter 468.52 WAC). The criteria used to define the classification system included functional classification, adjacent land use (existing and proposed), speeds, setting (urban or rural), and traffic volumes. Revised 2023 III-18 FWCP - Chapter Three, Transportation Map Date: 11-1 1522 Ci[y of federal Way City of Map — 013 Division Federal 1Na 33325 "" A— Way Co y Crass Section Application by Street-edea'aY,VWA s�Comprehensive Plan 2vmw�a�yoHz�deralray.oart 5 272nd St a - Puget Sound p t test ' I I �I Federal N M) PA..A 320t1i Sfl s�� y '� SYt' Cant 5 336th 5 c j •L S 348111 St 'a I I N SSW 356 . St y Legend —r k _ Cif H v.A wG L R _ ar t B 'tir H M ^v 5 d� C I ''40 ***T �❑ vI P E ': K 0 I' _- Transportation Element CITY OF Federal Way �j�J ay This map is intended for use Centered on Opportunity scale- % as a graphical representation- 0 0.5 1 The City of Federal Way makes R:tsaceyclwnPoeciSco�asupdaes(wosssec8on.apx Miles no warranty as to its accuracy. Revised 2023 III-19 FWCP - Chapter Three, Transportation The authority to permit access to state facilities lies with the state in unincorporated areas and with the cities in incorporated areas. All state routes within the City are classified, with the exception of SR 18 and I-5, which are limited access facilities and not subject to the access classification system. Table III-2 Washington State Access Classification System Chapter 468.52 WAC (7-14-94) Restrictive, 1320 feet. High speed/volume, long trips serving: I interstate, interregional, intercity travel. Service 50 to 55 where multi- 1.0 mi One per to abutting land subordinate to service of major lane is parcel traffic movements. warranted. Medium to high speeds/volumes, medium to Urban: 35 Restrictive, 660 feet. 2 long trips serving: interregional, intercity, intra- to 50 where multi- 0.5 mi One per city travel. Service to abutting land subordinate Rural: 45 lane is parcel. to service of traffic movement. to 55 warranted. Restrictive Moderate speeds/volumes, short trips serving: Urban: 30 where multi- Rural: 0.5 mi intercity, intra-city, intercommunity travel. to 40 lane is Urban: 0.5 mi/ 3 Balance between land access and mobility. Used Rural: 45 warranted. Two- less with signal 350 feet where land use is less than maximum build out, to 55 way left -turn progression but development potential is high. lane may be analysis. utilized. Moderate speeds/volumes, short trips serving: Rural: 0.5 mi intercity, intra-city, intercommunity travel. Urban: 30 Restrictive if Urban: 0.5 mi/ 4 Balance between land access and mobility. Used to 35 average daily less with signal 250 feet where level of development is more intensive Rural: 35 traffic volumes and major land use changes less likely than to 45 exceed 25,000. progression analysis. class 3. Low to moderate speeds, moderate to high 0.25 mi/less 5 volumes, primarily short trips in intra-city and 25-35 Non-restrictive with signal 125 feet intra-community travel. Service of land access progression dominant function. analysis. Note: This table is for summary purposes only and is not included in the WAC. Source: WSDOT *See text of the WAC for exceptions. Table III-3 (City of Federal Way Access Management Standards) illustrates the City's adopted access classification system. The primary purpose of access management is to improve safety; therefore, higher access classifications are triggered either by crash rates or lane configurations that are less safe at higher volumes. Similarly, access spacing standards are the most restrictive for turning movements with the highest potential for crashes. Map III-5 (WSDOT Access Management Classification on State Highways) indicates WSDOT's access classification on state highways in Federal Way. Map III-6 (City of Federal Way Access Management Classifications) indicates the access classifications within the City. These access standards would be implemented as part of review of land development, as an element of street improvement projects, and to ameliorate locations with high crash rates as a part of traffic safety maintenance. Revised 2023 III-20 FWCP - Chapter Three, Transportation Map III - 5 Ww Ob. "MV CitI LV& d Fft.[� Feder y JDOT Access Management �.bw Cornprehensiue Plan Classification on State Highways c Legend D-es Kent o City Limits Cliass 4 Moin I= Potential Annexation Area OW Urnited Access •' rr Y.r r—.-i • -I S FederalIII _ } Aul J =, 4t F . �}r' - R&A k I TIT, Milton � Fifes Eewood Tran-s ortar onElement CkTV Or - Federal Way This map is interined for use " as a graphical represenUton. a us i The Ciy a! Federa I Way makes m �u _,. r.l' .� w..,nvwl •-=-,_�� Miles no warranty as to NS accuracy. Revised 2023 III-21 FWCP - Chapter Three, Transportation Map III - 6 �,�-M.. City of Federall+4+ay City of Federal Way Access ��wM: Comprehensive Plan Management Classifications Des Win Federal Wal r� t r i'•r 4 � � b Tacoma w o Legend 0 City Limits o Potential Annexation Area JV Glass 1 . Glass 2 Glass 3 Milton AV Glass 4 Fite c�TY o� Federal Way 3 u. E i _ ccrvrLu'4 �y�+��.�eurraw�a Yr�rxrr.c:�n.a Mks Kent AoU F adezi MY PAA Edg ewo od Tran-sDortadon Element This map is intended for use as a graphical represencation. The Ciy of Federal Way mak-es no warranty as CD ins accuracy. Revised 2023 III-22 FWCP - Chapter Three, Transportation Table III-3 City of Federal Way Access Management Standards Number Spacing of Ro �waments ■ Minimu Signal s ra of Through Crossing Rig g Progression fi edian Traffic Movements Left-TuHe urn Efficienc n Type Lanes tfnn� • Only at (feet) *Does not apply to Single -Family Residential uses. **Greater spacing may be required in order to minimize conflicts with queued traffic. ***If the existing efficiency is less than the standard, new traffic signals may not reduce the existing efficiency. a) Raised Medians will be required if any of the following conditions are met: 1) There are more than two through traffic lanes in each direction on the street being accessed. 2) The street being accessed has a crash rate over 10 crashes per million vehicle miles, and currently has a two-way left -turn lane. b) Two-way left -turn lanes will be required if the street being accessed has a crash rate over 10 crashes per million vehicle miles, and currently does not have a left -turn lane. Street Standards As the transportation system evolves, periodic review and changes to the Federal Way Revised Code (FWRC), subdivision code, and street standards are necessary. Street standards within City code convey the vision of the comprehensive plan in greater detail. Similar to the classification map, they guide the development process activities. For example, components of the subdivision code can require certain types of street standards (e.g. widths, parking, etc.) to support designated transit compatible development. Street design standards show preferred cross sections for each arterial and street segment. Traffic Signal Locations Map III-7 (Existing and Planned Traffic Signals) shows the locations of signalized intersections in Federal Way. Currently, signals are maintained and operated by the City under a contract with King County. The ability to coordinate signals and update signal timing plans throughout Federal Way is important to achieve the maximum operating efficiency (move the greatest number of people, freight, and goods) of roadways. Currently, traffic signal timing plans can be adjusted from the traffic control center for most intersections in the City. Traffic Volumes Map III-8 (2014 Traffic Volumes) shows the average weekday traffic volumes on selected arterials. Major arterials such as SR 99, SR161, 348th Street, 320th Street, and access points to I-5 carry the most vehicles in the City. Federal Way's busiest arterial, SR 18 between 16' Avenue and the northbound on -ramp of I-5, carries more than 68,000 Revised 2023 I1I-23 FWCP - Chapter Three, Transportation City -of Map III - 7 CA LIVkZ, L"" 4 "'� I" IMS M A— & Federal Way FnkrmiVdre effit= Cornpreh&nsive Plan Exisitng and Planned Traffic Signals pugpFsound Des Kent Moines El wr way-4 ti.WAY PAA Tacoma Legend A§ 4 34 = City Limits = Potential; Annexation Area Trafric Signals 4 Existing Tragic Signal 9 Fire Signal N Planned Traffic Signal W Existing Pederitran S gnai Communication Lines 4W Proposed Cammunii::athn Liner, Exssting CIammunication Lines F rfe rkTV 01 FederalWay SOiE: 4 AU: Way PA A r fir :3- L I illbori Edgewood Transporratron Elemarit This map is intended for use as a graphical represL-nutiun. The City of Federa I Way makes no warranty as to its accuracy_ Revised 2023 111-24 FWCP - Chapter Three, Transportation City of Federal Way Comprehensive Flan ICI a p III - 014 Traffic Volume L* d F.3.wrm& = LAI*.b- !assa,A-} fW-WN"%= 2SA6 «rY bl - _ This map i intended for use Federal Way amx: " as a graphical representation. a M 1 The City of Federa I Way makes —�VU'4 armies no warranty as to its accuracy_ Revised 2023 III-25 FWCP - Chapter Three, Transportation vehicles per day. In addition, several segments on SR 99 and the segment between SR 99 and I-5 on South 320t' Street, carry between 35,000 and 45,000 vehicles per day. According to the Federal Highway Administration (FHWA), annual vehicle miles travelled (VMT) peaked in year 2007 with a total of over 3 trillion vehicle miles traveled nationwide. Since then, annual vehicle miles travelled has exhibited a downward trend. This downward trend is the result of a number of factors including the "Millennial" generation seemingly be less inclined to drive or own automobiles, higher costs of automobile ownership, healthier lifestyle choices, mixed -use and compact development, and more. Also, the number of people who choose alternative transport modes such as transit, walking, or bicycling over driving is increasing. These trends, if continued, will have an impact on the development of future projections for the way people could choose to travel necessary to plan for the future. High -Occupancy Vehicle Facilities High Occupancy Vehicle (HOV) facilities are typically roadway lanes dedicated to vehicles with two or more people per vehicle and include motorcycles. HOV facilities are viewed at the regional, state, and federal levels as essential to meet public travel demand needs because they are capable of moving more people than general purpose travel lanes. Also, HOV facilities provide vital accessibility to developing urban centers in the Puget Sound Region. HOV lanes are provided on I-5 within Federal Way. Locally, the objective of providing HOV lanes in Federal Way is to improve traffic safety and circulation, and support the use of transit, carpools, and right -turn movements. HOV lanes are provided on 348t' Street, SR 99, and on 320t' Street. South 320+h Street Looking East Revised 2023 III-26 FWCP - Chapter Three, Transportation Existing Street Deficiencies Congested intersections result in people experiencing an increased delay to travel through the intersection. They are typically larger intersections with high vehicle demand and have longer crossing times for pedestrians. Congested intersections in Federal Way are located predominately in the City Center area and along SR 99. East/west routes that experience high levels of vehicle demand include South 320t' Street and Campus Drive/ South 348t' Street. To determine where intersection deficiencies exist today, the existing traffic volumes and roadway network is compared to the level of service policy (TP 1.2), which defines the volume -to -capacity ratios at signalized and unsignalized intersections in the City. Map III-9 (2014 Weekday PM Peak Congested Streets and Intersection) illustrates the results of this analysis. Traffic Safety When considering transportation improvements, enhancements to traffic safety must be considered. Collision information for the past five years is reviewed for intersections and street segments to determine areas that could benefit from safety enhancements. Some collisions in Federal Way are related to congestion; congested roadways can increase user frustration and result in riskier maneuvers. Common risky maneuvers include running a red light at a traffic signal, darting across a busy roadway, rapid lane changes, and speeding. Many collisions in neighborhoods are related to speeding, but also to poor sight distance at unsignalized intersections. The development of the Future Transportation Vision and Near -Term and Long -Term Projects considers areas with safety issues. Non -Motorized The City developed a stand-alone Bicycle and Pedestrian Master Plan, adopted in March 2012, which establishes a vision for a connected network of bicycle and pedestrian facilities throughout Federal Way. The Plan sets an important foundation to continue the City's success in securing transportation project and program funding. It also establishes an overview of the current status of walking and biking facilities, including barriers and opportunities, and gauges citizen opinion about walking and biking preferences. The City's overall goal is to set the stage for the City's long-term vision of a safe, accessible, and connected bicycle and pedestrian network. The bicycling and walking goals will guide the City as it moves forward with plan implementation and include: Revised 2023 III-27 FWCP - Chapter Three, Transportation Map III-9 Wr.Ob, 20* City of iiy d � F.�viw F rai My2014 Weekday PIV Peak �°�„,�ww Comprehensive Plan Congested Streets a n d Intersections .ew- Des Kent oin es Pugor soundr v edera� +py; �I w I � _ Faded "7 } - I _�I PAA AA Tacoma IL IT _ _ Pal A rr f; Legend -- = City Limits = Potentia I Annexation ,fires x Congest,e,d Streets Won � Lang Queues J Congested Conidor Q Frfe E ewoo i CITY M Federal Way Simla: =a na Maas Tra n-sDorratron .Elemarx This map is intended for use as a graphical representation. The City of Federal Way makes no warranty as to its accuracy_ Revised 2023 III-28 FWCP - Chapter Three, Transportation • Bicycle and Pedestrian Network and Support Facilities • Safety, Security, and Equity • Transportation and Land Use • Education and Awareness • Maintenance and Operations The Plan is consistent with state policies such as GMA and the Safe Routes to School program. Additionally, the development of the Plan is crucial for the City to position itself favorably in the competitive transportation funding program. In the process of developing the Plan, the City coordinated with two regional agencies—PSRC and King County. The existing built environment of Federal Way is characterized by conventional suburban style development featuring curvilinear streets, cul-de-sacs, and limited through -street connections. This lack of connectivity poses a challenge in developing a safe and convenient network of bicycling and pedestrian facilities. Bicycle Conditions Currently, there are approximately 27 miles of bicycle facilities in Federal Way (summarized in Map III-10 [Existing Bicycle Facilities]), which are all either paved trails, bike lanes, or wide shoulders. These facilities consist of the shared -use Bonneville Power Administration (BPA) Trail, bike lanes, and wide shoulders. A challenge in the City is that many potential cyclists do not feel comfortable riding on or crossing high - volume, high-speed roadways, such as SR 99. Bonneville Power Administration (BPA) Trail Midblock Pedestrian Crossing on SW 356'h Street Revised 2023 III-29 FWCP - Chapter Three, Transportation City of - �a.d!wrffw s� 13y� d wb_ Federal Way '; %= Compreh&nsive (Plan ExistIng BicycleFacilities Des Kent MCI II 52 Si hl I .�{ v . PF" Sound J i �0I.} Federa WA. PAA =w 3s 5a SW sL ff / AU: OT. S = I A Tacoma . „ Hmy a�a A 4t Legend - 0 City Limits = Poientiai Annexation Area X. Ex isti ng B icyc le Faciiity Paved Trail Milton * ' @ike Lane 1 Wide ShmMer. . _—�i ---- - Fie nrr bl Federal lay _ c d3r VU'4 eye l�.�curriotir _Foy smie: 'a a os i �Mies Edgewood Trarrsportatrorr Efemerit Th is map is intended for use as a graphical representation. The City of Federa I Way makes no wa rranty as to its accuracy_ Revised 2023 III-30 FWCP - Chapter Three, Transportation Pedestrian Conditions Most of the City's 247 miles of pedestrian facilities are sidewalks. Other facilities include the Bonneville Power Administration (BPA) Trail and recreational trails through park facilities as illustrated in Map III -II (Existing Pedestrian Facilities). While most of the arterial roadways have sidewalk facilities, some residential and minor roadways may not have facilities. Federal Way's pedestrian network provides a greater level of connectivity to retail centers than the current bicycle network, although many residents do not find walking to retail centers a pleasant experience due to the high volume and high speeds of traffic on arterial corridors. Also, the State of Washington permits the use of sidewalks by bicyclists unless prohibited in the City. Currently, Federal Way has restrictions for bicycles on sidewalks in the City Center area. Public Input and Preferences Public input was considered in the development of the proposed bicycle and pedestrian facility networks and also informed the development of goals and objectives. The following results were collected: • When trips are less than one mile, residents are more likely to walk. • People are more apt to bike than walk if a trip is between one and five miles. • Most residents will drive once trips exceed one mile. • People who walk in general do so more frequently than those who bike. • Most people walk or bike for exercise, followed by shopping or errands for walkers and work commute for cyclists. • The lack of facilities and/or their condition are the primary detractors for people walking and biking more. Transit Public transit service is provided to area residents by a combination of fixed -route, express, dial -a -ride, and subscription bus services. King County METRO serves the City directly, while Pierce Transit buses provide connections from the Park & Ride lot on I-5 at South 320'1i and Federal Way Transit Center to Tacoma and Puyallup. Sound Transit serves the Federal Way and Star Lake Park & Ride lots with regional express buses between SeaTac and Tacoma, and between Federal Way and Puyallup, and a feeder route from Northeast Tacoma. Amenities supporting transit patronage include Park & Ride lots and waiting -area shelters. The Federal Way School District and King County's Multi - Service Center also provide special, local area bus services. Revised 2023 III-31 FWCP - Chapter Three, Transportation City of Federal Way Comprehensive Plan Existing Map III - 11 Pedestrian Facilities MWte -f f-ft-d VW LAI-bl 23MMMAxe 5 r.hrw miq 'w %5-m: Des Kent Moiries puge Swnd sin r P Federal % J -r kPI WIL ii tL;�.a . J, x':p . --- J -P MA Way Y PAA AU' P Tacoma PA A f. Legend P = City Llmlits = Potential Annexation Area Paved Trai Is illbon sirSidewalk UD Fife Edgewood Tra nspo rratro n .Element 4 r,IV 01 Federal Way This map is interned for use N as a graphical repres�ntatiof-.. LE I The City of Federal Way makes Wes no wa rranty as 90 its accuracy_ Revised 2023 111-32 FWCP - Chapter Three, Transportation Federal Way Transit Center Locally and nationally, public transit services, ranging from local buses to regional rail, are witnessing increased attention. Despite declining transit ridership in the late 1980s and early 90s, these services are being viewed at the regional, state, and federal levels as essential to meet public travel needs. Many people with low incomes or special mobility needs depend on transit. The City of Federal Way supports the provision of viable transit services as a component in a multimodal transportation system. Coupled with carpooling and van pooling, improved transit service is viewed by the City as essential to providing area residents with mobility options in the future. Unlike road services however, the City is constrained by state law and federal regulations in its ability to provide these alternatives. The City's involvement with the provision of transit services is indirect —through such efforts as supportive land use planning (to generate sufficient transit patronage) and roadway design features (to accommodate transit and other high occupancy vehicles). The City's planning process has focused on development of a transit -supportive environment, including improved pedestrian and bicycle access to transit. Public Works projects anticipate enhanced regular route, local bus service, and the future implementation of a regional light rail system. Expansion of regional transit and HOV systems is critical to the achievement of Vision 2040, which guides the regional Metropolitan Transportation Plan. Federal Way's vision, which includes a City Center with surrounding commercial and residential land uses, is enhanced by both an improved regional bus system and a rail system. Local circulation routes will also be essential. The Federal Way plan has been structured with primary emphasis on locations that can become transit centers. In the interim, transit centers will be focused at Park & Ride lots. Revised 2023 III-33 FWCP - Chapter Three, Transportation In Federal Way there are 24 regular and express service routes that provide nearly 250 bus trips to, within, and through Federal Way each day. In total, about 3,000 to 3,500 person trips are made by regular, express, and Dial -A -Ride service each day. About one percent of all daily (and three percent of peak hour) Federal Way trips are made by transit, which is comparable to other suburban areas. The majority of service is provided to Park & Ride facilities where more than half of Federal Way's transit riders access transit. Routes into the neighborhoods of the City are oriented to the higher density areas where there is lower auto ownership and greater reliance on transit. Under a demonstration project, METRO instituted Dial -A -Ride Transit (DART) service to portions of the City in 1992. Today, DART service follows a semi -fixed routing with service provided to patrons who do not live or work on fixed routes. Local Transit Service Development Most transit service to and from Federal Way is oriented toward downtown Seattle. Historic, radial expansion of the system from the downtown is one reason for this. More significant is that density, congestion, and parking costs have kept transit competitive in the downtown Seattle market. While transit routes exist within Federal Way neighborhoods, the existing street layout, with its many cul-de-sacs and dead-end streets, is not always conducive to transit use. Buses cannot run along every residential street. They usually operate on collector and arterial streets; thus, residents often have to walk several blocks to reach a route. Research has shown that when potential patrons have to walk over three miles, many will not use transit. Because of the distance between residences and bus stops, and frequent express -type service to Park & Ride lots, many transit users travel to the three Federal Way lots near I-5. However, these lots are nearly always at capacity. Efforts to expand their capacity by both METRO and WSDOT have been hampered by the relatively high cost of land to provide for expansion. WSDOT constructed a new 600-space Park & Ride lot at 215Y SW at SW 344t' Street, and METRO constructed another Park & Ride lot at Pacific Highway South and South 276t' Street. Sound Transit constructing a City Center Transit Center with a 1,200 stall parking structure, connecting to an HOV direct access ramp to I-5 via South 317t' Street. In considering future land use and transportation alternatives for the City, a balance must be sought between creating transit compatible land uses and providing system access from Park & Ride facilities and stations. Revised 2023 III-34 FWCP - Chapter Three, Transportation Regional Transit System In November 1996, voters within areas of King, Pierce, and Snohomish Counties approved funding for a Regional Transit System, including light rail, commuter rail, and regional express bus services. Vision 2040 and the Metropolitan Transportation Plan "Destination 2030," adopted by the Puget Sound Regional Council (PSRC), and the Countywide Planning Policies for King County call for a high capacity transit (HCT) system linking urban centers and supported by other travel modes. HCT is defined as various types of transit systems operating on an enhanced facility (such as fixed guideway, dedicated right-of-way, priority lane, or freeway/express facility) that is designed to carry a large number of riders at higher speeds than conventional transit. HCT may include a mix of commuter rail, light rail, express bus services and facilities, and/or other high capacity transit technologies, plus other associated transit improvements that tie local/regional transit services to each other and to other travel centers. Today, King County Metro's RapidRide A -line provides frequent bus service between Tukwila International Boulevard Station and the Federal Way Transit Center generally along International Boulevard and Pacific Highway (SR 99). The City worked closely with METRO on the development of supportive capital infrastructure, such as transit lanes, transit signal priority, and stations. Federal Way is also coordinating with Sound Transit in the development of HCT alternatives to extend the regional light rail system south from the City of SeaTac to Federal Way and eventually Tacoma. The Federal Way Link Extension project will extend light rail from an Angle Lake Station at South 200t' Street in SeaTac to Kent/Des Moines by 2023. The planning and environmental process will develop a shovel -ready plan for extending light rail to the Federal Way Transit Center as additional funding is secured. Implementing the regional transit system will require an array of City efforts in the coming decades. Priorities include City participation in detailed system design, preservation of right-of-way, and station area planning, along with other needs to be identified as the system progresses. Dial -A -Ride Transit (DART) As noted above, this service was introduced by METRO in 1992. Dial -A -Ride service is demand activated by the users. Users originally phoned in and van service was provided within two hours. Unlike regular route service, only the area being served was defined, not the routes. The service has since been modified to operate with semi -fixed routes, which due in part to greater schedule reliability, has Dial -A -Ride Transit (DART) dramatically increased ridership. Should ridership continue to improve, regular fixed route service may soon be attainable. Revised 2023 III-35 FWCP - Chapter Three, Transportation Paratransit Service In addition to the service program for general-purpose travel, METRO has embarked on a significant program to improve services for persons who cannot use regular route bus service. This program has been developed to meet the requirements of the Americans with Disabilities Act (ADA) of 1990. It provides high quality public transportation service to eligible customers. People with limited resources who are either 65 or older or who have disabilities may qualify for Paratransit. Called ACCESS Transportation, Paratransit service currently provides door-to-door transportation Monday through Friday. Monthly and annual pass stickers are available as well. Key elements to METRO's Paratransit Plan are the provision of: • Supplemental service in Western King County within 1/4 of a mile on either side of regular route service; • Next -day reservations up to 14 days in advance, with trips scheduled seven days a week; • Fares held to the same level as one -zone regular bus fares; and • Scheduled service to be the same as the near -by, regular routes. Freight and Goods Decisions that impact the street and highway system can impact the movement of freight and goods. This can affect the economic competitiveness of local and regional businesses. Today, Federal Way depends on trucks and motorized vehicles for deliveries. The City's development standards help assure the provision of adequate on -site facilities for freight delivery such as loading docks; loading zones; the width, frequency, and location of driveways; the turning radius at intersections for curbs; and pavement standards to carry heavy vehicles such as trucks and buses. Other City actions include the restriction of over -sized vehicles on roads and bridges that cannot support heavy vehicle weights or size, and the designation of truck routes. Many of these actions are echoed by regional and state activities. Local Level Needs and Opportunities Federal Way displays a unique set of circumstances for freight and goods movement. While extensive truck and rail oriented development has not taken place in Federal Way, freight and goods movement, primarily by trucks passing through the City, impacts roadway operations. Situated between the major urban centers of Tacoma and Seattle, the Federal Way planning area has four primary arterials carrying freight traffic including: Revised 2023 III-36 FWCP - Chapter Three, Transportation • Military Road, the original arterial through the city, is designed to accommodate heavier freight and goods vehicles. This road no longer carries large numbers of pass -through truck traffic, but provides local access for truck deliveries to established neighborhoods. • Highway 99 was used as a primary truck route through the area until the interstate system was developed in the 1960s and 70s. Today, SR 99 provides a distribution function, mostly for delivery purposes, but also affording access to regional facilities such as the US Postal facility just west of Pacific Highway near South 336' Street. SR 99 also provides truck freight an alternate route to I-5. • Today, the major roadways for freight and goods movement into and through the area are provided by I-5 and SR 18. As the regional economy has grown, the volume of truck traffic along these highways has increased. Today, the highest concentration of regional truck traffic passes through Federal Way's section of the I-5 corridor. Within the City, continued growth of local truck traffic is anticipated. Densification of the urban core, along SR 99 and South 320th, as well as the South 348' corridor, will lead to increased truck trips. Street design standards and road classifications adopted under this plan will assure that new and rehabilitated facilities are built to appropriate standards. These efforts are coordinated with the City of Federal Way Truck Route Plan as illustrated in Map III-]2 (City of Federal Way Truck Route Plan), which depicts existing and proposed truck routes. Transportation System Management (TSM) Transportation Systems Management (TSM) focuses on maximizing use of the existing systems travel capacity. The concept was first originated in the mid- 1970s by the U.S. Department of Transportation. Since that time, it has been applied by a host of different ways in cities and metropolitan areas around the country. More recently, the 1991 Federal Transportation Act (ISTEA) expanded the vision of TSM, introducing the term Congestion Management Systems. The focus of TSM is to identify ways to manage the transportation system (usually streets and highways, from a local agency perspective) to maximize the carrying capacity of existing facilities. TSM activities can include new construction, but they typically modify an existing facility. These activities can be grouped into the following categories: • Geometric Improvements • Access Management • Signalization Improvements • Capacity Enhancements Revised 2023 III-37 FWCP - Chapter Three, Transportation t Map Irf - 1 �« iid d fftfviw ft, Fedel ay,,; ra.,,o„ Comprehen$Ne Plan Through Truck Route Plan Des Kent Moir. nL ��^ PFx�Ed Sacrr7d nr x Federal MY �r }' Way 5 PAA. L - F 1L r17 — •�i A uL fl, r r rY , .y Aywy Taa 1f MY PA A Legend 0 City Limits = Potential Annexation Area. 4 Truck Routes ti - Proposed Routes f Won r Existing Routes EdVd00 : r ° RN Tra n--portatron .Elemarx �- Federal Way This map is intended far use as a grapfileal representation. a o-s i The City -Df Federal Way makes ==5iiiiiiii Mier. no warranty as to its accuracy - Revised 2023 III-38 FWCP - Chapter Three, Transportation Not all TSM strategies are appropriate for a city to undertake. The more popular and successful ones are listed in Table III-4 (TSM Strategies Applicable to Federal Way). Table III-4 TSM Strategies Applicable to Federal Way ELOWategy Low or None _, Geometric Improvements -Channelization ✓ -Bus Turnouts ✓ -Exclusive Turn Lanes ✓ -Intersection Widenin ✓ Signalization Improvements -New Signals ✓ -Signal Removal ✓ -Coordination ✓ -Timing/Phasing Optimization ✓ -Monitorin ✓ Access Management -Turn Prohibitions ✓ -Restrictive Mediums ✓ -Driveway Consolidations/Removal ✓ _SiaminR✓ Capacity Enhancements -Arterial Frontage Roads ✓ -Railroad Over -Crossings ✓ -Intersection Grade Separation ✓ Intelligent Transportation Systems Intelligent Transportation Systems is a combination of field devices and communication systems designed to help manage congestion, enhance safety, and inform travelers of multiple travel options. Examples of Intelligent Transportation Systems active in the Federal Way area include: • Closed Circuit Television (CCTV) Cameras • Changeable Message Signs (CMS) • Ramp Metering Systems (RMS) • Traffic Monitoring Station (TMS) • Highway Advisory Radio (HAR) & Extinguishable Message Signs (EMS) • Roadway weather Information Systems (RWIS) • Fiber Optic (FO) Systems • Advanced Traffic Controller (ATC) An Intelligent Traveler Systems Plan, similar to an Intelligent Transportation Systems plan, was developed for the State of Washington. Directed by WSDOT, it established a framework for implementation of a variety of projects. Appendix III-B (Transportation System Management Summaries), Table B-1 summarizes the main categories of Revised 2023 III-39 FWCP - Chapter Three, Transportation Intelligent Traveler System applications, their relative applicability in Federal Way, and the degree of impact each might have on the City's vision and plan. Transportation Demand Management (TDM) Transportation Demand Management (TDM) refers to activities that help people use the transportation system more efficiently. The Puget Sound Regional Council's VISION 2040 requires the identification of transportation system management and demand management programs and strategies. Appendix III-B, Table B-2 summarizes the various transportation demand management alternatives by their functional grouping and potential effectiveness, implementation difficulties, and expected cost effectiveness. Fortunately, several of the more effective options are within the purview of the City. While many of these TDM strategies will need to be implemented and managed by the private sector, Federal Way can provide the infrastructure needed to support such strategies, such as transit and HOV lanes, and expanded bicycle and pedestrian networks. PSRC's Vision 2040 identified basic strategies that overlap with those presented in Appendix III-B. These strategies include: • Telecommuting Programs • Parking Management and Pricing • Flexible Work • Shuttle Services • Ridesharing Programs • Traveler Information, Public Relations, and Marketing Commute Trip Reduction Federal Way is required by the state to provide a Commute Trip Reduction (CTR) plan. This plan applies to employers with more than 100 employees. It provides a framework for reducing the proportions of drive alone commute trips and vehicle miles traveled per employee by affected employers in the City's jurisdiction, major employment installations, and other areas designated by the City with local major employers to customize strategies and programs to most effectively reduce the number of drive -alone trips employees make. Federal Way currently has 11 worksites affected by the CTR law. Figure III-1 summarizes the existing mode split for these employers based on their reporting. Revised 2023 III-40 FWCP - Chapter Three, Transportation TR AFFECTED WORKSITIES MODE SPLIT DRIVE CARPOOL/ PIKE OTHER ALONE VANPOOLI M0T011CYCLE EUS WAILK TELECOMMUTE s• � Figure III-1. Existing (2014) Mode Split for CTR Employers Federal Way envisions a future transportation system that serves all users and modes of travel by offering a safe and robust network of walkways, bicycle facilities, intersections, and roadways. This chapter describes Federal Way's vision for its future transportation network and the infrastructure improvements that will get the City there. As identified in this plan, most of the improvements are focused on the development of a `layered' transportation network, which focuses less on providing vehicular capacity and more on accommodating all modes of travel. While some of the roadway improvements are needed to meet the City's vehicular level of service (LOS) standard, many of the future improvements could focus on providing safer and more complete facilities for walking, bicycling, and riding transit in order to improve access and mobility for all road users. This section provides a summary of the layered network, a system for prioritizing modal travel by corridor; the process for predicting future travel demand; how level of service, a measurement of the adequacy of a facility, is evaluated for all modes; and the process employed to prioritize projects. Revised 2023 III-41 FWCP - Chapter Three, Transportation Introduction to the Layered Network It can be a challenge for a single roadway to meet the demands and expectations of all modes at any given time. This is also generally not desirable from a user or a planning perspective. In response to this challenge, the City of Federal Way has adopted a layered network approach that focuses on how the City's transportation network can function as a system to meet the needs of all users. In such a system, individual travel modes are prioritized on different facilities throughout the overall network. Figure III-2 illustrates the concept of a layered network. The City will implement this layered network through a system of roadway cross -sections that define each street's user priorities and associated infrastructure needs, see Appendix III -A (Street Design Standards). The City also coordinates recommendations from the Bicycle and Pedestrian Master Plan with roadway projects. Future Travel Travel can be described in terms of the purpose of the trip and the trip beginning and end points. Federal Way exhibits a wide variety of travel purposes. Trips cover all modes of travel such as walking, bicycling, driving, and taking transit. A ��°9rat s Figure III-2. Layered Network Concept To help predict future travel, transportation professionals develop models that are typically city specific, but coordinated with the regional vision and model. The models were used to estimate existing and future traffic volumes within the Federal Way planning area. The model can also be used to estimate demands for various modes of travel, including auto, carpool, and transit. There is a fairly consistent relationship between the number of trips produced each day and the density of residential dwelling units. Depending on the density of the area and other factors, it is possible to forecast the total number of trips produced in an area. In a similar fashion, employment densities can be used to forecast person trips attracted to an Revised 2023 III-42 FWCP - Chapter Three, Transportation area. Each parcel of land generates traffic based on its type of use and intensity of development. The evening peak hour is a modeling standard, since it usually is when the highest demand occurs. The Growth Management Act (GMA) requires that the Transportation Chapter supports the land uses envisioned in the comprehensive plan. Thus, an important component of the work was forecasting how the future land uses envisioned in the City, as well as regional growth, would influence demand on Federal Way's transportation network. The following is a description of the travel demand modeling process: • The Modeling Tool: As a part of the update, Federal Way created a city -focused travel model adapted from the latest version of the Puget Sound Regional Council (PSRC) Trip -Based Travel Model. This model forecasted traffic volumes during the evening commute hour (highest volume hour between 4pm and 6pm) along many of Federal Way's key streets and intersections. This tool provides a reasonable foundation developing year 2019 and 2040 forecasts, as the underlying land use assumptions have been updated to match the land use forecasts for the current comprehensive plan. • Estimate Land Use Growth in the City: As a part of the comprehensive plan update, the City is planning for expected growth in housing units and employment over the next 25 years through 2040. Based on growth estimates from PSRC and review by City staff, Federal Way is preparing for almost 44,000 housing units, more than 106,000 people, and almost 50,000 workers (including the planning analysis area) by 2040. The City then allocates the growth throughout Federal Way based on adopted zoning, observed development patterns, and other City policies. • Capture Regional Growth Patterns: Other communities throughout the region are going through this very same process, based on direction from PSRC. Because travel does not stop at a jurisdiction's borders, it is important to capture how regional growth could influence travel patterns on Federal Way's streets. One of the primary advantages of basing the Federal Way model on the PSRC Trip -Based Travel Model is that all regional growth assumptions are naturally consistent with PSRC estimates. • Translating Land Uses into Trips: The next step is evaluating how the City and regional growth assumptions described above translate into walking, biking, transit, and auto trips. The travel model represents the number of housing units and employees in spatial units called traffic analysis zones (TAZs). TAZs can be as small as a few street blocks to as large as an entire neighborhood. They provide a simplified means to represent trip making rather than modeling individual parcels. The travel model estimates trips generated from each traffic analysis zones (both inside and outside of the City) using established relationships between different land use types with trip making. These trips are then assigned onto the roadway network to estimate how much traffic would be on each street during the evening commute hour. Revised 2023 III-43 FWCP — Chapter Three, Transportation Model Refinements: The final step is refining the forecasts based on reality checks that the travel model may not capture. In this case, travel patterns were refined to reflect existing driver preferences, including recognizing the relative attractiveness of principal and minor arterials over minor collector and local residential streets with significant traffic calming features. Transportation Level of Service Transportation level of service (LOS) is a qualitative measure used to evaluate the quality of public infrastructure. Cities have historically measured transportation level of service based on the experience of drivers, in terms of vehicle speed, traffic density, or how long vehicles wait at an intersection. As shown in the Figure III-3 from Planning Urban Roadway Systems (Institute of Transportation Engineers, 2011), transportation level of service does not have to be limited to the experience of just vehicles. This Transportation Chapter considers the transportation level (quality) of service for walking, biking, and taking transit in Federal Way. Refer to Appendix III-C (Concurrency Management System) for additional information. Autornobile Level of Service +No delup a[ lhlerie-Aun: +orlvwwwnla r�+mien thmm 1 Ind Ilghi Jr- Longer delar ar ''-"r'LY.tlgla, Figure III-3 Example Modal Level of Services TFansii Qua Quasi ty of Service i Mom fr¢.wmrvt serylce,'t"P', and arrwrsslles. 4Atuacu diders who choose Irnnur ovgr n*cr nsodqs. C -Rasirs[+sjxsandameniti j_mited w no nnr Kc 4 .Ayer staps and arner runs Project Prioritization 9icyr r'g QuaaEty of 5erwim *,':DMp'eILL, syslern 'Dr aF 1}pn of usm —[,find m31di1h3M rwstopy,and Wmr�iL[s Nilh 8u[Aa QDahwob F dR'r+rlls dmim-0 u Mere gaps in sys�em M{srF 5;4P5 irld,lUr4COnfl�r.#*. -Poor pevemcm P�destrlal� ` Qataiityof Servlce Corr�plrlesyilem � 6asler SO Q4s3 +Impo�d. Cordtort nstwgr�vfdernirlldriralks Gaps I!I S}5SPRI� -Pg4r }V�`4m4rH Les! Irry Mq Project Prioritization is part of the process associated with implementing projects in the order most needed. Because the total estimated cost of all identified network improvements is substantial, it is unrealistic to expect that all of the improvements will be implemented in the near term. Therefore, it is important to establish a strategy for moving Revised 2023 III-44 FWCP - Chapter Three, Transportation forward. The project prioritization process is a tactical effort to determine the sequence of events to meet strategic goals, as summarized in the Transportation Improvement Program (TIP). To assist City staff, elected officials, and citizens in making potentially difficult near -term decisions, this plan uses a modal focus to evaluate project prioritization and then links each project back to Federal Way's transportation goals. The process for prioritization is described below. Project Prioritization Step One: Layered Network All projects are considered as part of the layered network and ranked. This reduces double - counting for level of service improvements and for meeting concurrency, and ensures that the appropriate project modal elements are being considered. The equally -weighted project prioritization measures used to prioritize projects are summarized as follows: • Concurrency Requirement: The project is needed to maintain the proposed multimodal level of service and/or concurrency. Projects that provide improvements for more than one mode would receive higher scores. This includes projects along walking, bicycling, and transit priority areas, and improving roadway conditions. • Level of Service Improvement: The project reduces vehicle delay or enhances the quality of the facility (modal specific) based on the adopted level of service standards. Projects that provide the improvements described in the street standard guidelines would receive higher scores. • Safety: The project enhances a safety concern. Projects that enhance safety would receive higher scores. • Severity: The project enhances a safety concern with a history of severe collisions. Locations with severe or increased severity collisions would receive higher scores. • System Efficiency: The project includes transportation system management elements, including those described in the Intelligent Transportation Systems (ITS) plan. Projects that improve the travel of non -drive -alone trips, including transit, would receive higher scores. • Ease oflmplementation: The project is evaluated using engineering judgment to consider the likely scope elements of the project, such as right-of-way acquisition, overall project cost, and sensitive areas impacts. Projects that are easier to implement or have multi jurisdictional support would receive higher scores. • Community Support: The project has been identified as having community support. Projects that exhibit positive community support would achieve higher scores. • Freight: The project would have an impact on an identified freight route. Projects that enhance freight travel would receive higher scores. Step Two: Achieving Goals After each ranked project list is created, projects are evaluated by their relationship to the six overarching transportation goals based on a weighting completed by City staff. Projects that meet more goals would achieve higher scores. Revised 2023 III-45 FWCP - Chapter Three, Transportation Project Prioritization Step Three: Cost/Benefit A costibenefit weighting is used to related how well a project performs as part of the layered network and achieves the citywide transportation goals related to the anticipated cost to Federal Way of the project. Projects with a good benefit/cost ratio would receive higher scores. Process for Modal Integration The Bicycle and Pedestrian Master Plan provides the framework for the walking and bicycling sections and - were considered in developing the Transportation Improvement Plan , ; (near -term) and Capital Improvement le"0# . Program (long-term). To refine the project prioritization, it is _ recommended that the "Priority Route" selection criteria be employed. The Priority Route selection criteria + would assist in determining the routes with the most need and/or potential benefit of walking or bicycling Bonneville Power Administration (BPA) Trail facility improvement. Priority Routes are also used as part of the multimodal level of service. The following criteria for identifying priority walking and bicycling routes were proposed in the Bicycling and Pedestrian Master Plan: • Suitable for bicycling/walking without improvements • Closes critical gap • Provides/enhances Safe Route to School connection • Collision locations • Service immediate safety need • Serves key origins and destinations • Geographic distribution • Right -of -Way available and/or suitable • Interface with other transportation modes Modal Networks The transportation vision for Federal Way is a multi -modal, integrated transportation system where the focus is on user choice and safety. Still, system needs and future projects are best understood at the modal level. This section summarizes the future transportation vision and establishes multimodal level of service standards and Revised 2023 III-46 FWCP - Chapter Three, Transportation concurrency framework for roadways, walking, bicycling, and transit. During the prioritization process, projects were identified that contained multi -modal elements. Street and Highway System Nearly every street in Federal Way's roadway network is used by residents and workers at some point each day to access their homes, jobs, and other destinations. Many of these streets are local streets and do not see significant traffic volumes throughout the day. Similarly, goods movement and delivery vehicles use some corridors frequently while other streets see only the occasional local delivery. Urban areas, such as Federal Way's City Center, benefit from level of service policies that offer flexibility to balance the level of vehicle congestion with pedestrian, bicycle, and transit access. Also, the level of congestion experienced in Federal Way is greatly impacted by state facilities. The level of service policy proposed for the Street and Highway System recognizes this impact to local congestion by adopting an area -wide level of service standard. See Appendix III-D (Transportation System Management) for additional information. To address future roadway needs, Federal Way has adopted the following level of service policy that sets the following standards for the street and highway system: • Signalized intersections outside of City Center will experience a 1.2 vehicle -to - capacity (v/c) ratio or lower Unsignalized intersections outside of City Center will experience a 1.0 vehicle -to - capacity (v/c) ratio or lower • The City Center area will experience an average of 1.1 vehicle -to -capacity (v/c) ratio or less. The above standards were used to develop the future roadway improvements, which have been incorporated into the City's Street Design Guidelines (see Appendix III -A). The proposed cross-section for each of Federal Way's streets and types of motorized and non - motorized space improvements are provided. These cross -sections will guide future investments in streetscape and layered network objectives. Future State Actions The City's transportation plan is in compliance with the WSDOT's direction and vision. The transportation plan for Federal Way relies on the state in the following action areas: • HOV system completion on I-5 and other freeways. • Implementation of the State System Plan. This plan identifies, in priority order, the need for maintenance, preservation, safety, economic initiatives, environmental retrofit, and mobility (capacity) improvements. The latter may not be fully funded and may therefore affect the implementation of the following WSDOT projects: Revised 2023 III-47 FWCP - Chapter Three, Transportation ■ HOV access improvements, primarily I-5 medians. ■ Interchange improvements for 1-5 from SR 18 to SR 161. ■ SR 509 extension from Burien along the western and southern sections of SeaTac Airport south to I-5. ■ The SR 509 extension north from Tacoma to the new SR 167 connection on I-5 at Fife. • Continued improvements to monitoring, with possible provision of information systems regarding travel conditions. • Right-of-way acquisition for rail and the above improvements before construction. • The addition of park and ride lots and added capacity for existing ones. • SR 18 improvements east of SR 99 • Advanced vehicle identification (AVI) on SR 99 to provide transit priority. Map 111-13 illustrates roadway locations that do not meet Federal Way's level of service policy. Traffic Safety When considering transportation improvements, enhancements to traffic safety must be considered. Collision information for the past five years is reviewed for intersections and street segments to determine areas that could benefit from safety enhancements. These safety issues can be addressed by implementing the following measures: • Identify high collision locations on an annual basis, and identify projects to enhance safety at these locations. • Implement access management measures to reduce turning conflicts in high collision corridors • Enforce intersection sight distance standards to remove vision obstructions on the corners of intersections and at driveways. • Where supported in residential areas, install traffic calming measures. • Educate the public through project open houses and press releases on safety benefits of transportation projects. • Increase enforcement of traffic laws, particularly laws pertaining to behaviors that cause the most severe and highest frequency of crashes. Revised 2023 III-48 FWCP - Chapter Three, Transportation City -of Map III - 1 Xi� �°° F.�,rvr, Federal Way 2040 Weekday PM Peals Congested Comprehensive Plan Streets and Intersections nw� eras tr A F, 1L' L sw Tacoma i 'Legend = City Limns 4 = Potential Annexation Area #* _ C i Federal Way City Center Congested Condor 0 Congested Intersections n Fife Des Kent m6fles 52� SI 7 s ¢ 5 :E84 Si Z ±y " 5 ]34[7 S: . I I �•,yj� _ j a.s 11 J. is 11 I 4 k Milton Edgewood c�TY o� Federal Way -Lu'4wdr+lr. raw�3a++tn..w.rw.ia�vn�l�a mks Au Ll Trarrsaortadon Element This map is intended for use as a graphical representation. The Ciy o` Federa I Way mak-es r4o warranty as to its accuracy_ Revised 2023 III-49 FWCP - Chapter Three, Transportation Regional Growth Center Mode Share Goal For its regional growth centers (RGCs), Federal Way is required to develop mode split targets that align with the policy goals of planning these areas to be more compact and accessible for walking, biking, and transit modes. The following is a summary of and envisioned future mode split targets for commute trips within Federal Way's City Center Regional Growth Center. • SOV — 70% • HOV — 13% • Walk and Bike — 4% • Transit — 13% The non-SOV mode shares reflect the City's goal of accommodating travel by all modes and prioritizing transportation investments within the RGC. These mode share goals also informed the travel modeling performed for this plan to ensure that transportation infrastructure investments align with forecasted travel demand. High -Occupancy Vehicle (HOV) HOV enhancements within the Federal Way planning area will consist of signal priority treatments, exclusive lanes, increased park and ride opportunities, and other improvements to be identified as demand increases. These latter improvements can include separate (preferential) access lanes or roadways. This means utilizing HOV lanes on highways and arterial streets wherever practical, if transit and car pool movements can be enhanced, and optimizing the occupancy rate to move the most people possible. Non -Motorized As part of the Bicycling and Pedestrian Master Plan, several analysis corridors were developed based on previously proposed facilities, public input, and staff input. The analysis assessed appropriate treatments and preferred bicycle facility types along City roadways. The analysis identified opportunities to incorporate bike lanes into certain existing roadways, but found that there are few opportunities to retrofit roadways to include bicycle lanes. A multi -modal level of service (MMLOS) analysis was conducted to examine the link and intersection conditions along existing roadways. This analysis helped stakeholders and City staff make decisions based on how roadway configurations affect all users. The results suggest that while the levels of service vary throughout the City, streets at locations with high traffic volumes, higher traffic speeds, and little separation between pedestrians/cyclists and vehicles scored relatively poorly. Revised 2023 III-50 FWCP - Chapter Three, Transportation In addition, a potential for walking and biking analysis was conducted based on land use characteristics, density of development, and access to transit. The results suggest that the City Center, the Twin Lakes Commercial District Subarea, and their surrounding areas have the greatest potential for active transportation. Improved walking and biking conditions will improve transportation choices, safety, and mobility for citizens who do not have access to a car. It may also have an overall benefit to residents' health. Priority Walking and Bicycling Areas The priority walking and bicycling areas were developed using a potential for active transportation analysis. This includes any method of travel that is human -powered, but most commonly refers to walking and bicycling. The potential for active transportation is commonly measured by considering land use characteristics, density of development, and access to transit. A "heat map" was created by allocating points using the criteria: school, live, work, shop, play, equity, and transit. Map 111--14 (Priority Walking and Bicycling Areas) will be used for determining where investments in bicycling and pedestrian facilities will likely result in the greatest increase in active transportation in Federal Way. Areas that have the greatest potential for active transportation include the City Center, Twin Lakes Commercial District Subarea, and their surrounding areas. Additionally, investment in bicycle and pedestrian facilities in these areas can support economic development by making these areas more attractive to pedestrians and bicyclists and complementary to mixed use infill development. These "Priority Areas" are also used as part of the multimodal level of service. Walking Pedestrian facilities proposed are largely new sidewalk sections. The location of the proposed new sidewalk sections was largely influenced by information the Federal Way School District maintains on recommended walking routes to elementary schools and priority walking and bicycling areas. During citizen engagement, many people commented on the desire to have more sidewalks in their neighborhood specifically related to access to neighborhood schools. Establishing safe and convenient walking routes enables more children to walk to school which improves student health and potentially saves the School District transportation costs where bus routes can sometimes be reduced when safety deficiencies are corrected. A more complete pedestrian network also can support Federal Way's business centers. With better sidewalk connections, residents who live close to business centers may choose to make more trips by foot. Once a person gets in a car, it is easier to decide to drive far away for that cup of coffee or small errand. Making it easier and more pleasant to walk encourages more localized shopping decisions in a community and supports economic development. Revised 2023 III-51 FWCP - Chapter Three, Transportation Building on the Walking and Bicycling Priority Areas (see Map III-14), Table III-5 (Pedestrian Priority Area Level of Services) establishes the level of service standard for pedestrian facilities around the City. The best level of service for walking, indicated in the green row, would provide the proposed facilities exactly as shown, or with greater separation, in the Street Design Rectangular Rapid Flashing Beacon Guidelines (Appendix III -A). The yellow level of service, which meets the basic needs for safe walking around the City, requires sidewalks or shoulders protected by raised curbs on one side of all the streets called out along Pedestrian Priority Areas. Incomplete or missing pedestrian facilities along Pedestrian Priority Areas would fall into the red category and not satisfy the City's level of service for walking. In addition to the presence of pedestrian facilities along a corridor, the City also emphasizes the importance of safe pedestrian crossings. Particularly downtown, at busier transit stops, and within half -mile of schools, the City is looking to provide enhanced crossings at regular intervals. The City has installed Rectangular Rapid Flashing Beacons (RRFBs) at midblock locations to improve pedestrian crossing throughout the City. Table III-5 Pedestrian Priority Area Level of Service (LOS) destrian facility as indicated in the Street Design Guidelines 107� ovides a lower -level facility than recommended in the Street Design Guidelines pedestrian facility provided Bicycling The proposed bicycle facilities consist of a variety of facility types that are dependent on the existing configuration and function of the City's roadways. Where possible, bike lanes are proposed, but these popular solutions are limited in Federal Way where there are few cross-town connections and lots of competition for pavement width with virtually all motor vehicle traffic being necessarily funneled into these few corridors. Revised 2023 I1I-52 FWCP - Chapter Three, Transportation City of Federal Way Coraarehensroe Plan Map III - 14 WaIking and Bi ycling tariontY Areas Des Kent Moines ==1 GIs o..e. = In .rt5 a Ir111-,F 4 Federal ay ar t rl m b Fed" >9r ew y12eh st PAA F _f� Fedarar sw #t�h it :aaSC `I�,�.� r ��. At:: a -P , WOD OF - ti. Tacoma 53MM t R 2 M MY �!ak son 9� Pn 'Legend = City Limits #* = Potentia: Annexation Area NP Active Transportation Potential .mac High PoSerltial _ - Low Potential i1tort Ff#e Fdgewood Tra rrsportagorr Element nrY UI �- Federal Wad Smk: �' - This map is intended for use as a graphical representation. o 3.=- I The Ciy of Federa I Way makes m.13rVU'4 Lper,i—wbft�uEWYMk.bkE r" ,a mEd Miles no warranty as to Iks accuracy_ Revised 2023 III-53 FWCP - Chapter Three, Transportation Building on the Walking and Bicycling Priority Areas (see Map III-14), Table III-6 (Bicycling Priority Area Level of Services) establishes the level of service standard for bicycling facilities around the City. The best level of service for bicycling, indicated in the green row, would provide the proposed facilities exactly as shown, or with greater separation, in the Street Design Guidelines (Appendix III -A). The yellow level of service requires some sort of bicycle infrastructure on streets called out along Bicycling Priority Areas. At a minimum, these facilities would be signed bike routes. Incomplete or missing bicycle facilities along Bicycling Priority Areas would fall into the red category and not satisfy the City's level of service for bicycling. Table III-6 Bicycle Priority Area Level of Service (LOS) Bicycle facility as indicted in the Street Design Guidelines Provides a lower -level facility than recommended in the Street Design Guidelines No bicycle facility provided Proposed Facility Networks Maps III-1 S and III-16 summarize the future bicycle and pedestrian facilities, respectively. The following pedestrian and bicycle facility types are proposed. • Bike Boulevard (also called Greenways): Low -volume and low -speed (typically residential) streets that have been optimized for bicycle travel. Bicycle Boulevard treatments can be applied at several different intensities. • Shared Use Path/Trail: These provide a desirable facility and recreational trips, particularly for novice riders and for cyclists of all skill levels preferring separation from traffic. Shared use paths generally provide new travel opportunities. • Shared Lane Marking: Also called "sharrows," shared lane markings are pavement markings used to indicate shared space for bicyclists and motorist on low volume streets that do not have room for bike lanes. • Wide Shoulder: Typically found in less -dense areas, shoulder zones are paved roadways with striped shoulders wide enough for pedestrian and bicycle travel. • Bike Lane: Marked space along a length of roadway designated with paint for the exclusive use by bicyclists. If there is space available, some bike lanes can be buffered with a wider (a minimum two -foot) pavement marking. • Enhanced Shared Sidewalk: Shared bicycle and pedestrian facility adjacent to, but separated from, the roadway. Designed to function similar to a shared use path. Revised 2023 III-54 FWCP - Chapter Three, Transportation City of Federal Way Comprehensive Plan Map III - 15 Planned Pedestrian Facilities Map ➢ate: December 2022 cs�O alWay 33a25 MAW 5 Federal Way. WA B6003 225r-83-70119 away -am Des Kent Moines S 272nd St �a 1 Puget Sound _ o r $ 2$6th 5! � r deraf 4 o _ ... ay s 3D4t� St N ti p'� �T ,� � —_ S 312th St '-2tler2f I Fway � SK'begr I r l SW 310Eh St!SW 320th SS th g�L_4 S 3241 St J Way 4. 4 � ei Tacoma st ; Y_ Feirraf -- f Wav ?' L I � a p L '_ A! Legend 0 City limits 0 C7 Potential Annexation Area Nan -Motorized Safety Improvement Intersection Milton Planned Trail Planned Sidewalk Edgewood Transportation Element ciry aV Federal Way This map is intended for use CFr? t"d on Q40P*etunity Scale- as a graphical representation- ❑ ➢.5 t The City of Federal Way makes R.lstacey kFVnPr000&..Comp�wUpdateslP�p_Ped_Fae.mcc MIIes no Warranty as to Its accuracy. Revised 2023 III-55 FWCP - Chapter Three, Transportation City of Map III - 16 Map e °l 2� coy afFtred�i Way GLS Ol—a— Fec{eral Way'�8thA-3 Proposed s e d Bicycle c c I e Facilities Federal way, wA 990a3 ro Comprehensible Plan p 253-&3&'f° wvrrr. a=5' died eralvay. com Prsget Sound Federal w� Way Way Akwy BYI[ a Tacoma � 'Legend i +' w 'sw asstti s: 0 City Limits O Potential Annexation Area �a a Planned Bicycle Facility Bike Boulevard e Li Bike Lane Enhanced Shared Sidewalk Paved Trail i Shared Lane Markings Des Kent Moines ._ _ qj - , S 2861h St J n �y Aull V F-deraI Way AIL Milton 7 © Edgewood Transportation Element �; This map is intended for use scale: x as a graphical representation_ a 6.5 1 The City of Federal Way makes miles no warranty as to its accuracy. Revised 2023 III-56 FWCP - Chapter Three, Transportation Sidewalk Infill/Repair: Completing sidewalk gaps greatly improves pedestrian connectivity by providing a continuous, barrier -free walkway easily accessible for all users. • Accessway: Simple connectors provide direct routes between residential, retail, and office areas. Citizens indicated the greatest preference for facilities separated from vehicles or having clearly designated pavement area exclusively for bikes. However, the opportunities for designated bicycle lanes and separate shared use facilities are limited or expensive. As a result, bicycle boulevards are a key element of building a complete bicycle network in Federal Way. Due to limited resources, the development of the walking and bicycling network will require further review and establishment of priorities for the near term. The following 2011 planning level estimate costs were developed to help determine the relative scale of investment that will be necessary to implement all of the identified facilities. A summary of projects costs to complete the walking and bicycling layered network, per the Bicycling and Pedestrian Master Plan, is presented in Table III-7 (Non -Motorized Improvement Costs). Table III-7 Non -Motorized Improvement Costs Sidewalk Network $62 million for facilities on 61 miles roadway (approx. 320,000 linear feet) Trail network $21 million for facilities on 16 miles 84,000 linear feet Bicycle Network $57 million for facilities on 71 miles of roadway 374,000 linear feet Crossing Modifications $4 million for modifications at 21 intersections along 320th and 348th/Cam us Drive. Transit While the City itself does not operate transit, corridors that are welcoming to transit and have appropriate supportive amenities can encourage residents and employees to use transit. This could lead to additional service hours from transit providers such as King County METRO, Pierce Transit, and Sound Transit. The Transit Priority Corridors identifies the corridors that the City should focus their efforts on and is shown in Map III-17 (Transit Priority Corridors). The City can enhance transit use by offering: • Street lighting • Safe routes for accessing transit stops Transportation System Management approaches to enhance transit speed and reliability Revised 2023 I1I-57 FWCP - Chapter Three, Transportation CRY of Map Ill - 17 ! �4' Federal Way Comprehensive Plan Transit Priority Corridors Cues Kent Moines U 52. 9 K�3a[ st Federal f! i Way J ' �r y Y ,. ... s J .4�ii€g Ij 'YJ ;••a �j-r . - I � Fsd� K ' k12t1 kt y�Way PAA sw ��R ti'{ I !•C1k Tmh ii 7 � 5 3a 1A 5[ _ %--:� nma h #'k ky.y ul R r _ au I� Tacoma 3 .71.MY _ f ew asLuq - — a s: 42 Legend = City Limits _ a Potential Annexation Area Transit Priority Network Milton F: fe Edg ewo od [,rV ❑1 Federal Way Tram ortagonElement This map is intended for use sms: r� as a graphical represA-Mation. a os 1 The Ciy aE Federa I Way makes MIES rF0 warrarn'V a5 W its acvuraC - Revised 2023 III-58 FWCP - Chapter Three, Transportation Federal Way's transit level of service is based on the passenger amenities provided at transit stops along Transit Priority Corridors. The transit level of service is determined using a transit agencies policy for the types of passenger amenities provided at transit stops based on the number of passengers accessing the stop. Where more than one transit agency accesses a transit stop, the highest level of amenity provision should be considered the standard. Optionally, the level of service for transit priority corridors could be expanded to consider pedestrian access and the quality of transit service. The City can achieve the green level of service standard by having over 80% of transit stops meeting amenity minimum provided along transit priority corridors. The yellow standard, which the City will adopt as its minimum target, can be achieved with more than 60% of transit stops meeting minimum amenity provisions. Transit Priority Corridors with less than 60% of transit stops meeting the minimum amenity provision would fall into the red category and not satisfy the City's level of service for transit. Federal Way's measurement of transit level of service is summarized in Table III-8 (Transit Priority Corridor Level of Service). At the time of this update, Pierce Transit, King County METRO, and Sound Transit are undergoing updates of their long range plans. Table III-8 Transit Priority Corridor Level of Service (LOS) Pedestrian Acce Quality of Service • •p •. . More than 80% of Sidewalks and pedestrian All day frequent service; • transit stops meet crossing opportunities adequate parking at park -and - amenity minimum serving stops rides and stations provisions More than 60% of Sidewalks and pedestrian Peak period service; insufficient transit stops meet crossing opportunities parking at park -and -rides and amenity minimum serving some stops stations provisions • Less than 60% of transit stops meet amenity General lack of sidewalks and pedestrian crossing N/A minimum provisions opportunities *Amenities include bus stop shelter, bench, flag post, and/or concrete waiting area; these amenities are determined based on the number of people using a transit stop as defined by a transit agency. +Consider the adequacy of parking provided at park -and -rides and transit stations Freight and Goods With the enhancement of neighborhood centers, truck deliveries may increase as consumer activity shifts to these areas. While localized neighborhood intrusion is unlikely, isolated cases can be managed using traffic calming techniques. Where pavement, bridge, and neighborhood traffic management systems, or planned land uses indicate that roadways cannot handle truck traffic, designated truck routes will be adopted to protect existing investments and assure continued quality of life. Revised 2023 III-59 FWCP - Chapter Three, Transportation To accomplish effective planning and management of freight and goods movement in the area, traffic monitoring (volume counts) will include vehicle classification, allowing the patterns of use to be better understood. Another technique that can be employed to assure adequate consideration of truck needs is the involvement of those industries and businesses generating the traffic in roundtable discussions. Regional Activities The only trucking center in Federal Way is Ernie's Center on SR 99 at South 330t' Street. This facility caters to the movement of freight and goods by offering fuel. Looking toward the future, several regional road projects may affect freight and goods movement through the area. Improvements along I-5, which will make truck traffic more efficient, include truck -climbing lanes in the Southcenter area. At present, there are major points of delay for peak hour traffic. Trucks arriving on I-5 and on SR 18 just east of I-5 from SR 167 have problems since they are not able to approach the hill climb at posted speed and delay other travelers. Perhaps one of the most significant regional improvements is the enhanced connection of SR 167 with I-5 at Fife and into the Port of Tacoma. The current industrial development in the area of the Port of Tacoma masks the growing importance of the Green River Valley, both as a transportation corridor and as a generator of freight and goods movement. Increasing accessibility to the SR 167 corridor will provide an alternate route for truck based freight and goods movement. SR 509 is being studied for consideration of an extension, tying back to I-5 at South 210' Street. This route will open an alternate route to the Port of Seattle's international freight facilities, as well as to provide access to the airport industrial complex. To the extent that this new route's design considers impacts to I-5, SR 99, and local street system in Federal Way, it provides great benefit to Federal Way. Other long range actions that will affect freight and goods movement in this north/south corridor include Intelligent Traveler Service (ITS) —with improved (truck) vehicle identification, and commuter rail service in the Green River Valley. ITS features will be incorporated into the "high tech" I-5 corridor being designed under the WSDOT's Venture Program. Advanced communication systems will allow better detection of slow -downs, accidents, and even hazardous vehicles moving through Federal Way, which certainly affect the City's local residents traveling these regional facilities. To the extent that commuter rail service in the Green River Valley can avoid impacting freight and goods movement, it is viewed as a positive step in the direction of providing high capacity transit to the south end of the region. Care must be taken to avoid forcing a shift in cargo carrying capacity from rail to truck in the south county corridor. Highway commuter needs warrant keeping this "traffic" on rails. Consistent with the requirements set at the federal level, PSRC and WSDOT are focusing increased efforts towards understanding freight and goods movement and identifying solutions to problems faced by local, regional, state, and international shippers. Using Revised 2023 III-60 FWCP - Chapter Three, Transportation studies by the Port of Seattle and WSDOT, PSRC and the Economic Development Council have established a Freight Mobility Roundtable. The Roundtable brings together key carriers, producers, and consumers, as well as nationally recognized consultants on the topic. This effort is seen as setting the pace for other areas around the country. The Roundtable efforts will be linked with a series of other efforts by the Regional Council, including: • Building a commodities flow database; • Identifying current and future problem areas that inhibit or restrict the effective movement of freight and goods; • Recommending road, intermodal, and other system improvements to address these problems, while meeting federal and state Clean Air Act strictures; and • Developing planning guidelines for use at the local level. The benefits of supporting these regional activities will be maintenance of accessibility for City residents and businesses. Transportation System Management Transportation Systems Management (TSM) focuses on maximizing use of the existing systems travel capacity. Its focus is to identify ways to manage the transportation system (usually streets and highways, from a local agency perspective) to maximize the carrying capacity of existing facilities. Federal Way outlines their approach for futures transportation system management in their Intelligent Transportation Systems (ITS) plan. These plans define the application of technology to address transportation problems such as congestion, safety, and mobility. As outlined in the ITS Plan, the City has an ever-expanding communication network with plans to create a robust Traffic Management Center (TMC) and a secondary Satellite Management Center. The plan provides a framework to complete gaps in the communication network, install traffic monitoring capabilities, increase staff resources, and increase collaboration with the following entities: • WSDOT • King County • Transit Agencies (King County METRO, Peirce Transit, Sound Transit) • Adjacent Cities • Valley Communications ("ValleyCom") • Participants of the City of Federal Way Emergency Operations Center As the ITS program grows to include more technology and extended interagency coordination, the Federal Way Public Works Department that oversees and operates these projects will periodically update the ITS Master Plan, included in Appendix III-D, and Revised 2023 III-61 FWCP - Chapter Three, Transportation evaluate changing needs and technology. The plan documents current needs and provides a strategic plan for completing proposed ITS projects and programs. Commute Trip Reduction (CTR) Plan The City's Commute Trip Reduction (CTR) plan and Transportation Demand Management (TDM) strategies should be updated to reflect new legislation and to be aligned with PSRC's Regional Transportation Demand Management (TDM) Action Plan. The goal of the Federal Way CTR plan is to increase non drive -alone trips in the 2019-2020 timeframe to 24.4% and reduce vehicle miles traveled by approximately 11% and greenhouse gas emissions (GHG) by approximately 22% among major work sites. Building upon the success of the existing commute trip reduction program, the City strives to meet the goals of the plan for the future by working in partnership and coordination with other agencies and employers. Commute Trip Reduction (CTR) Recommendations The following recommendations are made for Commute Trip Reduction (CTR): 1. Encourage voluntary expansion of the CTR Program to employers of less than 100 employees as funding allows. The encouragement by employers may be as diverse as subsidized bus passes, car pool space priority, bike racks, shower facilities, van pools, car pool information access, telecommuting, variable work hours, etc. 2. Facilitate enhancements to the HOV System. This may include the acquisition of property for HOV lanes, construction of arterial HOV lanes on City arterials and state highways, and priority treatments for buses at traffic signals. At the very least, opportunities to support improved access to the state system of HOV lanes should be identified and supported. 3. Increase density of land uses and encourage a mix of uses to locate near bus routes, park and ride lots, and transit centers through the adoption of the FWRC and its supporting zoning. This policy is vital to the creation of a regional bus and rail system and will also be an effective way to reduce traffic congestion and air pollution. 4. Enhanced pedestrian and bicycle access and security in the City Center, neighborhood shopping areas, and multifamily nodes. Improve pedestrian and bicycle access to bus routes and transit centers. This can be a requirement of subdivision development and redevelopment. The City may need to acquire easements and construct trail connections. Development incentives could be granted for providing such amenities that are pedestrian, bike, and transit friendly. While bicycle, pedestrian, and bus transit services and facilities may be desirable for other reasons; they should not be looked on as highly cost-effective strategies to the exclusion of those actions listed above. Revised 2023 III-62 FWCP - Chapter Three, Transportation This chapter presents the Transportation Improvement Plan (near -term) and Capital Improvement Program (long-term) which forms the basis of this Transportation Chapter. Collectively, they add up to over $ 1 billion in transportation projects to be constructed over the next few decades. For planning purposes, the near -term Transportation Improvement Plan (TIP) represents years 0 to 6 (2016-2021) and is financially constrained to only those projects that could realistically receive funding over the next six years. It is unlikely that all of the projects on the six year list would receive funding because they total over $257 million. Projects included on the Six -Year Project List are considered community priorities that the City would move forward in the near -term should funds become available. The TIP counts on strong coordination with other agencies to help finance needed improvements on the state highway system, facilities in adjacent jurisdictions, along with expanded transit services provided by METRO. These projects provide a starting point for the City in developing its financial constrained Six -Year TIP, which is updated every year and is developed based on more updated knowledge related to project feasibility and funding availability. The long-term Capital Improvement Program (CIP) list (7-20+ years) reaches out to and potentially beyond the 2040 year time horizon and represents important projects that tend not to have identified funding, or are only necessary to address future growth. The TIP and CIP were developed to create a transportation system that realizes Federal Way's ultimate transportation goals: • Goal 1: Maintain mobility through a safe, balanced, and integrated transportation system. • Goal 2: Be fiscally and environmentally sustainable. • Goal 3: Enhance community health, livability, and transportation by providing a connected system of pedestrian, bicycle, and transit ways that are integrated into a coordinated regional network. • Goal 4: Support the City's land use vision and plan. • Goal 5: Develop and implement transportation systems management strategies and programs that contribute to the overall effectiveness of the multimodal transportation system. • Goal 6: Be an active partner by coordinating with a broad range of groups to help meet Federal Way's transportation goals. With these goals in mind, as well as completing the layered network, the respective project lists were developed. Revised 2023 III-63 FWCP - Chapter Three, Transportation The Six -Year Project List, Table III-9 (Transportation Improvement Plan — 2016 to 2021) seeks to maintain concurrency, focus on projects that provide the most benefit to Federal Way residents, and leverage outside funds to the maximum extent possible. Map III-18 (Transportation Improvement Plan 2016 — 2021) displays the locations of these projects in Federal Way. None of these projects conflict with the goals listed above. It is recognized that the availability of outside funds is not always predictable. As a result, any of the projects on the near term list are high priority projects that the City would consider moving forward should funding become available. Table III-9 Transportation Improvement Plan (TIP) — 2016 to 2021 1 t t 1• � i la City Center Access Phase 1 Update environmental documentation for modified access at S 320th St & S 324th St 2,500 lb City Center Access Phase 2 Add HOV lanes on S 3201h St, realign ramps in SE quadrant 132,109 2 1Oth Ave SW SW Campus Dr Add SB right -turn lane 1,229 3 SW 344th St: 121h Ave SW - 215t Ave SW Extend 3 lane principal collector with bike lanes, sidewalks, illumination 10,164 4 1It Ave S S 328th St Install raised median, improve access at 328' 1,897 5 S 320th St 201h Ave S Add 21 left -turn lanes EB, WB 2,856 6 SR 99 @ S 312th St Add 2' left -turn lane NB 6,708 7 S 304th St 28th Ave S Add NB right -turn lane, signal 2,371 8 S 352"d St: SR 99 - SR 161 Extend 3 lane principal collector and signal at SR-99 5,619 9 SW 320th St @ 215t Ave SW Add 2nd WB left -turn lane, Interconnect to 26th Ave SW 6,169 10 SW 320th St @ 47th Ave SW Install traffic signal 569 11 S 312th St 281h Ave S Add SB right -turn lane 771 12 SW 3361' Wy / SW 3401' St: 261h Pl SW - Hoyt Rd Widen to 5 lanes, add signal at 261 PI SW 21,821 13 S 3561h St: SR 99 - SR 161 Widen to 5 lanes, bike lanes, sidewalks, illumination 6,112 14 S 356th St pSR 161 Add 2nd NB Left to SR 161 - support phase of Triangle Project 4,100 15 S 3201h St & 1 st Ave S Add EBL, WBL, WBR, NBT, SBR; widen to 5 lanes N to 3161h or Alternative Measure 10,460 16 S 3441h Wy & Weyerhaeuser Wy S Roundabout 1,763 17 SR 99 HOV Lanes Phase 5: S 3401h St - S 356 h St Add HOV lanes, install raised median; roundabout at 340" St, turn lanes at 348' 17,600 18 Citywide Traffic signal modifications 914 19 S 288th St: Military Rd S -1-5 Overlay 637 20 S 324th St: SR 99 - S 322°d St Overlay 871 21 16th Ave S: S 3441h St - S 3481h St Add SB auxiliary lane 6,105 22 Citywide Implement Ada tive Traffic Control System 1,000 244,345 *Costs in 2016 and represent thousands of dollars. Revised 2023 III-64 FWCP - Chapter Three, Transportation City of Federal Way Comprehensive Plan Map III - 18 Oe. P.Pa -M, t 2016-2021 Transportation Improvement Plan Des Kent Wines Feder VVqa Yv Way LA lJ 3 lin R PAA L 51 P Au Fedo•dPIL s bsi L -2 Re Tacoma way .SW 351fh PA A Legend` = City Urfifts Fk rr = Potential Annexation Area Street Improvements JOV Corridor Improvement Non -Motorized Imp ruwerneat Milton Overlay I rnproverneM Fife 0 Edgewood Transporratron Element 0TV 01 Federal Way This map is intended for use as a graphical representation. 3 ME I The CKy of Federa I Way makes ==5iiiiiiii Miles no wa rrainty a5 ka its accuracy - Revised 2023 111-65 FWCP - Chapter Three, Transportation Table III-9 (Continued) Is"r Non -Motorized 1 Location 23 S 314th St: 20th Ave S - 23`d Ave S Capital Projects Description Install sidewalks, ADA ramps, curbs & gutter, pedestrian improvements Total 3,345 24 1' Ave S: S 292' St - S 312th St Shoulder improvements 3,770 25 S 3361h St: SR 99 - 20th Ave S Install sidewalk on north side 639 26 211 Ave S: S 3161h St - S 3201h St Install sidewalk on west side 1,356 27 SR 509: 1 lth PI S -16rh Ave S Install sidewalk on south side 1,500 28 Citywide Pedestrian Safety Install mid -block crossing treatments 640 29 20th Ave S & S 3161h St Install sidewalk on east and south sides 395 Subtotal Non -Motorized Capital Project; Im 11,645 TOTAL CAPITAL PROJECT COSTS • : 1 The full list of projects that the City would like to complete during the 20 year planning horizon (including the six year projects) are shown in Table III-10 (Capital Improvement Program — 2016 to 2040) and illustrated in Map III-19 (Capital Improvement Plan). While all of these projects would help complete the layered network and realize the City's transportation vision, many are deemed to be longer -term. Table III-10 Capital Improvement Program (CIP) — 2016 to 2040 Proj Nujilroject Cost Description muw(2016 $1,000) Capital Project List 95-17 SR 99: S 3401h St - S 3561h St: Construct HOV lanes, install raised median; roundabout at 3401h St, turn lanes @ 348' 17 17,600 97-01 SW 3361h W / SW 3401h St: 261h Pl SW - Hoyt Rd SW: Signal Coordination 283 92-18b SR 161 @ S 356th St: Add NB left -turn lane, EB right -turn lane, or install roundabout 14 4,100 92-18a S 356th St: SR 99 - SR 161: Widen to 5 lane, bike lanes, sidewalks 13 6,112 16-22 S 352" d St: SR 99 - SR 161: Extend 3 lane principal collector and signal at SR-99 8 5,619 16-23 Citywide: Traffic signal modifications 18 914 16-24 Citywide: Imlement Adaptive Traffic Control System 22 1,000 16-25 161h Ave S: S 3441h St - S 348m St: Add SB auxiliary lane 21 6,105 16-19 lst Ave S S 328' St: Install raised median, improve access at 328th 4 1,897 16-20 S 320th St @ 20' Ave S: Add 2nd left -turn lanes EB, WB 5 2,856 16-21 Citywide Pedestrian Safety: Install mid -block crossing treatments 28 640 16-26 S 304th St 28' Ave S: Add NB right -turn lane, signal 7 2,371 Revised 2023 III-66 FWCP - Chapter Three, Transportation Table III-10 Capital Improvement Program (CIP) — 2016 to 2040 Project Number IV Cost Project Description IM2016$1,000) 94-1 Ob SR 509: 911 PI S - 1611 Ave S: Widen to 5 lanes, signal at 91 PI S 8,794 07-06 1It Ave S SW 301It St: Install signal or roundabout 404 16-11 8th Ave S S 3201h St: Add left -turn lanes NB, SB 485 16-13 S 324th St Interchange: Extend 5-lane minor arterial to 32nd Ave S 134,587 07-07 lst Ave S P, S 308th St: Install signal or roundabout 404 07-04 Military Rd S @ S 2961h Pl: Install signal or roundabout 404 16-18 16th Ave S S 341' PI: Add signal 404 16-01 SR 99 @ S 288th St: Add NB right -turn lane 452 98-32 13th Pl S: S 330th St - S 332nd St: Extend 3 lane collector 4,797 94-24 14th Ave S: S 312th St - S 316" St: Ring Road extension 5,472 93-08 S 316th St: SR 99 - I It' PI S: Ring Road extension 8,291 01-05 SR 99 @ S 312th St: Add 2nd NB left -turn lane 6 6,708 07-22 161 Ave S: SR 99 - SR 18: Add HOV lanes 22,384 02-01 City Center Access (Phases 1 and 2): S 3201h St @ I-5 Bridge Widening: Add HOV lanes through interchange, reconstruct SE quadrant of interchange to realign ramps la & 1b 134,609 10-01 S 373rd St A SR99: Add Signal or roundabout or two-way left -turn lane 482 05-03 Weyerhaeuser Wy S @ S 344th W : Install roundabout 16 1,763 05-01 SR 509 @ 4' Ave S: Install roundabout 1,009 07-03 30th Ave S @ S 288th St: Install signal or roundabout 404 98-10c 1Oth Ave SW @ SW Campus Dr: Add SB right -turn lane (2) 1,229 16-09 SR 99 @ S 312th St: Add 2nd left -turn lane EB, WB, and WB right -turn lane 11696 02-04 SR 18 @ SR 161: Add 31 thru lane NB, SB. 31 left -turn lane NB, SB 12,210 98-07 SW 3361h y / SW 340th St: 261h Pl SW - Hoyt Rd SW: Widen to 5 lanes 12 21,821 98-15 Military Rd S: S 288th St - S 304th St: Widen to 5 lanes 23,450 07-01 S Star Lake Rd @ 251h Dr S: Install signal or roundabout 404 16-02 Military Rd S @ S 288th St: Add 2nd left -turn lanes and right -turn lanes eastbound and westbound 2,326 98-10a SW 344th St: 12th Ave SW - 21st Ave SW: Extend 3-lane principal collector with bike lanes, sidewalks (3) 10,164 99-02 S 3201 St @ I" Ave S: Add 21 left lanes all legs, WB, SB right -turn lane, widen I' Ave S to 5 lanes to S 3161h St 15 10,460 98-01 S 3041h St @ SR 99: Add left -turn lanes on 304th 1,454 10-01 S Star Lake Rd: g Military Rd S: Add right -turn lane on S Star Lake Rd 401 16-15 16-16 SR 99 @ S 3241h St: Add 2nd left -turn lanes NB, SB, and NB right -turn lane 2111 Ave SW @ SW 3361h St: Add 2nd left -turn lanes NB, SB, and SB right -turn lane 3,052 3,052 00-12 S 308th St: 14th Ave S - 18' Ave S: Widen to 3 lanes 3,198 Revised 2023 III-67 FWCP - Chapter Three, Transportation Table III-10 Capital Improvement Program (CIP) - 2016 to 2040 Project Number Cost Project Descriptioamom 6', 000 16-17 S 336 St: SR 99 - 20t Ave S: Widen to 5 lanes, add 2 left -turn lanes EB, WB @ SR 99 3,721 98-34 2111 Ave SW @ SW 3201h St: Add WB left -turn lane, interconnect to 261h Ave SW 9 6,169 92-22 lst Ave S: S 348th St - S 356' St: Widen to 5 lanes, add 2' SB right -turn lane @ 356th 7,213 93-09 lst Ave S: S 366th St - SR 99: Extend 2-lane road, signal or roundabout at SR 99 7,550 98-05 S 3241h St: SR 99 - 231 Ave S: Widen to 5 lanes 10,552 92-20 47th Ave SW @ SW 320th St: Signalize 10 569 95-07 S 288th St: 19th Ave S - Military Rd S: Widen to 5 lanes 12,364 93-07c 211 Ave SW: SW 3441 St - SW 3561h St: Widen to 5 lanes, add 21 SB right -turn lane 3561h 21,639 92-14 Military Rd S: S Star Lake Rd - S 288th St Widen to 5 lanes, sidewalks, and illumination 35,456 16-10 23rd Ave S: S 3161h St - S 317th St: Add NB lane 678 16-12 11 th Pl S @ S 320th St: Add 2' NB left -turn lane 678 00-02 28th Ave S @ S 312th St: Add SB right -turn lane 11 771 07-14 23rd Ave S @ S 320th St: Add SB left -turn lane, NB thru and right -turn lanes 8,705 98-13 SW 3441h St & 35th Ave SW: 21It Ave SW - SW 3401 Street: Bike lanes, sidewalks 12,360 10-01 Military Rd S Camelot: Roundabout 1,392 01-03 SR 509 @ 261 PI SW: Add WB left -turn lane 1,017 07-05 Military Rd S @ S 2981h St: Install signal or roundabout 404 14-01 Weyerhaeuser Wy S: S 336th St - 33rd PI S: Widen to 5 lanes 2,826 92-23 S 304th St: SR 99 - 28" Ave S: Widen to 3 lanes 11,513 16-03 SR 509 @ SW 301It St: Add WB right -turn lane 226 16-14 S 324th St: 1 lth Pl S - SR 99: Widen to 5 lanes 1,809 07-12 6th Ave SW SW 320th St: Install signal or roundabout 404 07-18 Military Rd S @ S 328th St: Install signal or roundabout 404 92-06b S 356th St: 1 st Ave S - SR 99: Widen to 5 lanes 16,416 98-20 S 312th St: lit Ave S - 14th Ave S: Widen to 5 lanes 28,726 07-20 SW Campus Dr: 1st Ave S - 2 1 " Ave SW: Add HOV lanes 63,956 16-07 SR 509 @ SW 3121h St: Add 2nd WB left -turn lane 904 93-12 SR 509 @ 471h Ave SW: Install roundabout 1,009 05-04 S 3121h St @ 181h Ave S: Install signal 404 98-17 S Star Lake Rd: S 272°d St - Military Rd S: Widen to 3 lanes (see 10-1) for intersection improvement 9,327 98-39 lst Ave S: SW 30l' St - SW 312th St: Widen to 3 lanes 11,725 98-24 Hoyt Rd SW: SW 3201h St - SW 340th St: Widen to 3 lanes 12,059 93-07a 2 1 " Ave SW: SW 312th St - SW 320th St: Widen to 5 lanes 12,364 Revised 2023 III-68 FWCP - Chapter Three, Transportation Table III-10 Capital Improvement Program (CIP) — 2016 to 2040 ProCost m Number Orloject Description M1&16 000 16-04 SR 509 @ SW 308th St: Install roundabout 1,346 16-05 SR 509 @ SW 306' St/12th Ave SW: Install roundabout 1,346 16-06 SR 509 @ 16' Ave SW: Install roundabout 1,346 16-08 8th Ave SW @ SW 312th St: Install roundabout 1,346 94-11 S 308th St: 5th Pl S - 8th Ave S: Extend 2-lane street 1,938 07-13 SR 99 S 320th St: Add NB right -turn lane 2,883 98-23 471 Ave SW: SR 509 - SW 3181h St: Widen to 3 lanes 5,034 98-14 S 2881 St: Military Rd S - I-5: Widen to 5 lanes 11,541 94-10a SR 509: 11 Ave S - 91h Pl S: Widen to 3 lanes 15,634 94-17 SR 509: lit Ave S - 16th Ave SW: Widen to 3 lanes 29,846 05-02 City Center Couplet: S 316th St/S 324th St: I Ith Pl S - 23rd Ave S: Restripe for clockwise couplet 808 07-02 SR 99 @ S 288th St: Add EB left -turn lane 1,131 07-15 25th Ave S S 3201h St: Add 21 EB left -turn lane, NB right -turn lane 13,001 98-18 28th Ave S: S 304th St - S 3171 St: Widen to 3 lanes 16,416 98-57 SR 509: 301h Ave SW - 471h Ave SW: Widen to 3 lanes 18,760 98-58 SR 509: 471h Ave SW - West City Limits: Widen to 3 lanes 23,450 07-19 1st Wy S S 3361h St: Add 2nd SB left -turn lane 7,365 98-30 loth Ave SW @ SW 3341h St: Signalization or roundabout 404 11-01 21' Ave S @ S 320th St: Install signal 404 98-26 S 320th St @ 5th Ave S: Si nalization 404 00-07 S 348th St @ 9th Ave S: Add 2nd SB left -turn lane 2,326 92-12 4th Ave S: S 312th St - S 316' PL improve vertical alignment 3,1978 95-02 S 312th St: 23rd Ave S - 28' Ave S: Widen to 3 lanes 7,461 98-31 SW 356th St @ 13th Wy SW/14th Ave SW: Signalization 404 07-16 Military Rd S @ S 3201h St: Add 2nd NB left -turn lane 5,620 98-29 SW 3201h St C&1 lth Ave SW: Si nalization 404 14-02 SR 509 @ 30th Ave SW: Install roundabout 1,009 98-28 SW 3201h St 9 71h Ave SW: Signalization 404 98-19 S 3081h St: 81h Ave S - 14" Ave S: Install curb, gutter, sidewalks 5,330 92-11 1 SW Campus Dr: II Ave S - 711 Wy SW: Widen lanes/sidewalk 2,073 00-16 SR 99 S r ng Valley Montessori School: Add NB left -turn lane 6,977 95-20 Military Rd S: S 320" St - SR 18: Widen to 3 lanes 38,373 Revised 2023 III-69 FWCP - Chapter Three, Transportation 00-06b S 314' St: 20" Ave S - 23' Ave S: Add sidewalks and street lights 23 2,665 98-41 1' Ave S: S 292nd St - S 312" St: Shoulder improvement 24 3,770 16-30 S 336th St: SR 99 - 20' Ave S: Add sidewalk north side 25 639 16-29 1 211 Ave S: S 316th St - S 3201h St: Install sidewalk on west side 26 1,356 16-27 SR 509: 111h PI S - 161h Ave S: Install sidewalk on south side 27 1,500 16-28 20th Ave S & S 316'h St: I nstall sidewalk on east and south sides 29 395 98-39 9" Ave S: S 332nd St - S 348't' St: Widen for Bike Lanes 15,634 98-42 S Park & Ride Trail: SR99 9 352°d - S 348tn k 911: Extend Trail 1,493 22-01 S 319" PI: PVR Way S - 21 st Ave S: Install sidewalk on south side 750 22-02 BPA Trail Extension: Celebration Park - Federal Way Transit Center: Install multi -use 7, 000 p9h on north side of S 324" Street and west side of 23rd Ave S 22-03 SR 99: S 336'h St - S 3591h St: Install buffered bike lanes 10,000 22-04 SR 99 S 3481h St: Non -motorized safety improvements 200 22-05 SR 18 g SR 161: Non -motorized safety improvements 200 22-06 SR 161 g S 352" d St: Non -motorized safety improvements 200 22-07 SR 161 g SR 18 Westbound Ramp: Non -motorized safet im rovements 200 22-08 SR 161: SR 18 - Milton Rd S: Construct buffered bike lanes 5, 000 22-09 S 359" St Stairway: Construct stairway connectin S 359'h St and SR 161 2,500 22-10 S 3591h St: SR 99 - 16th Ave S: Construct sidewalks 4, 000 22-11 16th Ave S: S 3591h St- S 364th St: Construct sidewalk on east side 1, 000 22-12 Milton Rd S: SR 161 - S 3691h St: Construct sidewalk and bike lane on west side 1,500 22-13 North Fork West H lebos Trail: S 3591h St - 81h Ave S: Construct trail and boardwalk 1, 000 22-14 S 360" St k I-5: Construct non -motorized crossing over I-5 6, 000 Total City Expenditures 1,082,246 Provision of transportation facilities and services requires the timing of new projects to meet the needs of the community. At the same time, existing facilities must be maintained and the public's investment protected, maximizing the life of the infrastructure. The purpose of this section is to describe various strategies available to the City to implement the preferred transportation and land use plan. Revised 2023 III-70 FWCP - Chapter Three, Transportation The preferred plan proposes a balanced investment among modes of travel, providing mobility options and increasing the commitment to travel by transit, ridesharing, bicyclists, and pedestrians. The implementation plan for Federal Way focuses on the next six -year time period within which to forecast needs and to identify reliable options for transportation funding. Financing The purpose of a transportation financing strategy is to develop an adequate and equitable funding program to implement transportation improvements in a timely manner. Without adequate funding the transportation plan cannot be implemented in an efficient and cost- effective manner. The financing program recognizes various user groups and modes. Revised 2023 III-71 FWCP - Chapter Three, Transportation City of Federal Way Comprehensive Plan Map III - 1 VyM� 201 G-2040 Capital Improvement Plan Map 3,1, 0ccemher 2022 �n nm al way W325 Th Ave 5 Federal aJ y wA08003 2 TyoPedera way. cm Des Kent Moines 32 2 dat Puget Sound _0 f i s seam s, _ ys m Federal >m Iap, © p i f3 0 ' I ay s ® I�I M m m JM y Federal W 3i2t* rn Sc way I PA.A. o ®7 ® © © I QI m rr r� ® m �' Li^ � 32Qlh F` Sif W 3P � bSh � � 1 a � w��gt7' s •�� t w 16 El Au Federal a71 VVdy �BJa akwy - W Ca © - St t r r` m t m., Tacoma �. S 3ae� s m I Federe? ° a _ ,® WaySW 3560 Si i FAAI t I is ®� Legend - i 0 City Limits © �-© Im I =7 Potential Annexation Area ae ti Street Improvements a a°II ~ Corridor improvement -- " N Nan -Motorized Improvement Miitan • Intersection Improvement © Edgewood Fife Transportation Element cir r or Way ! 4A Federal YYay This map is intended for use Cantered On opparduniry seas: ^ as a graphical representation_ a o.5 9 The City at Federal Way makes R:�staceyc4PWPmpect CompOnupdates23i6_204GCIP.md Miles no warranty as to its accuracy. Revised 2023 III-72 FWCP - Chapter Three, Transportation Funding sources are not fixed and require annual review and reprogramming. Where non - City funds are sought, the City's projects may be competing for limited funds. Without attention to financing requirements, the operation, maintenance, and expansion of the transportation system will not occur in a timely fashion. Estimates of Revenue The last five years (2009 to 2014) of financial revenues were reviewed. Table III-11 presents annual revenue estimates for six existing sources of revenue for transportation capital improvements for the City of Federal Way. Each source of revenue has a low estimate, a high estimate, and the average of the two. It should be noted that the City has been successful to attaining state and federal grants, with roughly two-thirds of revenue from these sources. Table III-11 Estimates of Specific Revenue by Sources 2015-2040 ($ Millions) " 19 stimate ma e Average 1. Federal Grants - Annual Average 1.2 2.5 1.9 2. State Grants - Annual Average 1.4 2.9 2.2 3. Motor Vehicle Fuel Tax 0.2 0.4 0.3 4. Road/Street Maintenance 0.2 0.4 0.3 5. Traffic Mitigation 0.2 0.4 0.3 6. Transfer from Other Sources such as Real Estate Excise 1.1 Tax and Community Development Block Grants 2.3 1.7 1 . The estimate of each of the existing revenue sources listed in Table III-11 is described below in Existing Revenues for Transportation Capital Projects, with existing revenue sources numbered 1 through 6. Existing Revenues for Transportation Capital Projects 1. Federal Grants —Annual Average (net of Committed Grants) The estimate is based on the annual average of $2.5 million of federal grants received by the City since 2009.The low estimate of $1.2 million is based on 50 percent of the historical average, while a high estimate of $2.5 million is based on 100 percent of the historical average. The average of these values is $1.9 million. Revised 2023 I1I-73 FWCP - Chapter Three, Transportation 2. State Grants —Annual Average (net of Committed Grants) The estimate is based on the annual average of $2.7 million of state grants received by the City since 2009. The low estimate of $1.4 million is based on 50 percent of the historical average, while a high estimate of $2.9 million is based on 100 percent of the historical average. The average of these values is $2.2 million. 3. Motor Vehicle Fuel Tax The Street Fund was established to account for the receipt and disbursement of state levied unrestricted motor vehicle fuel taxes, which must be accounted for in a separate fund. The Street Fund is used primarily for ongoing operating and maintenance expenses of the street system. However, the City transfers a portion of the Street Fund money to the City's Capital Improvement Program (CIP) for transportation projects. The estimate is based on the annual average of $311,000 received by the City since 2009. A low estimate of $155,000 is based on 50 percent of the historical average. The high estimate of $311,000 is based on 100 percent of the historical average. The average of these values is $233,000. 4. Road and Street Maintenance The Street Fund funds ongoing operations and maintenance of the Federal Way street system. Since 2009, an annual average of $371,000 has been allocated from this fund. A low estimate of $186,000 is based on 50 percent of the historical average. The high estimate of $371,000 is based on 100 percent of the historical average. The average of these values is $278,000. S. Traffic Mitigation Federal Way assesses traffic impact mitigations for new developments through a combination of impact fees for system -level improvements and SEPA traffic mitigation for site -specific impacts. The City has collected an annual average of $432,000 in traffic mitigation fees since 2009. Prior to 2010 the City also collected SEPA-based mitigation fees for system -level improvements. When impact fees were adopted, the SEPA mitigation was limited to site -specific impacts. A low estimate of $216,000 is based on 50 percent of the historical average. The high estimate of $432,000 is based on 100 percent of the historical average. The average of these values is $324,000. 6. Transfer from Other Sources Federal Way also uses funds from other sources, such as real estate excise taxes (BEET) and community block grants, to fund many types of infrastructure improvements, including transportation projects. This estimate is based on an average of $2.3 million transferred from other sources since 2009. A low estimate of $1.1 million is based on 50 percent of the historical average. The high estimate of $2.3 million is based on 100 percent of the historical average. The average of these values is $1.7 million. Revised 2023 III-74 FWCP - Chapter Three, Transportation Future Revenues for Transportation Capital Projects A key GMA planning requirement is the concept of fiscal restraint in transportation planning. A fiscally constrained transportation element must first allow for operation and maintenance of existing facilities, and then capital improvements. To introduce fiscal constraint into the plan, an inventory of revenues and costs was undertaken to identify funds that are likely to be available for capital construction and operations. The proposed transportation element for Federal Way contains a variety of projects that would cost approximately $850 million over 25 years. Table III-12 summarizes the costs of the major types of transportation investments by type. The transportation element focuses on capital projects that will help the City achieve its mobility goals. The plan also includes ongoing pavement maintenance to ensure that the roadway network is kept in good condition. Table III-12 Costs of Federal Way Transportation Element (25+ years) FLyinloo Intersections Traffic signals and roundabouts 4-6 Streets Street extensions and widenings 20-25 Multimodal Projects Sidewalks, trails, bike lanes, and downtown 14-16 investments Maintenance Overlay and pavement repair, lighting, signal 15-20 operations, snow removal *Costs denoted in millions It is worthwhile to note that average annual funding for transportation (including maintenance) in the City of Federal Way has averaged around $9 million in recent years. Revenues include those from outside sources and grants, general city funds, real estate excise taxes, impact fees, and gas tax receipts. The City aggressively pursues federal and state funding sources for transportation projects in order to maximize the use of City funds to maintain City streets and fund improvements to streets that would not fare well in grant -funding selection criteria. Based on the data in Table III-11 (Estimates of Specific Revenue by Sources 2015-2040 [$ Millions]) the City's existing revenue sources could generate between $110 and $220 million over the next 25 years. The comparison of revenues to costs indicates that the City will need to carefully prioritize its projects, since not all of the transportation needs are likely to be affordable with existing revenue sources during the 25-year period. If this occurs, the City has several options: Revised 2023 III-75 FWCP - Chapter Three, Transportation • Increase the amount of revenue from existing sources, including impact fees, real estate excise taxes, transportation benefit district, or increased general fund revenues. • Adopt new sources of revenue: o Proceeds from general obligation bonds o Creation of Local Improvement Districts o Reciprocal impact fees with adjacent jurisdictions o Business license fee per employee o The City can explore the feasibility and likely revenue amounts from these or other sources as the plan is implemented over the next several years. • Lower the level of service standard, and therefore reduce the need for some transportation improvements. Note that the City could also weigh changing the land use element to reduce the amount of development planned (and thus reduce the need for additional public facilities). However, overflow from congested freeways would be likely to congest City arterials regardless. Transit Funding Operating funding for transit services primarily comes from local (regional) sales tax revenues, farebox revenues and in the case of Sound Transit, a Motor Vehicle Excise Tax. Capital funding primarily comes from federal grants. METRO bus service is allocated to three subareas of King County, the East, South, and West (Seattle/north suburban) subareas. The West subarea has 63 percent of the bus service. Due to the 2008 recession, METRO modified criteria for allocating transit service, and Federal Way had somewhat less service cuts than many cities in the South subarea. The current economic recovery allowed King County to stave off further planned service reductions, and is developing a long range plan to build support for a new revenue package Revised 2023 III-76 FWCP - Chapter Three, Transportation Revised 2023 III-1 APPENDIX III -A: Street Design Guidelines Ordinance No. 23-954 Page 91 of 105 m O th LOIN Pt m a CJ` I I T 1- i a Ordinance No. 23-954 Page 92 of 105 m w CL r) V ' rD y. fl rD 7 9 F � qn %M Iti �r5 Q a 3® y 4 F Ordinance No. 23-954 Page 93 of 105 A rt wa CL I4 NJ w 3 1"Il � � d I A r �E 43t Cry' AWL r ■ 4 1f HIY�t A. rl m Ordinance No. 23-954 Page 94 of 105 ƒ ( d � 0 w CL � |� � 2 K LA . � rD = 2 O | _ � . � p ~ � . ■ . |� � LV } + _ Ordinance No. 23-954 Page 9o1m f � 0 w CL � � -� rD 4 4 � ■ ■ | -1 a |� -J � § �� ■ �ip <. |■. |+ |.\ l|■ � � n © f L &A _ tA � A _ Ordinance No. 23-954 Page 9o1m V iw Do O w CL l* f`1 L LA I ; -.- -. 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