Source: http://www.codepublishing.com/WA/Kenmore/html/Kenmore12/Kenmore1280.html
Timestamp: 2018-01-16 22:59:16
Document Index: 271792306

Matched Legal Cases: ['§ 2', '§ 2', '§ 2', '§ 2', '§ 2', '§ 2', '§ 2', '§ 2', '§ 2', '§ 2', '§ 2']

Chapter 12.80 INTEGRATED TRANSPORTATION PROGRAM
INTEGRATED TRANSPORTATION PROGRAM
12.80.010 Definitions.
12.80.020 Components of the integrated transportation program.
12.80.030 Level of service standards.
12.80.040 Concurrency requirements.
12.80.050 Transportation impact fees.
12.80.060 Safe site access.
12.80.070 Procedures for development review.
12.80.080 Administrative rules.
12.80.090 Appeals.
12.80.100 Relation to other permit authority.
12.80.110 Exceptions.
A. “Concurrency” means transportation improvements or strategies to accommodate the impacts of development are made concurrent with the development, so that the level of service on a city transportation facility does not decline below the levels of service adopted in this chapter. “Concurrent with development” means that improvements or strategies are in place at the time of development, or that a financial commitment is in place to complete the improvements or strategies within six years.
B. “Mobility unit” means one PM peak hour person trip end. Each person trip has two trip ends, one each at the origin and destination.
C. “Transportation improvement program” means the annual program of capital transportation projects programmed by the City to be implemented during a six-year period.
D. “City manager” means the City of Kenmore city manager or his or her designee(s). [Ord. 16-0420 § 2 (Exh. 1).]
There are four components of the City’s integrated transportation program, the goal of which is to operate the program safely and efficiently for all modes of travel. These components are as follows:
A. Level of service (LOS) standards to evaluate the performance of the city’s multimodal transportation system and to ensure that the system is built over time to maintain LOS standards (KMC 12.80.030).
B. Concurrency requirements defining an adequate transportation system (KMC 12.80.040).
C. Transportation impact fees to require new growth and development to pay a proportionate share of the cost of new multimodal transportation improvements to serve the new growth and costs (Chapter 20.47 KMC).
D. Safe site access to facilitate safe and efficient operation of the transportation system through site-access improvements (KMC 12.80.060). [Ord. 16-0420 § 2 (Exh. 1).]
Level of service standards are established for different modes of travel within the City:
A. Roadway Level of Service Standards.
1. The level of service for roadways shall be as described in the most recent Transportation Research Board Highway Capacity Manual. The LOS shall be amended on a date selected by the city manager whenever the LOS in the Highway Capacity Manual is amended by the Transportation Research Board. The city manager may select and apply alternative LOSs, to be effective on a date selected by the city manager.
2. Roadway LOS shall be by functional classification of roadway:
a. Boulevards (primary arterials) – LOS “E” or better;
b. Urban avenues and neighborhood connections (minor arterials) – LOS “D” or better; and
c. Local streets (collectors) – LOS “C” or better (see transportation element of the comprehensive plan).
3. Roadway LOS shall be measured at intersections of classified roadways, except as provided in subsection (A)(4) of this section.
4. Roadway LOS shall be measured at the corridor level on SR 522 and 68th Avenue/Juanita Drive/Simonds Road.
5. When a lower classification of roadway intersects with a higher classification of roadway (for example, when a local street connects with an urban avenue), the LOS for the higher classification shall apply.
B. Pedestrian Level of Service Standards.
1. The City has designated a yellow LOS for pedestrian facilities where indicated in the pedestrian priority network (all as defined in the transportation element of the comprehensive plan) as the minimum standard to achieve.
2. Outside of the pedestrian priority network, the City has not established an LOS for pedestrian facilities.
C. Bicycle Level of Service Standards.
1. The City has designated a yellow LOS for bicycle facilities where indicated in the bicycle priority network (all as defined in the transportation element of the comprehensive plan) as the minimum standard to achieve.
2. Outside of the bicycle priority network, the City has not established an LOS for bicycle facilities.
D. Transit Level of Service Standards.
1. The transportation element of the comprehensive plan contains guidance for providing quality transit service, amenities, and access to an identified transit priority network. While the City does not control transit service, it has established the following level of service standards for transit stop amenities and pedestrian access to transit:
a. The City has designated a yellow LOS for transit stop amenities and pedestrian access to transit (as defined in the transportation element of the comprehensive plan) as the minimum standard to achieve.
b. Outside of the transportation priority network, the City has not established an LOS for transit stop facilities. [Ord. 16-0420 § 2 (Exh. 1).]
A. Transportation concurrency shall be determined using the City owned and maintained mobility unit spreadsheet. This spreadsheet compares the amount of transportation capital facilities constructed or programmed in the next six years (mobility unit capacity) to the amount of mobility units that would be generated by new development (mobility unit demand). If the City’s mobility unit capacity is larger than the mobility units that would be generated by new development, then the transportation system will be deemed to be concurrent.
1. Mobility unit capacity shall be determined annually in coordination with the City’s transportation improvement program.
B. The city manager may approve a reduction in estimated mobility units based on the types of land uses that are to be developed or expected travel characteristics of the development.
1. The calculation of mobility unit reductions as described in this section shall be based upon sound and recognized technical information and analytical processes that represent current engineering practice. In all cases, the city manager shall have final approval of all such data, information and technical procedures used to calculate mobility unit reductions. [Ord. 16-0420 § 2 (Exh. 1).]
A. Transportation impact fees shall be assessed and collected as described in Chapter 20.47 KMC.
B. Mobility units calculated for concurrency requirements (KMC 12.80.040) shall also be used to calculate transportation impact fees. [Ord. 16-0420 § 2 (Exh. 1).]
A. Developments shall provide for safe site access to facilitate safe and efficient operation of the multimodal transportation system, in accordance with the City road standards adopted in Chapter 12.50 KMC.
B. For the purposes of this chapter, the developer shall achieve “safe site access” by mitigating either or both of the following when the development is complete and able to generate traffic:
1. A roadway intersection that provides access to a proposed development and that will function at a level of service worse than specified in KMC 12.80.030; or
2. A roadway intersection or approach lane where the city manager determines that a hazard to safety could reasonably result.
C. The developer shall provide improvements which bring the site access into compliance with the level of service and within a time schedule as may be required by the city manager. Approval to construct the development shall not be granted until the developer has satisfied the concurrency definition and its elements, as set forth in KMC 12.80.010(A). [Ord. 16-0420 § 2 (Exh. 1).]
Following the submission of a development application, the city manager shall calculate the transportation impact fee to be paid under Chapter 20.47 KMC, and shall determine whether necessary transportation improvements are provided for as set forth in KMC 12.80.010(A) and that any required site access improvements are provided. [Ord. 16-0420 § 2 (Exh. 1).]
For transportation impact fees, transportation concurrency, and safe site access, the city manager may adopt such administrative rules and procedures as are necessary to implement this chapter. [Ord. 16-0420 § 2 (Exh. 1).]
A. The city manager’s final decision on impact fees and/or transportation concurrency may be appealed to the hearing examiner using the procedures set forth in Chapter 19.30 KMC. The appeal shall be submitted within 21 calendar days of the date of issuance of the City’s written decision.
B. Along with the information required by KMC 19.30.080(B), the applicant must show that either:
1. The City committed a technical error; or
2. Alternative data or a mitigation plan submitted to the City was inadequately considered. [Ord. 16-0420 § 2 (Exh. 1).]
The procedures set forth in this chapter do not limit the authority of the City to deny or to approve with conditions the following:
A. Any zone reclassification request, based on its expected impacts on the multimodal transportation system;
B. Any proposed development or zone reclassification, if the City determines that a hazard to safety would result from direct traffic impacts of the development or reclassification, without roadway or intersection improvements, regardless of level of service standards; or
C. Any proposed development subject to review under the Washington State Environmental Policy Act. [Ord. 16-0420 § 2 (Exh. 1).]
The city manager may grant an exception to or deviation from the requirements of this chapter. Any exception or deviation shall be in writing and supported by a finding that extraordinary conditions exist which make full compliance infeasible or would be an unreasonable hardship. [Ord. 16-0420 § 2 (Exh. 1).]