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HomeMy WebLinkAboutCity Council Meeting - Council Workshop - Agenda - 10/18/2005 SUMMARY AGENDA KENT CITY COUNCIL MEETING WASHINGTON „d.nMayor Jim White Councilmembers Deborah Ranniger, President; Tim Clark, Ron Harmon, Julie Peterson, Debbie Raagplee, Les Thomas, Bruce White a J OCTOBER 18,2005 ; ******************************************************************************************************** COUNCIL WORKSHOP AGENDA 5:30 P.M. Item Description Speaker Time 1. Washington Transportation Plan Barbara Ivanov, WSDOT 30 min Freight Recommendation 2. Urban Density Gloria Gould-Wesson, 30 min Community Development COUNCIL SPECIAL MEETING AGENDA 7:00 P.M. 1. CALL TO ORDER/FLAG SALUTE 2. ROLL CALL 3. CHANGES TO AGENDA A. FROM COUNCIL, ADMINISTRATION, OR STAFF B. FROM THE PUBLIC—Citizens may request that an item be added to the agenda at this time. Please stand or raise your hand to be recognized by the Mayor. 4. PUBLIC COMMUNICATIONS A. Introduction of Communications &Marketing Manager B. Streamlined Sales Tax Update C. Proclamation—Make A Difference Day D. Introduction of Re-Appointees E. Introduction of 2006 Annual Budget 5. PUBLIC HEARINGS A. 2006-2011 Transportation Improvement Plan—Resolution B. Street Vacation,Portion of 108`h Avenue S.E. C. Street Vacation,Portion of S. 188`h Street 6. CONSENT CALENDAR A. Minutes of Previous Meeting—Approve B. Payment of Bills—None C. Joint Funding Agreement with US Geological Survey—Authorize D. Garrison Creek Outlet Improvements Project—Accept as Complete E. Reappointments to Kent Arts Commission—Confirm F. Flower Court Final Plat—Accept G. Municipal Lot Block Street Vacation Ordinance—Adopt H. Kent Station Amended and Restated License Agreement—Authorize I. Kent Station Amended and Restated Cross Easement Agreement—Authorize J. Kent Station Street Vacation Ordinance—Adopt "_—K. Clark Lake Estates Final Plat—Accept L. Special Council Workshop on 2006 Annual Budget—Authorize 7. OTHER BUSINESS � S; n �rD Q � � D c S. nD n cn � � o m w O � < ujo �' O rn p c U p p c v 'a n �° y � � n � a m � �� on aa � oID rD y � N m sv C7 C) 0�Q p q (•fin — °• O N W fD CD � � � Qc < me - c < � cc oo � c � 77 CD r c' v lD �00 m M 77 (D r) CD o V, n ° s a� m tv N c < � ' p D = a II p w o w n U-, 03 C� co oD Q n rD C n � �n =,� < N IV n v W n Vf � o own v n -A O 7 U-1 � W ?� c D c o • N rD ?' c Z N CD v) o o � Z c � o �Z m 3 (D M rD w- rD CD fD •.� . " Q O p cn c N c c O �' < n _ —I (� 7 (� O v rD rD CD m rD z n S n' O 7w � Now �,j � , w � � n � ' � n � � � � n. r+ � n -, � � � n �" gin O W Q7 0_ W 3 � =N rD n A) N N. ° A, 77 a "� � ocDrD � s� sin y � oQ� � � crD cc � s. .. � cf� � sO � 2Qo � c � ac � s � � n �� � o. �3O �c � • (D '< Q cc v m vS u w U-Mm _'* j N n � V O. M, O, - ... 7 ,-,: -< rD T. "'� <• N (D p W y c O Ali rD Q A? -C 7 @ O rp = (D 1" S < c rD C�N n < < < cD Z` 3 n f7 a rD c - n c Y s ro„ p o ,T. rj O O n � � O w o m � n �' cD � ocD ° Q n CD CD � w � � tws(D L, cC.ccs� * vS (DOa' mLn � p °—per � _ 4�1 - 7 38. �' w _. r. � ncD cam nco �'� CD < 7J O * n A S c <O On j [D n C n < O S s rD n u, s 3 c 3 o n3 rD o �, n S Qc o O < W M rD r, y C� rD `n - 'z CD (D w l ! N v W O n � 'D_ < own � n = oc �• � � nn -• < c � cao -o p,, n.< ; r. �� �, aoy .. � y CITY COUNCIL WORKSHOP OCTOBER 18, 2005 URBAN DENSITY In the past,the Centel Puget Sound Growth Management Hearings Board(the"Board)has set out a bright line rule of 4.5 dwelling units per acre(du/ac)as being an appropriate urban density. The Board has issued three recent decisions on the issue of appropriate urban densities: Ka/eas v.Normandy Park-July 19,2005 • 1000 Friends(Futt rewise)VII v.Issaquah-July 20,2005 Fuhriman v.City of Bothell-August 29,2005 2 In these cases,the Boad said that it would use a set of six questions to determine if a municipality had complied with GMA's recNlrements for appropriate urban densities. 9. /s the municipalityable to accommodate its share of the 20 year growth forecast now and in the furtrre? All three cities were found to be accommodating their share of growth assigned to them by the Office of Financial Management. The Board stated,however,that by accommodating its allocated growth a city is not fully discharging its GMA duties. "Simply put,so long as the state and region continue to grow, counties and cities must continue to plan for,manage,and accommodate the projected and allocated growth.° 3 1 2. is the municipalityencouraging and stimulating urban growth? Normandy Park The Board found that the designation of 84%of the City as low density residential and less than 3%as multi-family residential does equate to fostering and stimulating urban growth. Issaquah The Board found that Issaquah's varied land uses-residential, community facilities,office/retail/commercial,urban village,and conservancy—encouraged growth. a 3. /s the municipality providing for compact urban growth (providing for urban densities)? Normandy Park The Board found that Normandy Park was not providing for compact urban growth with 84%low density and 3%higher density residential zoning. The Board explained that as growth continues,higher residential densities become a consequence of compact urban development and the higher residential densities help achieve other GMA goals. 5 Issaquah The Board found that Issaquah was providing for compact urban growth in all but one area of the city. 57%of Issaquah's existing housing units are multifamily and 43% are single family. Of the acreage designated single family 19%are low density(1 du/5ac to 1.24 du/ac)and 81%are higher densities(4.5 to 7.28 du/ac). 6 2 Bothell Petitioners argued that Bothell was not satisfying the bright line rule with R-9600(4.5 du/acre)because Bothell based its calculations on net,rather than gross acreage. The Board upheld Bothell's use of net densities as an appropriate means of determining buildable area and determining the yield in units per acre. 4. Has the municipality obtermined that its critical areas regulations do not adequately protect identified and designated critical areas? Normandy Park The Board determined that there was not enough evidence of the need for low density designations. The Board found that there was a lack of quantification of the extent of the City's sensitive area and the location of those sensitive areas. Issaquah The Board found that the Comprehensive Plan and zoning code included language that connected low density development with protecting sensitive areas. The Board concluded that"[t]here is no indication the City prepared studies showing its critical areas regulations are inadecluate to protect the critical areas...However,in light of the City s demonstrated commitment to urban density in its overall plan,and the minimal critical area low density designations,the City's policy is not clearly erroneous." B Bothell The Board found that Bothell had made a speck determination that the CAO did not adequately protect some critical areas.Bothell had commissioned a report that analyzed where Bothell's CAO would not adequately protect critical areas. 3 5. For those areas designated by the municipality at less than 4 dulac,do these areas include the following rational for allowing an exception to the 4 dulac bright line rule: a) contain large scale,complex,high kelue critical areas that require an additional level of protection? (Litowitz test) Normandy Park The Board found that it is possible that Normandy Park may have some limited locations of sensitive environmental systems meeting the criteria,but the Gty has not identified these areas and the areas identified are too large given the sensitive areas that may pass the Litowitz test. ro Issaquah The Board found that the City did not present specific studies applying the Litowitz test,but,the critical areas maps confirm the City's position that critical areas lie within or adjacent to many of the challenged zoning districts. Bothell Bothell commissioned a specific Litowitz report,which concluded that the Fitzgerald Subarea"contained critical areas that were large in scope,complex in function and structure aid of high rank order value"thus satisfying the Board's test. 5.b) contain limited unique geologic or topographical features that require the additional protection through low densities than can be provided by critical area regulations? Bothell The Board agreed with Bothell that a designation higher than R- 40,000 was inappropriate in the Norway Hill Subarea due to steep slopes,erosive soils,the difficulty of providing urban services, and the presence of aquifer recharge areas. The City acknowledged that this subarea would not meet the Litowitz test,but found that the aea had its own special factors for needing low density protection,and that the decision to provide this protection was within the discretion afforded the City by GMA. 12 4 5.c) contain existing equestrian communities? 5.d) impermissibly perpetuating an existing low density pattern? Normandy Park Normandy Park argued that low density was necessary in part because some areas of the City are not served by public roads or sewers due to steep slopes and wetlands.The Board responded that GMA"does not permit the Board to conclude,without more,that the lack of existing roads and sewers within the City's limits is a basis for low-density residential designations." The Board remanded Normandy Park's low and medium density designations back to the City who was ordered to return to the Board in approximately six months with a new ordinance. The Board will determine if the new ordinance complies with GMA. 13 Issaquah The Board found an invalid perpetuation of an existing low density pattern in Issaquah's Overdale subdivision. This subdivision consists of 150 large single family estates served by septic systems. The Board found that if the City were to change the zoning to a higher density there would be an incentive for the saver district to establish a time certain for the extension of the sewer service. The Board remanded the Overdale Park area back to the City who was given approximately six months to adopt new legislation and come back to the Board. 14 5.e) fall within phasingcontingent on provision of urban services that limits low densiy to a date certain? 5 6. Whether the municipality"asa whole,is providing for appropriate net urban densities"as required by GMA, considering the following a) the%of residential land designated at or higher than 4 du/ac b) the%of residential land designated lower than 4 du/ac,and c) what%of low density designations are vacant, underdeveloped,and redevelopable infill? 16 Normandy Park 84%of the City is low density residential Issaquah Of the 2590 acres ofvacant and redevelopable land 10%is zoned for low density. Of the 2343 single family acres 19%are low density and 81%are higher density. ,7 6 Washington Transportation Plan Freight Systems Barbara Ivanov Director Freight Strategy&Policy City of Kent October 18,2005 Washington State Department of Transportation Moving Freight I. Global Gateways International and National Trade Flows Through Washington II. Made in Washington Regional Economies Rely on the Freight System III. Delivering Goods To You Washington's Retail and Wholesale Distribution System 1:7 6 2-- 2 1 Washington State Value of Freight Shipments (2003: Billions of Dollars) $120 $100 $80 $60 - $40 At raft ' $20 U.S.Intl ImportsU.S.Int'I Exports Washington Washington Washington Via WA Via WA Producers& Wholesale/-rrade Retail Gateways Gateways Manufacturers Source:U.S.Customs Bureau;WA State Dept.of Revenue. 10/6/2005 3 Freight Volumes in Washington are Growing Twice as Fast as the State's Population Freight growth in Washington is fueled by globalization, new competitive industry trends and technologies. Washington State's Population Growth and Growth of Truck Trips on 1-5 and 1-90 8,000,000 - 30,000 7,000,000 25,000 6,000,000 5,000,000 20,000 4,000,000 15,000 o n m� n 3,000,000 10,000 E 2,000,000 Z 1000000 5,000 tPopulation _ L7 _ -4-Truck trips on 1-5 1994 2003 2020 -*-Truck trips on1-90 Year 1016/2005 4 2 I. Global Gateways International and national trade flows through Washington Y+asnngton S!atc 10/6/2005 By Tonnage, Crude Petroleum Dwarfs All Other Waterborne Inbound Commodities Goods Entering Washington State by Water 2002,Milion Tons 25 i 20 Over 90 percent from Alaska. 15 10 �.W er 96 percent from foreign economes. Sy y �Almost70 percent from Canada. eo`c oe ��`' c'p aody co'T�c \e` Q`�Gre QeP JcF G� 0 Q a`� ti0`P l oibi2o05 6 3 By Tonnage, Food/ Food Products Outweigh Other Waterborne Outbound Commodities Goods Leaving Washington State by Water 2002,Million Tons 25 20 Over 90 percent to foreign markets. 15 --°" — 10 Over 50 percent to California and Oregon. 5 Over 80 percent to foreign markets. r�Over 60 percent to Alaska aQPaJ QJ�e�\��a��a \Q': c� ca5Goa 0 Qa��O\a ��d' \a�F �aF ga �a� a�a atia a5a Jaa act Qi a<< 1orcv2oos 7 Washington is the Gateway to Alaska Domestic Freight Flows Moving By Water to By Value and Volume— and From Washington State 24.62 million tons—the most significant commodity shipped to Washington State from Alaska, o using the inland waterway and "lash landing at refineries, is crude petroleum. Washington State ships manufactured goods, food and food products, north to Alaska. t Indicates flan to Hawaii Pacific Ocean Source: Adapted from Washington: Total Domestic Water Flows,9998(US DOT) 8 4 Washington Gateways Play an Essential Role in Supporting National Security ■ Fort Lewis is a key U.S. GTO"- Janu �e location for gathering, staging and mobilizingA forces and material. During a major regional O conflict, cargo from all over the United States will rush by road and rail to Fort ° Lewis. < " ■ Ports of Tacoma and e9�Y Olympia: PNW strategic ports supporting Fort Lewis units. • Port of Seattle: sustainment port to ship supplies to troops. ■ Port Hadlock Naval Ordnance Center: one of nine national centers. 10/6/2005 g II. Made in Washington Regional Economies Rely on the Freight System Agriculture: $5.6 billion in food and agricultural products in 2002. Freight transportation is especially important for Washington agriculture as the state produces up to twenty times as much food as it consumes, and is far from most of the nation's consumers. Manufacturing: $88.3 billion in Gross Business Revenues in 2003, 21.3 percent of the total State Gross Business Income. Construction: Gross Business Revenues topped$27 billion in 2003. Forestry: Value-added wood and paper products produced$12.7 billion of Washington's Gross Business Revenues in 2003. 10/6,2005 10 5 Regional Economies Rely on Freight System + NORTHWEST dL -a ASHINGTON �C s COLUMBIA BASIN AND COASTAL t NO.TH CENTRAL COUNTIES C.NTRAL SHINGLON- '� PUGET'SOUND _ E ION e{ OUTHHE�A� WAS INGT N VANCOUVER: SOUTHWEST WASHINGTON METRO AREA 1 a6/2oos Central Puget Sound: Westside Center of Manufacturing and Commerce ■The Boeing Company 484,000 Jobs Directly Depend on Freight employed 53,000 in Washington Jobs Average wage State in 2004. Boeing Aircraft Construction 92,406 $36,551 reported$22.4 billion revenues Manufacturing 202,988 $44,625 in 2003. Wholesale/Trade 94,311 $41,883 ■ 4,433 mid-sized manufacturing Transportation/Utilities 94,040 $44,752 firms did business in King, Freight System Views: Trucking Pierce and Snohomish Counties in 2003. About 65 percent are ■ Only 50 percent of trucking firms based very satisfied with current freight in Central Puget Sound report high system performance. satisfaction with the current performance of the freight system. ■The maritime industry . This compares to 62 percent of employed over 22,000 in King Spokane trucking carriers and 54 County in2; annual output percent of Vancouver/Portland metro totaled$2.1 billion. carriers with high satisfaction ratings. 10/6/2005 12 6 Central Puget Sound: The Boeing Company - ® Moving by night four times Major Sites a week starting in 2006, • Additional Sites the entire oversize 7E7 — Connector Route empennage(horizontal Feeder Route and vertical tail surfaces) <r( will be trucked up Hwy li y 167, 1-405 and 1-5 from the a�w Structural composites plant in Frederickson to final assembly in Everett. ' o.� 10/6/2005 13 Ill. Delivering Goods To You Washington's retail and wholesale distribution system ■ Up to 80%of truck trips operate in the local distribution system ■ In 2004, almost ten times more light and medium trucks than heavy trucks were licensed in Washington State. 300,000 250,000 200,000 - ---- ---- 150,000 -------- 100,000 - --.. ---- 50,000 - Light Trucks (Local Medium Trucks(Short Heavy Trucks (Long Delivery) Haul) Haul) 10/F✓200s to 7 Distribution Centers Cluster Close to Major Markets And Freeways i 10/6,2005 15 Food and Grocery Delivery Supports Every Citizen, Everyday • Big Volume of Truck Trips Serve Groceries and Restaurants • A typical large grocery store Receives two large semi-tractor trailer deliveries per day, and Ten to 20 other specialized deliveries per day ■ Specialty markets such as Metropolitan Market on Seattle's Queen Anne Hill Receives 375 van and small truck deliveries per week 10/6/2005 16 8 Fuel Distribution System • Washington has five refineries;four of them linked by Olympic Pipe Line.Yellowstone and 21 Chevron pipelines serve Eastern Washington ut x j from out-of-state refineries. w- ■ Almost all deliveries to market are made by truck to distribution centers located at: •Harbor Island •Tacoma •Moses Lake •Renton •Anacortes •Pasco •Tukwila •Ferndale •Spokane Washington has 2,800 gas stations, up 43% from 1996.One to fifteen tanker deliveries per week go to each gas station. • Marine fueling:average fishing boat takes four tanker trucks(30,000 gallons) • Agriculture and industry = =^ • Home heating oil 10/6/2005 17 The Garbage and Refuse System Over 4.5 million tons of Municipal Waste to Roosevelt Regional Landfill in 2002 garbage moved by truck and truck/rail to landfills in Washington State in 2001. sups ].iJJ 189.919 I01 1 7706J.13 4.031: This waste was trucked to transfer stations, IU17 - '° �,60' ca ]JJ 9i,199 JOG,]99 consolidated, loaded into °,o;J, 1.277 xa larger trucks, and moved to „6J1B 1�=.==_ 13,°91 nearby landfills via truck or ;;x `1� 8.188 - camru transferred to rail cars n . ,.,,° — 9=9il destined for Roosevelt landfill J9 in Eastern Washington. ov In 2002, 1.4 million tons of Washington's solid waste was exported to Oregon by rail. 10/6,2005 18 9 What are the Emerging Washington Transportation Plan Freight Recommendations? The WTP Freight Report identifies the most productive investments Washington State can make to generate economic prosperity and wealth for citizens of the state. These improvements are necessary to support Washington's role as a global gateway, our own state's manufacturers and agricultural growers, and the state's retail and wholesale distribution systems. t 0/6/2005 19 Type of Proposal © Policy Address Freight Constraints on Mainline Rail ❑ Strategy ❑ Capital ❑ Operating Expected Benefits What is the Problem? ❑areseNanon Container freight entering the Ports of Seattle and Tacoma will triple by 2025. ❑satsty ❑TransponatonAccess Most of these goods are shipped to the Midwest via rail,but there isn't enough ❑syet-Eeimendee east-west rail capacity to handle a tripling of current volume. ❑Fatureusiona P Y P g ❑sonleneols x chokePomte ®Moving Freight ❑Econonry ❑Health x Environment Comparison of Mainline Rail Capacity With Current and Projected Operations All or Part Included in Trains perDa '05-'07 Commission Current Operations Projected 2025 Operations Funding Recommendation? Estimated ❑ All 9Pad ❑ None Estimated Sustainable .Ave. Peak Sustainable Ave. Peak Funded in Current Law Budget Mainline Segment Cap. Trains/Dav Trains/Da. Cap. Trains/Dav Trains/Day ❑ All I0 Pad❑ None Stevens Pass 28 23 25 28 46 51 El Sta ede Pass 20 6 7 20 16 18 Global Gateways m 0 Made in WA Blaine to Everett 18 14 15 30 21 23 Delivering Goods Everett to Seattle 50 45 50 100 84 92 Seattle to Tacoma 100 85 94 200 189 208 Tacoma to Kalama 60 45 50 120 80 88 Kalama to Lon view 80 52 57 160 94 103 BST Ass«iarcc 2—M-1argo Fors 1 Ihigival NaiiJ-ine Ma gerrzn­d HDR.Inc(Page I15)-loci&, passe�gzr rams. 10/6/2005 20 10 Address Freight Constraints on Mainline Rail z m° WASHINGTON Swab, MONTANA r 1 DAHO Apo &b 2003 Rail Traffic Density Burlington Northern and Santa Fe Railway Company �aoouc9x9we 2, Moving Freight Mainline Rail Capacity Description of Proposals I. Policy:Support growth in east-west mainline rail capacity and port-rail connections,and preserve rail yards in metro areas. Strategy:Support the BNSF Railway Company's(in track miles and volume the state's largest railroad)preliminary plan to: •Add siding capacity along the Columbia 11. Policy: Review the relationship River Gorge between freight and passenger rail service on the Interstate-5 rail corridor, •Enlarge Stampede Pass to accommodate and ensure that growth of passenger double-stacked trains rail does not encumber freight service. •Complete the Swift siding improvement at Strategy:Study the impact of projected the Canadian border growth in freight and passenger rail services on capacity in the 1-5 rail •Complete the Vancouver rail project corridor. 10/f✓2005 22 11 Moving Freight Regional Economic Development& Freight System Mitigation Description of Proposal Create an ongoing,appropriate level of funding for regional economic development freight projects,port and intermodal access improvements,grade separations,shortline rail improvements,and truck route program to optimize truck movements in metro areas. Description of Benefit(s)/Impacts of Implementing the Proposal Benefits of investing in regional economic development include increased: •Contribution to local and state tax base •Contribution to Gross State Product •Growth of jobs •Economic growth distributed throughout the state Statewide truck route program to provide incentives for congested urban areas to optimize truck movements. Eighty percent of all freight moves on the local system. Benefits from investing in the growth in Washington's Global Gateways freight system include: •Economic impact of jobs created by seaport,rail and warehouse district activities. •Reduced cost of international transport for Washington State goods. •Advantage from the region's soft trade infrastructure:human capital that facilitates financial,legal,and other international business issues. 10/6/2005 23 Address Freight Constraints on the 1-5 Corridor Global Gateways-Made in Washington-Delivering Goods to You What's the Problem? Growth in the 1-5 Corridor Manufacturers,agricultural growers and processors,construction firms,and distributors have no practical alternative to Washington's most heavily used north-south freight routes:1-5,1-405 and Highway 167. Up to 22,000 trucks drive the 1-5 corridor between Central Puget Sound and Oregon,daily.Truck trips increased by 94 percent on the 1-5 corridor between 1993 and 2003.Freight volumes are expected to increase another 80 percent-to 35,000 trucks per day-by 2020. Estimated Average Annual Daily Truck Traffic 1998 Estimated Average Annual Daily Truck Traffic 2020 V V 10/6/2005 24 12 Address Freight Constraints in the 1-5 Corridor What's the Problem? Higher Business Costs Congestion on the north-south corridor Total Daily Vehicle Hours of Delay Per Lane Mile contributes to higher business costs.For example,South Sound manufacturers report paying total logistics costs averaging 16 5p� Teo percent of cost of goods sold,while in Spokane 1 pqas v and W hatcom County those costs average 11 1 percent of cost of goods sold. A major Less-Than-Truckload carrier is able to r - pick up two shipments per hour in Central Puget Sound vs.the industry benchmark of .: three per hour—adding 30 percent to the cost of each shipment. The primary freight constraint on 1-5 is from Central Puget Sound to the south. North of Central Puget Sound to Canada,the number of truck trips on 1-5 drops by about two thirds. Trucking companies may try to schedule around congestion patterns,but must meet customer demands for on-time service in preferred time windows. 1 ar/2005 2s Address Freight Constraints on the 1-5 Corridor For Statewide Market Access Every region in the state ships goods on the 1-5 Corridor to the major markets in Central Puget Sound.Statewide businesses also ship products to the world through Central Puget Sound ports. Regional Truck Trips to Central Puget Sound' Origin By Region Daily Truck Trips Northwest Washington 1,500 Percentage of 2003 Regional Truck Trips Destined for Central Puget Sound Columbia Basin/ 1,400 North Central Washington 90% 60% - - Coastal Counties 750 30% Southwest Washington 730 0% �P P ace P a Northeast Washington 415 GAP e` ee`�c,Q°� aa`4 ay`lP Spokane 390 �a 5° J G° Southeast Washington 260 *Strategic Freight Transportation Analysis,Washington State University;2003. 10/6/2005 « 13 Moving Freight Address Freight Constraints in the 1-5 Corridor Description of Proposals Projects Analyze the benefits of a public-private truck-toll highway from Central Puget Sound to the Oregon border. This highway could be an extension of 1-5,or follow the 1-405/Highway 167/1- 5 route. Corridor completion of the major north-south freight system: • Highway 167 to 1-5 • Highway 167 and Highway 18 • Highway 509 to 1-5 • Complete Highway 18 to 1-90 • Add a third eastbound lane on Highway 518 from Sea-Tac International Airport to 1-5 Major structures: • Replace the Alaskan Way Viaduct • Replace the 1-5 Columbia River Bridge Policy Recognize the South Puget Sound warehouse district as a component of the state's Global Gateway system along with rail and port facilities,and preserve the warehouse district's proximity to the Ports of Seattle and Tacoma. Operations Continuously Improve Traffic Management System&Incident Response Program 10/6/2005 27 Address Freight , Constraints in the 1-5 Seattle Corridor Bellevue Corridor Completion and Failing Structures in ~ Central Puget Sound Ta ma a —�Esuery Raub Rmlen R N.Raab •Ti.'�'=..— C4­1 28 14 Freight Constraints in the 1-5 Corridor Description of Benefits)/Impacts of Implementing the Proposal Policy Recognize the South Sound warehouse district as a '^ component of the state's Global Gateway system, along with rail and port facilities,and encourage proximity of the warehouse district to the Ports of r Seattle and Tacoma. Strategy • Encourage land use that minimizes distance from container ports to major distribution centers. Large —�— distribution centers generate hundreds of truck trips per day. Studies predict that port-associated trips will triple by 2020,and industry experts are reporting an y even more rapid rate of volume growth in Central Puget Sound in 2005. •Minimize the length of port-associated loop trips in Central Puget Sound to avoid unproductive truck trips on the state's most congested segment of 1-5,thereby benefiting the economy and the environment. ' • Preserving capacity on 1-5 will buffer the state's ......... most constrained transportation corridor. wge«e 10/6/2005 29 Petroleum Pipelines Fuel Distribution N [ •� Description of Proposal - Policy: Create fuel pipeline capacity and distribution alternatives to meet Washington's long-term demand. Strategy:Analyze constraints and .. remove obstructions so that the — -- market may respond to increasing _ - demand. - Description of Benefit(s)/Impacts of Implementing the Proposal Efficiently supplying fuel to - \ Washington citizens and businesses ----= a supports the economic vitality of our state. Upw 0 10/6/200s 30 15 East Moving Freight I-9Hyaktoal enclus am Hyak to Keeclus Dam Snoqua!mie •Wis'rgtop's h&m,Just Get Iii Po" s : 2005 Description of Proposal ,RdYSPORUTpN � Pa�T��„IP PROJECT Full Project `° "yk Legend Improve Interstate 90,east of and YAM over Snoqualmie Pass,to prevent © severe weather closures. ,.o cnai�reA�a - .eaa,�ms,�k'altl�ma=e� ENv„� ^"� aiVa�i ai wwtl re er9ossnga ge Ct.ein-df A�.:e. '!/. •Ramos operakon�eb�uease ® � � •ErpeM cfv'nronloPareas to t' sop ty opeeaM1ons ene vwaese S .e(mova p e:sWg pavement T\ •TuaaN alternatives \\ �� •Ealstlng alignment akemakves 1 PJIY.::I� Aiovrsee^ Q •Mmpast Marker \ ol � \-` �.WSDOT Is ev Ing lour \\ a�IDbrltlg�glc\con�appltler \\ and operat onsC aesaletya g operation,en aspeae c/m ReUrosOr�sY tabil¢i fell easaNs •reYaf �g�sbPa�.a gnmant y. antl eapantl4g tlitcMs • 7% "mom i o�naawonar 1 O,6/2005 Type of Proposal Maintain the Columbia- Snake River 50il Policy Trade Corridor 116 Strategy 0 Capital L-1 Operating Description of Proposal Expected Benefits L11 Preservation Implement a 20-year Dredge Management Plan to stabilize the Columbia-Snake River o satetp barge system. O Transpo"ation Access g y 0 System Efficiencies ©Future Visions Columbia River Channel deepening so downriver ports can handle larger ship sizes o Bonieneeks&Chokepoims and maintain existing trade. 1Z Moving Freight Dry Mid-Columbia&Snake River Lock Repair&Retrofit:eight dams in need of near- 0 Health&Environment term repair. All or Part included in '05—'07 Commission Columbia River Jetty Repair to keep sand from being deposited directly into the Funding Recommendation? navigation channel during storms. ❑ Ao ❑Part Q None Funded in Current Law Budget g p tf� it [I All El Part ER No Gateways � Made in WA ' ix Delivering Goods d •:•°'ys WmerniGTON •A" ,d°''d?° k ass° �,,�✓�,f a+'a `ows V 32 16 Moving Freight - Made In Washington All-Weather Core County Road System What is the Problem? Up to two months per year,Washington State agricultural growers and processors, manufacturers and timber/lumber businesses can't ship their products to market due to weight restrictions on county roads. In a global marketplace,Washington producers inability to meet buyers' requirements causes loss of customers, and ultimately, loss of the state's competitive advantage. Description of Proposal Identify, establish and fund a statewide core all-weather county road system to minimize the economic impacts of freeze and thaw related road closures. 10/6/2005 33 Moving Freight - Made In Washington Complete the Statewide CVISN/Weigh-In-Motion System Description of Proposal Eight CVISN Sites Deployed,Seven More Planned Bow Hill Complete the statewide POE• Stanwod Commercial Vehicle • Bryanot Information Systems and Everett SeaTac Spokane POE Networks(CVISN)and s ea 99 NB p Cie Elum Weigh-in-Motion (WIM) Fort • POE TokioWB Lewis• Cie Elumo 0 Tokio ES system. Kelso Prosser Q Plymouth Ridgefield Q POE POE • •Deployed Q Future Deployment p 2003-2005 Q 2005-2007 10/6/2006 34 17 Moving Freight—Global Gateways Type of Proposal Policy Washington's Air Cargo System Strategy Capital What is the Problem? Operating Expected Benefits Air transportation plays a significant role in the movement of international and domestic ❑preservation air cargo,however,there is insufficient information and documentation on the origins ❑satety ❑Transportation Access and destinations of air cargo,value,and commodities shipped. There is also a need to &7 systernPc;encies understand air cargo constraints in the market place in order to identify strategies to ❑Fm°revisions ❑Bottlenecks&Chokepants move cargo more efficiently and effectively across state,international and jurisdictional d Moving Fmight boundaries. 5C E`ono"" ❑Health&Enviro nnent All or Part Included in Description of Proposal '05-'07 Commission Funding Recommendation? A statewide air cargo study is needed to identify air cargo trends,origin and destination ❑ Ali ❑Pan ® ,None of cargo,and strategies to facilitate efficient movement of air cargo.Also,the study Funded in current Law Budget would identify existing airports that can accommodate air cargo movement and freight ❑All ® Pan❑None hubs.Ongoing regional planning efforts may help guide the development of a statewide air cargo study,such as information from the upcoming Puget Sound Regional Council air cargo freight access study. �t Description of Benefits/Impacts of Implementing the Proposal r � Identification of strategies and performance measures to increasethe overall effectiveness of air cargo and movement of freight in Washington State. 10/6/2005 map. — JJ Ideas for Additional Study? Freight related issues such as security, safety and the environment are being considered in other parts of the update of the Washington Transportation Plan. What did we miss? We want the conversation about freight strategy to involve all the players For a full copy of the freight report please go to: http.//www.wsdot.wa.gov/freight/images/WTP FreightUpdate.pdf t 0/6/2005 36 18