Full Text
Chapter 7: Transportation Facilities Plan 133 Chapter 7: Transportation Facilities Plan Introduction The Transportation Facilities Plan (TFP) is the long-range financially constrained portion of the Buildout Plan. The Buildout Plan contains all the capital needs identified to provide a complete and well-maintained transportation system for the City of Redmond well into the future. The TFP has been prioritized to best meet the transportation vision in support of the 2030 land use plan. This 18-year Transportation Facilities Plan is financially constrained by the revenue forecast for that same time period consistent with the Washington State Growth Management Act. The chapter describes three elements essential to the formation of the TFP: its relationship to the Buildout Plan, the revenue forecast, and a strategically prioritized list of specific capital improvements and programs. The Buildout Plan The Buildout Plan is an ambitious list of important multimodal improvements needed to address gaps and issues in the current transportation system. Appendix E contains the unfunded portion of the Buildout Plan). The full implementation of the Buildout Plan over time is expected to be a partnership among all stakeholders of the transportation system in Redmond, including neighboring jurisdictions, private developers, businesses, residents, and granting agencies. The Buildout Plan, Transportation Facilities Plan, and Three-Year Action Plan The priority portion of the Buildout Plan (Figure 50) is the 18-Year Transportation Facilities Plan (TFP), a funding- constrained plan guiding transportation investment between 2013 and 2030. These priority projects and programs are the City’s commitment to transportation improvements needed to keep pace with growth, complete system deficiencies, and provide for essential operations and capital maintenance needs. Furthermore, the Three-Year Action Plan (Chapter 8) identifies high-priority action items to move the TFP forward and begin implementation between 2013 and 2015. Revenue Sources and Forecast Process to Develop the 2013-2030 Revenue Forecast Each of the revenue sources has been forecasted through 2030. The forecast makes assumptions about basic considerations, such as the state of the economy, whether the City would continue to devote that revenue source to transportation, and rate changes. The first six years of the TFP revenue forecast are derived from the revenue projections in the 2013-2018 Capital Investment Program (CIP) approved through the Budgeting by Priorities process in 2012. The remaining years (2019-2030) are calculated based on a flat rate (does not include inflation) Figure 50. Relationship among the Buildout Plan, TFP, and Three-Year Action Plan 3-Year Action Plan 18-Year TFP Buildout Plan ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 134 to match the project cost estimates which were estimated in 2012 dollars. Project cost inflation in outer years (2019-2030) can be estimated only if the City knows exactly what year each project would be initiated. While this is known for the Capital Investment Program (CIP), it is not known for the entire 18-year period. Overview of Revenue Sources and Assumptions The City’s transportation investments are supported by a variety of revenue sources (Table 8) that include: • City taxes and fees – General funds from property and sales taxes, Business Transportation Tax, transportation impact fees, etc. • Funds from other governmental agencies – Grants from state and federal transportation agencies, cost participation by other cities in Redmond projects, and transfers of funds pursuant to agreements, such as the BROTS agreement with Bellevue. • Developer payments – Funds provided by developers to ensure access and mitigate site-related transportation impacts. • Miscellaneous – Interest earnings, carry-forward fund balances associated with projects initiated in prior years, intergovernmental transfers, and other funds. Table 8. TFP revenue forecast 2013-2030 Revenue Source Forecast 2013-2030 Percent Description of Source General Fund Transfer 41.9 10% Council appropriation from City general fund Pavement Management General Fund 5.4 1% Council appropriation from City general fund Real Estate Excise Tax 34.2 8% Tax on property sales in Redmond Motor Vehicle Excise Tax 7.0 2% State transportation funds to Redmond Other Jurisdictions 2.7 1% Cost participation by other agencies in Redmond projects Federal and State Grants 28.2 7% Cost participation grants for specific projects Business Tax 40.8 10% Employment based tax - Redmond employers Impact Fees 132.2 31% Transportation impact fee cash payments by developers; or construction value by developers Developer Contributions 88.8 21% Value of developer payments or construction for specific projects; not impact fee credited Miscellaneous Sources 23.4 6% Interest earnings, rent, surplus property, revenue for completed projects for concurrency Miscellaneous Carryovers 18.9 4% Funds brought forward; net of debt payments, non-tfp projects and overhead 424.0 100% ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 135 Individual revenue sources are described inImore detail below: • General Fund – This revenue source is comprised of sales tax, property tax, utility tax, and other licenses and fees. Transportation currently receives 55 percent of the 5 percent General Fund revenues that are transferred to the CIP functional areas one-time collections). However, one-time monies capital projects. Forecast Assumption: assumes continuation of City Council appropriation at 55 percent of the 5 percent General Fund transfer to Transportation. • Pavement Management General Fund Transfer – By policy, $300,000 per year is transferred from the General Fund to the Pavement Management Program for the preservation of roadway asphalt. Forecast Assumption: assumes General Fund transfer will continue at historical level of $300,000 per year. • Real Estate Excise Tax (REET) – REET is a tax on all sales of real estate at a rate of 0.5 percent of the selling price of a property within Redmond city limits. King County collects REET funds for the City and distributes them to the City. REET is restricted to expenditures on capital projects. Transportation also currently receives 55 percent of the REET tax. Forecast Assumption: assumes transportation will continue to receive 55 percent of REET collected in the city. REET declined by approximately 50 percent from its historical base during 2009- 2010 and only grew in 2011-2012, resulting in a lower baseline for forecasting. • Motor Vehicle Fuel Tax (Gas Tax) – In Washington State, cities receive a portion of the state-collected per mile of travel will decrease, but this is expected to be offset by population increase over the next 18 years. Forecast Assumption: assumes continuation. • Transfers from Other Jurisdictions – Cost participation from other agencies in Redmond projects. Forecast Assumption: based on historical collections. • Business Tax – Currently, a $57 fee is assessed per employee to businesses operating in Redmond to support transportation and transportation demand management projects. Forecast based on estimated growth in employment. Business taxes are instrumental in leveraging grants. Forecast Assumption: assumes continuation at rate of $57/FTE (full-time equivalent) and is projected to grow by approximately 1.2 percent per year, commensurate with projected employment growth in the city. This forecast does not include approximately 50 percent of the business tax revenue collected which is used to pay outstanding debt for the Bear Creek Parkway project. • Impact Fees – The City collects impact fees from developers for their impact on the transportation system. Impact fees are dedicated to transportation capital improvements that provide new normal maintenance and repairs. Impact fee revenue is subject to credits for developer-constructed improvements for capacity projects within the TFP. Impact fee revenue is a blend of developer constructed improvements (credits to impact fees) and cash payments based on land use. Impact fees are instrumental in leveraging grants. Forecast assumption: based on 2030 land use targets and 2013 fee schedule. Commercial, industrial, and retail impact fee forecast is based on historical trend of business tax collection commensurate with projected employment growth in the city. Single- family and multifamily forecast is calculated based on 2030 land use targets. Assumes no rate increase beyond 2013 for forecasting purposes. Figure 51. TFP Revenue Forecast, 2013-2030 Pavement Management General Fund 1% General FundTransfer 10% Real Estate Excise Tax 8% Motor Vehicle Excise Tax 2% Federal and State Grants 7% Other Jurisdictions 1% Miscellaneous Sources 23% Miscellaneous Carryovers Business Tax 10% Impact Fees 31% Developer Contributions 21% 4% ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 136 • Developer Contributions – Comprised of cash payments towards specific projects or the value of developer constructed improvements that exceed impact fee credits. Forecast assumption: based on existing developer agreements or known contributions to specific projects. Forecast does not speculate contributions into the future beyond known agreements. • Federal and State Grants – Contributions by a federal or state government to support a particular transportation improvement. Each grant has specific rules and guidelines about what type of projects they will fund. Grants generally require a funding match that the City must contribute towards the cost of the project. If a project uses federal funds the level of analysis, documentation, outreach, and commitment is generally more detailed or stringent. Forecast assumption: grants that have been awarded are included in the first six years. Future grant revenue forecast is conservative. • Miscellaneous Sources and Carryover – Comprised of interest earnings on cash balances in the transportation fund, rental income, surplus property sales, other miscellaneous sources, and carry- forward fund balances associated with projects initiated in prior years. Overview of Forecast and Growth Assumptions – 2013-2030 Forecast Assumptions • Forecasts flat to moderate growth in revenues that reflect a slowly rebounding economy. • The forecast does not include any increases to rates or new sources of revenue. • Revenues and project costs also include the portion of CIP-funded projects that have occurred prior to 2013 and are continuing into the 2013-2018 time frame. • Ensures debt obligations are paid from existing revenues. Growth Assumptions • Growth pays for growth – Impact fees and developer contributions account for 48 percent of the TFP revenues. • Pipeline projects are either underway or have concurrency through a development agreement. • Transportation impact fees paid by developer are a blend of built projects (developers receive impact fee credits when constructing an impact fee eligible project) and cash towards TFP projects. • Developer contributions are the portion of developer-built projects that exceed the limit of impact fee credits. Development of the Transportation Facilities Plan (TFP) The Transportation Facilities Plan is part of the overall City of Redmond Capital Investment Strategy (CIS) or “Vision Blueprint,” which is a comprehensive listing of all public infrastructure projects needed and funded through 2030. Transportation is the largest of the individually funded capital plans and integral to coordinating with the other capital projects within the city, particularly with utility projects, stormwater improvements, and parks and trails. Transportation tends to provide a framework for how to consider the design and timing of many other City capital projects so all of the City infrastructure can be integrally designed and provided most efficiently. Explore an interactive version of the Transportation Facilities Plan by visiting www.redmond.gov/tmp ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 137 expected to make meaningful progress toward advancing the City vision and the aspirational targets for transportation. Individually, all capital strategies: support urban centers, improve travel choices, support light rail, increase neighborhood connections, and enhance freight mobility. The TFP is balanced in three ways. First, it is balanced across traveling modes. Figure 52 indicates that the City of Redmond continues to focus on multimodal improvements to provide travel choices and mobility while bicyclists. Vehicular capacity improvements at critical locations are included to relieve congestion and support freight mobility. Redmond makes a small investment about transit in the TFP. However, the region is making a huge transit investment that will connect Downtown Redmond with Bellevue and Seattle through the East Link light rail. Second, the TFP is not just about building or providing new capital improvements. It has dedicated funding to preserve key infrastructure, including pavement and bridges. Twelve percent of the TFP funding is for preservation in the formats of both projects and programs (Figure 52). Third, the TFP is balanced across urban centers and neighborhoods. more than half of all TFP projects are located in neighborhoods outside of urban centers (Figure 53). Projects and Programs TFP capital investments are arranged into two types: projects and programs. Projects and programs have distinct characteristics, and they are designed to complement each other. Projects are standalone efforts that have a beginning and an end, are have set cost estimates and funding sources. An example of a project is a bridge replacement or the construction of a segment of sidewalk. Projects the community collected during a set period of time. Programs are ongoing efforts that address a particular need, such as bicycle of work undertaken as part of a program can vary depending on community needs and the funding environment grant opportunities). An example programs. See Appendix G for more information about programs. The TFP project list is grouped geographically. Refer to Figure 54 for the locations of projects in the Downtown urban center, see Figure 55 for TFP projects in the Overlake urban center, and see Figure 56 for TFP projects in the remaining neighborhoods. Programs are included in the TFP list (see Table 4, page 151) but are not mapped. See Appendix H for expanded Figure 52. TFP Investment by category Figure 53. TFP project distribution by area Multimodal $234,527,238 55% Non-motorized $100,406,518 24% Preservation $47,150,590 11% Transit $3,150,000 1% Vehicular $38,295,735 9% Neighborhoods 36% Overlake 49% Downtown 15% ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 138 ¯ Downtown Education Hill 166th AVE NE NE 80th ST REDMOND WAY NE 85th ST 160th AVE NE NE 83rd ST LEARY WAY 161st AVE NE 164th AVE NE BEAR CREEK PKWY CLEVELAND ST NE 79th ST NE 90th ST 170th AVE NE 159th PL NE RED-WOOD RD NE 169th AVE NE 170th PL NE 323 95 83 115 116 327 254 81 Marymoor Park 324 0 0.2 0.1 Miles Neighborhoods Waterbodies Parks City Limit Projects Note: projects shown are conceptual only; actual alignments may vary. Figure 54. Downtown Transportation Facilities Plan projects N Downtown Transportation Facilties Plan Projects 371 ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 139 DOWNTOWN ID Name Description Expected Implementation Time Period Significant Support For These Strategies Cost Estimate Source 81 164th Ave NE Extension Construct new 164th Ave NE from NE 76th St to Cleveland St. Near-Term 1 2 3 $3,500,000 Downtown East-West Corridor Study, previous TFP 83 164th Ave NE Rechannelization Reconfigure 164th Ave NE from Redmond Way to NE 87th St Near-Term 1 2 3 $654,000 Previous TFP 95 166th Ave NE Rechannelization Reconfigure 166th Ave NE from NE 85th St to NE 104th St to 1 through lane in each direction, center left turn lane and bike lanes. Near-Term 2 3 $850,000 Education Hill neighborhood plan, previous TFP 115 Redmond Way & Cleveland St Improvements including wb BAT lane and Couplet Conversion Convert Redmond Way and convert Cleveland Street to two-way circulation. Near-Term 1 2 3 4 $17,424,764 Downtown East- West Corridor Study, Sound Transit for BAT lane, previous TFP 116 Cleveland Streetscape Improve Cleveland Street to a pedestrian-friendly Main Street. Near-Term 1 3 $6,322,000 Development agreement, Downtown East-West Corridor Study, previous TFP 254 161st Ave NE Extension (complete) Construct new 161st Ave NE from Bear Creek Pkwy Extension to Redmond Way. Improvements include 1 through lane in each direction, left turn lanes, bike lanes, parking, sidewalks, street lights, storm drainage, right-of-way, easements and traffic signals at Cleveland St and Bear Creek Pkwy. Near-Term 1 2 3 4 $6,850,000 Downtown East-West Corridor Study, previous TFP 323 Redmond Central Connector Segment 1 Complete the Redmond Central Connector between the Bear Creek Trail and Sammamish River Trail. Near-Term 1 2 3 4 $4,750,000 Downtown Transportation Master Plan, previous Buildout Plan 324 Downtown Shared Parking Facility Shared parking facility at the intersection of Leary Wy and Bear Creek Parkway. Near-Term 1 4 $500,000 Previous TFP 327 Cleveland Street Sidewalk Rehabilitation Replace sidewalks between 164th Avenue NE and 168th Avenue NE. Near-Term 1 3 4 $271,000 Staff and community input Table 9. Downtown TFP projects LEGEND: 1 Support for Urban Centers 2 Neighborhood Access 3 Travel Choices & Mobility 4 Prepare for Light Rail 5 Support Freight Mobility ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 140 DOWNTOWN ID Name Description Expected Cost Estimate Source 371 Redmond Way Widening Add second westbound lane and parking on the north side of Redmond Way between 168th Avenue and 164th Avenue. Project would include one travel lane, on-street parking, sidewalk, right-of-way, utilities and streetscape improvements Near-Term 1 3 4 5 $4,624,421 Downtown East-West Corridor Study Downtown TFP Project Cost $45,746,185 Table 9. Downtown TFP Projects (continued) LEGEND: 1 Support for Urban Centers 2 Neighborhood Access 3 Travel Choices & Mobility 4 Prepare for Light Rail 5 Support Freight Mobility ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 141 OVERLAKE ID Name Description Expected Significant Support For These Strategies Cost Estimate Source 5 Overlake Village Ped & Bike Bridge (ST) Provide a new pedestrian and bike connection over SR 520 to the Overlake Village light rail station. Middle-Term 1 2 3 4 $8,800,000 Overlake Village station location charrette process, previous Buildout Plan 6 Overlake Transit Center Ped & Bike Bridge (ST) A new pedestrian and bike connection over SR 520 between the Overlake Transit Center, the Microsoft west campus and the SR 520 Trail, integrating with the future light rail station. Middle-Term 1 2 3 4 $28,000,000 Microsoft Ped, Bike, and Fitness Study; Overlake Master Plan; previous TFP 8 SR 520 Trail Grade Separation at NE 40th St. Grade separate the 520 Trail at NE 40th Street. Middle-Term 1 2 3 4 $5,250,000 Microsoft Ped., Bike, and Fitness Study; Overlake Residential Area neighborhood plan; previous TFP 39, 41, 264 148th Corridor From NE 20th Street to SR 520 Improve intersections on 148th Avenue NE at NE 20th Street and NE 24th Street; Create third northbound through lane on 148th Ave NE from NE 22nd St to SR 520 westbound on-ramp. Long-Term 1 2 3 5 $9,007,000 39 & 41: previous TFP, 264: Overlake Residential Area neighborhood plan, Overlake Master Plan 47 152nd Ave. NE Main Street - Phase 1 (East) Main Street improvements between NE 26th Street and NE 31st Street (half street improvements). Middle-Term 1 2 3 4 $7,100,000 Previous TFP updated by Ordinance No. 2575, Overlake Master Plan LEGEND: 1 Support for Urban Centers 2 Neighborhood Access 3 Travel Choices & Mobility 4 Prepare for Light Rail 5 Support Freight Mobility Table 10. Overlake TFP Projects ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 142 OVERLAKE ID Name Description Expected Support For These Strategies Cost Estimate Source 49 152th Ave NE Main Street South of NE 24th Street Implement a multi-modal pedestrian corridor concept on 152nd Avenue NE from NE 20th Street to NE 24st Street to create a lively and active signature street in the Overlake Village. The cross section for the improvements would include 1 through lane in each direction, turn lanes as necessary, on-street parking and pedestrian and bicycle facilities. Other improvements include storm drainage, LID, street lighting, pedestrian amenities, transit amenities, right- of-way, easements, and utilities. Middle-Term 1 3 4 $19,902,837 Overlake Master Plan 50 156th Avenue NE and Bel-Red Southbound Right-Turn Lane Add southbound right-turn lane. Near-Term 1 5 $2,400,000 Overlake Master Plan, previous TFP 58, 60, 61 NE 40th Street Pedestrian and Bike Improvements from 520 to BRR Improve NE 40th Street between SR 520 and Bel-Red Road to be a complete street for all modes of travel while maintaining the same number of vehicular lanes. Middle-Term 1 2 3 4 $4,631,000 Overlake Master Plan, Overlake Residential Area neighborhood plan, NE 40th St. Corridor Study. 58: previous Buildout Plan, 60 & 61: previous TFP 155 NE 31st Street Bike Lanes (Design) Design bike lanes and intersection improvements from the NE 36th St Bridge roundabout to NE 156th Street. Short-Term 1 3 4 $400,000 Microsoft LEGEND: 1 Support for Urban Centers 2 Neighborhood Access 3 Travel Choices & Mobility 4 Prepare for Light Rail 5 Support Freight Mobility Table 10. Overlake TFP Projects (continued) ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 143 OVERLAKE ID Name Description Expected Significant Support For These Strategies Cost Estimate Source 5 Overlake Village Ped & Bike Bridge (ST) Provide a new pedestrian and bike connection over SR 520 to the Overlake Village light rail station Middle-Term 1 2 3 4 $8,800,000 Overlake Village station location charrette process, previous Buildout Plan Table 10. Overlake TFP Projects (continued) 175 NE 27th Street/ NE 28th Street New Connection A new street connection from 152nd Ave. to 156th Ave. NE at NE 28th Street. Near-Term 1 2 3 4 $14,300,000 Overlake Master Plan, Group Health development agreement, previous Buildout Plan 315 Overlake Access Ramp (Local Street Portion) Local access street connecting the Overlake Access Ramp roundabout and 152nd Avenue NE. Middle-Term 1 2 3 5 $18,572,000 Overlake Access Ramp Interstate Justification Report, Overlake design standards, Overlake Master Plan 349 NE 24th St. and Bel-Red Road Southbound Right-Turn Lane Provide a southbound right-turn lane. Middle-Term 1 2 3 5 $1,160,000 Bellevue Redmond Transportation Study (BROTS) agreement, GHC development agreement, ST mitigation for East Link 353 NE 40th Street Sidewalk Rehabilitation Replace sidewalks along the north side and part of the south side along the NE 40th Street between 164th Court and Bel-Red Road. Near-Term 1 3 4 $377,000 Staff and community input 355, 363 152nd Avenue NE Main Street - Phase 2 (PSBP and Between 24th and 31st) Main Street improvements between NE 26th Street and NE 31st Street (half street improvements) and between NE 24th Street and NE 26th Street. Long-Term 1 2 3 4 $14,000,000 Overlake Residential Area neighborhood plan, Overlake Master Plan 367 148th Avenue NE Arterial Pavement Reconstruction Reconstruct portions of and provide overlay of 148th Avenue from SR 520 to Redmond Way. Make drainage improvements where needed. Examine roadway channelization for improved efficiencies. Middle-Term 1 2 3 4 5 $2,873,000 Pavement Management Program LEGEND: 1 Support for Urban Centers 2 Neighborhood Access 3 Travel Choices & Mobility 4 Prepare for Light Rail 5 Support Freight Mobility ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 144 OVERLAKE ID Name Description Expected Support For These Strategies Cost Estimate Source 387 148th Ave NE Northbound Through Lane Add northbound through lane on 148th Ave NE between Bel-Red Road and NE 26th St Middle-term 1 3 4 5 $10,002,823 Unfunded Buildout Plan Overlake TFP Project Cost $146,775,660 Table 10. Overlake TFP Projects (continued) LEGEND: 1 Support for Urban Centers 2 Neighborhood Access 3 Travel Choices & Mobility 4 Prepare for Light Rail 5 Support Freight Mobility ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 145 ¯ 367 60 41 47 363 6 61 175 58 315 5 353 355 8 50 39 349 264 148th AVE NE NE 40th ST 156th AVE NE NE 24th ST BEL-RED RD BEL-RED RD 0 0.25 0.125 Miles Note: projects shown are conceptual only; actual alignments may vary. Neighborhoods Waterbodies Parks City Limit Projects Figure 55. Overlake Transportation Facilities Plan projects N Overlake Transportation Facilities Plan Projects 49 49 387 ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 146 78 200 76 73 157 46 112 79 99 92 114 84 360 89 72 71 31 356 339 163 111 10 REDMOND WAY 148th AVE NE NE 40th ST WILLOWS RD NE W LK SAMMAMISH PKWY AVONDALE RD NE RED-WOOD RD NE 188th AVE NE NE 51st ST 140th AVE NE NE 90th ST BEL-RED RD UNION HILL RD OLD REDMOND RD E LK SAMMAMISH PKWY AVONDALE WAY NE NE 24th ST SE Redmond Education Hill Idylwood Grass Lawn North Redmond Willows / Rose Hill Bear Creek Sammamish Valley WILLOWS RD NE 188th AVE NE 154th AVE NE AVONDALE RD NE Marymoor Park Lake Sammamish ¯ 0 1 0.5 Miles See Downtown Detail See Overlake Detail Note: projects shown are conceptual only; actual alignments may vary. Neighborhoods Waterbodies Parks City Limit Projects Figure 56. Neighborhood Transportation Facilities Plan projects See Downtown Map, page 138 See Overlake Map, page 143 N Neighborhood Transportation Facilities Plan Projects ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 147 NEIGHBORHOODS ID Name Description Expected Implementation Time Period Significant Support For These Strategies Cost Estimate Source 10 520 Trail Grade Separation at NE 51st St Grade separate the 520 Trail at NE 51st Street. Long-Term 1 2 3 $3,900,000 Overlake Residential Area neighborhood plan, previous TFP 31 148th Ave NE and NE 51st St Westbound Right-Turn Lane Add a second right turn lane from westbound NE 51st Street to Northbound 148th Avenue NE. Middle-Term 1 3 5 $1,032,000 Overlake Access Ramp Interstate Justification Report, Overlake design standards, Overlake Master Plan 46 150th Ave NE and NE 51st Street Traffic Signal Add north leg to intersection of 150th Ave and 51st St and signalize this intersection. Middle-Term 1 2 3 $700,000 Overlake Master Plan, previous TFP 71, 157 West Lake Sammamish Parkway Widening & Roundabout Phase 1 Construct a roundabout at West Lake Sammamish Parkway and Bel-Red Road and widen WEst Lake Samm. Pkwy from NE 51st Street to Bel-Red Road. Middle-Term 2 3 $9,000,000 Idylwood and Overlake Residential Area neighbohood plans, previous TFP 72 140th Ave NE and Redmond Way Turn Lanes Add second northbound left turn lane and extend bicycle lanes from 80th Street through the intersection of 140th Ave and Redmond Way. Middle-Term 3 $1,948,000 Previous TFP 73 Union Hill Rd Phase III Widening Widen Union Hill Rd from 188th Avenue NE to eastern City Limits. Near-Term 2 3 5 $4,960,000 SE Redmond Area Transportation Study, previous TFP 76 NE 116th St Complete bicycle facilities as well as the sidewalk on the north side of NE 116th Street between Red-Wood Road and 167th Place NE. Middle-Term 2 3 $1,719,077 North Redmond neighborhood plan, previous Buildout Plan 78 188th Avenue NE Extension Construct new 188th Ave NE arterial from Redmond Way to Union Hill Rd. Near-Term 2 3 5 $23,400,000 SE Redmond Area Transportation Study, Taylor development agreement, previous TFP Table 11. Neighborhood TFP Projects LEGEND: 1 Support for Urban Centers 2 Neighborhood Access 3 Travel Choices & Mobility 4 Prepare for Light Rail 5 Support Freight Mobility ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 148 NEIGHBORHOODS (continued) ID Name Description Expected Implementation Time Period Significant Support For These Strategies Cost Estimate Source 79 185th Ave NE Extension (complete) Construct new 185th Ave NE arterial from NE 80th St to Union Hill Rd. Near-Term 2 3 5 $2,696,568 SE Redmond Area Transportation Study, UPS development agreement, previous TFP 84 Redmond Way Bridge Modifications and Additions Over Bear Creek Rechannelize bridge, replacing the sidewalk on the south side of bridge with a second eastbound left turn lane. Build a ped/ bike bridge on the south side of bridge, designed to accommodate a future connection between Bear Creek Trail and East Lake Sammamish Trail. Long-Term 1 2 3 5 $10,000,000 NE 76th Street Corridor Study, previous TFP 89 NE 76th St & 178th Pl NE Intersection Improvements mprove the intersection and to accommodate turning movements, trucks, bikes, pedestrians, and better sight lines. Near-Term 2 3 5 $1,400,000 NE 76th Street Corridor Study, Freight Mobility Study, previous TFP 92 NE 76th St Extension Construct new NE 76th St from 185th Ave NE to 188th Ave NE. Near-Term 2 3 4 5 $15,660,000 NE 76th St Corridor Study, staff, Taylor development agreement, previous TFP 99 NE 70th Street Extension Phase 1 Provide the Right-Of-Way and the interim street improvements. Middle-Term 2 3 4 $490,000 SE Redmond Area Transportation Study, previous TFP 111 162nd Avenue and 124th Street Intersection Improvement Construct a new traffic signal at 124th Ave NE and 162nd Pl NE. Includes the addition of turn lanes on NE 124th and modifications on 162nd Pl for sight distance. Must meet signal warrant. Middle-Term 2 3 $896,000 North Redmond neighborhood plan, previous TFP 112 NE 73rd St Extension Construct new NE 73rd St from 185th Ave NE to 188nd Ave NE. Middle-Term 2 3 5 $10,250,000 Taylor development agreement, previous TFP 114 NE 80th Street Trail Connection Construct new NE 80th St Trail from 185th Ave NE to 188th Ave NE. Middle-Term 2 5 $1,598,000 Taylor development agreement, previous TFP LEGEND: 1 Support for Urban Centers 2 Neighborhood Access 3 Travel Choices & Mobility 4 Prepare for Light Rail 5 Support Freight Mobility Table 11. Neighborhood TFP Projects (continued) ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 149 NEIGHBORHOODS (continued) ID Name Description Expected Implementation Time Period Significant Support For These Strategies Cost Estimate Source 163 SR 202 & NE 124th St Intersection Improvements (complete) Add lanes at the intersection, improve ped and bike facilities, and modify traffic signal control and management . Near-Term 3 5 $5,125,491 North Redmond neighborhood plan, Wedge subarea plan, RedWood Corridor Study, previous TFP 200 Redmond Central Connector Segment II Complete the RCC between Sammamish River Trail and NE 100th Street. Near-Term 1 2 3 4 $5,590,000 Willows corridor study, previous TFP 339 NE 95th Street Bridge Replacement Replace the NE 95th Street Bridge over Bear Creek. Near-Term 2 3 $330,000 Dept. of Ecology Requirement, staff and community input, Bear Creek Neighborhood Plan 356 NE 116th and 172nd Avenue NE Roundabout Construct a roundabout at NE 116th Street and 172nd Avenue NE. Near-Term 2 3 $6,500,000 NE 116th St corridor design process, North Redmond neighborhood plan, previous TFP 360 NE 70th Street Extension Phase 2 Construction Construct a new street connection up to City standards on NE 70th Street between 180th Avenue NE and Redmond Way. Middle-Term 2 3 4 $2,500,000 SE Redmond Area Transportation Study, previous Buildout Plan Neighborhoods TFP Project Cost: $109,695,136 LEGEND: 1 Support for Urban Centers 2 Neighborhood Access 3 Travel Choices & Mobility 4 Prepare for Light Rail 5 Support Freight Mobility Table 11. Neighborhood TFP Projects (continued) ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 150 CITYWIDE PROGRAMS ID Name Description Expected Implementation Time Period Significant Support For These Strategies Cost Estimate Source 100 Bicycle Program Build out the bicycle transportation network in order to provide a safe and comfortable bicycling experience for users of all ages and ability. Long-Term 1 2 3 4 $8,323,302 Started in 2006 103 Bridge Repair Program Maintain the structural integrity and safety of the City’s bridges. Long-Term 2 3 5 $1,350,000 Started in 2001 107 Capital Improvement Program Advance the delivery of Transportation Facilities Plan (TFP) projects and programs through project development, which includes planning, design, partnerships, and grant acquisition. Long-Term 1 2 3 4 5 $2,340,000 Started in 2001 104 Channelization Program Install new pavement markings where they are missing and where they are most needed to provide guidance for pedestrians, bicyclists, and motorists; and repair crosswalks and stop bars. Long-Term 1 2 3 $1,350,000 Started in 2001 106 Engineering Contingency Program Funds engineering and construction activities undertaken in response to unanticipated events and emergencies. Long-Term 3 $1,800,000 Started in 1990 80 Neighborhood Traffic Calming Program Investigate, evaluate and resolve excessive neighborhood speed or volume problems, and concerns regarding school-children and pedestrians. Long-Term 1 2 3 $2,726,045 Started in 1995 LEGEND: 1 Support for Urban Centers 2 Neighborhood Access 3 Travel Choices & Mobility 4 Prepare for Light Rail 5 Support Freight Mobility Table 12. Citywide TFP Prorams ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 151 CITYWIDE PROGRAMS ID Name Description Expected Implementation Time Period Significant Support For These Strategies Cost Estimate Source 329 Parking Program Develop and implement a successful ‘parking system’ that improves access to businesses and services for customers, visitors, residents, students and employees. Long-Term 1 2 3 $2,250,000 Started in 2013 386 Pavement Management Program Conduct pavement preservation related activities on Redmond’s paved streets. Long-Term 1 2 3 5 $41,127,590 Started in 1990 101 Pedestrian Program Improve pedestrian safety and comfort by building new sidewalks and shared use paths. Long-Term 1 2 3 4 $26,797,139 Started in 1995 108 Street Light Program Improve street lighting in areas where users are most exposed, such as crosswalks, intersections, and along walking routes. Long-Term 2 3 $943,024 Started in 2001 102 Targeted Safety Improvement Program Identify existing and potential traffic safety problem areas and implement projects to prevent incidents, injuries, deaths, and their related losses. Long-Term 1 2 3 $8,150,000 Started in 2006 330 Transit Service Program Partnership funding for transit service in corridors that connect Redmond’s neighborhoods and urban centers. Long-Term 1 3 4 3,150,000 Started in 2013 LEGEND: 1 Support for Urban Centers 2 Neighborhood Access 3 Travel Choices & Mobility 4 Prepare for Light Rail 5 Support Freight Mobility Table 12. Citywide TFP Prorams (cntinued) ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 152 CITYWIDE PROGRAMS ID Name Description Expected Implementation Time Period Significant Support For These Strategies Cost Estimate Source 109 Transportation Concurrency Provide analysis tools and performance measure data to ensure that project and program delivery is aligned with the TMP strategies, and to track TMP implementation to ensure that it achieves the transportation vision while meeting state requirements to provide sufficient capacity to accommodate growth. Long-Term 1 2 3 4 5 $1,800,000 Started in 2001 105 Transportation Demand Management Program Implement coordinated regulation and policies, and provides grants, partnership resources, and incentives to Redmond businesses and community members to manage user demand on a finite transportation system. Long-Term 1 3 4 $17,406,000 Started in 1997 110 Provide funding to complete underground- ing of overhead utilities according to the Redmond Comprehensive Plan, Zoning Code, and Transportation Master Plan to improve reliability, safety, and aesthetics. Long-Term 1 $1,800,000 Started in 2001 Total TFP Program Cost: $121,313,100 Total TFP Project Cost: $303,116,981 Total TFP Cost Including Projects and Programs: $424,430,081 LEGEND: 1 Support for Urban Centers 2 Neighborhood Access 3 Travel Choices & Mobility 4 Prepare for Light Rail 5 Support Freight Mobility Table 12. Citywide TFP Prorams (cntinued) ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 153 Programs There are 15 programs in the TFP listed in Appendix G. These programs encompass many citywide responsive to the community and leveraging opportunities. Focus is on the following objectives: • Advance delivery of the TFP: move projects and programs toward implementation and delivery through strategic practices, including system measurement, conditions modeling, design efforts, and maximized leveraging through grants and partnership funding. The overall objective is to advance delivery of the TFP in support of the land use vision. (Capital Improvement Management and Concurrency Programs) • Safety: address the safety needs for all transportation users by investigating, identifying, mitigating, and preventing excessive risk or damages related to the transportation system. The program Calming, Street Light, Targeted Safety Improvements, and Undergrounding Programs) • Preservation: maintain transportation infrastructure in a “state of good repair.” The program addresses the preservation of major capital transportation infrastructure (bridges, pavements, and sidewalks/curbs) through inspection, rehabilitation, renovation, and replacement. (Bridge Repair, Channelization, Contingency, and Pavement Management programs) • Active Transportation: enable and encourage pedestrian and bicycle transportation through infrastructure, partnerships, and education. (Bicycle and Pedestrian Programs) • Parking: provide improved access to businesses by creating and maintaining managed short-term and long-term parking spaces. (Parking Program) • Transit Service: provide travel choices by increasing the amount of transit service in the community through partnerships with transit agencies, local employers, and nearby communities. (Transit Service Program) • Business Mobility and Community Travel Choices: infrastructure through travel choices, market development, travel resources, and streamlined regulation. (Transportation Demand Management Program) Funded Portion of Buildout Plan To fully fund all of the needed projects in the Buildout Plan requires more revenue than is forecast for Buildout Plan based on current cost estimates is $1,060,000,000 and the available revenues for the 18-year TFP are $389 million or about 37 percent of the Buildout Plan. The total cost of the Buildout Plan may vary as cost estimates are revised with more up-to-date information. Stability of Revenue Sources: • Gas tax revenue is based on consumption; gasoline tax revenues will decrease as drivers change to other modes of travel and • REET is tied to the economy and local real estate market. • General Fund is tied to economy plus City policy. In addition, in order to fund maintenance and operations on already built transportation infrastructure, the amount of General Fund revenue available for new transportation projects may decrease over time. • Grant awards are sought in a highly competitive market for both federal and state grants and are tied to the availability of funding. • Developer contributions have decreased due to plan-based Figure 57. Funded portion of Buildout Plan Total Buildout Cost $1,095,430,081 Funded TFP Projects $424,430,081 39% Unfunded Buildout $671,000,000 61% ---PAGE BREAK--- Chapter 7: Transportation Facilities Plan 154 Potential Revenue Sources Potential Revenue Sources Description Increase Existing Rates or Fees Increase Business Tax Rate The current rate for Transportation is $57 per FTE per year. Sales Tax Increase Requires voter approval; dedicated to transportation projects. Increase Impact Fee Rates Rates were most recently updated in late 2007; since then there have been small inflationary increases. Gas Tax Increase Cities and counties receive a share. Increase Property Tax/Vehicle Vehicle License Fee Increase $20 per vehicle councilmanically or up to $100 per vehicle with voter approval per current legislative authority. Seek legislative approval for councilmanic authority up to $40 per vehicle. Levy Lid Lift Requires 50 percent voter approval and can be dedicated toward transportation improvements into perpetuity or for a specified time. Voter Approved Bond Issue for Transportation Requires 60 percent voter approval of a property tax increase to pay for particular improvements financed over a specified time period. Motor Vehicle Excise Tax (MVET) Councilmanic or public vote with revenue distributed for transit and roads. Other Revenue Sources LID/Transportation Benefit District for specific projects or groups of projects Requires voter approval; can be used to fund a portion of a project or group of projects based on appraisal of affected properties and value added by the improvements. Street Utility Pay for street maintenance and overlays currently funded by General Fund through a utility.