Chapter 12.11
CONCURRENCY MANAGEMENT

Sections:

12.11.010    Purpose.

12.11.020    Definitions.

12.11.030    Administration and application.

12.11.040    Exemptions.

12.11.050    Adequate public facility concurrency.

12.11.060    Application – Transportation level of service standard.

12.11.070    Development application procedures – Approval/denial.

12.11.080    Appeal of director’s decision – Hearing.

12.11.090    Mitigation.

12.11.100    Mobility management zones and standards.

12.11.010 Purpose.

The purpose of this chapter is to set forth specific standards providing for city compliance with the concurrency requirements of the State Growth Management Act (GMA) and for consistency between city and countywide planning policies under the GMA. The GMA requires that adequate street capacity is provided concurrently with development to handle the increased traffic projected to result from growth and development in the city and region. The purpose of this chapter is to ensure that the city’s transportation system shall be adequate to serve the future development at the time the development is available for occupancy, hereinafter referred to as “concurrency,” without decreasing current service levels below established minimum standards. The intent of this chapter is to establish a transportation concurrency management system (TCMS) to ensure that the necessary facilities and/or programs needed to maintain a minimum level of service can be provided simultaneous to, or within a reasonable time of new development as required in the GMA. The GMA requires that a specific set of standards be developed to measure and ensure compliance through the inclusion of:

1. Standards for roadways that balance congestion management with land use objectives.

2. Traffic zones tailored to area characteristics and needs.

3. Level of service standards for each traffic zone which include availability of other mobility options and use of an area-average method of evaluating roadway system adequacy.

(Ord. No. 3284, § 1, 3-19-96)

12.11.020 Definitions.

For purposes of this chapter, the following definitions apply:

Affected arterial means any street which can be identified as significant to the area in which it serves in terms of the nature and composition of travel and which will be impacted by new development. Arterials serve major centers of activity and carry the major portion of the traffic entering and leaving the city.

Affected intersection means a designated signalized intersection as set forth in KCC 12.11.100 within a traffic zone (mobility management zone) in the city over which the city has operational responsibility and which will be impacted by new development.

Application means any development proposal and accompanying traffic analysis as required in this chapter used to determine the impact on each facility and/or mobility management zone it affects.

Area-average level-of-service means the sum of volumes on critical arterials and at key intersections as defined in Highway Capacity Manual Special Report No. 209 dated December, 1985, divided by the sum of the capacity on critical arterials and at key intersections within a mobility management zone.

Background traffic means the volume of traffic that currently exists on the street system prior to date of occupancy of a proposed development. Background traffic includes all existing traffic and the anticipated traffic from all development proposals which have been approved under this chapter.

Capacity means the maximum traffic volume that can pass through an intersection or arterial during a given peak hour as measured by the sum of critical volumes as defined in the Highway Capacity Manual Special Report 209 dated December, 1985.

Capital facilities plan (CFP) means the six (6) year plan for capital improvements that support the city’s current and future population and employment growth. It contains level of service (LOS) standards for each public facility, a financing plan for necessary facilities, and requires that new development is served by adequate facilities for which concurrency is required under this chapter. The CFP also contains broad goals and specific policies for all public facilities.

Capital improvement means land, improvements to land, structures (including design, permitting, and construction), initial furnishings and selected equipment. Capital improvements have an expected useful life of at least five (5) years and a cost of at least twenty-five thousand dollars ($25,000). Other capital costs, such as motor vehicles and motorized equipment, computers and office equipment, office furnishings, and small tools are considered to be non-capacity capital expenses in the city’s annual capital improvement plan budget, and are not capacity capital improvements for the purposes of the comprehensive plan, or the issuance of development permits.

Concurrency means a requirement of the 1990 Growth Management Act (RCW 36.70A.070(6)) requiring that the city may only permit development approval if a development would not cause level of service to fall below the city’s adopted standard, except for transportation facilities where revenues are or may be secured to complete mitigating transportation improvements or strategies within six (6) years. When a development fails to meet the concurrency test, mitigation will require improvements or strategies to accommodate the impacts of the development. Demand management and other non-roadway strategies may be used for transportation mitigation. Concurrency is further defined in KCC 12.11.050.

Degradation means an increase in the volume/capacity ratio (V/C ratio) above the area-wide level of service (LOS) standard for a mobility management zone as established in KCC 12.11.060.

Development means construction and/or substantial modification of structures or improvements to land which will alter, modify and/or expand a use of land in a manner that may cause adverse impacts.

Development permit or approval means any document granting, or granting with conditions, a rezone, plat, planned unit development, conditional use permit, shoreline substantial development permit, building permit, or any other official action of the city having the effect of authorizing the development of land.

1. Final development permit. A building permit or any other development permit which results in an immediate and continuing impact upon public facilities.

2. Preliminary development approval. Including, but not limited to, a rezone, plat, planned unit development, or shoreline substantial development permit.

Director means the public works director for the city of Kent, the director’s authorized representative or any representative authorized by the mayor.

Funded project means a project in the most recently adopted capital facilities plan (CFP) for the city or similar capital program of another jurisdiction which has sufficient revenues secured for construction or which meets the facility concurrency requirements of KCC 12.11.050.

Level of service (LOS) standard means, for the purpose of this chapter, a qualitative estimate of the performance efficiency of the city’s transportation facilities and is tailored for each of the city’s twenty-two (22) mobility management zones (MMZ), reflecting distinct roadway conditions and multiple community objectives. LOS standards for arterials, transit and pedestrian/bicycles within each of the twenty-two (22) zones are set forth in KCC 12.11.100 below.

Mitigation means, for the purposes of this chapter, transportation demand management strategies and/or facility improvements constructed or financed by a developer which return a degraded area-average level of service to the standard established for that area. If an area is already exceeding the standard prior to the development proposal, mitigation shall mean transportation demand management strategies and/or facility improvements constructed or financed by a developer to return the degraded area-average level of service to at least the level-of-service established for that area.

Mobility management zones (MMZ) means distinct transportation areas within the city limits and the city’s potential annexation area with boundaries based on certain criteria as set forth in the city’s comprehensive transportation plan, which is a supporting document to the city’s comprehensive plan. Mobility management zones are set forth in KCC 12.11.100. Some mobility management zones include intersections and arterials outside the city’s jurisdiction.

Peak hour means the consecutive sixty (60) minute period between the hours of 4:00 p.m. and 6:00 p.m. which experiences the highest sum of traffic volumes as determined by the city on a roadway segment or passing through an intersection. This is also referred to in this chapter as the “p.m. peak hour.”

Peak hour trips means total vehicular trips entering and leaving a project during the peak hour on adjacent streets, as defined in the most recent ITE Trip Generation Manual, published by the Institute of Transportation Engineers. Other trip generation sources subject to approval by the director may be used where ITE data is based on a limited survey sample or where there may be special trip-generating characteristics of the proposal.

Phased development means any development involving multiple buildings or improvements where issuance of development permits would not occur at the same time, but be phased over a period of time.

Public facilities means the capital improvements and systems of the transportation facilities and/or services requiring concurrency.

Site specific improvements means improvements made to transportation systems, the need for which results directly from a development permit or decision made under the Kent Zoning Code or other provisions of the Kent City Code relating to development permits. For transportation facilities, such improvements may include, but are not limited to, site access, turning lanes, traffic signals, changes in traffic signal operation and modification of intersection geometrics. Site specific improvements include right-of-way and related frontage improvements when they are required to be dedicated or constructed at the time of building permit issuance.

Supplemental links and intersections means an intersection or roadway link which contributes to the system function within each mobility management zone. System intersections within the mobility management zones are listed and mapped in KCC 12.11.100 with levels of service for each zone.

Transportation demand management (TDM) means public and/or private programs designed to increase the efficiency of existing capital transportation facilities, including, but not limited to, transit and ride sharing incentives, flexible working hours, parking management, and supporting non-motorized enhancements to decrease single occupancy vehicle trips.

Transportation facilities means streets, roads, highways, sidewalks, street and road lighting systems, traffic signals, non-motorized enhancements, and related systems and site specific improvements.

Under construction means when a construction contract for a project has been awarded or actual physical alteration or improvement has occurred on the site.

Volume/capacity ratio (v/c ratio) means the proportion of available intersection capacity used by vehicles passing through an intersection as defined in the Highway Capacity Manual Special Report 209 dated December, 1985.

(Ord. No. 3284, § 1, 3-19-96)

12.11.030 Administration and application.

A. Administration. The public works director shall be responsible for the administration of all activities relating to this chapter and shall coordinate with other departments, as appropriate, in implementing the provisions of this chapter. The public works director may implement administrative policies deemed necessary and/or appropriate to implement the provisions of this chapter.

B. General application. This chapter applies to all land use development applications as defined in KCC 12.11.020 including, but not limited to, the following types of development activities:

1. Phased development. The requirements of this chapter shall be applied at the time of approval of the initial phase and shall be adjusted for each subsequent phase based on the cumulative impact of all the phases.

2. Chance in occupancy. This chapter will apply to applications for tenant improvements if a proposed new use or an expanded existing use will generate new p.m. peak hour trips.

3. Rezones. The city may approve a proposed rezone only if the full facility impacts of site development are disclosed at the time of application assuming full development of the property under the proposed zoning classification using the highest trip generating permitted uses. Lack of concurrency will not be a basis for denial of a rezone, however, any subsequent development is subject to the concurrency requirements of this chapter. Specific requirements for public facility improvements to mitigate the impacts of a proposed rezone and assure compliance with this chapter may be imposed as a condition of rezone.

4. Concomitant agreements. Unless the agreement specifically provides otherwise, this chapter applies to any development application that is subject to an existing concomitant agreement.

5. Reconstruction of destroyed buildings. If a building to which this chapter did not apply at time of construction is destroyed by fire, explosion or act of God or war, and is reconstructed in accordance with city code, it will not be required to comply with this chapter unless the reconstructed building produces public facility impacts in excess of those produced by the destroyed building.

C. SEPA. This chapter is not intended to limit the application to the State Environmental Policy Act to specific proposals. Each proposal shall be reviewed and may be conditioned or denied under the authority of the State Environmental Policy Act.

D. Traffic impact analysis. As part of the land use development application, the applicant will be required to submit a traffic impact analysis to identify all traffic impacts upon key arterials, intersections and nonmotorized facilities within a particular zone. The traffic impact analysis shall be done consistent with the city of Kent’s Administrative Guidelines for the Requirement of Traffic Impact Analysis of New Development.

(Ord. No. 3284, § 1, 3-19-96)

12.11.040 Exemptions.

The portion of any facility used for any of the following purposes is exempt only from the concurrency requirements and not from the application and processing requirements of this chapter or for the requirement to do site specific improvements:

1. Day-care facility for children, as defined in the Kent Zoning Code, if not operated for profit;

2. Privately operated not for profit social service facilities recognized by the Internal Revenue Service under Internal Revenue Code;

3. Low-income housing, which is defined as housing which is affordable to persons whose income is below fifty (50) percent of the median income for the persons residing in the Seattle Metropolitan Statistical Area. Not more than ten (10) percent of the total number of units in a project shall be exempt under this subsection;

4. Development that is vested by RCW 19.27.095, RCW 58.17.033, RCW 58.17.170, or Ch. 14.11 KCC;

5. Single-family homes on legal lots of record;

6. Any development creating less than ten (10) peak hour trips as defined in this chapter.

Notwithstanding the exemptions provided herein, the traffic impacts on public facilities resulting from an exempt use shall nonetheless be included in computing available capacity.

(Ord. No. 3284, § 1, 3-19-96)

12.11.050 Adequate public facility concurrency.

The issuance of development permits shall be conditioned on a determination that there is concurrency (sufficient capacity remaining on a public facility to meet the level of service standards for the impacts of existing development and impacts of the proposed new development), and shall be determined in accordance with the following:

1. Where adequate capacity exists at the time development permit or approval is issued; or

2. The city has in place binding financial commitments to complete the necessary public facilities or strategies within six (6) years, provided that:

a. The capital facilities plan as defined in the Kent Comprehensive Plan must be financially feasible; and

b. The city uses a realistic, financially feasible funding system based on revenue sources available according to laws adopted at the time the capital facilities plan is adopted; and

c. The capital facilities plan in the Kent Comprehensive Plan must demonstrate that the actual construction of the roads, nonmotorized and transit facilities are scheduled to commence during or before the sixth year of the capital facilities plan; and

d. The capital facilities plan must include facilities necessary to eliminate existing level of service deficiencies as well as those necessary to maintain adopted level of service standards to serve new development.

(Ord. No. 3284, § 1, 3-19-96)

12.11.060 Application – Transportation level of service standard.

A. Degradation limits of mobility management zones. A development proposal will not be approved which causes the congestion to exceed the level of service (LOS) standard in a mobility management zone (MMZ) and not mitigated by: (1) the existing street network; (2) fully funded projects; (3) street improvements under contract as part of other approved development proposals which are fully funded and/or; (4) developer mitigation in accordance with KCC 12.11.090.

B. Area-average level-of-service standards. Level of service standards are tailored for each mobility management zone, reflecting distinct conditions and multiple community objectives, with an area-average approach used to measure system adequacy. The area-average method measures the average level of service on critical arterials and at key intersections within each mobility management zone.

(Ord. No. 3284, § 1, 3-19-96)

12.11.070 Development application procedures – Approval/denial.

A. Application. Any application and accompanying traffic analysis which is subject to this chapter shall be reviewed by the director and used to determine the impact on each mobility management zone it affects. A proposal will not be approved under this chapter if there is no concurrency with public facilities as required in this chapter. Additionally, the director will determine if mitigation is required and appropriate under this chapter due to lack of concurrency and, if so, whether any mitigation proposed by the developer meets the requirements of KCC 12.11.090.

B. Final development permit. No final development permit shall be issued by the city unless there is sufficient capacity of public facilities available to meet the standards for levels of service for existing development and for the proposed development as required in this chapter.

C. Preliminary development approval. Except for rezones, no preliminary development approval shall be issued by the city unless the applicant obtains a determination of the capacity of public facilities as part of the review and approval of the preliminary development approval.

D. Processing of applications, approval/denial. Issuance of final development permits and preliminary development approvals shall be subject to the concurrency requirements set forth in KCC 12.11.050 and further subject to the following:

1. Determination of capacity, expiration. The determination that facility capacity is available shall be based on information provided by the applicant to the satisfaction and approval of the director. The determination of capacity shall be binding on the city at such time as the city determines that adequate capacity is available or the applicant provides mitigation or assurances, as set forth in KCC 12.11.090. The determination of capacity shall be valid for the same period of time as the underlying development permit or approval, including any extensions thereof. If the underlying development permit or approval does not have an expiration date, the capacity shall be valid for a period not to exceed one (1) year.

2. LOS service areas. The standards for levels of service of transportation facilities shall be applied to the issuance of development permits on the following geographical basis:

a. Transportation facilities which serve less than the entire city shall achieve and maintain the standard for levels of service within their assigned mobility management zones. No development permit shall be issued in an assigned mobility management zone if the standard for level of service is not achieved and maintained throughout the assigned mobility management zone and other applicable mobility management zones impacted by the proposed development;

b. No further determination of capacity for the subject property shall be required prior to the expiration of the determination of capacity for the proposed development provided that the capacity has been reserved for the proposed development. Any change in the density, intensity, or land use that requires additional public facilities or capacity is subject to review and approval or denial by the city.

3. Funded projects. The developer may rely on capacity provided by funded projects, including projects in the current capital facilities plan (CFP) and by street improvements under contract as part of other approved development proposals. The approval is subject to the requirements that the applicant must fully fund or mitigate any impacts as required herein. If the list of funded projects is modified after the time the proposal vests, the applicant may elect to rely on the new capacity provided by the modified list of funded projects provided that such election must be made prior to issuance of a development permit.

E. Nonassignability of determination. The determination that facility capacity is available runs with the land and is not personal to the applicant. The determination is not assignable or transferable.

(Ord. No. 3284, § 1, 3-19-96)

12.11.080 Appeal of director’s decision – Hearing.

A. Any person aggrieved by the action of the director based on a determination of capacity issued under this chapter shall have the right to appeal such action to the hearing examiner by filing a notice of appeal with the director within ten (10) days of notice of the refusal to issue or renew. Such appeal shall be processed pursuant to the hearing procedures set forth in Ch. 2.32 KCC. The hearing examiner shall set a date for hearing such appeal. At such hearing the appellant and other interested persons may appear and be heard, subject to rules and regulations of the hearing examiner.

B. Appeal to the hearing examiner shall constitute final administrative review.

C. An appeal of the decision of the hearing examiner must be filed with superior court within twenty-one (21) calendar days from the date of issuance of the hearing examiner’s decision as provided in RCW 36.70C.040, or is thereafter barred.

(Ord. No. 3284, § 1, 3-19-96)

12.11.090 Mitigation.

A. General. If mitigation is required to meet the area-average level of service standard, the applicant may instead choose to (1) reduce the size of the development until the standard is met, (2) delay development schedule until city and/or others provide needed improvements, or (3) provide the mitigation as provided for in this chapter. Mitigation must be acceptable to the city in form and amount, to guarantee the applicant’s pro rata share of the financial obligation for capital improvements for the benefit of the subject property.

B. Mitigation approval. If concurrency does not exist as set forth in KCC 12.11.050, to obtain concurrency, the applicant may provide mitigation to the satisfaction and approval of the director as follows:

1. Payment for and timing of improvements.

a. Payment for developer-funded transportation improvements affecting critical arterials and key intersections within the city’s direct operational control necessary to meet the requirements for concurrency must be made prior to issuance of a development permit, final plat approval, or other approval requiring improvements under this chapter. Any such improvements required to be constructed by a developer to meet the requirements for concurrency must be under construction within six (6) months after issuance of a certificate of occupancy, final plat approval, or such other approval for the proposed development. All improvements shall comply with the city’s construction standards, as adopted pursuant to Ordinance 3117, and as thereafter amended. Furthermore, the director shall require an assurance device to guarantee completion of such improvements in accordance with said construction standards. The finance manager shall be responsible for maintaining all mitigation funds received under this chapter.

b. Payment for or the requirement of the developer to construct any transportation improvement necessary to meet the requirements of concurrency which is partially or wholly outside the city’s direct operational control must be submitted for approval by the appropriate agency(ies) which have control. Should the appropriate agency(ies) elect to postpone the proposed improvements, or refuse to accept the proposed mitigation, the director shall collect and hold the amount estimated for mitigation until the improvement is made as required in this chapter. An assurance device satisfactory to the director may substitute for the payment required in this subsection.

c. The project proponent may provide funding in an amount equal to the cost estimate of the director, for necessary traffic improvements. The director may require actual construction rather than provision of funding. Funds, or other commitments, for projects to be constructed by the city must be paid in full by the project proponent to the city prior to issuance of a development permit, final plat approval, or such other approval for the project.

d. Fee deferral. Until December 31, 2013, at the time of issuance of any single-family residential building permit for a dwelling unit that is being constructed for initial sale, the owner of the subject real property may defer payment of the transportation improvement fee in subsections (B)(1)(a) and (c) of this section by executing a first position lien in favor of the city in the amount of the transportation improvement fee. The city shall record the lien against the real property and the lien amount shall be paid by the seller to the city at the time of closing of the sale of the real property and single-family residence. An owner who chooses to defer the transportation improvement fee must combine such deferral with deferral of the water system development charge in KCC 7.02.090, and drainage system development charge in KCC 7.05.165.

2. Transportation demand management. As a mitigation measure, the project proponent may establish transportation demand management (TDM) strategies to reduce single occupant vehicle trips generated by the project. The project proponent shall document the specific measures to be implemented and the number of trips to be reduced by each measure. The TDM program may be denied based on the criteria of subsection (B)(3) of this section. The director must approve the strategies and shall monitor and enforce the performance of agreed upon TDM measures. The director will determine if performance measuring devices shall be imposed and may require annual documentation of the continued effectiveness of such measures. The director may require that additional measures be implemented if the agreed upon measures fail to result in the reduction of the stated number of trips.

3. Decision criteria-acceptable mitigation. Acceptable mitigation requires a finding by the director that:

a. The mitigation is consistent with the comprehensive plan.

b. The mitigation contributes to system performance.

c. Improvements to an intersection or roadway may not shift traffic to a residential area.

d. Improvements to an intersection or roadway may not shift traffic to other intersections for which there is no acceptable mitigation available.

e. Improvements to an intersection or roadway may not shift traffic to intersections within another jurisdiction which would violate that jurisdiction’s policies and regulations.

f. Improvements to an intersection or roadway may not shift traffic to another mobility management zone and violate that zone’s objectives and standards.

g. The effect of the improvement would not result in a reduction or the loss of another transportation objective, including but not limited to maintaining high occupancy vehicle lanes, sidewalks, or bicycle lanes.

h. The adverse environmental impacts of the facilities’ improvement can be reasonably alleviated.

i. The improvement will not violate accepted engineering standards and practices.

Notwithstanding the foregoing, the director has the authority, in the director’s sole discretion, to require correction of a documented safety-related deficiency.

C. Mitigation denial-appeal process. If the director determines that the proposed mitigation does not meet the requirements of this chapter, the director may deny the proposed improvements and determine the project is inconsistent with this chapter. The director’s decision may be appealed by the applicant to the hearing examiner pursuant to the provisions of KCC 12.11.080.

(Ord. No. 3284, § 1, 3-19-96; Ord. No. 3960, § 3, 6-1-10)

12.11.100 Mobility management zones and standards.

Mobility management zones and the system standards are set forth in Table 1 as follows:

Table 1. Mobility Management Zone Standards

Zone

Land Use

Type

Land Use

Category

Supplemental Links

Supplemental

Intersections

Arterial

Threshold

Transit

Service (Peak/

Midday) Min-

Utes

Ped/bike/eq

Facilities

(Miles)

(E–W

Street)

(N–S

Street)

Street

From

To

1

CBD

Urban Activity

N 4th Av

S 240th St

Smith St

Smith St

N 4th Av

1

10/15

2–3

 

 

Center

Titus

S 240th St

Smith St

Smith St

 

 

 

 

 

 

 

S 240th St

Central

Titus

 

 

 

 

 

2

Industrial

Urban

S 212th St

Frager Rd

77th Av S

S 212th St

64th Av S

0.8

15/30

4–5

3

Industrial

Urban

E Valley Hy

S 192nd St

SR 167

S 212th St

E Valley Hy

0.8

15/30

7–8

 

 

 

S 212th St

77th Av S

SR 167

S 228th St

E Valley Hy

 

 

 

 

 

 

S 228th St

76th Av S

E Valley Hy

SR 167

E Valley Hy

 

 

 

 

 

 

 

 

 

SR 127

E Valley Hy

 

 

 

4

Industrial

Urban

66th Av S

S 190th St

S 196th St

S 190th St

W Valley Hy

0.8

15/30

1–2

 

 

 

62nd Av S

S 190th St

S 196th St

S 196th St

W Valley Hy

 

 

 

 

 

 

S 194th St

66th Av S

S 196th Wy

58th Pl S

Russell Rd

 

 

 

 

 

 

S 196th St

W Valley Hy

58th Pl S

 

 

 

 

 

 

 

 

Russel Rd

 

 

 

 

 

 

 

5

Industrial

Urban

64th Av S

S 212th St

S 228th St

S 212th St

64th Av S

0.8

15/30

9–10

 

 

 

S 228th St

Frager Rd

76th Av S

S 228th St

64th Av S

 

 

 

 

 

 

76th Av S

S 212th St

S 228th St

 

 

 

 

 

6

MDR

Urban

Military Rd

S 229th Pl

S 272nd St

 

 

0.9

15/30

9–10

 

 

 

S 228th St

Military Rd

41st Av S

 

 

 

 

 

7

Agric

Rural

S 212th St

42nd Av S

Frager Rd

 

 

0.7

60/60

20

 

 

 

S 228th St

41st Av S

Frager Rd

 

 

 

 

 

8

MDR/Comm

Urban

SR 99

KNT–DM Rd

S 272nd St

 

 

0.9

15/30

4–5

9

Comm/

Urban

S 228th St

Frager Rd

68th Av S

S 228th St

64th Av S

0.8

15/30

8–9

 

Rec/HDR

 

Meeker St

Frager Rd

68th Av S

 

 

 

 

 

10

CBD

Urb. Activity

W Valley Hy

James St

Willis St

W Valley Hy

James St

1

10/15

1–2

 

 

Center

 

 

 

W Valley Hy

Meeker St

 

 

 

 

 

 

 

 

 

W Valley Hy

Willis St

 

 

 

11

MDR

Urban

SE 208th St

SR 167

116th Av SE

SE 208th St

108th Av SE

0.8

30/60

7–8

 

 

 

108th Av SE

SE 192nd St

SE 223rd St

 

 

 

 

 

12

Ind/

Urban

Central Av

SR 167

S 240th St

SR 167

Cent. Av

0.8

15/30

2–3

 

Comm/HDR

 

S 240th St

Cent. Av

88th Av S

S 228th St

Cent. Av

 

 

 

13

MDR

Urban

S 240th St

Titus

Benson Rd

S 240th St

100th Av SE

0.8

15/30

10–12

 

 

 

100th Av SE

SE 228th St

S 240th St

S 240th St

Benson Rd

 

 

 

 

 

 

SR 516

S 240th St

94th Av S

SR 516

Titus

 

 

 

14

Comm/HDR

Urb. Activity

SE 256th St

94th Av S

116th Av SE

SE 256th St

116th Av SE

0.8

15/30

5–6

 

 

Center

SR 516

SE 256th St

116th Av SE

 

 

 

 

 

15

AG/Park/Ind

Rural

78th Av S

Willis St

S 277th St

 

 

0.8

15/30

6–8

 

 

 

Cent. Av S

Willis St

S 266th St

 

 

 

 

 

16

MDR

Urban

SR 516

Titus

97th Av S

SR 516

Titus

0.7

15/30

4–5

17

Ag

Rural

E Valley Hy

Green R

S 277th St

E Valley St

S 277th St

0.7

30/60

5–7

18

Ag/park

Rural

Green River Rd

 

 

 

 

0.7

DAR

3–5

19

MDR

Urban

 

 

 

SE 256th St

116th Av S

0.7

15/30

4–5

 

 

 

 

 

 

SE 272nd St

132nd Av S

 

 

 

20

LDR

Rural

SR 516

112th Av SE

114th Av SE

 

 

0.7

DAR

3–5

21

LDR

Rural

SE 208th St

116th Av SE

132nd Av SE

SE 208th St

116th Av SE

0.7

DAR

5–7

 

 

 

SE 240th St

116th Av SE

132nd Av SE

SE 240th St

116th Av SE

 

 

 

 

 

 

SE 256th St.

116th Av SE

132nd Av SE

SE 256th St

116th Av SE

 

 

 

22

LDR

Rural

148th Av SE

SE 208th St

SE 256th St

 

 

0.7

30/60

4–5

(Ord. No. 3284, § 1, 3-19-96)