The purpose of this chapter is to provide for the development of an integrated, uniform, multimodal, fully accessible transportation system that facilitates present and future travel demand with minimal environmental impact to the community.
A. 
The design objective for vehicular zones is to create a circulation system that provides for the safe and efficient movement of vehicles and reduces conflict with pedestrians and bicyclists and to provide roadway standards that will help create streets that are inviting, multimodal public places.
B. 
The design objective for pedestrian zones is to provide a high level of design detail, promote walkability by improving pedestrian safety, convenience, and comfort, and enhance the aesthetic character and quality of the pedestrian experience.
(Ord. 395 § 3, 2003; Ord. 518 § 1, 2008; Ord. 565 § 1 (Exh. A), 2010)
The “City of University Place Design Standards and Guidelines for Streetscape Elements” are contained in Article IX, Design Standards and Guidelines for Streetscape Elements.
These standards and guidelines apply to neighborhood collector streets and local streets associated with new development as well as qualifying modifications to existing development.
(Ord. 395 § 3, 2003; Ord. 518 § 1, 2008; Ord. 565 § 1 (Exh. A), 2010; Ord. 679 § 1 (Exh. A), 2016)
A. 
Introduction. A traffic impact analysis (TIA) is a specialized study of the impacts that a certain type and size of development will have on the surrounding transportation system. The TIA is an integral part of the development impact review process. It is specifically concerned with the generation and distribution of traffic to and from the development.
The purpose of the TIA is to determine the impacts of the development traffic on the existing and proposed street network and the impacts of the existing and projected traffic on the development. The level of detail and scope of work of a TIA may vary with the size, complexity, and location of the development. A TIA shall be a thorough review of the immediate and long-range traffic impacts. The Director may accept the TIA as satisfying the requirements for a concurrency test as identified in UPMC Title 22.
B. 
When Required. To adequately assess a development’s traffic impact on the transportation system and level of service (LOS), the Director may require a TIA based upon the evaluation of the size of the development proposed, existing street and intersection conditions, traffic volumes, accident history, community concerns, and other pertinent factors relating to traffic impacts attributable to the development. A TIA will be required if any of the following conditions are met:
1. 
The development generates 20 or more trips in either the a.m. or p.m. peak hours. This would include site-generated traffic for all turning movements for the peak hours at all affected intersections.
2. 
The development lies within an area that contains an existing or proposed local improvement district (LID), local/State transportation improvement areas programmed for development reimbursements or at locations that have latecomer agreements.
3. 
If a TIA exists but is more than two years old, the Director may require a new or revised TIA prior to permit issuance.
C. 
Qualifications for Preparing TIA. The TIA shall be prepared by an engineer licensed to practice in the State of Washington with special training and experience in traffic engineering.
D. 
Submittal Requirements. The TIA shall at a minimum include the following sections: Introduction, Existing Conditions, Development Traffic, Future Traffic, Traffic Operations, and Mitigation. The sections shall at a minimum incorporate the information identified below.
1. 
Introduction.
a. 
Provide a statement of the scope of the analysis and identify the limits of the study area. The study area shall include all pertinent intersections and streets impacted by development traffic. This shall include, but not be limited to, any signalized intersection within the City within one mile of the development at which the development-generated traffic equals 10 or more vehicle trips at any peak hour, or any signalized intersection in the City at which the development-generated traffic is 10 percent or more of the volume of existing traffic through the intersection at any peak hour. The Director may also require that the study area include any intersection that currently operates at a LOS of “D” or lower and at which the development-generated traffic is 10 or more vehicle trips at any peak hour. The study area may be expanded outside the City limits if determined necessary by the Director under any environmental review required under the State Environmental Policy Act.
b. 
Provide a copy of the site plan showing the type of development, street system, rights-of-way limits, access points, and other features of significance in the development. The site plan shall also include pertinent off-site information such as locations of adjacent intersections and driveways, land use descriptions, street right-of-way limits for the existing roadways and other features of significance.
c. 
Provide a vicinity map of the project area showing the transportation system to be impacted by the development.
d. 
Address specific development characteristics such as type of development proposed (single-family, multifamily, retail, industrial, etc.), internal street network, proposed access locations, parking requirements, zoning, and other pertinent characteristics of the development.
e. 
Indicate project completion and occupancy schedule for the development. Identify horizon years for traffic analysis purposes.
2. 
Existing Conditions.
a. 
Identify street characteristics including functional classification, number of traveled lanes, lane width, shoulder treatment, bicycle path corridors and traffic control at study intersections.
b. 
Identify safety and access issues including discussions on accident history, sight distance restrictions, traffic control, and pedestrian conflicts.
c. 
Provide all necessary traffic data including any current data available from the City of University Place and surrounding jurisdictions if applicable. If data is unavailable or outdated, the individual or firm preparing the TIA shall collect the necessary data.
d. 
Provide a diagram showing existing average daily traffic (ADT) and a.m. and p.m. peak-hour traffic volumes on the adjacent streets and intersections and illustrating complete turning movement volumes within the study area. This diagram shall represent the baseline traffic volumes for analysis purposes.
3. 
Development Traffic.
a. 
Trip Generation. Site-generated traffic of developments shall be estimated using the latest edition of the ITE Trip Generation Manual. Variations of trip rates will require the approval of the Director. Trip rate equations will be utilized for estimating site-generated traffic. Average trip rates shall be used for all land use categories where applicable or required by the Director. Site traffic shall be generated for a.m. and p.m. peak-hour periods. Adjustments made for passer-by and mixed-use traffic volumes shall follow the methodology outlined in the latest edition of the ITE Trip Generation Manual. For multi-use or phased projects, a trip generation table shall be prepared showing proposed land use, trip rates, and vehicle trips for daily and peak-hour periods and appropriate traffic volume discounts if applicable. The TIA shall contain a table illustrating the trip generation.
b. 
Trip Distribution. The TIA shall contain a diagram illustrating the proposed trip distribution for the development. The methodology shall be clearly defined and discussed in detail in the TIA. A regional trip distribution map may be required by the Director for large-scale development projects. The TIA shall identify other transportation modes that may be applicable, such as transit use, bicycle and pedestrian facilities.
4. 
Future Traffic.
a. 
Future Traffic Conditions Without Project. Future traffic volumes shall be estimated using information from transportation models for applying an annual growth rate based on reports of the Puget Sound Regional Council to baseline traffic volumes. The future traffic volumes shall be representative of the horizon year for project development. Proposed development projects approved, under review, or otherwise reasonably foreseeable shall be taken into consideration when forecasting future traffic volumes.
b. 
Future Traffic Conditions with Project. The site-generated traffic shall be assigned to the street network in the study area based on the approved trip distribution model. The site traffic shall be combined with the forecasted traffic volume to show the total traffic conditions estimated at the horizon year. A diagram will be required showing daily and a.m. and p.m. peak-hour turning movement volumes for each intersection in the study area.
5. 
Traffic Operations. The LOS and capacity analysis shall be conducted for each intersection in the study area. The methodology and procedures for conducting the capacity analysis shall follow the guidelines specified in the Highway Capacity Manual. The TIA shall include calculations for the intersection LOS for each of the following conditions:
a. 
Existing peak-hour traffic volumes (diagram required);
b. 
Existing peak-hour traffic volumes including site-generated traffic (diagram required);
c. 
Future traffic volumes not including site traffic (diagram required);
d. 
Future traffic volumes including site traffic (diagram required);
e. 
The LOS analysis results for each traffic volume scenario (table required). The LOS table shall include LOS results for a.m. and p.m. peak periods. The table shall show LOS conditions with corresponding vehicle delays for signalized intersections and LOS conditions for the critical movements at unsignalized intersections. For signalized intersections, the LOS conditions and average vehicle delay shall be provided for each approach and the intersection as a whole. The capacity analyses for existing signalized intersections shall include existing phasing, timing, splits and cycle lengths in the analysis as observed and measured during the peak-hour traffic periods. If the development is scheduled to be completed in phases, the TIA shall conduct a LOS analysis for each separate development phase. The incremental increases in site traffic from each phase shall be included in the LOS analysis for each proceeding year of development completion. A figure will be required for each horizon year of phased development. If the development impacts a traffic signal coordination system currently in operation, the Director may require the TIA to include operational analysis of the system. Timing plans and proposed modifications to the coordination system may be required. The capacity analysis shall be conducted using a City-approved software package. The computer worksheets, along with an electronic copy of each capacity analysis, shall be submitted with the TIA document. For unsignalized intersections, the Highway Capacity Manual methodology shall be used. A copy of the capacity analyses worksheets shall be submitted with the TIA document.
6. 
Mitigation. The TIA shall include a proposed mitigation plan. Mitigating measures shall ensure the transportation facilities operate at a LOS “D” or better upon completion of the development. The following guidelines shall be used to determine appropriate mitigating measures of traffic impacts generated by new developments.
a. 
On transportation facilities where the TIA demonstrates a need to construct improvements, the cost for the mitigation will be entirely borne by the applicant. However, if the Director identifies more than one development under simultaneous review, cumulative impacts and distribution of mitigation costs may be considered. A latecomer’s agreement could be formulated by the applicant for reimbursement for mitigation costs.
b. 
On transportation facilities programmed for improvements and funded as part of a City project, the adverse traffic impacts of the development may be considered mitigated by providing a proportionate share contribution of the costs for the proposed improvements. The proportionate share of local costs for the improvements shall be based on the percentage of development traffic generated through the intersection. The percentage shall be based on the total projected peak hour traffic volumes for the horizon year of the transportation facility. For the purposes of this section, transportation facilities included on the traffic impact fee project list will be considered programmed and funded. For these facilities, payment of the traffic impact fee will satisfy the requirement for providing a proportionate share contribution of the costs for the improvements. If the transportation facility currently operates less than LOS “D,” and the Director determines that the impacts of the development will create a safety hazard, the applicant shall be required to make facility improvements to improve the level of service to LOS “D” or better. The cost of the interim improvements will be deducted from the development’s proportionate share of costs for the programmed facility improvements only if the cost of the interim improvements is less than the ultimate proportionate share. If the interim improvements cannot be incorporated into the ultimate improvements programmed for the transportation facility, there will be no reimbursement for interim costs incurred.
c. 
On transportation facilities where the existing LOS is less than “D” and where no improvements are programmed to improve capacity and traffic operations, the development shall provide mitigation that ensures the intersection operates at LOS “D” or better or wait until the improvements are constructed by the City or others.
d. 
Intersections where the projected level of service condition is at “D,” but where one or more of the LOS on the approaches falls below “D,” the development shall provide mitigation that ensures each approach operates at LOS “D” or better.
e. 
To mitigate the effects of the traffic generated by the development and the effects of that traffic on existing vehicular, pedestrian, and bicycle traffic, the applicant shall provide sufficient right-of-way for and construct paved shoulders/ bicycle lanes on abutting streets that are arterial streets or designated bicycle routes.
f. 
To mitigate the effects of the traffic generated by the development and the effects of that traffic on existing vehicular and pedestrian traffic, planter strips and concrete curbs, gutters, and sidewalks shall be constructed along abutting streets. Planter strips, concrete curbs, gutters, and sidewalks are required along each side of all interior plat roads in formal subdivisions to provide for the safety of pedestrians. To mitigate pedestrian impacts, a bus stop shelter on a concrete pad shall be constructed where Pierce Transit and/or the school district has identified a need for a bus stop to serve the development and the citizens of the City. Design standards for the bus shelter shall be provided by Pierce Transit or the school district.
(Ord. 395 § 3, 2003; Ord. 505 § 1, 2007; Ord. 518 § 1, 2008; Ord. 531 § 1 (Exh. A), 2008)
A. 
The applicant shall be required to construct improvements to bring substandard streets up to current City standards prior to final approval for any development that obtains access from substandard public or private streets. Such improvements shall be made from the point of access to the closest intersection of an arterial street. Street improvements may include but are not limited to curb and gutter, sidewalk, street lighting, traffic signal modification, relocation or installation, utility relocation, street widening, and resurfacing.
B. 
Exceptions.
1. 
Any development that does not generate additional vehicular traffic is exempt from the requirements of this section.
2. 
The construction of or modification to a single-family or duplex residential unit will require the access to be improved up to emergency vehicle access standards in Article III of this chapter.
3. 
The development of short subdivisions that accommodate no more than four dwelling units will require the substandard street to be improved up to 20 feet of paved driving surface and five-foot gravel shoulders on each side of the street, provided any new dwelling units are equipped with residential fire suppression sprinkler systems.
(Ord. 395 § 3, 2003; Ord. 518 § 1, 2008; Ord. 679 § 1 (Exh. A), 2016)
A. 
Street frontage improvements shall be required in conjunction with subdivisions and short subdivisions of land, small lot and innovative housing developments, planned development districts, conditional use permits, binding site plans, and the modification or construction of buildings. Frontage improvements shall consist of half-street improvements in conformance with the standard street section and the City street standards in Article II of this chapter and the Design Standards and Guidelines for Streetscape Elements adopted by reference. Such improvements may include curbs, gutters, bike lanes, planter strips, medians, sidewalks, bus stops, bus shelters, bus pads, bus pullouts, street storm drainage, street lighting systems, traffic signal installation, modification, or relocation, utility relocation, landscaping, irrigation, and street widening.
B. 
Plans shall be stamped by a civil engineer licensed to practice in the State of Washington.
C. 
Where the existing right-of-way is of insufficient width to accommodate the required improvements, right-of-way dedication will be required. The dedications shall comply with the provisions of UPMC § 13.10.030. For plats, the right-of-way may be dedicated at the time of recording.
D. 
All frontage improvements shall be completed in a manner acceptable to the City prior to occupancy, final plat approval, final short plat approval, final development plan approval, or binding site plan approval.
E. 
Exceptions.
1. 
When the Director determines based on good reasons shown that any or all of the required improvements should not be accomplished at the time specified in subsection (D) of this section, a recorded agreement or financial guarantee shall be completed on forms provided by the City. The agreement shall require the applicant to install the improvements at a later date.
2. 
The construction, remodeling or enlargement of an individual Group R3 or Group U occupancy (as defined in the building code) shall be exempt from this section.
3. 
Alterations or repairs not constituting a major improvement are exempt from this section. See UPMC § 13.05.220 for the definition of “major improvement.”
4. 
Major improvements that add less than 10 percent floor area and which value does not exceed 50 percent of the assessed value of the existing structure shall be exempt from the requirements of this section. Alterations or repairs completed within the 12-month period immediately preceding the date of permit application shall be considered as part of the current proposal and their costs shall be included in considering the applicability of this exemption.
5. 
Two-or three-lot short plats accessing local streets and two-lot short plats accessing arterial streets may elect to defer the construction of the required frontage improvements by completing and recording the City of University Place LID Covenant. By recording this covenant the property owner agrees to participate in and not protest the formation of a local improvement district on the abutting streets. Nothing in the covenant will in any way absolve the property owner from the obligation to improve the frontage of the property. If it becomes necessary to mitigate the effects of the development prior to the formation of an LID, the property owner will have 120 days from receipt of the written notice from the City to complete the required improvements. If right-of-way dedication will be necessary to construct the standard street section, the right-of-way shall be dedicated upon recording of the short plat.
(Ord. 395 § 3, 2003; Ord. 518 § 1, 2008; Ord. 565 § 1 (Exh. A), 2010)