Development proposals that are subject to SEPA require a traffic impact analysis to determine transportation concurrency and to estimate traffic impacts and mitigation.  Development proposals subject to SEPA include:

• Residential projects of ten units or more;

• Non-residential buildings of more than 4,000 square feet with associated parking of more than 20 spaces;

• Parking lots for more than 20 vehicles.

To assist applicants in the preparation of the transportation concurrency and traffic impact analyses, the City has established the attached guidelines.  The goals of these guidelines are:

• To assist in the determination of project compliance with transportation concurrency requirements;

• To allow a thorough and complete review of potential traffic impacts; and

• To ensure that review and mitigation of all proposals occur in a consistent and equitable manner.

The guidelines are intended to cover a wide variety of situations and do not include special requirements that may apply to a specific proposal.  To be sure that a specific traffic analysis contains the proper information, please review these guidelines with staff from the Public Works Department or from the Department of Planning and Community Development.

The following files have been prepared in Adobe Acrobat.  You will need Adobe Acrobat Reader (a free program) to view or print PDF files.

TIAG Guidelines Memorandum
City of Kirkland TIAG Guidelines:
- Section 1
- Section 2
- Section 3
- Appendix A - Impact Fee Ordinance and Impact Fee Schedule
- Appendix B - Concurrency Ordinance
- Appendix C - Transportation Section of Comprehensive Plan (1/02 version), PDF file, 2.5 MB
Complete Guidelines (does not include appendixes), PDF file, 473 KB
 

Concurrency Level of Service Update

The traffic concurrency levels of service standards shown in the City of Kirkland Traffic Impact Analysis Guidelines (TIAG) and in Appendix C of the TIAG have been updated.  The City of Kirkland’s newly adopted level of service standards effective 1-1-2002 are as follows:

Maximum Subarea Average V/C for signalized system intersections in each subarea may not exceed the values listed in (Table T-2).  In addition, no signalized system intersections may have a V/C greater than 1.40.  

Table T-2

Forecase Average V/C Ratios and Maximum Allowed Subarea Average V/C Ratio for System Intersections