Traffic Mitigation Agreement

Snohomish County has entered into interlocal agreements (ILA) with the Washington State Department of Transportation (WSDOT) and many cities related to reducing the traffic impact of new developments. The agreement with WSDOT provides that the impact of traffic on national roads will be mitigated by traffic caused by new developments in the non-communal county. The agreements with the cities are “reciprocal” in that they provide for a mitigation of the impact of regional development on the city`s roads and a weakening of the impact of urban development on departmental roads. Links to inter-local agreements and support forms and documents can be provided here. E. Detailed alternative analysis. If the appropriate official finds that, despite the adoption of appropriate mitigation measures, the proposal should have a significant negative impact on the level of services or on other aspects of the transportation system, the appropriate official makes an important finding. When it comes to traffic only, the applicant prepares a limited dimension of the IDS for traffic. If there are other significant likely adverse effects on the environment, the EIS is denied accordingly. 2.

If the need to improve the transportation system to mitigate the impact of a project by the horizon year was necessary, regardless of the proposed project, but the project will increase traffic and increase the need for improvement, now or in the future, and: After the adoption of updates of the transportation element of the City of Everett`s overall plan, a study can be carried out , to reassess the City of Everett traffic reduction fee. If it is determined that an update is appropriate, the initial charge for traffic reduction is changed and the base year for calculating inflation is the year the charge is introduced. (3387-14 No 10, 2014) C. Proposed projects for which no traffic analysis is carried out are in accordance with the provisions of Section 18.40.110. (3387-14 No 5, 2014) C. The prohibition of non-duplication prevents the city from paying more than once by an applicant for traffic improvement in order to cope with the same environmental impacts. This is not a dual requirement for an applicant to pay a fee for system improvements and to pay or install improvements in urban transport, provided that these different mitigation obligations do not relate to the same specific environmental impacts that result from the project. C. The applicant pays a fee for improvements to the transportation system in accordance with Section 18.40.100 (D) for each peak-p-time journey that the project will establish, as defined in the latest edition of the ITE Trip Generation manual or as approved by the urban transportation engineer. Any payment agreement in accordance with the provisions of this section must be taken in such a form as defined in section 18.40.130.

D. The distribution and distribution of travel. Traffic analysis assigns and distributes the peak hours of the proposed project up to the minimum threshold of 50 new peak routes. Unless otherwise stated by the urban transport engineer, travel production rates must correspond to the latest edition of the Trip Generation manual of the Institute of Transportation Engineers (ITE). If the proposed effects are not primarily motor vehicles (for example. B trucks, trailers, rail, air or river transport), the analysis must determine the type of transport and the distribution of the mode of transport in the analysis of production and distribution. The distribution of management is defined in consultation with the urban transport engineer. In the case of large projects or in areas where development activity is significant, the urban transport engineer may require that the allocation of management and the allocation of travel be carried out using a computer model. “Peak hours” refers to the total number of round trips during the peak pm period (commonly referred to as “peak time”), as defined by the urban transportation engineer.

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