HomeMy WebLinkAboutSEPA EPIC-35-87 - NEW LINK - SOUTHCENTER PARKWAY AND ANDOVER PARK WEST ARTERIAL (SOUTH 168TH STREET)NEW LINK
ARTERIAL BETWEEN
SOUTHCENTER PARKWAY
& ANDOVER PARK WEST
S0. 168T" STREET
EPIC -35 -87
City of Tukwila
6200 Southcenter Boulevard
Tukwila Washington 98188
(206) 433 -1800
Gary L. VanDusen, Mayor
MEMORANDUM
TO: All ,I��sted Parties
M:
FRO. /��/ Beeler, SEPA Responsible Official
DATE. une 3, 1987
SUBJECT: SOUTH 168TH STREET DRAFT
ENVIRONMENTAL IMPACT STATEMENT (DEIS)
This DEIS was prepared pursuant to Chapter 197 -11, Washington Administra-
tive Code, and is herewith being distributed for public review and comment.
The key issues are wetlands, traffic circulation, and land use parking
impacts. Alternatives to the proposal range from no action and a continued
deterioration of traffic circulation characteristics (Figures 23 and 24) to
a four -lane alternative with maximum loss of 2.8 acres of wetland and land
use impacts (Table 1).
The engineering basis for this DEIS is provided in a separate document
entitled "South 168th Street - Design Report ", on file at the City of
Tukwila Public Works Department. This DEIS includes the relevant informa-
tion from that report.
Written comments on this DEIS are due by July 3, 1987.
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DRAFT
ENVIRONMENTAL IMPACT STATEMENT
FOR
SOUTH 168TH STREET
City of Tukwila
Department of Public Works
King County, Washington
Prepared pursuant to
The State Environmental Policy Act of 1971
Revised Code of Washington 43.21c
and
SEPA Rules, Effective April 4, 1984
Chapter 197 -11, Washington Administrative Code
Date of Issue:
Date Comments Due:
and
City of Tukwila Ordinance #1331
As amended by Ordinance #1344
June 3, 1987
July 3, 1987
Responsible Official
Project Title
Proposed Action
Project Location
Action Sponsor
Implementation Date
Lead Agency
Contact Person
Responsible Official
Licenses and Permits
Required
FACT SHEET
South 168th_Street
Construction of a new link arterial is
proposed between Southcenter Parkway and
Andover Park West in the Commercial Industrial.
District of the City of Tukwila. A three lane
roadway, two four lane roadways and a
no- action alternative are reviewed.
The proposed roadway is located in the north
half of Section 26, Township 23, Range 4, City
of Tukwila. It is generally bordered by what
is commonly called Tukwila Pond to the north,
Andover Park West to the east, Southcenter
Parkway to the west, and a Union Pacific
Railway spur to the south.
City of Tukwila
Department of Public. Works
6200 Southcenter Boulevard
Tukwila, Washington 98188
Spring, 1988
City of Tukwila
Mr. Nernon M. Umetsu, Associate Planner
Department of Planning
City of Tukwila
6200 Southcenter Boulevard
Tukwila, Washington 98188
Mr. L. Rick Reeler
Planning Director
City of Tukwila
Washington State Department of Game
• Hydraulic Project Approval (HPA)
City of Tukwila, Department of Public Works
• Street Use Permit
• Hauling Permit
City of Tukwila, Building Department
• Grading Permit
Union Pacific Railroad
• Driveway Crossing of Railroad Plain Lead
Track
Principal Contrihutors
Date of Issue
of Draft EIS
Date Comments Due
Mail Comments to
Location of Background
Material
Puget Sound Power and Light
• Revised Easements
U.S. Army Corps of Engineers
• Section 404 Permit
EIS and Design Report Authors
Entranco Engineers, Inc.
Lake Washington Park Building
5808 Lake Washington Boulevard
Kirkland, Washington 98033
Biological Consultant
Independent Ecological Services
1514 Muirhead
Olympia, Washington 98502
June 3, 1987
July 3, 1987
Mr. Vernon M. Umetsu, Associate Planner
City of Tukwila
6200 Southcenter Boulevard
Tukwila, Washington 98188
City Hall
City of Tukwila
6200 Southcenter Boulevard
Tukwila, Washington 98188
(206) 433 -1858
Tukwila Library
14475 - 59th Avenue South
Tukwila, Washington 98188
(206) 244 -5140
Entranco Engineers, Inc.
Lake Washington Park Building
5808 Lake Washington Boulevard N.E.
Kirkland, Washington 98033
(206) 827 -1300
Cost of Draft EIS $10.00
ii
TABLE30F CONTENTS
Page
FACT SHEET
LIST OF FIGURES iv
LIST OF TABLES vi
I. SUMMARY
Purpose and Brief Description of Action 1
Description of Alternatives 3
Major Environmental Impacts and Mitigating Measures . . 4
Special Issues of Concern 4
II. ALTERNATIVES INCLUDING THE PROPOSED ACTION
Purpose and Need for Action 9
Project Site and Environmental Considerations 10
Alternatives 12
III. AFFECTED ENVIRONMENT, SIGNIFICANT IMPACTS, AND MITIGATION
MEASURES
Natural Environment
Earth 29
Air 33
Water 37
Plants and Animals 40
Built Environment
Noise 57
Land Use 61
Transportation 76
Aesthetics 92
Utilities 96
REFERENCES 101
DISTRIBUTION LIST 103
APPENDICES
A. Scoping Comments
B. Biological Evaluation of Tukwila Pond
C. City of Tukwila Condemnation Procedures
iii
LIST OF FIGURES
Figure Page
1 Vicinity Map 2
2 Project Area 5
3 Typical Roadway Sections 15
4 Alternative A Alignment 16
5 Alternative A Plan - Station 5 +00 to 15 +00 17
6 Alternative A Plan - Station 15 +00 to 25 +02 18
7 Alternative B Alignment 19
8 Alternative B Plan - Station 5 +00 to 15 +00 20
9 Alternative B Plan - Station 15 +00 to 25 +02 21
10 Alternative C Alignment 22
11 Alternative C Plan - Station 5 +00 to 15 +00 23
12 Alternative C Plan - Station 15 +00 to 25 +02 24
13 Alternative fl Alignment 25
14 Alternative D Plan - Station 5 +00 to 15 +00 26
15 Alternative D Plan - Station 15 +00 to 25 +02 2.7
16 Soils Profile 31
17 Project Site and Vicinity Drainage 38
18 Tukwila Pond Habitat 43
19 Roadway and Landscape Proposal for Wetland Mitigation . 55
20 City of Tukwila Zoning 63
21 Existing Traffic Conditions 79
22 Existing Transit Service 83
23 1990 Traffic Conditions Without Project 87
iv
LIST OF FIGURES
(Continued)
Figure Page
24 1990 Traffic Conditions With Project 88
25 Projected Volumes on South 168th Street 91
26 View from Service Drive Off Southcenter Parkway,
Looking East 93
27 View from Railroad Tracks South of Tukwila Pond,
Looking West 94
28 View from Access Point of Proposed South 168th Street
on Andover Park West, Looking South 94
29 Typical Landscape Section 97
v
LIST OF TABLES
Table. Page
1 Impact Summary of South 168th Street Project 7
2 Sound Levels and Human Response 58
3 U.S. Environmental Protection Agency Noise Impact
Guidelines 59
4 Setback and Landscape Area Requirements 64
5 Approximate Right -of -Way Requirements 70
6 Building Setbacks Under Each Action Alternative 71
7 Parking Space Impacts 73
8 Maximum Impact to Development Potential Resulting
From Parking Loss 75
9 Existing Roadway Characteristics 77
10 Relevant Projects in City of Tukwila's Six -Year
1985 -1990 Transportation Improvement Program 78
11 Level of Service and Average Vehicle Delay Time for
Intersections of Strander Boulevard with Southcenter
Parkway and Andover Park West 81
12 Accident Data Summary 82
vi
SECTION I
SUMMARY
SUMMARY
PURPOSE AND BRIEF DESCRIPTION OF ACTION
The portion of Tukwila, Washington hounded by I -405 , I -5,- the Green
River and South 180th Street (Figure 1) is a mix of commercial and
industrial developments, including Southcenter-.Mall and numerous smaller
shopping centers, office complexes and warehouses. This area is known as
Tukwila's "central business district" (CBD). The existing street system
has formed a "superblock ", bordered by Southcenter Parkway, Strander
Boulevard, Andover Park West, and South 180th Street. The east -west
running Strander Boulevard and South 180th Street are the only links
between Southcenter Parkway and Andover Park West for a distance of one
mile. The interstate freeway system and Green River provide physical
barriers which also concentrate traffic on the "superblock" streets.
The City of Tukwila has investigated means of relieving congestion on
both Strander Boulevard and South 180th Street, and at all four
intersections. Two of the intersections currently operate at an acceptable
level of service for urban areas (LOS A -D, Figure 21). These included
Southcenter Parkway /South 180th and Andover Park West /South 180th. In
contrast, the intersections of Southcenter Parkway /Strander Boulevard and
Andover Park West /Strander Boulevard operate below acceptable levels during
noon peak hour traffic (LOS E and F, respectively).
Existing or projected 1990 volumes without the project show a level of
service of E or F at the following intersections: Southcenter Parkway/
Strander Boulevard, Southcenter Parkway /South 180th, and Andover Park
West /Strander Boulevard (Figures 21 and 23). Level of service F is
characterized by extreme congestion and long delays.
The superblock configuration also hinders east -west travel, and there-
fore access to businesses and services both within and outside the block.
The City of Tukwila's Six -Year Transportation Improvement Program for
1987 -1992 includes two east -west cross streets through the superblock on
its prioritized list of improvements:
• No. 1 is the proposed extension of Minkler Boulevard approximately
halfway down the superblock. An Environmental Impact Statement
(City of Tukwila, 1986) has been prepared for this project and the
review process completed.
1
'.4
Or -,
SNOHOUISH COUNTY 1
KING COUNTY
RENTON
PROJECT SITE
TUKWILA
•KENT
• AUBURN
Key Plan
•
:TUKWILA
*CITY
'11MITS
I O
•
•
.e
CITY OF TUKWILA, WASHINGTON
ENTRANCO ENGINEERS, INC.
NORTH
SCALE: 1" =.1600'
Figure 1
VICINITY MAP
2
• No. 9 is South 168th Street, a proposed new link arterial, and the
subject of this Environmental Impact Statement.
The proposed 168th Street is a 2,000 -foot collector arterial joining
Southcenter Parkway and Andover Park West at T- intersections. The purpose
of the proposed new roadway is to:
• Reduce existing and projected traffic congestion on Strander
Boulevard.
• Provide circulation improvements within the superblock and travel
path flexibility for traffic associated with the commercial and
office developments within or adjacent to the superblock.
• Improve access of emergency vehicles to commercial and office
developments within or adjacent to the superblock..
It will include a storm drainage system, water line, street lighting,
sidewalks and signals at each intersection. Total project cost is estimated
at $3.1 million.
DESCRIPTION OF ALTERNATIVES
The new roadway will have a 61- foot.right -of- way -for roadway, sidewalk,
and landscaping, plus utility and fill slope easements. Its general
alignment (Figure 2) is currently occupied on the north by-the Parkway
Square Shopping Center service drive /fire lane /1"andscape buffer on the west
third and by Tukwila 'Pond and its associated wetlands on the east
two - thirds. The western two - thirds of the south side of the alignment is
the trick loading /customer pickup area for the Bon Warehouse, the warehouse
itself and two railway spur lines. The eastern third of the south side is
occupied by the railroad main lead track, a power trench and employee
parking for Boeing Computer Service.
Four action alternatives were evaluated in the Preliminary Design
Report for the project (Entranco Engineers, 1986). A typical roadway
section and the four alignments are graphically portrayed in Figures 3
through 15 and described in more detail in Section II of this document.
3
Alternative A is a 48 -foot, 4 -lane roadway with a 6 -foot sidewalk on
the south side. The Parkway Square service drive will be relocated closer
to the building to provide room for the roadway. East of Parkway Square,
the alignment shifts 43 feet to the north to minimize impacts to the. Bon
Warehouse, railroad tracks and power trench.
Alternative B is a 40 -foot, 3 -lane roadway (one lane in each direction
and a center left -turn lane). All other features are the same as
Alternative A, except that its narrower width means it shifts 36 feet to
the north.
Alternative C is a 48 -foot, 4 -lane roadway with a 6 -foot sidewalk on
the south side. Its west end begins further north than Alternatives A and
B, thus eliminating the service drive. The shift northward is then only
27.5 feet, hut cuts through the Tukwila Pond area in the same place as
Alternatives A and B.
Alternative D is a 48 -foot, 4 -lane roadway with 6 -foot sidewalks on
both sides. It is a straight alignment centered about the property lines,
beginning at the same point as Alternatives A and B on the west end, hut
not jogging north into the pond area.
Alternative E is the no- action alternative.
MAJOR ENVIRONMENTAL IMPACTS AND MITIGATING MEASURES
All four action alternatives will achieve the necessary improvements in
traffic circulation, safety and property access. Impacts to the natural
environment are relatively the same for all action alternatives, except as
related to the Tukwila Pond and wetlands with its associated plant and
animal life. Impacts to the built environment are similar for all
alternatives with the exception of truck parking.
Impacts for all five alternatives are summarized in Table 1.
SPECIAL ISSUES OF CONCERN
This draft environmental impact statement describes existing conditions
and project alternatives. It evaluates environmental impacts for the
following environmental elements:
4
TABLE 1
Impact Summary of. South 168th. Street Project
ELEMENT OF
ENVIRONMENT
ATERNATIVE A ALTERNATIVE 8
ALTERNATIVE C
ALTERNATIVE D
NO- ACTION
ALTERNATIVE E
EARTH
• Filling Pond
• Erosion
• Stability
• 0.5 acre of pond would be filled. ▪ • 0.22 acres of pond
• Smaller pond completely filled. - would be filled;
• Smaller pond retained.
• Some impact during construction; could be controlled.
• Slight settlement of electric vault and Bon Warehouse predicted
• No Impact
• No Impact
• No Impact
• No Impact
AIR QUALITY
• Short-term
• Long -term
• Temporary reduction in quality due to construction activities: dust, equipment, emissions,
reduced traffic flow.
• Degraded along new street corridor from addition of traffic; impacts on surrounding streets
lessened as traffic diverted to new street.
• No Impact
• Degraded quality in
surrounding street
areas.
WATER
• Short-term
• Long -term
• Temporary possibility of pollution and increased turbidity during construction activities. • No Impact
• Increased impervious area and therefore stormwater runoff. Slight increase in stormwater flows • No Impact
to P -17 drainage system.
• Some pollutants added to runoff from road surface; diverted away from pond to P -17 system.
PLANTS AND ANIMALS
• Short-term •
• Long -term •
•
•
Noise during construction activity, possible increased sediment in pond.
Loss of 2.8 acres of habitat and food sources (open water, wetlands, trees
and shrubs) for organisms, loss of natural buffer between pond and
commercial areas.
Added noise, light glare, human activity and refuse.
Some species of animals especially waterfowl, may leave, causing
competition elsewhere.
- • No Impact
• Smaller area of pond• No Impact
impacted.
• Small pond and nesting
habitat in southeast
corner retained.
NOISE
• Short-term
-• Long -term
• Operation of equipment during construction may increase noise 10-20 dBA.
• Impacts to area from 6,500 to 11,000 vehicles on new road (redistributed from roads in area).
• New road may facilitate new development, resulting in increased noise.
• No Impact
• No Impact
• No Impact
LAND USE
• Zoning and
Land Use Policy
• Right -Of -Way
Acquisition
Total Property 120,000 sq.ft.
• Loss of valued wetland habitat. - • Loss would be some- • No Impact
what less.
114,000 sq.ft.
Percent of Total
Tukwila Pond 62% 65%
Bon Warehouse 23% 19%
Parkway Square 12% 13%
TCW 3% 3% 3% 16%
• Easements • Revisions required for Puget Sound Power and Light Power Trench and Union Pacific Railroad.
• Setbacks • Parkway Square and TCW properties would become approved non -conforming land uses.
• The Bon Warehouse
would become ap-
proved non -con-
forming land uses.
• Would need to be
moved into TCW park-
ing lot.
• Parkway loses 3 sp's.
and service drive.
• Shorten 23 Bon
truck spaces.
• TCW loses 6 spaces.
118,000 sq.ft. 120,000 sq.ft .
62%
18%
17%
34%
34%
16%
• Railroad
Relocation
• Parking
• No Impact
• TCW, Bon, Parkway
spaces respectively.
• Shorten 7 Bon
truck spaces.
• No Impact
• No Impact
would lose 0,12,14 • Parkway loses 14sp's.
• and service drive.
• Shorten 15 Bon
truck spaces. truck spaces.
• Shorten 5 Bon
• No Impact
• No Impact
• No Impact
• No Impact
• No Impact
TRANSPORTATION
• Short-term
• Traffic
• Railroad
• During construction, traffic patterns may be slowed by construction equipment.
• Improved LOS at Southcenter Parkway /Strander Boulevard. Decreased LOS at Andover
Park West/Strander Boulevard
• Improved circulation and traffic patterns in "Superblock ", travel path choices and emergency
vehicle response.
• 23% reduction in traffic on Strander Boulevard. Reduced accidents.
• No Impact • No Impact • No Impact
• Would be relocated.
• Limit hours for train
movement.
• No Impact
• Poorer LOS and
circulation in "Super-
block."
• No Impact
• No Impact
AESTHETICS -
• Negative impact of natural vegetation removal and partial filling .. • No Impact
encroachment" of Tukwila Pond during construction.
UTILITIES
• Relocation and adjustment of all utilities. - • No Impact
• Relocate 600 feet of power trench. - • Relocateentirepower • No Impact
trench.
• Increased storm drainage from impervious surface runoff. ► • No Impact
• Added water main, fire hydrants and street lights • No Impact.
7
3-7:168.M4
Earth
Air
Water
Plants and Animals
Noise
Land Use
Transportation
Aesthetics
Utilities
These elements were selected for analysis based on written responses
obtained from distribution of a determination of significance and scoping
notice (EPIC- 294 -75) issued by the City of Tukwila in November 1985.
Scoping comments are shown in Appendix A.
The reader is directed to two particular sections which discuss impacts
to: (1) wildlife and their habitat located on the Tukwila Pond property
(see page 4f1, the Plants and Animals section of the EIS, and Appendix B),
and (2) adjacent developed properties (see page 56 in the Land Use
Section). For the proposed road project, there are environmental tradeoffs
to these uses.
8
SECTION II
ALTERNATIVES INCLUDING THE PROPOSED ACTION
II
ALTERNATIVES INCLUDING,THE PROPOSED ACTION
PURPOSE AND NEED FOR ACTION
The City of Tukwila is proposing to add a new east -west link arterial
to the existing roadway network. The new arterial, South 168th Street,
will join Southcenter Parkway and Andover Park West in the central business
district (CBD) of Tukwila, between existing commercial property to the
south,' and Tukwila Pond and additional commercial property to the north.
At present there are no east -west cross streets in the superblock; a
planned extension of Minkler Boulevard is to the,south of and parallels the
proposed South 168th Street (a final environmental impact statement was
completed for this project in 1986).
The Tukwila City Council has adopted a six year Transportation
Improvement Program for the time period 1985 to 1990 which includes a
prioritized list of proposed roadway improvements. Minkler Boulevard is
listed as priority number 1 on that list, and South 168th Street as
priority number 9. The total project cost of South 168th Street is
estimated to be approximately $3.1 million.
The fundamental needs that will be met by constructing South 168th
Street include:
• Elimination of circuitous travel movements currently experienced in
the area of the "Superblock ".
• A reduction in the traffic volumes on Strander Boulevard.
• A reduction in excess travel time in the area.
• Alternative access to commercial properties in the area.
• Improvement to emergency vehicle response times.
• Provision of viable travel path options for avoidance of potential
congested areas.
9
Traffic prohlems which currently exist in the "Superblock" area include
lengthy queues occurring during the noon and p.m. peak hours at the turn
lanes approaching the intersections of Strander Boulevard /Andover Park
West, Strander Boulevard /Southcenter Parkway and South 180th
Street /Southcenter Parkway.
PROJECT SITE AND ENVIRONMENTAL CONSIDERATIONS
The proposed South 168th Street alignment intersects an area of hoth
heavy commercial use and wildlife habitat (Figure 2). Parkway Square
Shopping Center, fronting Southcenter Parkway, runs 700 feet along the
north side of the proposed South 168th alignment. A 30 -foot easement for a
future roadway occupies the south boundary of the Parkway Square property
and is currently used as a service driveway /fire lane along the hack of the
stores, and as a landscape huffer.
An undeveloped property known as "Tukwila Pond" occupies the remainder
of the north side of the South 168th alignment, abutting Parkway Square on
the west and Andover Park West to the east. The Tukwila Pond site
comprises a shallow pond (19.5 acres) and associated wetlands. The U.S.
Army Corps of Engineers has determined the pond to be a wetland.
Several developments have heen proposed for the property, the most
recent being a planned commercial development. The City has recently
entered into discussions with another developer concerning the Tukwila Pond
property. At the time of publishing this document, no development permit
application had been submitted.
The western 1,350 feet on the south side of the proposed roadway
alignment is occupied by the Ron Marche Warehouse. The warehouse acts as a
regional distribution center for Bon stores. A Bon retail warehouse
furniture store is also housed in a small portion of the building. The
western portion of the Bon site is an employee and customer parking lot.
On the north side of the huilding, a paved driveway and truck dock doors
for customer pickup from the furniture store occupy the western 120 feet.
Immediately to the east, the truck loading area for the regional
distribution center is made up. of 23 dock doors, occupying 280 feet of
huilding frontage. There is approximately 100 feet of paved apron space
between the dock doors and the northern property line, which is used as .
parking area and for maneuvering tractor trailers in and out of the docking
facilities. The eastern portion of the Bon building is 60 feet from the
property line and adjoins two railway spur lines used for bringing
10
merchandise to the warehouse. The. rail lines form a single main lead track
at the eastern property line. There is a driveway used for truck access
from the south and east located parallel and to the north of the railroad
tracks.
The balance of the commercial property on the south side of the
proposed roadway alignment is owned by TCW Realty Advisors and is currently
used by Boeing Computer Services. The railroad main lead track and Puget
Sound Power and Light's (PSPL) utility trench occupy the northern 40 feet
of this property. The utility trench runs from Andover Park West, across
the northern part of the Bon and TCW properties, to Southcenter Parkway.
The power cables cross under Southcenter Parkway in conduit and enter a
PSPL substation. Employee parking occupies that portion of the TCW site
immediately south of the power trench and railroad lines.
There are a number of environmental constraints and concerns related to
constructing and operating the proposed arterial, including right -of -way
alignment adjacent to neighboring commercial properties, power utilities,
railroad facilities and the wetland habitat on the south perimeter of
Tukwila Pond. Owners of these properties (shown in Figure 2) have raised
the following issues that may he mitigated in whole or in part by the
project design.
Parkway Square Shopping Center
• Potential loss of the service driveway on the south side of the
property.
Potential limitation of tenant and customer access to the south side
of the property due to setback requirements.
• Potential design problems for the roadway as well as building
foundation and access problems due to the difference in elevation
between the building and the proposed street.
Potential traffic access and associated safety problems when
entering the shopping center from Southcenter Parkway.
• Potential impaired views of commercial signs.
• Potential economic impact of the roadway development on the property
owner, and potential economic impact to the shopping center during
construction.
11
The Bon Warehouse and Distribution Facility
• Potential interference with receiving dock operations on the north
side of the building.
• Potential economic impact to property owner if receiving dock
operations have to be shifted from north side of building to
accommodate proposed roadway.
• Potential blockage of the arterial during docking operations and
associated traffic safety problems.
TCW Realty Advisors
• Potential impacts from relocation of railroad tracks onto their
property.
• Possible costs to property owners for roadway construction and
right -of -way acquisition.
• Possible economic impact of costs to property owners for railroad
and utility relocation.
Tukwila Pond Property
• Possibility of unsuitable soil conditions for supporting the new
road.
• Impacts to the wetland /pond habitats and the organisms they support.
• Potential economic impact to property owner through right -of -way
take of developable land.
ALTERNATIVES
Similar Features for All Alternatives
South 168th Street will be an approximately 2,000 -foot long arterial
which will join Southcenter Parkway and Andover Park West at
T- intersections. Traffic signals at each intersection and street lighting
along the length of the new roadway are included. A 12 -inch water main
along the roadway has been proposed by the City of Tukwila Comprehensive
12
Water Plan. Catch basins and a storm drain system are recommended along
the length of the roadway, joining to existing systems at Southcenter
Parkway and Andover Park West. A minimum'of 61 feet of right -of -way will
be required for all alternatives. There will also he a 10 -foot utility
easement along the north side of the street for fire hydrants and street
lights placed behind the sidewalk. Typical roadway sections (Figure 3)
show these features. In addition, easements for slope cut and fill will be
needed in some places. These slope easements are important in evaluating
impacts to Tukwila Pond and are shown for alternatives in Figures 4, 7, 10
and 13.
Four alternative roadway alignments (Alternatives A, R, C and D) have
been evaluated for the South 168th Street project. Figures 4 through 15
show an aerial and two plan views of each alignment, beginning on page 16.
All alternatives will achieve the necessary improvements in traffic
circulation, safety, and property access discussed under Purpose and Need
for Action. In addition, the no- action alternative (E) was examined.
Alternatives A, B and C (Figures 4 through 12) are similar in general
alignment, shifting to the northeast at the east end of Parkway Square
(into the Tukwila Pond property). These alternatives all encroach on the
south edge of Tukwila Pond habitat to avoid the Bon receiving dock.
Alternative 0 (Figures 13 through 15) maintains a straight alignment, and
although it encroaches on pond habitat, it affects it the least of the four
action alternatives. Alternatives A, C and D are four lanes; Alternative B
is three lanes. Alternatives A and B maintain a service drive to the south
of Parkway Square Shopping Center; Alternatives C and 0 do not.
Alternative A
Alternative A is proposed to be a 48 -foot, four lane roadway with a
6 -foot sidewalk on the south side of the street (Figures 4 through 6). The
north edge of the roadway will he 34 feet south of the Parkway Square
building and allows for a 20 -foot service drive along the south side of the
building. The service drive would be 5 feet closer to the building than at
present, with only 5 feet clearance from the building. Access to the drive
will he from South 168th, rather than from the east parking lot, as is
presently the case. The drive will he separated from South 168th by a 3-
to 4 -foot high retaining wall and a 5 -foot landscape buffer between the
wall and the curb. East of the Parkway Square building, the roadway
alignment will shift 43 feet to the north, and continue east to Andover
Park West. The hack edge of the sidewalk for this alignment will be 4.5
feet south of the TCW Realty Advisors property line and adjacent to the
truck apron.
13
Alternative B
Alternative B (Figures 7 through 9) is proposed to be a 40 -foot, three
lane roadway with a 6 -foot sidewalk on the south side of the street. This
alternative will provide for one lane in each direction and a center left
turn lane. The 40 -foot width is recommended to accommodate the large
amount of truck traffic in the area. The alignment for this alternative
closely resembles that of Alternative A, except that the alignment shifts
only 36 feet to the north at the east side of Parkway Square instead of the
43 feet required for Alternative A.
Alternative C
Alternative C (Figures 10 through 12) is proposed to he a 48 -foot
4 -lane roadway with a 6 -foot sidewalk on the south side of the street. The
north edge of the roadway will be 18 feet south of the Parkway Square
building and will not provide for a service driveway. Ramps will be
constructed from the street level to a sidewalk adjacent to the building
and will provide access to the service doors on the south side. The street
will be approximately 4 to 5 feet lower than the building. The roadway
alignment will shift only 27.5 feet north from the east end of the building
and continue to Andover Park West.
Alternative D
Alternative D (Figures 13 through 15) is proposed to be a 48 -foot
4 -lane roadway with 6 -foot sidewalks on both sides of the street. The
north edge of the roadway will be 6.5 feet south of the Parkway Square
building and, like Alternative C, will not provide for a service driveway.
The alignment will be centered about the current property lines and will be
a straight alignment between Southcenter Parkway and Andover Park West.
Alternative E
Alternative E is the no- action alternative.
14
434
BOEING COMPUTER SERVICE
1177-7i • -71
LEGEND:
111■1, .11■1• ./1111111, ■•••••
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CORRIDOR BOUNDARY
ENTRANCO ENGINEERS. INC.
4AP'7',,IttiETSP*P
CITY OF TUKWILA, WASHINGTON
Figure 2
SOUTH 168TH STREET
Project Area
NORTH
SCALE: 1" = no.
5
61'
ROADWAY
24' + 24'
2°
2 °/
6'
aiL
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ASPHALT CONCRETE
SIDEWALK
CRUSHED SURFACING
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•
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, 61'
7
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TUKWILA
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KEY PLAN
N.T.S.
J
ENTRANCO ENGINEERS. INC.
CITY OF TUKWILA. WASHINGTON
SOUTH 168TH STREET
Typical Roadway
Sections
Figure 3
15
ENTRANCO ENGINEERS, INC.
CITY Of TUKWILA, WASHINGTON
SOUTH 168TH STREET
NORTH
SCALE: 1" = 220
Figure 4
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Alignment
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11
ENTRANCO ENGINEERS. INC.
NORTH
SCALE: 1" = 220'
CITY OF TUKWILA, WASHINGTON
SOUTH 168TH STREET
LEGEND:
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SOUTH 168TH STREET
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Figure 9
21
EXISTING PROPERTY LINE
PROPOSED CURB a GUTTER
PROPOSED TOE OF SLOPE
ENTRANCO ENGINEERS; INC.
CITY OF TUKWILA, WASHINGTON
SOU ?H ],60 ?H S IEIE
NORTH
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Ailt initf v C
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23
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SOUTH 168TH STREET
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Figure 12
24
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BOEING COMPUTER SERVICE
ENTRANCO ENGINEERS, INC.
NORTH
SCALE: 1" = 220'
CITY OF TUKWILA, WASHINGTON
SOUTH 168TH STREET
4,
LEGEND:
EXISTING PROPERTY LINE
PROPOSED CURB a GUTTER
1 1 1 1 1 I 1 1 RELOCATED RAILWAY
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Figure 13
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SOUTH 168TH STREET
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Figure 14
26
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11
CITY OF TUKWILA, WASHINGTON
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Alternative D
Plan
Sta. 15 +00 to Sta. 25 +02
Figure 15
27
SECTION III
AFFECTED ENVIRONMENT, SIGNIFICANT IMPACTS,
AND MITIGATION MEASURES
III
AFFECTED ENVIRONMENT, SIGNIFICANT IMPACTS,
AND MITIGATION MEASURES
The following discussion addresses existing conditions, environmental
impacts, mitigating measures and unavoidable adverse impacts for each
environmental element. For clarity, "project .site" impacts refer to the
area to he directly affected by the roadway. The project site is defined
as an area about 2,000 feet long by approximately 90 feet wide. The
"project site" is distinguished from the "project area" (Figure 2), which
also represents adjacent land and water areas.
NATURAL ENVIRONMENT
EARTH
Existing Conditions
The proposed project is located in the Green River floodplain and is
generally flat. Elevations vary approximately 10 feet over the project
site with the highest elevations occurring to the west adjacent to the
Parkway Square building., and the lowest areas occurring along the shoreline
of Tukwila Pond.
Surface soils on the project site are fill material, including sand and
gravel, along the western half of the property (Figure 16). The naturally
occurring soils underlying the fill and on the surface of the eastern half
of the alignment are alluvial sands and silts, including two thick layers
(40 to 50 feet) of compressible silt. The present soil conditions on the
project site are stable and generally not erosion prone due to existing
vegetation. At present, the proposed roadway alignment is made up of
approximately 10 to 20 percent impervious surface, which reduces the
potential for rainfall to soak into the ground and creates surface runoff
from the site.
29
Environmental Impacts
During construction of the new roadway, approximately 8,000 cubic yards
of existing surface soils would he removed off site and replaced with
select fill. Fill will be placed on the Tukwila Pond portion of the site
to a maximum final depth of 11 feet (after settlement) with side slopes in
the proportion of 2:1 horizontal to vertical in order to raise the existing
ground level to the elevation of the roadway. Grading of other portions of
the site will occur to match roadway elevations.
Under Alternatives A, B, and C, approximately 17,000 square feet of the
main area of Tukwila Pond, and 3,600 square feet of the eastern pond, will
be filled. The fill will displace approximately 0.50 acres of pond, with a
portion of the fill being placed below the water level. Alternative D will
require 9,500 square feet of the main pond and 35 square feet of the
eastern pond to be filled, for a total loss of 0.22 acres of pond.
Removal of vegetation and topsoil for construction of the roadway will
temporarily increase erosion potential. During construction, runoff from
exposed soils may contain a significant sediment load. After construction,
over 90 percent of the project site surface would be impervious. Runoff
would not cause on -site erosion due to containment in a drainage system
which would tie into adjacent street drainage and not discharge to Tukwila
Pond.
The proposed roadway embankment is expected to settle more than 2 feet
over the course of a year, with 60 to 70 percent of the settlement
occurring within three months of fill placement. Existing utilities such
as the concrete electric vault, and structures such as the Bon Warehouse,
may also settle; approximately 3 inches of settlement is anticipated for
the vault and 1.5 inches or less for the Bon Warehouse.
Alternative E, no action, would continue existing earth conditions; no
impacts would occur.
Mitigating Measures
The amount of wetland fill /encroachment could be minimized by the
following measures:
• Selection of Alternative 0, realizing the coincident land use and
utilities impacts, and higher project costs.
30
40
20
-60
a
a
W
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0
W
1`
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WEST EDGE
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W
VERY LOOSE TO MEDIUM
DENSE, GRAVELLY VERY SILTY w
SAND TO SANDY GRAVEL (FILL)
EAST EDGE
-100 --
5+00
4
LOOSE TO MEDIUM DENSE, SLIGHTLY
SILTY TO SILTY, FINE SAND
9
9
41
N
= 0
W
1-
0 4
PROPOSED ROADWAY
GRADE
0
Z
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as
EXISTING GROUND LINE
LOOSE, SILTY, FINE SAND AND
VERY SOFT SANDY SILT
SOFT TO MEDIUM STIFF
SILT WITH ORGANICS
1 —
MEDIUM DENSE TO DENSE,
FINE TO MEDIUM SAND
LOOSE FINE TO MEDIUM SAND
WITH SILT INTERBEDS
SOFT TO MEDIUM STIFF,
CLAYEY SILT
FINE SAND
9_.__�-
MEDIUM DENSE TO DENSE,
FINE TO MEDIUM SAND
•
•
10 +00
NOTES: I. STRATUM LINES ARE BASED UPON INTERPOLATION BETWEEN EXPLORATIONS
AND MAY NOT REPRESENT ACTUAL SUBSURFACE CONDITIONS.
2.2 DESIGNATES EXISTING GROUND WATER LEVEL AT TIME OF DRILLING.
15+00
STATIONING ALONG S.I68TH
STREET ALIGNMENT
20 +00
9
25 +00
HART - CROWSER & associates inc., FEB. 1886
ENTRANCO ENGINEERS, INC.
CITY OF TUKWILA, WASHINGTON
SOUTH 168TH STREET
Soils Profile
Figure 16
31
• Use of a retaining wall on the north side of the roadway in Iieu of
a fill slope. This would also increase project costs.
Elimination of about 6 feet of right -of -way from the north side of
the road for future sidewalk installation. This would conflict with
the City of Tukwila sidewalk policy.
A compact select fill will be placed under the entire roadway with
pavement overlaid. A minimum of 2 feet of fill, 5 inches of coarse crushed
rock, 2 inches of finer crushed rock and 4 inches of asphalt concrete could
be used, which conforms to pavement design procedures specified by the
Washington State Department of Transportation.
Erosion control during construction may include dry weather
construction and temporary mulching and seeding of cleared and filled
areas. An in -pond geotextile fabric harrier or other appropriate device
will be installed to minimize pond turbidity during clearing and filling.
This would also serve as a visible limit for placement of fill. Permanent
landscaping of the roadway boundaries following construction would reduce
erosion potential.
Unavoidable Adverse Impacts
Some erosion and loss of sediment from the site could occur during
vegetation clearing, laying of geotextile fabric, placement of fill, and
roadway construction.
There may be some slight settling of existing structures such as the
electrical vault and the Bon Warehouse.
Under Alternatives A, B, and C, approximately half an acre of Tukwila
Pond will be filled. Alternative D provides for filling less than a
quarter acre of the pond.
AIR
Existing Conditions
Total suspended particulates (TSP) are released by automobile and truck
traffic, industrial output, and from other sources and are composed largely
of particles of dust, soot, organic matter and mixtures of sulphur,
33
nitrogen and metals. Carbon monoxide is produced by motor vehicles and is
generally used as an indicator of the extent of the air quality impact from
traffic. During construction of the road, the generation of dust is a
typical impact.
Although the Washington State Department of Ecology and the Puget Sound
Air Pollution Control Agency (PSAPCA) maintain a network of instrumented
air quality monitoring stations, there are no agency- operated monitoring
stations in the project vicinity. Nonetheless, some general statements can
he made based on the regional data.
Total suspended particulates are measured by the PSAPCA at three
stations in the area: 200 South 2nd Street (Renton), 12026 - 46nd Avenue
South (Duwamish Valley), and 2.2916 - 86th Avenue South (Kent). As of
September 1985, the site is considered to be within the range of 40 to 50
ug /m3 for the annual geometric mean of TSP, which is below both primary and
secondary federal standards and Washington State standards.
In the project area, there are no large industrial sources of air
pollutants. Although sulfur oxides and nitrogen dioxide are emitted by
home heating and motor vehicles, concentrations of these pollutants are
generally not high except near industrial facilities. These pollutants
have not been measured in the project vicinity, but it is unlikely that
concentrations are very high here.
The Seattle- Everett - Tacoma region is officially designated as a
"non- attainment" region for ozone standards. But because monitoring data
from the last several years indicate that ozone levels have not exceeded
ambient standards, the PSAPCA has requested that the area be reclassified
as attaining the standards. The Environmental Protection Agency has agreed
and plans to publish its proposed approval of the redesignation in the
Federal Register.
Unlike ozone, carbon monoxide is a pollutant whose impact is usually
very localized. The highest ambient concentrations of carbon monoxide
occur near congested roadways and intersections during periods of low
temperatures, light winds and stable atmospheric conditions. Because the
impact occurs so close to the source, it is not possible to extrapolate
carbon monoxide concentrations from regional data.
34
In general, however,'.: carbon monoxide concentrations have been
decreasing due to more stringent vehicle emission standards for newer cars
and the gradual replacement of older, more polluting vehicles. Lead
concentrations have also been decreasing as leaded gasoline is being
eliminated.
Environmental Impacts
Quantitative air quality monitoring and predictions were not performed
for this project. In general, quantitative assessment is recommended by
PSAPCA when projected traffic volumes exceed an average of 20,000 vehicles
per day. Worst case traffic projects for this proposed road are about half
that (11,000). For all action alternatives (A, R, C and D), the following
impact discussion is similar.
Construction. From an air quality perspective, the largest impact from
construction of all South 168th Street action alternatives would he dust.
Excavation and grading work break up the soil and generate dust, which is
carried by winds out of the construction area. Other sources of dust
include soil blowing from uncovered dump trucks and soil carried out of the
construction area by vehicle frames and tires; this soil is deposited on
adjacent streets and often hecomes airborne.
Construction would require the use of heavy -duty vehicles such as
bulldozers, road graders and heavy trucks, and smaller equipment such as
generators and compressors. These engines would emit air pollutants which
would contribute slightly to the degradation of local air quality.
Sometimes construction equipment and material hauling can affect
traffic flow in a project area. If construction traffic were to
significantly reduce travel speeds in the area, emissions from general
traffic would increase.
Open burning of slash and other material, if permitted, would produce
smoke and other contaminants. Street paving with hot asphalt would release
hydrocarbons and associated odors to the air.
Long -term. Air quality in the immediate vicinity of all alternative
alignments will be slightly degraded by the addition of through traffic.
Carbon monoxide, nitrogen oxide, hydrocarbons and other traffic - related air
pollutant concentrations will increase slightly along the proposed street.
35
From an areawide perspective, South 168th Street will divert traffic
from existing roads and therefore tend to reduce air quality impacts in
those areas initially. However, additional roadway facilities increase the
total transportation system capacity and therefore increase total potential
air pollution loading.
Alternative E, no action, would result in no project site impacts;
however, long -term project area impacts would be similar to other action
alternatives.
Mitigating Measures
Construction. Emissions from construction equipment and trucks can be
reduced by using relatively new, well - maintained equipment. Avoiding
prolonged periods of vehicle idling and selecting electrical rather than
engine - powered equipment would also reduce emissions.
Dust produced by construction can he reduced by using a number of
techniques. Areas of exposed soils such as storage yards and construction
roadways can be sprayed with water, oils or chemical dust supressants.
Areas which might he exposed for prolonged periods can he paved, planted
with a vegetation groundcover or covered with gravel. Soils carried out of
the construction area by exiting trucks can be minimized by wheel washing
and covering dusty truck loads. Finally, that soil which does escape the
construction area on existing vehicles can be reduced with a periodic
street - cleaning effort.
Long -term. Operational air quality impacts are mitigated by reducing
the emission rate per vehicle. To date, the Federal Motor Vehicle Emission
Control Program has been very effective in reducing vehicle emission rates,
but this success is expected to continue for only about another five years
unless emission standards continue to be tightened. The State of
Washington may wish to consider adopting more stringent emissions
regulations in the near future since considerable lead time is required for
implementation.
The authority to operate the mandatory vehicle inspection and
maintenance program which is being used to reduce the emission rates of
local vehicles is scheduled to expire in 1990. The continuation of this
program would no doubt continue to reduce emissions from local vehicles
regardless of the federal or state emission standards.
36
Unavoidable Adverse Impacts
A slight increase in air pollutants along the direct roadway alignment
would occur with all action alternatives.
WATER
Existing Conditions
Surface Water. The proposed project site lies within the Green River
drainage basin and within the 100 year flood plain. Surface water bodies
along the proposed roadway alignment include the adjacent Tukwila Pond, a
19.5 -acre shallow pond ranging in depth seasonally from 3 to 6 feet,
surrounded by wetlands, and a small, seasonal, crescent - shaped pond (about
0.25 acre) on the southeast corner of the Pond property (Figure 2).
The source of surface water to Tukwila Pond is from adjacent paved
properties. Most water leaves the pond by evaporation or plant
transpiration. There is a 48 -inch storm drain outfall along the eastern
boundary of the Tukwila Pond property, which flows north and eventually
into the Green River.
The proposed roadway is immediately north of the P -17 drainage
sub -basin (Figure 17). Surface water runoff from this sub -basin is pumped
into the Green River. In the mid- 1960's, the P -17 drainage system was
planned in the area by the U.S. Department of Agriculture, Soil
Conservation Service as part of the overall plan to provide flood
protection in the Green River Valley. Recent revisions to the regional
system include the construction of an overflow line to the P -17 drainage
channel from Tukwila Pond, constructed in 1985. This line, equipped with a
flapgate, runs along Andover Park West, southeast of the site, and prevents
backflow from the Green River during high water conditions.
Groundwater. The water table in the area of the proposed South 168th
alignment is close to the surface (Figure 16). There is most likely little
groundwater recharge on the project site due to existing impervious
surfaces and relatively impermeable soils.
37
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38
Environmental Impacts
Surface Water. The construction of action Alternatives A, B, C or D
will increase the amount of impermeable paved surface area on the project
site by about 80 to 90 percent. This will result in additional surface
water runoff volume of 3.6 cubic feet per second (cfs) during a storm with
a 10 -year reoccurrence interval. Drainage from the proposed roadway will
not enter. Tukwila Pond. Stormwater drainage from South 168th Street will
be routed via closed drainage systems to the P -17 sub basin (Figure 17),
which drains into the Green River. Surface water flow rates from a 10 -year
storm will he about 2.1 cfs and 1.5 cfs for the Southcenter Parkway and
Andover Park West storm drainage systems, respectively. These systems
drain to the P -17 channel system, which is estimated to have a present
hydraulic capacity of 254 cfs, which is capahle of handling a 25 -year storm
(Alpha Engineers, Inc., 1984). This system was originally designed to
accommodate runoff from a 100 -year, 24 -hour storm. Surface water volumes
generated by project alternatives will slightly increase flows in the P -17
channel.
The new impervious surface created by construction of South 168th
Street will collect some additional atmospheric and automobile- generated
pollutants which will be washed into the storm system and eventually into
the Green River. The volume of runoff generated from the proposed roadway
and its load of associated pollutants will slightly increase those from
other City of Tukwila storm drains and will proportionately have a slight
negative water quality impact to downstream areas (e.g., the Green River).
During construction, the fill required for roadway embankments may
result in eroded soil entering the two ponds or storm drainage systems to
the south and could have adverse water quality impacts on downstream areas
due to increases in turbidity and suspended solids. In addition, other
byproducts of construction such as oil, hydraulic fluid, and fresh concrete
could reach downstream areas (e.g., the Green River).
The small pond in the southeast corner of this site would be filled if
Alternatives A, B, or C were implemented.
Groundwater. No adverse impacts on groundwater are expected for
Alternatives A, B, C or D. Any major spill of pollutants from the roadway
during construction would soak into the near surface groundwater. If not
properly contained, it could reach Tukwila Pond.
Alternative E, no action, would continue existing water conditions; no
impacts would occur.
39
Mitigating Measures
A temporary erosion control plan could be developed and implemented for
project construction. This would minimize sediment loss and prevent
pollutants from entering adjacent areas. A street cleaning and maintenance
program would also help to reduce the potential for water quality impacts
from stormwater after construction of South 168th Street. Details of such
a program have been discussed under Mitigating Measures in the "Earth"
section of this document.
Limited P -17 channel capacity could be offset by increasing downstream
drainage system capacity, as recommended by Alpha Engineers (1985).
Unavoidable Adverse Impacts
Construction activities would cause a temporary increase in suspended
sediment concentrations in Tukwila Pond, the adjacent smaller pond in the
southeast corner of the pond property, and possibly downstream in the P -177, -
channel._.
41
area unusual. Lists of plants and wildlife for the project area are
included in Appendix B. The variety and productivity of the proposed 168th
Street project site is the highest per unit area of the pond property since
it encompasses the wetlands, pond edge, tree canopy and the shallow islands
in the southwest corner of the pond.
Wetlands and Associated Species
Under the King County classification, U.S. Fish and Wildlife Service
and Army Corps of Engineers definition, wetlands are "Those areas that are
inundated or saturated by surface or ground water at a frequency and
duration to support, and that under normal circumstances do support, a
prevalence of vegetation typically adapted for life in saturated soil
conditions." According to the U.S. Fish and Wildlife's classification of
wetland and deep water habitats, the project area contains the following
three classes:
• Palustrine, emergent: this is the wet grass meadow along the south,
bank of the pond, comprised mainly of reed canary grass.
• Palustrine, scrub - shrub: this is the riparian horder along the
north and south banks.
• Palustrine, unconsolidated bottom: this is the open water portion
of the area.
Wet Meadow (Grass /Sedge Marsh). The area between the south hank of the
pond and railroad track is a near monoculture of reed canarygrass. At the
pond's edge there are standards of smartweed and heggars tick and
occasional clumps of cattail. The higher elevation areas near the railroad
tracks have deadly nightshade and blackberry encroaching into the reed
canarygrass areas. The small crescent - shaped pond in the southwest corner
of the Tukwila Pond property has smartweed, beggars tick and willow along
its banks. The wet meadow- grass /sedge marsh comprises 12 percent of the
Tukwila Pond property and 70 percent of the wetlands.
Because of the high density of vegetation and the lack of vegetative
diversity, the south edge of the pond and wetlands up to the railroad fill
have limited summer value to waterfowl and marsh birds. However, in winter
months, when the grass area supports standing water, it does attract and
supply food to waterfowl such as pintail, mallard and widgeon.
42
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Mammal activity is limited along the south shore of the pond because of
the high density of the canarygrass, small size of the site, its proximity
to the railroad track and parking area, and isolation from a larger tract
of upland habitat.
The wet meadow (Figure 18) area does, however, support the following
functional wetland values that are important to water quality in the pond:
• It is a stormwater retention /detention area that expands during
winter storms to encompass the entire south two - thirds of Tukwila
Pond property. Its value for retention /detention has recently
changed due to the regional drainage system changes described in the
Water section.
• Sedimentation /pollution control:, the grass wetland and vegetated
edge of the pond traps soil particulates, oils and other pollutants
from runoff. Reed canarygrass and cattail are effective
btofiltering plants. With the exception of one drainage point, all
of the water that runs into Tukwila Pond is filtered through
grass -lined ditches of flat expanses of grasses. The exception is
in the southwest corner, where the water runs in a ditch from
parking lots to the pond.
Riparian Border. Riparian refers to the wooded or shrub -type habitats
that surround or abut, but interact directly with, a pond, wetland or
stream. On Tukwila Pond, that border is narrow along the west and north
sides of the pond and wider in the southeast and southwest corners,
extending up to the railroad track and truck parking apron in the southwest
corner (Figure 18). Portions of the south bank have clumps of riparian
habitat, with intermittent open spaces between the pond and a second
tree /shrub border abutting the railroad track. The southwest corner has a
narrow hand of trees extending from the pond along a narrow runoff ditch.
Alder is the dominant plant along the runoff ditch in the southwest
corner and along the west bank of the pond. The east and southeast corners
have older stands of black willow with occasional black cottonwood. This
willow stand is lower in surface elevation than other trees on the site;
the stand is denser, the trees older, and the understory void of vegetation
because of the dense canopy. Snags, crevices and broken limbs supply good
small hird habitat. This area also provides the isolation from roads or
traffic needed by some wildlife.
45
The riparian border around the small pond in the southeast corner of
the site is alder and black cottonwood with an understory of willow shrub
and blackherry.
The tree /shrub area abutting the railroad track, particularly in the
southwest corner, provides a valuable visual screen for the pond and
provides islands of taller vegetation in the grass marsh, forming a
diversity of hahitats and an "edge effect" wherever there is a distinct
change in elevation or type of vegetation. The trees are nesting and
loafing areas for a variety of passerine hirds that feed on insects or
seeds.
The dense tree edge in the southeast corner and along the east bank
provides a visual buffer for the pond, shelter from the wind, cover from
predators and nesting habitat for a number of species such as towhees,
juncos, sparrows and warblers. Eastern cottontail, meadow mice, shrews and
voles use the wooded edge that extends from wetland to upland for nesting,
feeding and cover.
Open Water. There are two water bodies in the project area: the
larger 19.5 -acre main pond and the small crescent - shaped pond in the
southwest corner. The large pond's depth precludes emergent vegetation
throughout much of its area, except in the shallow areas along the banks
and in the southwest corner. Along the north bank there are stands of
cattail, intermingled with nightshade, and scattered reed canarygrass in
the shallower areas. In the southwest corner, in the midst of the dead
willow stands, there is a stand of reed canarygrass, nightshade and
pondweed in the deeper waters. Cattail grows along the south bank in this
area. The small crescent - shaped pond in the southeast corner of the
Tukwila Pond property is vegetated around the edge with reed canarygrass
and patches of cattail. Aquatic smartweed, pondweed and duckweed grow in
the shallower portions.
The pond edge creates another "edge effect" with the plant - mudflat -open
water interaction. The seasonally exposed mudflat along the southern
shoreline provides the required habitat for other wildlife groups. A
variety of shorebirds such as solitary sandpipers, dowitchers and plovers
wander over the mud and in the shallow water feeding on insects, during the
late summer and during fall migration. This area stays flooded during the
winter and spring, then slowly becomes exposed in August and September as
the migrating shorebirds return from the north.
46
The flooded brush area in the southwest corner of the pond is an
unusual habitat that provides excellent cover for a distinct group of
species., In the winter, this-area appears to he the preferred cover of the
mallard ducks, shovelers and teal on the site. It is also the preferred
perch site for juvenile swallow and kingfishers. This habitat is temporary
in that it will change in five to ten years as the dead vegetation decays.
The open pond appears to be changing, with a persistent vegetative
intrusion of pondweeds and other submergent type plant species. This is an
indication that the waters are getting shallower.
Throughout the seasons, the open pond site hosts a wide variety of
wildlife species. The species occurring on the site change dramatically
through the year due to changing site conditions and established migration
patterns of shorebirds and. ducks. In the fall, the population increases
and fluctuates as the migratory birds pass through. During winter, the
site is dominated hy permanent residents and ducks that winter in western
Washington. Once again, in spring migrating shorebirds, .ducks and
songbirds pass through, feeding heavily to support their continued flight
north. Also in spring, nesting birds such as ducks, songbirds, pheasant
and quail that are established residents, construct nests and raise young.
The water's edge is used by mammals for drinking and hunting. Plant
eaters, such as mice and rabbits, require water, and predators, such as
hawks, exploit this need when hunting the water's edge.
The open water is fish habitat for at least two small unidentified
species of fish that appear to be food for waterfowl and marsh birds. The
edges on two sides of the pond are shallow and support vegetation that is a
prime feeding and hiding area for small fish as well as being cover for
red - legged frogs and other invertebrates. Herons, mergansers, kingfishers
and cormorants have been observed feeding on the fish in the pond.
Tree frogs use the area both for breeding and rearing of young. Garter
snakes have been seen on the sloped bank adjacent to the crescent - shaped
pond in the southeast corner of the site and in the alder thicket areas in
the southwest corner.
47
Uplands and Associated Species
Upland habitats in the project area are confined to the filled areas
surrounding the pond. The fill along the west side is in a state of
transition from invader species and upland species such as dock,
quackgrass, johnsongrass and clover, to wetland species such as reed
canarygrass, softrush, beggars tick and other semi - aquatic forbs, and
willow and black cottonweed trees. This area comprises approximately 35
percent of the Tukwila Pond property, but less than 10 percent of the
proposed road project site.
The low grass /rush stand in the upland area supplies seed and green
vegetation to a variety of small passerine birds, pheasants and quail. The
riparian zone supplies cover, food and nesting for most of the same
species. The tangle of blackberry /nightshade provides protection from
predation for nesting and juvenile rearing. Trees are nesting habitat for
a variety of small birds as well as perching and hunting stations for small
raptors and kingfishers. Trees adjacent to or overhanging the water
provide shade and protection for juvenile ducks. Grassy edges provide
nesting for mallards.
In winter, the uplands are used as a feeding area for ducks and
shorebirds that also use the pond for escape and loafing.
A variety of seed eaters and grazers, including meadow mice, voles and
eastern cottontail rabbit, use the uplands and riparian border. Rabbit use
appears to be fairly heavy in the dense thicket in the southwest end of the
proposed project site.
The area does not appear to be used for dog walking. Trails of the
size required for such use were not present and there was no sign of random
dog use. This, plus the isolation from predators, makes this a safe
habitat for wildlife.
Unique Species
Review of Washington State Department of Game and U.S. Fish and
Wildlife Service documents, contact with personnel in the endangered
species programs of both state and federal agencies, and a review of data
and reports collected over the years by the Audobon Society indicate that
there are no Endangered, Threatened or Sensitive plants or animals on the
site.
48
Migration Routes
The site is within the Pacific Flyway, and as such is utilized by birds
that normally migrate through the western Washington area in spring and
fall. The pond is heavily used by both waterfowl and shorebirds. The
uplands and riparian border are used by goldfinches, siskins and other
small birds.
Environmental Impacts
Impacts were evaluated for Alternatives A, B and C together, since
their impacts on wetlands and pond are identical, and Alternatives D and
E. Impacts are divided into direct (loss of habitat and impacts on
wildlife), and secondary (noise, water, quality, human disturbance, etc.).
These are divided into construction and operational impacts.
Direct Impacts
Wetland Habitat Elimination. The fill area for Alternatives A, B and C
would eliminate approximately 2.8 acres of reed canarygrass marsh and pond,
a stand of young alder, mature larger alder and willow trees, and a
1,200 -foot long vine /shrub bramble between the edge of the wet meadow and
the railroad track (Figure 18). The drainage ditch and dense alder stand
extending east from the southwest corner would also be lost. The shallow
mudflat and cattail at the pond edge area in the west end and a portion of
one shallow snag- filled island would be eliminated. The mudflat is only
exposed during low water periods. Its width and duration of exposure is
49
The proposed fill slope planned at the edge of Tukwila Pond would also
eliminate the natural buffer between existing rail and truck traffic
patterns and the pond edge.
Filling into the pond would increase sediment loads, water turbidity
and eliminate organisms living adjacent to the toe of the fill that are
intolerant of high sediment levels. Sediment will also blanket the shallow
areas, smothering mudflat organisms. As the sediment clears, these impacts
would be reduced, then cease once the slopes of the road are stabilized
with vegetation.
The road for Alternatives A, B, C and D would eliminate all of the
large trees, shrubs and the blackberry bramble along the existing railroad
and parking lot fill.
Although Alternative D would still eliminate about 1.8 acres of wetland
and pond, the impacts to wildlife are less. The fill would extend into the
small pond, hut not to the extent of alternative A, B or C. It would also
miss the small snag islands and part of the alder stand in the southwest
corner of the large pond. It would still remove the reed canarygrass
meadow, most of the alder tree stand in the southwest corner and the large
trees along the railroad track.
Wildlife Impacts from Wetland Loss. Removal of 2.8 acres of wetlands,
pond, and large riparian trees under alternatives A, B or C would have
significant impacts on wildlife. Filling and encroaching into the pond
would eliminate the shallow mudflats used by migrating shorebirds, fish and
amphibians. Loss of the mudflats would also reduce insect production,
which is necessary for juvenile ducks during their first seven to ten days
of life.
Loss of the small pond under Alternatives A, B and C would eliminate a
duck nesting and brood rearing site and habitat for migrating birds such as
snipe that seek out isolated small bodies of water, amphibians, and
insects. Loss of amphibians and insects reduces food sources for predators
such as the great blue heron, and insect eaters such as swallows and
flycatchers. Elimination of canarygrass would reduce the seed food source
and cover for summer birds such as pheasant. It would also eliminate a
winter feeding area for dabbling ducks.
Loss of the large trees would remove nesting and perching habitat for a
variety of smaller passerine birds and raptors.
50
Sedimentation will impact the aquatic insect populations for short
periods.
Alternative D implementation would also result in a significant
wildlife impact due to habitat elimination. Filling of wetlands and
elimination of trees along the north side of the railroad track and the
southwest corner of the pond would reduce wildlife use similar to other
action alternatives, although to a lesser degree because encroachment is
less.
Alternative E, no action, would continue existing plant and animal use;
no direct impacts would occur.
Secondary Impacts
Construction. Short -term impacts from construction activity under all
action alternatives would include noise disturbance from construction
equipment, light and glare if work is conducted at night, and the potential
for increased sediment from the placement of material into the pond. If
work is completed during winter months, the impacts would be greater since
this is the period of highest waterfowl use. Since a majority of waterfowl
activity,is concentrated in the southwest and west portions of the pond the
noise impacts would be greater in this area than in the southeast end of
the pond and wetlands. Work in the summer would have a greater impact on
the east end as the wildlife activity in that area is mostly nesting and
other summer uses.
Impacts to waterfowl would be increased if the upland area along the
west end of the pond is used for equipment parking or maintenance, or
materials storage.
Road;Operation. A significant secondary plant and animal impact for
all action alternatives is the increased potential for Tukwila Pond
property development due to improvement in property access from the new
roadway. The Tukwila Pond property is zoned C -P which is the designation
for a "Planned Business Center ". Improved site access resulting from all
action alternatives will increase the likelihood of such a development to
some degree. This type of development, depending on what is approved,
could have significant plant and animal impacts. The impact potential is
also dependent on the degree of plant and animal mitigation implemented for
the South 168th Street project. It should be noted that developer interest
in the pond property has been strong even without the proposed roadway.
51
Traffic noise and light glare resulting from implementation of
Alternatives A, B or C would be significant because of the close proximity
to the open water and the lack of an adequate physical and visual buffer
between traffic and wildlife using the pond. Species such as canvasback,
that are less tolerant of human activity, would probably cease to use the
pond. Others would shift their use pattern to other areas of the pond and
possibly leave.
The reduced size of the crescent - shaped pond and the close proximity of
the north traffic lanes to the remaining water would create stress that
would eliminate most use except for highly gregarious birds such as
mallards, house sparrows, starlings and other urban dwellers. The
closeness of traffic to the willow stand in the southeast corner would
increase pressure on birds that now nest in the trees.
It is expected that most birds, especially the nonmigratory species
displaced from the road site, would relocate in the valley. Some of these
birds may leave the Tukwila area and not return.
The effects on the bird use of the pond would impact flight patterns
from the Green River. Birds that now include Tukwila Pond in a daily use
pattern would shift to other areas, creating increased competition for
food, cover and loafing space on the limited open water areas in the
valley.
The impacts of Alternative D would be less than A, B or C because of
its increased distance from the pond edge and the willow stand in the
southeast corner. Activity in the small pond would still he limited;
however, with the existing tree cover there is protection for nesting
waterfowl and even secretive birds such as rails and snipes. Canvasback
would still probably leave the site, but the other ducks would remain,
possihly in lower numbers.
Human access along the road would have less overall impact than cars
and road noise, if only because of the expected limited use. If use along
Andover Park West is typical of what would occur, the disturbance would be
limited. However, because of the close proximity of the road and sidewalks
to open water, human use would move the birds away from the south bank
where the shallow mudflats occur. Note that Alternatives A, B and C would
not have a sidewalk on the north side of the road initially. However,
enough right -of -way for a sidewalk has been allowed for these alternatives.
In contrast, Alternative D has proposed sidewalks on both sides of the
52
street. Human presence closer to the pond could result in: (1) the
throwing of rocks, trash, etc., into the pond or at birds which would cause
a disturbance by disruption, and (2) feeding of birds could create a semi -
tame population of mallards and mallard- domestic crosses to become the
dominant species in the pond.
With Alternative D, noise would be as intense, but the ability of
people on the sidewalks to influence activity on the pond would be less.
Litter' and harrassment would not lessen, but the limited contact with the
water's edge would give the birds more escape area and reduce the floatable
trash.
Alternative E, no action, would continue existing plant and animal use
until the Tukwila Pond property is developed.
Impacts Conclusion
From a biological perspective, Alternative D would be the least
impacting of the action alternatives, both in habitat lost and the indirect
Impacts from noise, light glare and human activity. It would also be the
least impacting to the functional wetlands values as it reduces less of the
wetland detention /retention and biofiltering area.
Possibly the greatest secondary impact to plants and animals would be
the slightly increased potential for development of the remaining portion
of the Tukwila Pond property due to the improvement of access to the
property With all action alternatives, the biological and hydrological
values of the wetland and pond will be reduced, depending on the degree of
mitigation implemented.
Mitigating Measures
• Dense riparian and deciduous trees will be planted on the slope
easement as shown in Figure 19. This will discourage casual
pedestrian intrusion into the pond area, minimize spillover from
street lights and provide replacement resting /nesting areas.
53
• The total wetland area lost (including the wet meadow, riparian
edges, and pond) will be replaced on -site and /or off - site. The
location and type of wetland area to he provided will he dependent
on the present availability and capability of sites that can be
enhanced to sufficiently offset losses associated with impacts of
the South 168th project. While not a mandated requirement, wetland
area will be replaced within one year of commencing road construc-
tion unless mitigation is tied to a larger wetland enhancement
project. However, in no case shall wetland replacement be delayed
longer than five years.
• The sidewalk will be placed as much as possible over the existing
power trench. This would shift the road to the south by about 5
feet. The maximum 15 -foot railroad clearance would he retained.
• The proposed landscaping vegetation will be increased by planting a
tree /shruh mix on the road fill slope to provide a light buffer and
limit human interaction with the pond. Spacing would give a
filtered view access to the pond hut keep interference impacts
lower.
• Street light glare onto the pond site will be reduced through such
measures as locating all street lights on north side of roadway
facing south, and placing reflectors to shield pond site from direct
lighting.
• Construction impacts will be mitigated by utilization of silt
curtains at the edge of the pond to isolate any dirt from the pond.
This will be included in the small pond as well.
Unavoidable Adverse Impacts
Construction activity will eliminate riparian, upland and wetland
vegetation and will displace birds and small mammals.
The long -term impacts to plants and animals will depend on the degree
of mitigation implemented. Wildlife supported by this habitat would he
destroyed, would relocate into other portions of the pond, or would
relocate to other sites where adequate habitat now exists or where wetland
replacement has occurred.
54
•
e
'GROUND COVER TYPICAL
MODIFIED LANDSCAPE SECTION
N.T.S.
CITY OF TUKWILA. WASHINGTON
ENTRANCO ENGINEERS. INC.
SOUTH 168TH STREET
Figure 19
Roadway & Landscape
Proposal for
Wetland Mitigation
55
BUILT ENVIRONMENT
NOISE
Existing Conditions
Environmental noise is measured in decibels A- weighted, abbreviated dB
or dBA. The A- weighting is a frequency - dependent level adjustment . that is
based on the sensitivity of human hearing at various sound frequencies and
takes into account the human ear's lack of sensitivity to low frequencies.
A doubling of judged loudness occurs for each 10 dBA increase in level.
For example, RO dBA is judged to be twice as loud as 70 dBA and four times
as loud as 60 dBA.
Table 2 shows various A- weighted sound levels and typical human
responses.
Noise levels usually represent a statistical "average" over a specified
period of time. The standard descriptor is designated by "L" and
represents the noise levels exceeded during a specified percentage of
time. The descriptor used in the U.S. Environmental Protection Agency
(EPA) guidelines is the Ldn, which is the 24 -hour average sound level with
a 10 dBA weighting for night sound levels. EPA guidelines to evaluate Ldn
noise impacts are shown in Table 3. The EPA guidelines also specify the
information needed to evaluate noise impacts and some abatement measures
that can he used if abatement is required.
The proposed roadway is located in a light industrial, commercial and
industrial park area with several noise - producing activities. Noticeable
noise sources are heavy trucks and rail traffic serving Parkway Square, the
Bon Distribution Center, the Boeing Company (TCW) and other businesses.
Noise for vehicular traffic also occurs on both Southcenter Parkway and
Andover Park West. Although no measurements were taken for this study,
noise levels were monitored at three locations in 1979. Noise levels in
1979 were 60, 62 and 59 (Ldn) for the west, north and east sides of Tukwila
Pond, respectively. The Parkway Square Shopping Center was under
construction at that time; apparently this affected the reading on the west
side (City of Tukwila, 1979). Adverse noise levels existed on the entire
site based on these earlier measurements, compared to Table 3 criteria. It
is reasonable to assume they are relatively the same under current
conditions.
57
Activity
Carrier Deck Jet
Operation
50 HP Siren (100 feet)
TABLE 2
Sound Levels and Human Response
Jet Takeoff (200 feet)
Riveting Machine
Jet Takeoff (2,000 feet)
Farm Tractor
Heavy Truck
Food Blender
Pneumatic Drill
(50 feet)
Garbage Disposal
Car, 65 mph (25 feet)
Freight Train
(50 feet)
Vacuum Cleaner
(10 feet)
Freeway Traffic
(50 feet)
Large Store
Air Conditioning Unit
(20 feet)
Light Auto Traffic
(100 feet)
Living Room /Bedroom
Library
Soft Whisper (15 feet)
Broadcasting Studio
Sound
Level,
dBA Response
140 Threshold of Pain
130 Limit Amplified
Speech
120
110
100
Maximum Vocal Effort
Conversational
Relationship
Shouting in ear
Very Annoying
90 Hearing Damage Shouting at 2 feet
(8 hours)
80 Annoying
Telephone Use
70 Difficult
60 Intrusive
50 Quiet
40
30 Very Quiet
20
10 Just Audible
0 Threshold of Hearing
Very loud
conversation, 2 feet
Loud conversation,
2 feet
Loud conversation,
4 feet
Normal conversation,
12 feet
58
TABLE 3
U.S. Environmental Protection Agency
'Noise, Impact Guidelines
Noise Level (Ldn) Noise Impact
Less than 55 dBA
55 to 65 dBA
65 to 70 dBA
Levels are generally acceptable; no noise impact
is generally associated with these levels.
Adverse noise impacts exist; lowest noise level
possible should be striven for.
Significant adverse noise impacts exist; allowable
only in unusual cases where lower levels are
clearly demonstrated not to he possible.
Greater than 70 dBA Levels have unacceptable public health, and
welfare impacts.
Impacts and noise increases over present amhient levels are classified as
follows:
0 - 5 dBA slight impact
5 - 10 dBA significant impact
>10 dBA very serious impact
Environmental Impacts
Noise impacts will occur to the same degree for all alternatives on a
short -term basis from construction activities, and on a long term basis
from traffic operation.
Short term noise impacts would occur with the operation of equipment
during the six -month construction period of the project. Noise levels
could vary from 70 to 95 dBA in the immediate vicinity of the project
construction area. Some higher peaks could occur if impact equipment, such
as jackhammers, are used. Construction noise would be confined to daytime
hours and would cease when the project was completed.
59
A new roadway would relieve congestion on Strander Boulevard to the
north and Minkler Boulevard and South 180th Street to the south without
increasing the volumes of traffic to the entire Superblock area. Noise
levels produced by existing traffic would be redistributed. Long -term
increases in traffic noise levels would occur in the immediate vicinity of
the new roadway. Average daily traffic on the new roadway would be between
6,5(10 and 11,000 vehicles per day. Noise impacts, which increase greatly
with increased vehicle speeds, would be minimized for an arterial street
due to the signed speed limit of 35 miles per hour for all alternatives.
Due to the traffic volumes, speeds' and adjacent commercial /industrial
land uses, noise levels along the proposed South 168th Street would
increase. This would have a slight impact on the adjacent industries and
commercial businesses, hased on EPA guidelines (Table 3). A previous noise
analysis for a Tukwila Pond property development (City of Tukwila, 1979)
predicted a 1 to 3 (Ldn) noise increase in the project vicinity based on an
increase in traffic of 28,000 vehicle trips per day and other sources for
that project. This compares to the aforementioned range of 6,500 to 11,000
per day for South 168th Street. Increased traffic noise impacts to the
wildlife in the pond area are discussed in the Plants and Animals section
of this EIS. Noise levels in the Strander Boulevard and proposed Minkler
Road areas would decrease slightly due to reduced congestion on these
streets. Conversely, slight noise increases may be realized on Andover
Park West due to traffic increases from all alternatives.
Alternative E, no action, would continue existing noise levels in the
project area; these are estimated currently in the high 50's to low 60's
(Ldn).
Mitigating Measures
Mitigating measures to reduce short term noise impacts due to
construction might include limiting construction to normal working hours;
using electric rather than gasoline or diesel - powered machinery whenever
possible; placing acoustic screens around particularly noisy machinery;
fitting pneumatic equipment and internal combustion engines with
mufflers;and, turning off idling equipment.
No mitigation is proposed for increased traffic noise.
60
Unavoidable Adverse Impacts
Construction activities would result in some level of short term
impacts from equipment operation over a six -month period. There would he
an increase in present noise levels to adjacent properties after project
completion due to new traffic along South 168th Street.
LAND USE
Existing Conditions
This section describes the existing land use, zoning and projected land
use in the vicinity of the project area. The proposed South 168th Street
is located in what is commonly referred to as the "superblock ", bounded by
Andover Park West, Strander Boulevard, South 180th Street and Southcenter
Parkway (Figure 1).
Existing land use (Figure 2) to the north of the proposed South 168th
Street is 'commercial, with Parkway Square on the west end and a vacant
tract of 'land, approximately 39 acres in size, referred to as "Tukwila
Pond" to the east. Tukwila Pond is a 19.5 -acre pond formed by regional
drainage and is surrounded by 4.6 acres of wetland and 1.9 acres of
riparian land. Several development plans have been proposed, but not
implemented. Some development of the property has occurred, as evidenced
by filling on the north and west sides of the pond. There are no-other
indications of development on the site. The existing undeveloped state of
the Tukwila Pond property differs greatly from the high intensity
commercial use envisioned for the site in the Tukwila Zoning Code
(CP-- Planned Business Center).
South of the proposed street, the land use is currently zoned for CM --
Industrial Park, with Allied Stores,Distribution Center (Bon Warehouse) on
the west end and the Southcenter Corporate Square or "TCW" (Boeing Computer
Services) to the east. Areas adjacent to and in the proposed South 168th
Street right -of -way are used for access to existing buildings, parking,
loading, and unloading.
There is a Puget Power power trench running. parallel to and immediately
south of the proposed South 168th Street alignment, and an aviation fuel
line running from Renton to Seattle- Tacoma International Airport which
crosses the proposed alignment along the eastern edge of Southcenter
Parkway.
61
A Union Pacific Railroad spur line runs from Andover Park West parallel
to the proposed alignment and divides into two industrial spur tracks to
service the Bon Warehouse. These tracks are used for spotting and
unloading rail cars.
Tukwila Zoning Code
Land use impacts resulting from the proposed roadway are influenced by
zoning designations of adjacent properties. If existing developed
properties do not conform to zoning designations as a result of the
proposed roadway, they become legally nonconforming uses. However,
undeveloped property (e.g., the Tukwila Pond parcel) would have to develop
in conformance with the zoning code. Zoning code stipulations for street
setbacks, landscaping and parking for existing adjacent land uses are
described below. ,
Zoning. Properties to the north of the proposed roadway are zoned
CP-- Planned Business Center while properties to the immediate south are
zoned CM-- Industrial Park, according to the Tukwila Municipal Code (TMC),
Title 18, Zoning. Area zoning is shown in Figure 20.
The purpose of the CP zoning is to provide an area appropriate for a
planned business center (Section 18.34.010, Tukwila Zoning Code). This
designation allows for all regional retail business land uses (zoning
designation C -2), and additionally allows for planned shopping center space
in excess of 300,000 square feet of gross leasable space. Regional retail
business land use provides for areas of diversified commercial /retail
activities which serve a broad regional clientele and generally attracts
traffic from a broad area. Permitted uses are varied and include but are
not limited to: auto repair shops, restaurants, hotels, furniture
stores /warehouses, job printing, commercial laundries, liquor stores,
theatres, convention facilities, bus stations, business /commercial schools
and wholesale /retail sales offices.
The purpose of the CM zoning (Industrial Park) is to provide for, "light
industrial uses which are non - nuisance activities in terms of air and water
pollution, noise, vibration, glare and odor" (Section 18.38.010, Tukwila
Zoning Code). Permitted uses include those which manufacture or process a
wide variety of foods, pharmaceuticals and electronic or precision
instruments; package or process previously prepared metals and materials,
62
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CITY OF TUKWILA, WASHINGTON
Figure 20
CITY OF
TUKWILA ZONING
63
including clothing, furniture, plastics, etc.; warehouse storage and
wholesale distribution facilities; body or engine repair shops; commercial,
professional and business offices and services; railroad tracks and spurs;
commercial and public recreational facilities; and other compatible uses of
a light industrial nature, as well as business and retail uses.
Existing uses at or adjacent to the project site are compatible with
existing zoning.
Building Setbacks. The purpose of building setbacks is to ensure
adequate light, air and open space quality for the general health, safety
and welfare of the public. The Board of Adjustment may adjust the
requirements where it deems necessary to recognize special conditions
through a variance procedure. Setbacks for the project area zones CP and
CM are shown in Tahle 4.
TABLE 4
Setback and Landscape Area Requirements*
Setback Requirements **
Required Landscaping Area
Zoning Front Side Rear
District Yard Yard Yard
CP 20 feet * ** 10 feet 20 feet
CM 50 feet 5 feet 5 feet
CP 15 feet 15 feet 15 feet
CM 15 feet 5 feet None
* Based on Chapter 18.52.020 - Tukwila Zoning Code - 1982.
** Based on Chapter 18.50.050 - Tukwila Zoning Code - 1982.
* ** For structures less than 20 feet in height.
Landscaping. The purpose of landscape requirements is to establish
minimum requirements for landscaping to promote safety, to provide
screening between incompatible land uses, and to mitigate adverse effects
of development on the environment. Project site landscape requirements are
shown in Table 4.
64
Other landscape requirements outlined in Chapter 18.52.040 require that
landscaping not obstruct views from or into the driveway, sidewalk or
street. Utility easements and other similar areas between property lines
and curbing shall be landscaped and /or treated with dust and erosion
control planting or surfacing such as evergreens, groundcover, shrubs,
trees or sod, or a combination of similar materials.
Off- Street Parking and Loading. The purpose of off - street parking and
loading regulations is to provide for adequate, convenient, and safe
off- street parking and loading areas. General requirements include
limitations on location, minimum parking area dimensions, slope, driveways
and maneuverability, surface materials, lighting, curb -cuts and
obstructions. The required number of parking spaces and parking area
dimensions for properties adjacent to the project are provided for in TMC
Section 18.56.050. This is generally 2.5 spaces for each 1,000 square feet
of commercial or office space and 1 space for each 1,000 square feet of
industrial space..
Off - street space for standing, loading and unloading services is to he
provided so as not to obstruct freedom of traffic movement on streets or
alleys. For all office, commercial, and industrial land uses, each loading
space is to consist of at least a 10 -foot by a 30 -foot loading space with a
14 -foot height clearance for small trucks, or a 12 feet by 65 feet loading
space with 14 -foot height clearance for large trucks (Chapter 18.56.060).
The number of spaces required is based on the gross floor area of the
building.'
Comprehensive Land Use Policy Plan, City of Tukwila
The existing City of Tukwila Comprehensive Land Use Policy has a direct
bearing on the proposed roadway. The Comprehensive Land Use Policy Plan
lists "general goals" and five "element goals" for long range planning.
The element goals are more specific in that they relate to single
elements. Two elements are discussed as they relate to this project:
Transportation /Utilities and Natural Environment.
Transportation /Utilities. The Transportation /Utilities element
includes the following goals: providing an adequate transportation system
capable of moving people and goods in a manner consistent with compatible
land use patterns, and assurance of a public service level consistent with
the needs and desires of the community.
65
The basic concepts that are emphasized in the Transportation /Utilities
element are (1) a systems approach to transportation and utilities
consistent with planned land use, and (2) planning and foresight in the
construction and maintenance of facilities.
Specific transportation objectives that are applicable to the proposed
project include providing for user safety while allowing efficient movement
of traffic. This objective supports a broad approach to roadway
improvements that consider the circulation impact on planned land use
patterns.
Specific transportation policies that apply to the proposed project
include:
• Minimizing conflict between moving traffic and parked vehicles;
ensuring that road design either eliminates parked vehicles from the
roadway section or assures that such vehicles would not . interfere
with the flow of traffic.
• Discouraging the maneuvering of automobiles or trucks on public
rights -of -way.
• Dedicating adequate and acceptable rights -of -way at the time of land
subdivision.
• Encouraging effective construction techniques and good design
principles.
• Discouraging single - purpose road construction and improvement
projects, preferring coordination with other street improvements
such as sidewalks, underground utilities and landscaping.
• Classifying roadways according to the adjacent land use and service
area of the roadway.
• Minimizing the adverse environmental impacts of existing and future
roadways on the natural environment.
Railway policy indicates that railroad lines and spurs should he
functionally related to the areas through which they pass and should
promote desired development patterns. Another policy is to encourage use
and operation of localized rail lines to coincide with periods of low
66
traffic flow, therehy restricting rail traffic during peak hours. Finally,
rail lines are to he located in corridors to reduce the number of grade
crossings and to reduce access to and usahility problems of the land
located adjacent to and between such lines.
Natural Environment. The natural environment element includes the
following goals for long -range planning: gauge development of the land in
a manner suitable to the natural environment, wisely use and preserve the
natural features and resources of the physical environment, and protect and
enhance the natural amenities and aesthetic resources of the Tukwila area
for the public's welfare.
Specific natural environment objectives that may be applicable to the
proposed project include: (1) promoting retention and installation of
vegetation; (2) promoting retention and preservation of certain highly
suitable areas for wildlife habitat and natural areas; (3) realizing the
abilities of natural streamways, ponds and marshes to handle storm runoff
while acting as significant natural amenities; and (4) recognizing the
environmental basemap of the Tukwila Planning Area, which is used as a
general planning guide in the Tukwila Comprehensive Land Use Policy Plan.
The Tukwila environmental base map identifies Tukwila Pond as an area
noted for, its open water /wetland character. This attribute results in the
Pond being shaded the lightest of four shades of green on the map. This
map states "Endemic to the policies of the Natural Environment element is
the preservation of the amenities shown here: logically, the darker the
area, the more critical the need for preservation."
Specific policies that apply to the proposed project include:
• Encourage the use of live vegetation in development landscape plans.
• Strive to retain viable areas of wetlands for wildlife habitat.
• Encourage the preservation of marshes and ponds for the retention of
stormwater runoff.
The City of Tukwila Comprehensive Land Use Plan map indicates the
"superblock" as an area designated for commercial and light industrial
use. It also depicts the Tukwila Pond portion as having "Special
Development Considerations ". This refers to the area of water surface and
does not preclude development. Rather, it depicts areas where urban
67
development must respond sensitively to certain environmental factors (City
of Tukwila, 1977). How to "respond sensitively" with regard to Tukwila
Pond for this project is initially defined in the "Plants and Animals"
mitigation sections of this Draft EIS. Previous site development
conditions, as defined in City Council Resolutions 656 and 736, are not
applicable to this project (Collins, December 16, 1985 personal
communication). The proposed project is consistent with the Tukwila
Comprehensive Plan and Zoning Code.
Shoreline Designation
The project site has not been designated as a shoreline under any
Shoreline Master Program.
Environmental Impacts
Several impacts resulting from the proposed project will be common to
all the action alternatives and options. These are described below. Where
impacts are specific to a particular alternative and /or option, they are so
described.
Zoning and Land Use Policy. The proposed South 168th Street would be a
compatible use consistent with current zoning of the site and consistent
with the adjacent Planned Business Center and Industrial Park (CP and CM)
zones as outlined in the Tukwila Zoning Code. Project design for all
alternatives will be compatible with the off - street parking and loading
requirements of the Tukwila Zoning Code. The project will also be
consistent with the applicable provisions of the Comprehensive Land Use
Policy Plan, as discussed above.
Right -of -Way. Currently no right -of -way (ROW) exists along the
proposed South 168th alignment. The City of Tukwila subdivision code
states that the minimum right -of -way for a local street in a commercial/
industrial area is 60 feet, with 48 feet of pavement. The current City
sidewalk ordinance requires sidewalks to be a minimum of 6 feet on both
sides of pavement. A sixty -one (61) foot minimum is required for curh and
gutter, sidewalk, and pavement.
68
The Parkway Square Binding Site Improvement Plan shows a 30 -foot
easement over the southern portion of the Parkway Square property, which
reads as follows:
Thirty (30) foot easement in favor of the City of Tukwila for
access, utilities, and the right to construct related improvements
. by the City. If City does not make use of this easement within 10
years of the effective date of this Binding Site Improvement Plan,
easement will be void and all rights will revert back to owner of
Parcel C.
The site plan was filed with King County on December 5, 1979; therefore the
City must make use of the easement by December 1989.
Right -of -way acquisition will he necessary for the entire length of all
alternatives. A minimum of 61 feet of ROW was used in planning the roadway
(Entranco Engineers, 1986).
Right -of -way requirements for all action alternatives are summarized in
Table 5. Alternatives A and B are similar in their ROW needs for all
adjacent properties except the Bon Warehouse, where about 7,000 more square
feet is needed for Alternative A due to its four lane width. Alternative C
is similar to B with the exception of its impact to Parkway Square where it
needs about 5,000 more square feet since the service drive is eliminated.
Alternative D requires the most ROW of properties to the south and the
least ROW to those properties to the north due to its southern alignment.
The land required for the ROW will not include any buildings. Current
use of land for right -of -way includes landscape buffers, driveways, parking
and undeveloped land which provides wildlife habitat. Both PSPL and the
Union Pacific Railroad have easements that would need to be revised.
Federal funds are not anticipated for this project. However, should such
funding he used, then the procedures of the Uniform Relocation Assistance
and Right -of -Way Acquisition Act, RCW 8.26, would be followed. The City of
Tukwila has adopted RCW 8.26 procedures to acquire right -of -way for
projects involving federal funding. These procedures require that an
appraisal of the property be made and that the appraisal follows a proper
methodology. The City has to make a bona fide offer to pay the fair market
value (appraised value) for the property prior to bringing any condemnation
action.
A summary of the City's land condemnation process is in Appendix C.
This process would be used in all condemnation proceedings as indicated by.
State law.
69
TABLE 5
Approximate Right -of -Way
Requirements
(Square Feet)
Alternatives
A B C D
Bon Warehouse 27,460 21,705 20,915 39,850
Parkway Square* 14,500 14,500 19,910 19,330
TCW 3,62.5 3,625 3,625 19,820
Tukwila Pond 74,260 74,260 73,970 41,200
TOTAL 119,845 114,090 118,420 120,200
* Parkway Square existing easement is 18,595 square feet.
Building Setbacks. The building sethack for each property along the
four action alternatives is shown in Table 6.
In several cases, the minimum building setbacks will be less than
zoning regulations (see Tables 4 and 6). This includes Parkway Square for
all alternatives, the Bon for Alternative D, and TCW for all alternatives.
In all cases, the existing buildings would become legally non- conforming
strictures. Any new development on these and the Tukwila Pond property
would be required to conform to all the development requirements as
specified in the Zoning Code.
Landscaping. Landscape design is intended to enhance the proposed
South 168th Street and contribute to the overall streetscape theme in the
City of Tukwila. Landscaping and roadway design are shown in Figures 4
through 15.
70
TABLE 6
Building Setbacks Under Each
Action Alternative
(feet*)
Alternatives
Property (Zone) A B C D
Bon Warehouse (C -M) 58 58 58 31
Parkway Square (C -P) 5 ** 5 ** 11 9.5
TCW (C -M )_ * ** 44 44 44. 18
Tukwila Pond (C -P) N/A N/A N/A N/A
* Building to edge of right -of -way.
- ** Most of the length of building is 26.5 feet from edge of right -of -way.
* ** Wood storage shed.
The project includes the following areas that will require specific
design attention for all action alternatives:
• Roadway entries at Southcenter Parkway and Andover Park West. -
Strreet trees will he clustered at these entries to identify access
points.
• Roadway identification and enhancement - Street trees will be
located along the north and south alignments in select places as
described below.
• Tukwila Pond re- establishment and enhancement - Tukwila Pond fill
would create a slope easement which will be revegetated (see Plants
and Animals section of this chapter).
71
• Visual separation between the roadway and adjacent land uses - Where
adequate room exists, trees will be located to visually screen the
light industrial land uses north and south of the alignment.
• Compliance with the City of Tukwila landscape requirements.
Landscaping as it affects aesthetics is discussed in the Aesthetics
section of the EIS.
Railroad Impacts. Alternative D is the only action alternative that
would require changes to the existing railroad facilities. One of the rail
spurs that currently serves the Ron Warehouse would be eliminated due to
the southerly alignment of Alternative D. This would significantly limit
the amount of rail freight into the Bon Warehouse by precluding adjacent
rail car unloading. The track crossing Andover Park West would have to be
relocated onto the TCW parking lot for the same reason. This would result
in limiting hours of access for train movement. (Impacts to TCW parking
are discussed in the next section.)
Loss /Relocation of Parking. All action alternatives will alter
existing car and /or truck parking spaces on adjacent properties.
Alternative E, no action, would continue the existing situation for
adjacent developed land use; no change in parking would occur. Table 7
summarizes adjacent land use lost and changed parking spaces for cars and
trucks under the four action alternatives.
All action alternatives have similar impacts to car parking spaces for
the TCW property except Alternative D, which would have a relocated rail
spur placed in the parking lot. Lost car parking for the Bon Marche
property would be similar for action Alternatives A and R. Alternatives C
and D would not eliminate these car spaces due to the northward shift in
the roadway alignment.
The impact to the Bon's truck parking spaces is significantly different
between alternatives. There are 23 existing truck parking spaces on the
north side of the Bon. The length of the combined apron and parking stall
is about 105 feet for most of these spaces, although aerial photos show
that a maximum size truck /trailer rig can be docked in about 95 feet of
space.
Action Alternative D would shorten all 23 existing 105 -foot spaces by
about 23 feet (Table 7). This would significantly hinder use of the
maximum size truck /trailer rig for moving freight since the spaces would he
72
about 82 feet in length. This could necessitate changes in the external
and /or internal warehouse operations (see Scoping comments in Appendix A).
This space would allow an adequate parking stall (City Zoning Code requires
a minimum of 65 feet of space for commercial truck stalls and 30 feet of
space for pick -up truck stalls), hut it would not allow enough apron space
for maneuvering maximum size rigs.
TABLE 7
Parking Space Impacts
ACTION ALTERNATIVES
A
B C
D
Lost Lost Lost Lost
Car Spaces Car Spaces Car Spaces Car Spaces
Property Spaces Changed Spaces Changed Spaces Changed Spaces Changed
Bon Marche 12 7(c) 12 5(d) 0 5(e) 0 23(f)
Parkway Square 14 0 14 0 14 1(g) 3 1(g)
TCW 0 3(a) 0 3(a) 0 3(a) 6 3(a,h)
(a) 3 car spaces relocated
(h) Rail spur relocated onto parking - 6 car spaces eliminated
(c) Shorten truck apron 1 to 10 feet for 7 spaces
(d) Shorten truck apron 1 to 3 feet for 5 spaces
(e) Shorten truck apron up to 23 feet for 5 spaces
(f) Shorten truck apron up to 23 feet for 2.3 spaces
(g) Service drive to south of building eliminated
In comparison, Alternative C would shorten 15 of the 23 truck parking
spaces yip to 23 feet. Nine of these 15 spaces would be less than 95 feet
long, which is below the shortest existing truck space length. The other 6
would be less than 105 feet in length. Impacts to the external and /or
internal warehouse operations are likely to be similar to Alternative D.
73
Action Alternative A would shorten 7 spaces of the Bon's truck parking.
Two of these 7 spaces on the northwest side of the Bon's building are not
currently used for maximum size rigs. All 7 spaces would he shortened up to
10 feet and would still equal or exceed 95 feet in length. Alternative B
would shorten 5 spaces of the Bon's truck parking. Again, two of these are
not used for maximum size rigs. The 5 spaces would he shortened 1 to 3 feet
and would still equal or exceed 102 feet. Both of these action alternatives
would likely cause modifications in the current operation of truck parking.
For example, the limited space may necessitate the tractors not he left
attached to trailers once docking is completed.
Parkway Square has 14 car parking spaces eliminated for Action
Alternatives A, B, and C and 3 car spaces for D. Both Alternatives C and D
eliminate the present service drive to the south side of the Parkway Square
building.
Table 8 provides an estimate of the maximum impacts to adjacent
properties' ultimate development potential based on the amount of
development supported by one parking space. This assumes no conversion of
full sized spaces to compact car spaces.
Mitigating Measures
For all action alternatives the roadway has been designed to minimize
the impact on building and landscape setbacks. Wetland habitat replacement
will occur to comply with Comprehensive Land Use Policy (see Plants and
Animals); this could require purchase of some undeveloped land from the
Tukwila Pond property. Parking replacement for affected properties could
occur to mitigate the loss; this would require acquisition of some of the
adjacent Tukwila Pond property or Doubletree Plaza. Condemnation and
compensation is also an option.
Unavoidable Adverse Impacts
For all action alternatives, there will he environmental tradeoffs
between developed and natural land uses. Natural habitat will he displaced
to allow for the roadway and developed land mitigation. Some developed land
uses may be precluded by the retention /replacement of natural habitat on the
Tukwila Pond site. Estimated parking and development potential impacts are
shown in Tables 7 and 8, respectively.
74
TABLE 8
Maximum Impacts to Development Potential
Resulting from Parking Loss
Parking Spaces:
Current (1)
After Project is Built
Net Loss (4)
Structure Size (square feet):
Existing (1)
Current Development
Potential (3)
Development Potential
After Project is built
Net Loss of Development
Potential
Notes:
Bon Marche Parkway Square TCW
360 366 184
348 352 178
12 14 6
150,000
360,000
348,000
12,000
92,000
146,400
140,800
5,600
59,811(2)
73,600
71,2.00
2,400
(1) Source: Vernon Umetsu (September 10, 1986)
(2) Total of three buildings along proposed ROW (building numbers
370, 555, 545).
(3) Refers to maximum size of structures that could be developed on the
site given the current number of parking spaces, existing use, and
zoning code (TCW and Parking Square: 2.5 parking spaces per 1,000
square, feet; Bon Marche: 1 parking space per 1,000 square feet -
assumes retail space relocates.
(4) Source: Entranco Engineers (1986)
75
TRANSPORTATION
Existing Conditions
Transportation conditions and impacts have been examined in the
superblock area defined by Strander Boulevard to the north, South 180th
Street to the south, Southcenter Parkway to the west and Andover Park West
to the east. Table 9 characterizes roadways in the project area.
There are four signalized intersections in the immediate vicinity of
the project which were analyzed for level of service, operations, and
safety: Strander Boulevard /Andover Park West, Strander Boulevard/
Southcenter Parkway, South 180th Street /Southcenter Parkway and Andover
Park West /South 180th Street. Traffic congestion problems occur at these
intersections during both the noon and p.m. peak hours:
• Strander Boulevard /Andover Park West - Lengthy queues were observed
on the north and south approaches in the noon and p.m. peak hours.
The queue occasionally blocked the driveway to and from the
Southcenter Shopping Center and the Tukwila Post Office.
• Strander Boulevard /Southcenter Parkway - Lengthy queues were
observed in the left -turn lane of Strander Boulevard during the noon
peak hour and in the right -turn lane of Strander Boulevard during
the p.m. peak hour.
• South 180th Street /Southcenter Parkway - A large left -turn volume
from southbound Southcenter Parkway to eastbound South 180th Street
was observed to cause some delay during the noon peak hour.
The new South 168th Street link is listed as priority No. 9 in the City
of Tukwila's 1987 -1992 Six -Year Transportation Program (TIP). Table 10
lists relevant projects in the program.
Traffic Volumes and Level of'Service. Current traffic volume data was
obtained for the project area from the City of Tukwila. Figure 21 shows
the current 1985 average daily traffic volumes and p.m. peak hour
directional volumes on the network. Noon and p.m. peak hour level of
service (LOS) was calculated at the four signalized intersections.
76
TABLE 9
Existing Roadway Characteristics
Right- Street Speed
Functional of -Way Width Edge Limit
Roadway Classification (feet) (feet) Type (mph)
South 180th Street Secondary 60 60 Curh & 35
Andover Park West to Arterial Gutter
Southcenter Boulevard
Andover Park West Collector 60 46 Curb & 35
Strander Boulevard to Arterial Gutter
South 180th Street
Southcenter Parkway Secondary 72 48 -61 Curb & 35
Strander Boulevard to Arterial Gutter
South 180th Street
Strander Boulevard Secondary 60 50 Curh & 35
Andover Park West to Arterial Gutter
Southcenter Parkway
Minkler Boulevard* Collector 76 -102 48 Curb & 35
Andover Park West to Arterial Gutter
Southcenter Parkway
* Proposed arterial to be built in 1987 -1988.
77
TABLE 10
Relevant Projects in City of Tukwila's
Six -Year 1987 -1992 Transportation Improvement Program
Street
South 168th Street
Andover Park West to
Southcenter Parkway
Strander Boulevard
Andover Park West
Andover Park West to
the Bridge
58th Avenue South
Strander Boulevard to
South 168th Street
Southcenter Parkway
I -5 Southbound Off -Ramp
to Minkler Boulevard
Minkler Boulevard Extension
Andover Park West to
Southcenter Parkway
Improvement
Project No.
9
Principal Improvement
(And Estimated Cost)
New 3 -lane street with new
signals at Andover Park West
and Southcenter Parkway.
($2,748,000)
17 Left -turn channelization and
signal modifications.
($90,000)
26 Widen existing 4 lanes to 5
lanes. Signal revision.
($493,000)
29 New 3 -lane street. One new
signal at Strander Boulevard.
($1,582,000)
27 Widen from existing 5 lanes
to .6 and 7 lanes.
($2,540,000)
1
New 4 -lane street with new
signals at Andover Park West
and Southcenter Parkway.
($4,349,000)
Year of
Completion
1987 -1989
1990 -1992
1990 -1992
1990 -1992
1990 -1992
1987 -1988
78
S. 168TH ST.
eee. eeee eeeeee eeeeeeeeeeeeeeeeeeeeueeeeeea
PROPOSED MINKLER BLVD. EXTENSION
Average Daily Traffic (000)
400 P.M. Peak Hour Volumes
LOS,/
Noon Peak Hour
P.M Peak Hour
A.M. Peak Hour Values
490 "
ui
230
C
ENTRANCO ENGINEERS, INC.
NORTH
SCALE: 1" = 800'
CITY OF TUKWILA, WASHINGTON
' /Note: Level of Service at Southcenter Parkway /Strander Blvd. and
Andover Park West/Strander Blvd. based on Highway Opacity Manual,
1985; all others based on TRB Circular 212; see text.
Figure 21
EXISTING TRAFFIC
CONDITIONS
79
LOS can he calculated by several methods; those used here include the
methods from the 1985 Highway Capacity Manual (HCM) and the Transportation
Research Board (TRB) Circular 212. The TRB method usually yields a higher
(better) LOS for complex multi -phase intersections. The HCM method allows
calculation of the cycle length and average vehicle delay time for
different intersection approaches and yields the best quantitative measure
for signalized intersection flow performance. The intersections of
Southcenter Parkway and Andover Park West with Strander Boulevard are in
close proximity to the proposed roadway. These intersections were analyzed
using the HCM method to define LOS and average vehicle delay time for
several approaches. Table 11 summarizes existing conditions for several
approaches. Table 11 summarizes existing conditions for these key
intersections. Overall LOS values are E and F in the noon peak hour and C
and 0 in the p.m. peak hour for the intersections of Southcenter Parkway/
Strander Boulevard and Andover Park West /Strander Boulevard, respectively.
LOS D is generally considered to he an acceptable value in urban areas.
Figure 2.1 also shows the existing LOS at the intersections.
Traffic Safety. Traffic accident data was obtained in the project
vicinity from the City of Tukwila for the 33 month period from February
1983 to November 1985. Table 12 shows the total and average annual
accidents at various locations. In general, the accident rates are fairly
low and there are no safety related problems.
It should he noted that the relatively high accident rate on
Southcenter Parkway between Strander Boulevard and the proposed Minkler
Boulevard Extension is due to the high traffic volumes and numerous turn
movements to and from access driveways in this section of roadway. Without
an existing traffic signal between Strander Boulevard and the proposed
western terminus of the Minkler Boulevard Extension, drivers have a fairly
direct route of travel in which they may pick up speed easily without
interruptions. This section of Southcenter Parkway has an average annual
total of 16.7 accidents per year, which corresponds to an accident rate of
3.8 accidents per million vehicle miles. This accident rate is considerably
higher than the average state -wide accident rate of 1.7 accidents per
million vehicle miles from 1982 to 1984.
Public Transportation. There are currently four major bus routes
serving Tukwila in the project vicinity (Figure 22):
• Route 150 serves downtown Seattle, Tukwila, Southcenter, Kent and
Auburn with 34 daily runs in each direction.
80
TABLE 11
Level of Service and Average Vehicle Delay Time
for Intersections of Strander Boulevard
with Southcenter Parkway and Andover Park West
NOON P.M.
1990 1990 1990 1990
Intersection Approach Existing Without Project With Project Existing Without Project With Project
Southcenter Parkway/ Overall E* E 0 C C C
Strander Boulevard 44 ** 46 26 22 2.3 2.1
Westbound F F' E D D D
165 191 57 39 40 33
Northbound C C C C C C
18 19 20 17 19 19
Southbound C D C C C C
24 25 24 23 23 22
Andover Park West/ Overall F F F D E F
Strander Boulevard 71 76 104 35 53 75
Easthound E E D D D D
48 41 35 32 32 31
Westbound E E F D D D
41 47 152 34 37 36
Northbound D D E D F F
31 33 51 36 80 137
Southbound F F F D- E E
150 166 163 36 5 44
Note: Calculations based on 1985 Highway Capacity Manual
* Level of Service
** Average Vehicle Delay Time (Seconds)
Intersections
Strander Boulevard/
Southcenter Parkway
Strander Boulevard/
Andover Park West
South 180th/
Southcenter Parkway
South 180th/
Andover Park West
Mid -Block Sections
Strander Boulevard
(Southcenter Parkway
to Andover Park West)
TABLE 12
Accident Data Summary
Total Accidents
(Feb. '83 to Nov. '85) Average Annual Accidents
Property Personal Property Personal
Damage Injury Total Damage Injury Total
1 0 1 0.4 0 0.4
6 7 2.2 0.4 2.S 2.5
7 3 10 2.5 1.1 3.6
0 0 0 0 0 0
7
0 7 2.5/ 0/0 2.5/
1.1* 1.1
Southcenter Parkway 34 12 46 12.4/ 4.4/ 16.7/
(Strander Boulevard 2.8 1.0 3.8
to Minkler Boulevard)
Andover Park West 3 0 3 1.1/ 0/0 1.1/
(Strander Boulevard 0.4 0.4
to Minkler Boulevard)
* Average Annual Accidents /Accident Rate (number of accidents per million
vehicle miles)
82
ENTRANCO ENGINEERS, INC.
NORTH
SCALE: 1" = 800'
CITY OF TUKWILA, WASHINGTON
Figure 22
EXISTING TRANSIT
SERVICE
83
• Route 155 serves Southcenter, Fairwood and Tukwila with 17 daily
runs in each direction.
• Route 187 serves Southcenter, Midway,`Star Lake and Federal Way with
12 daily runs in each direction.
• Route 340 serves eastside communities.
Southcenter Mall is a common transfer point for all four of these routes.
Pedestrian and Bicycle Activity. In the project vicinity, there
currently are intermittent 5 -foot sidewalks on both sides of the road on
South 180th Street, Southcenter Parkway and portions of Andover Park West.
There are pedestrian push buttons, signals and crosswalks at the
Southcenter Parkway /Andover Park West and Strander Boulevard /Andover Park
West intersections.
The discontinuity of sidewalks in these locations is inconvenient and
causes safety problems for pedestrians. The lack of sidewalks may also
discourage the use of public transportation and noon -time pedestrian trips
to restaurants and shops in the area.
The City of Tukwila has recently produced the Central Rusiness District
Sidewalk Plan, which has recommended sidewalk improvements to the following
roadways in the project area:
• Strander Boulevard - Southcenter Parkway to Andover Park West
• Southcenter Parkway - Complete sidewalks from Strander Boulevard to
South 180th Street
• Proposed South 168th Street
In addition, pedestrian crossings were recommended at the following
intersections:
• Southcenter Parkway /Strander Boulevard
• Southcenter Parkway /Boeing - Parkway Plaza
• Southcenter Parkway /proposed South 168th Street
• Strander Boulevard /Southcenter Mall entrances
• Andover Park West /proposed South 168th Street
84
The completion of some or all of these .projects will significantly improve
pedestrian accessibility and safety to businesses in the project area.
Tukwila's Long Range Park- and Open Space Plan has identified two
primary bicycle /pedestrian routes in the Tukwila CBD:
•
Christensen Greenbelt Park Trail extends from Tukwila Parkway to
South 180th Street along the west side of the Green River to the
Kent city limits, to match Kent's trail on the east side of the
river. On the north end, the trail is to be extended under I -405
along Southcenter Boulevard to Fort Dent Park.
• South 188th Trail is planned to accommodate east -west travel, and
will use South 188th Street, the proposed South 188th connector and
South 180th Street to tie into the Christensen Trail and S.W. 43rd
Street in Renton.
Secondary bicycle and pedestrian routes for the CBD include Southcenter
Parkway /Strander Boulevard, Andover Park West and South 178th Street. The
South 178th Street arterial, with a 21 percent grade in some places, was
considered too steep and hazardous to he signed as a primary
pedestrian /bicycle route.
Railroad Facilities. There are many .railroad spur tracks in the
Tukwila CBD which serve commercial and industrial warehouses. Railroad
spur tracks cross almost every street in the Tukwila CBD, but are used
infrequentTybytrains traveling at low speeds. There are a few railroad
signals across busy roadways, and generally pavement markings and signage
appear to be sufficient to maintain an adequate level of safety.
There is one spur track which crosses Andover Park West north of the
Boeing Computer Services office complex and south of "Tukwila Pond"
property to serve the Bon Warehouse.
Adjacent Business Access. The Bon Marche Distribution Center has a
truck loading operation on the north side of their building, adjacent to
the proposed roadway. Internal building facilities are designed to
accommodate the flow of merchandise from the 23 loading hays. Inbound
truck traffic is routed around the building in a counter - clockwise manner.
It is estimated, during the months of October and November, that the
docking space on the north side of the building is used for maneuvers up to
85
4 hours of a 9 -hour operating day. The Bon is also served by a Union
Pacific railroad spur with two tracks serving an off- loading area on the
north side of the building.
The Parkway Square Shopping Center has a service driveway on the south
side of their building, adjacent to the proposed roadway. Both sanitation
and building services access the shopping center on this driveway.
Property owned by TCW Realty Advisors is located to the south of the
proposed roadway and fronts Andover Park West. Business access is provided
by a driveway on the east side of their property, entering Andover Park
West.
Environmental Impacts
A traffic analysis for the project area was carried out for the year
1990. These forecasts were based on traffic counts taken in 1984, and
results of the Tukwila micromodel effort performed for the Tranportation
Improvement Plan (Entranco Engineers, 1982).
Estimated 1990 daily and noon and p.m. peak hour volumes for the
project network are shown in Figures 23 and 24. Noon and p.m. peak hour
average vehicle delay times and LOS were calculated (Table 11) with and
without South 168th Street in 1990 for the key intersections of Southcenter
Parkway /Strander Boulevard and Andover Park West /Strander Boulevard. Both
scenarios assume that the extension of Minkler Boulevard from Andover Park
West to Southcenter Parkway will he in place by 1990. Other road improve-
ments to facilitate area circulation, as shown in Table 10, have not been
included in assessing impact.
Table 11 shows the improvement in overall 1990 noon peak hour LOS and
delay time over existing conditions for the Strander Boulevard /Southcenter
Parkway intersection. This is primarily due to the expected decrease in
westbound volume on Strander Boulevard and decrease in left -turn volume on
southhound Southcenter Parkway. Average vehicle delay time for the noon
hour westbound approach to this intersection is expected to improve about 2
minutes 14 seconds with the proposed project. P.M. peak hour LOS and delay
times for this intersection are predicted to remain relatively the same
with or without the project, although a slight reduction in average vehicle
delays is obtained with the project.
86
SCALE: 1" = 800'
87
SOUTHCENTER
MALL
1,760 790
1870
710
STRANDER BLVD.
33.3
S. 168TH ST.
IIIIIII IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII
1-
N
ccQ
W
cc
o.
a
CC
W
0
0
2
Q
PROPOSED MINKLER BLVD. EXTENSION
MINKLER BLVD.
131.2
NST
1010
PARKWAY
900 PLAZA
LEGEND:
Average Daily Traffic (000)
400 P.M. Peak Hour Volumes
LOS'/
920
`210
S. 180TH ST.
Noon Peak Hour
P.M Peak Hour
A.M. Peak Hour Values
570 y
270111
x
ENTRANCO ENGINEERS, INC.
NORTH
SCALE: 1" = 800'
CITY OF TUKWILA, WASHINGTON
' /Note: Level of Service at Southcenter Parkway /Strander Blvd. and
Andover Park WesVS.rander Blvd. based on Highway Capacity Manual,
1985; all others based on TRB Circular 212: see text.
Figure 24
1990 TRAFFIC CONDITIONS
WITH PROJECT
88
Improvements at Southcenter Parkway /Strander Boulevard are balanced by
a worsening of LOS and 'delay times for the Andover Park West /Strander
Boulevard intersection (Table 11). P.M. peak hour LOS is predicted to
become F in 1990 with the proposed project. Delay time for the noon hour
westbound approach is expected to increase about 1 minute 45 seconds. The
reason for this change is the expected increase in westbound left turn
volumes and overal northbound traffic approaching this intersection.
However, the proposed action is anticipated to improve overall traffic
circulation in the CBD.
Transportation Circulation in the CBD. The proposed roadway (South
168th) will help to eliminate some of the circuitous traffic movement
currently experienced in the "Superblock" and will reduce traffic volumes
on Strander Boulevard. South 168th Street will eliminate excess travel
time and associated environmental impacts related to vehicles destined for
businesses along the mid- sections of Andover Park West and Southcenter
Parkway. For example, an employee at the Boeing Computer Services complex
would have a much shorter and less complex trip to one of the restaurants
along Southcenter Parkway for lunch, with South 168th Street in place.
The reduction in daily and peak hour traffic on Strander Boulevard is a
significant benefit to the overall transportation system in the Tukwila
CBD. In 1990, South 168th Street is expected to reduce daily traffic
volumes on Strander Boulevard from 17,100 to 13,100. - a 23 percent
reduction.. A similar reduction in peak hour volumes is expected. This
reduction in volume on Strander Boulevard would significantly improve
accessibility to the Southcenter Shopping Mall and other businesses, and
reduce accidents on Strander Boulevard by reducing interaction between
through traffic and traffic travelling to and from the driveways of
Southcenter Shopping Mall and other businesses.
Adjacent Business Access. Impacts to the number of truck parking
spaces and docking has been addressed in the Land Use section. Action
alternatives A, B, C and D would allow access to the Bon truck loading area
the same as under existing conditions (e.g., in a counter - clockwise manner
around the building). The propsoed roadway would have a sidewalk to the
south,landscaping and a fence to separate it from the loading area. Trucks
would have a driveway onto the proposed roadway for exiting the loading
area for all action alternatives.
89
The service driveway on the south side of Parkway Square Shopping
Center would be retained with action Alternatives A and B. It would be
eliminated with Alternatives C and D, due to the northward shift in the
proposed roadway. This would change the present access of service vehicles
by requiring loading docks for each entrance adjacent to the south side of
the Shopping Center. Service vehicles would have to access these loading
docks by parking on the proposed roadway and access the building with
ramps. This would not be feasible during peak afternoon traffic because
the lane is needed for turns from the proposed roadway to the northbound
land of Southcenter Parkway.
The northern driveway from the TCW property onto Andover Park would be
eliminated with all action alternatives. It would be replaced with another
driveway on the north side of the property which would enter the proposed
roadway. Access to southbound Andover Park West would he similar to
present conditions (e.g., free right turns). Access to northbound Andover
Park West would he facilitated with the proposed traffic signal on the east
end of the roadway. Safety would he increased by use of the signal for
northbound travel.
Alternative E, no action, would continue the existing business access
for all adjacent property owners.
Traffic Projections and Signal Warrants for South 168th Street.
Traffic projections on South 168th Street are primarily dependent upon the
amount of accessibility provided to adjacent developments and the ultimate
development of the Tukwila Pond property. For this analysis a "worst case"
scenario was developed, including the following assumptions:
1. An estimate of maximum theoretical development of the Tukwila Pond
parcel site as outlined in the Tukwila Transportation Improvement
Plan (1979). This includes 300,000 square feet of retail space and
1,000,000 square feet of office space.
2. The relocation of the northernmost Boeing Computer Services
driveway to South 168th Street.
3. A driveway connection to the Parkway Square Shopping Center parking
lot on the east end of the lot.
4. Access /egress to and from the Bon Warehouse parking areas.
Figure 25 shows the projected volumes and p.m. peak hour turning movements
on the proposed South 168th Street for these scenarios.
90
SCALE: 1" = 800'
CITY OF TUKWILA, WASHINGTON
Figure 25
PROJECTED VOLUMES
ON SOUTH 168TH STREET
91
Mitigating Measures
Based on projected volumes, traffic signals will be needed at South
168th /Southcenter Parkway and South 168th /Andover Park west hy 1990. At
both of these intersections, four lanes will be necessary on South 168th,
providing two lanes in each direction. This will allow for separate right
and left turn lanes at the intersections. At the South 168th /Southcenter
Parkway intersection the two eastbound lanes will provide a second lane to
allow for truck and other vehicle maneuvers into the Bon Warehouse
facilities. At the South 168th /Andover Park West intersection the two
westbound lanes will allow a left -turn lane into the Boeing Computer
Services parking lot or a right -turn lane into the Tukwila Pond property.
As described above, the proposed project is predicted to have both
positive and negative traffic impacts as related to LOS and delay time at
the key intersections of Southcenter Parkway /Strander Boulevard and Andover
Park West /Strander Boulevard. The negative impacts to Andover Park
West /Strander Boulevard can be partially mitigated through minor
adjustments to the timing and phasing of the existing traffic signal at
this intersection. Changes can be made to improve the LOS and average
vehicle delay times hy allowing more green light time to the westbound left
turn. Furthermore, the addition of left turn pockets on the north and
south approaches would improve the LOS at this intersection.
AESTHETICS
This section describes the existing visual quality in the vicinity of
the proposed project. Discussion will also include the visual impact of
all action alternatives (A, B, C, D) and the no- action alternative E on the
surrounding environment commonly referred to as the "superblock ".
Existing Conditions
The character of area development has been described in the Land Use
section. The visual character of this development is typified by one and
two story concrete buildings with five t� ten foot strips of landscaping
and large, at -grade parking lots. The project area is visually accented by
the eight story Doubletree Plaza Hotel, the five story Southcenter Place
office building, and the undeveloped Tukwila Pond property (see Plants and
Animals).
92
The western terminus of the proposed roadway is the five lane
Southcenter Parkway while the eastern terminus is Andover Park West, a four
lane road. Both roads have curbs, gutters, sidewalks and street plantings
in the immediate area. Traffic volumes are very high on both roads (see
Transportation). Figures 26, 27 and 28 show existing views along the
proposed roadway.
Environmental Impacts
Discussion of potential visual impacts will combine Alternatives A
through D due to the similarity of aesthetic (visual) impacts.
Figure 26
VIEW FROM SERVICE DRIVE OFF SOUTHCENTER PARKWAY,
LOOKING EAST
93
Figure 27
VIEW FROM RAILROAD TRACKS SOUTH OF TUKWILA POND,
LOOKING WEST
FIGURE 28
VIEW FROM ACCESS POINT OF PROPOSED SOUTH 168TH STREET
ON ANDOVER PARK WEST, LOOKING SOUTH
94
The proposed road would increase visual access to the south side of the
Tukwila Pond property to road users. The visual characteristics of this
property would remain essentially unchanged in the long term since the City
would revegetate the slope easement with plantings similar to what
currently exists (see Plants and Animals).
Mitigating Measures
Planting street trees is proposed for each side of Alternatives A
through D at the Southcenter Parkway intersection (Figure 26) to serve as
vegetation entries for better identification of the access points in the
roadway. Along the service drive, a 5 -foot landscape buffer will run
between the 3- to 4 -foot high wall and the roadway curb (Figure 29). This
design plan will ensure moderately high visual quality along the most
western portion of the proposed alignment for the pedestrian and the
vehicular traveler.
The landscape design plan for the eastern portion of roadway (Figure
27 shows existing conditions) includes planting additional street trees
along the south side of the alignment across from Tukwila Pond. The north
side of the road' is intended to be visually accessible to the roadway
traveler, so that with time and additional growth, the trees will direct
views across the pond. The pond will be intermittently visible from the
roadway. Urban shrubs will he planted to supplement the ground -level views
and provide a continuous strip of color and texture to enhance the proposed
South 168th Street.
Along the southern portion of the alignment, trees will he planted with
shrubs at their bases to provide a visual buffer between the roadway and
the commercial warehouse receiving buildings. This, again, will serve to
augment the visual quality of the proposed roadway.
At the access point for South 168th Street and Andover Park West
(Figure 28), there will he a cluster of street trees planted. The
objective, similar to the proposed design at the Southcenter Parkway
intersection, is to clarify the access point to proposed South 168th
Street.
Unavoidable Adverse Impacts
No unavoidable adverse impacts are expected under any of the
alternatives.
95
UTILITIES
Existing Conditions
Utilities which are present in the vicinity of the proposed South' 168th
roadway include water, gas, storm sewer, sanitary sewer, a petroleum
pipeline, telephone, and electrical power.
Utilities which presently occupy portions of the project site include
115 kVA and 15 kVA underground power lines belonging to Puget Power. These
lines run in a ground level trench, parallel to the South 168th alignment,
surrounded by thermal sand for cooling purposes. A 12 -3/4 inch petroleum
pipeline owned by Olympic pipeline carries aviation fuel from Renton to
Seattle - Tacoma International Airport, runs along the eastern edge of
Southcenter Parkway, and is 6 to 8 feet below ground level. There are
private utility lines around existing developments abutting on the proposed
project alignment.
Environmental Impacts
Construction of the proposed roadway would impact the location of
water, gas, storm sewer, the petroleum pipeline, and telephone lines, and
require their partial relocation and adjustment, particularly those which
service the Ron Warehouse and the Parkway Square. All roadway action
alternatives (A, B, C, fl) would have similar impacts.
The western 600 feet of the Puget Power power trench will be affected
by Alternatives A, B, and C, while Alternative D will require relocation of
the entire trench. Fill needed for the construction of the roadway will
allow the power trench to settle as much as 3 inches in adjacent areas.
Storm drainage along the proposed South 168th alignment will increase
due to the amount of fill and impervious surface created, as discussed in
the Water section of the EIS. An additional water main, fire hydrants and
street lighting will become necessary following construction of South 168th
Street, in accordance with the City of Tukwila's Comprehensive Plan and
City standards.
96
COLIE
HOUGH
ASSOCIATES
CITY OF TUKWILA, WASHINGTON
Figure 29
SOUTH 168TH STREET
Typical Landscape
Section
97
Mitigating Measures
A storm drainage system would be installed along South 168th Street.
As previously discussed in the Water section of the EIS, drainage would be
routed to the P -17 channel sub - basin.
A new 12 -inch water main would be constructed along the south side of
South 168th and will connect with existing mains at Southcenter Parkway and
Andover Park West. Fire hydrants would he placed behind the sidewalks, at
300 -foot intervals. All utilities work would be in accordance with the
City of Tukwila's Comprehensive Plan and City standards.
The western 600 feet of the Puget Power trench would have to be
reconstructed and placed in a conduit system for Alternatives A, B, and C
and the entire power trench would be placed in a conduit system under
Alternative D. This will be necessary because the present cahles are
notlong enough to be converted to a conduit and vault system. In addition, .
the eastern portion of the cable contains splices which cannot he pulled
through a conduit. Monitoring and adjustment of the trench to compensate
for settlement of the fill would be carried out.
Electrical power, gas, and telephone utilities would be relocated and
adjusted as necessary at the intersections of South 168th with Southcenter
Parkway and Andover Park West by the utility companies.
Street lighting would be installed along South 168th Street at 125 -foot
intervals, behind the sidewalk or 7 feet from the face of the curh. Street
lighting would consist of 30 -foot light standards with 12 -foot arms,
housing 240 volt, 200 watt HPS luminaires in cobrahead mountings. Further
street lighting would be installed on combination traffic signal poles at
the intersections of South 168th with Southcenter Parkway and Andover Park
West.
Unavoidable Adverse Conditions
No adverse environmental impacts are anticipated.
99
REFERENCES
Alpha Engineers, Inc.
1985 Design Report for Minkler Boulevard from Andover Park West to
Southcenter Parkway, January 28, 1985.
Bell- Walker Engineers, Inc.
1985 Central Business District Sidewalk Plan, April 12, 1985.
Centrac Associates, Inc.
1985 Final Location and Feasibility Study and Regional Travel
Impacts Report for the South 188th Connector, January 1985.
City of Tukwila Department of Public Works
1986 Draft Environmental. Impact Statement for the Minkler
Boulevard Extension, March 24, 1986.
.1982 City of Tukwila Comprehensive Land Use Policy Plan
Collins, Brad
1985 Planning Director, City of Tukwila. Personal Communication,
December 16, 1985.
Entranco Engineers, Inc.
1985 Traffic Impact Study, Lot 1 - Spring Ridge Short Plat.
Fehruary 14, 1985.
1986 Design Report, South 168th Street. September, 1986.
Umetsu, Vernon
1986 Associate Planner, City of Tukwila. Personal Communication,
September 10, 1986.
101
DISTRIBUTION LIST
Allied Stores
633 Southcenter Mall
Tukwila, Washington 98188
Andover & Associates
854 East Mercer Way
Mercer Island, Washington 98040
Attn: Mr. Thomas Yedor
Audubon Society
Room 619 - Joshua Green Building
Seattle, Washington 98101
Attn: Dyanne Sheldon
Bon Marche
c/o L. V. Miller
3rd & Pine
Seattle, Washington 98111
Bon Marche Distribution Center
17000 Southcenter Parkway
Tukwila, Washington 98188
Attn: Mr. William Hicks
Buck & Gordon
1011 Western Avenue
Seattle, Washington 98104
Attn: Mr. Jay P. Derr
Chamber of Commerce
950 Andover Park East
Tukwila, Washington 98188
Attn: Mr. Terry Anderson
Chevron USA, Inc.
P.O. Box 7611
San Francisco, California 94120
Chevron USA
220 Strander Boulevard
Tukwila, Washington 98188
City of Kent
Public Works Department
P.O. Box 310
Kent, Washington 98031
Attn: Mr. Don Wickstrom, Director
City of Renton
Public Works Department
200 Mill Avenue,South
Renton, Washington 98055
Attn: Mr. Dick Houghton, Director
City of Tukwila
Mayor
6200 Southcenter Boulevard
Tukwila, Washington 98188
Attn: Mr. Gary L. Van Dusen
City of Tukwila
City Clerk
6200 Southcenter Boulevard
Tukwila, Washington 98188
Attn: Ms. Maxine Anderson
City of Tukwila
City Council
6200 Southcenter Boulevard
Tukwila, Washington 98188
Attn: Ms. Wendy A. Morgan, Chair
City of Tukwila
City Council
6200 Southcenter Boulevard
Tukwila, Washington 98188
Attn: Mr. Edgar D. Bauch
City of Tukwila
City Council
6200 Southcenter Boulevard
Tukwila, Washington 98188
Attn: Mr. Joe H. Duffle
City of Tukwila
City Council
6200 Southcenter Boulevard
Tukwila, Washington 98188
Attn: Ms. Mahel J. Harris
City of Tukwila
City Council
6200 Southcenter Boulevard
Tukwila, Washington 98188
Attn: Mr. Charles E. Simpson
City of Tukwila
City Council
6200 Southcenter Boulevard
Tukwila, Washington 98188
Attn': Ms. Marilyn G. Stoknes
City of Tukwila
City Council
6200 Southcenter Boulevard
Tukwila, Washington 98188
Attn: Mr. James J. McKenna
Collins & Associats
Suite 600, Merrill Place
411 First Avenue South
Seattle, Washington 98104
Attn: Mr. Brad Collins
Commercial Design Associates
4230 - 198th Street S.W.
Lynnwood, Washington 98036
Attn: Mr. Scott Shanks
Davis Wright Todd Riese & Jones
110 - 110th Avenue N.E., #700
Bellevue, Washington 98004
Attn: Ms. Linda M. Youngs
Delco Group
2219 Second Avenue
Seattle, Washington 98121
Attn: Mr. Peter Orser
Doubletree Plaza
1600 Southcenter Parkway
Tukwila, Washington 98188
Attn: Mr. George J. Neumann
Doubletree Inc.
6225 North 24th Street, #200
Phoenix, Arizona 85016
Attn: Mr. James R. Smith
Firestone
215 Andover Park West
Tukwila, Washington 98188
Attn: Mr. Dennis McGriff
Mr. Larry Hanson
Firestone
Zone Marking Office
P.O. Box 68907
Seattle, Washington 98168
Attn: Mr. Russ Paris
104
First Western Development
4230 - 198th Street
Lynnwood, Washington 98036
Attn: Mr. Mike Hess
Foster, Pepper & Riviera
1111 Third Avenue
Seattle, Washington 98101
Attn: Mr. John C. McCullough, Jr.
Hayden Island Corporation
909 North Tomahawk Island Drive
Portland, Oregon 97217
J. C. Penney Company
Regional Tax Office
#4015
Buena Park, California 90624
King County
Surface Water Management Division
Room 976
King County Administration Building
Seattle, Washington 98104
Attn: Mr. Joe Simmler, Manager
King County
Traffic & Planning Division
9th Floor
King County Administration Building
Seattle, Washington 98104
Attn: Mr. John Logan, Manager
King County Department of Planning
811 Alaska Building
618 - 2nd Avenue
Seattle, Washington 98104
Attn: Environmental Coordinator
MacAulay Nicolls Maitland
International
SeaFirst 5th Avenue Plaza
Suite 3900
Seattle, Washington 98124
Attn: Mr. Frank J. Agostino
Metro
821 Second Avenue
Seattle, Washington 98104
Attn: Mr. Dick Sandaas
Metro
Environmental Planning Division
821 Second Avenue South .
Seattle, Washington 98104
Matt Mikami
16813 Southcenter Parkway
Seattle, Washington 98188
Office of. Archaeology and Historic
Preservation
111 West 21st Avenue, KL -11
Olympia, Washington 98504
Attn: Mr. Robert G.•Whitlam
Puget Sound Air Pollution Control
Agency
P.O. Box 9863
Seattle, Washington 98109
Attn: Mr. Arthur Dammkoehler
Puget Sound Council of Governments
216 First Avenue South
Seattle, Washington 98104
Attn: Mr. Jim Williams
Puget Sound Power and Light
620 South Grady Way
Renton, Washington 98055
Attn: Mr. Wayne Harris
Rainier National Bank
Controllers Department 086
P.O. Box 3966 T14 -1
Seattle, Washington 98124
Real Property West
44 Montomery Street, #4230
San Francisco, California 94104
Rosse Inc.
c/o Samuel & Hazel Rosse
808 Howell Street
Seattle, Washington 98010
M.A. Segale, Inc.
P.O. Box 88050
Tukwila, Washington 98188
Shidler McBroom & Gates
3500 First Interstate Center
Seattle, Washington 98104
Attn: Mr. Gary D. Huff
Shidler, McBroom, Gates & Lucas
Suite 505, Honeywell Center
600 - 108th Avenue N.E.
Bellevue, Washington 98004
Attn: Mr. Dennis J. McLerran
105
Special Products Company
P.O. Box 66314
Seattle, Washington 98166
Attn: Mr. Scott A. Salzer
Springri,dge Investment, Inc.
c/o Jones & Grey & Bayley, P.S.
36th Floor
One Union Square
Seattle, Washington 98101
Springridge Investment Ltd.
102.1 Island Road
Victoria, British Columbia V8S 2V2
Canada
Attn: Mr. Bruce Smith
Stepan & Associates, Inc.
33505 - 13th Place South
Federal Way, Washington 98335
Attn: Mr. Kent Stepan
Trammell Crow Company
P.O. Box 80326
Seattle, Washington 98108
Attn: Mr. Don Jefferson,
Project Manager
T.C.W. Realty Holding Company
400 South Hope Street
Los Angeles, California 90071
'Union Pacific Corporation
Tax Office
P.O. Box 2500
Broomfield, Colorado 80020.
Union Pacific Railroad
1515 Building
S.W. Fifth Avenue
_ Portland, Oregon 97201
Attn: Mr. A.L. Shoener,
General Manager
Union Pacific System
1015 Andover Park West
Tukwila, Washington 98188
Attn: Mr. Craig Schuler
Upland Drive Business Park
8815 - 38th Avenue N.E.
Seattle, Washington 98115
U.S. Army Corps of Engineers
Seattle District
Environmental Resource Section
P.O. Box C -3755
Seattle, Washington 98124
U.S. Department of HUD
Valuation Department
1321 Second Avenue
Seattle, Washington 98101
U.S. Department of Interior
Bureau of Land Management
Regional Office
East 4217 Main Street
Spokane, Washington 99202
U.S. Postal Service
Tukwila Branch
225 Andover Park West
Tukwila, Washington 98188
Washington State Department of
Game
Program Manager
Environmental Affairs Team
600 North Capitol Way
Olympia, Washington 98504
Washington State Department of
Ecology
Mail Stop PV -11
Olympia, Washington 98504
Washington State Department of
Transportation
District Design /Engineer/
Environmental Review
9611 S.E. 36th Street
Mercer Island, Washington 98040
Washington State Department of
Transportation
6431 Corson Avenue South
Seattle, Washington 98104
Attn: Mr. Jerry Schutz
Planning and Research Coord
Washington State Office of the
Attorney General
Dexter Horton Building
Seattle, Washington 98104
106
APPENDICES
Appendix A
SCOPING COMMENTS
SCOPING COMMENTS
Davis, Wright, Tood, Riese and Jones
Hayden Corporation
King County Department of Planning and Community Development
Metro
Macaulay Nicolls Maitland International
Seattle Audubon Society
Shidler McBroom Gates and Lucas
The Transpo Group
Scott Salzer
Union Pacific Railroad Company
U.S. Army Corps of Engineers, Seattle District
DAVIS. WRIGHT. TODD. RIESE & JONES
• PAR r WCLUOWO PROFESSIONAL COR0O6•TIONS
110 110TH AVENUE NE.
SUITE 700
BELLEVUE. WASHINGTON 96004
12081 45145686
T ELE C O RE R: 12061 451 .6161
December 2, 1985
Transportation Committee
City Council
City of Tukwila '
6200 Southcenter Blvd.
Tukwila, Washington 98188
Re: Extension of South 168th Street
4200 SE•TTIe'FM6T N•lgNLL SANS OUROO,G
SEATTLE. WASHINGTON 68154
ROOT 622.3150
)2601•
TELECOM,120411•22.•322
55o west so. MI.uE
2
SUITE 50
ANCHORAGE. ALASKA 66501
Icon Hawes
TELECOFKR: 1607. 216.1161
1151 N STREET N W.
SUITE 600
WASHINGTON. 0 C. 20036
12021 6221175
TELECOPER: 202) 266.3166
KE•6E REPLY TO BELLEVUE OFFICE
Dear City Council Members:
We have been informed that the Transportation Committee
will be meeting December 3, 1985 to hear concerns of various
property owners on the proposed extension of South 168th Street
between Southcenter Parkway and Andover Park West. We represent
TCW Realty Advisors which owns property on the south side of the
proposed street extension and fronting on Andover Park West.
Based upon the information provided at the briefing by
Entranco Engineers on November 20, 1985, we would like to
express cautious support for the extension of the street.
There are some areas of concern, however. The present design
proposes to take 30 feet of right -of -way from the properties to
the north and south of the roadway. The TCW Realty Advisors'
property is encumbered on the north by a railroad spur and an
underground electrical transmission line. The present design
would require relocation of both of these improvements at sub-
stantial cost to the City. We recommend that the street be
located to the north of the existing TCW property line placing
it entirely on undeveloped property. This location would
eliminate the cost of relocating the railway line and utility
line and will reduce land acquisition costs. We are concerned
that if the railway line is relocated, it will be relocated
farther to the south and will result in a substantially greater
taking of TCW Realty Advisors' property than presently proposed.
Our client's property is developed and any taking will be costly
and will create a hardship.
Transportation Committee
City Council
City of Tukwila
December 2, 1985
Page 2
We ask that the location of the street and the land acqui-
sition costs and utility and railroad relocation costs be clearly;
analyzed in the Environmental Impact Statement. Please also
consider this letter to constitute a comment on the Scope of EIS.
If you have any further questions, please do not hesitate
to contact me or Thomas Herta at TCW Realty Advisors, 400 South
Hope Street, Los Angeles, California, 90071 -2899.
Very truly yours,
DAVIS, WRIGHT, TODD, RIESE & JONES
v �z.yLChf- Linda M. Youngf
LMY /kg
cc: Mr. Thomas Herta
Mr. Brad Collins, Planning Director
Hall Baetz, Esq. .
HAYDEN
CORPORATION
December 2, 1985
FEDERAL EXPRESS
Mr. Phillip Fraser
Senior Engineer
City of Tukwila
6200 Southcenter Blvd.
Tukwila, Washington 98188
RE: Proposed 168th Street Development
Impact upon Parkway Square Shopping Center
Dear Mr. Fraser:
900 N. TOMAHAWK ISLAND DRIVE
PORTLAND. OREGON 97217
PHONE (503) 283-4111
The purpose of this letter is to formally establish the concerns of property owner,
Real Property West, Inc., for the proposed development of 168th Street between Andover
Park West and Southcenter Parkway.
As outlined in the November 20, 1985, meeting with Entranco Engineering and the City
of Tukwila Engineering Department, a feasibility study is now being prepared to be
presented to the City of Tukwila Transportation Committee on the development of 168th
Street. At that time, Hayden. Corporation, representing Real Property West, Inc.,
expressed several key concerns and their possible adverse affect to the property
known as Parkway Square Shopping Center.
As now appropriate, I will restate these concerns by the property owner:
1. Loss of Service Driveway:
The Sanitation and building service areas are now designated in the south property
line boundary of the shopping center. This access is essential to the daily
operations and management of the shopping center and would be eliminated with
the proposed roadway.
2. Building Setback:
The roadway proposal would create a ten (10) foot setback from the sidewalk curb
to the building wall. Tenants and customers would not have adequate access area
for efficient retail use.
3. Grade Variation:
The roadway proposal creates a three (3) to four (4) foot grade level variation
between the roadway /sidewalk (lower) and building level (higher). This would
result in severe access, design and foundation problems.
4. Public Identification & Physical Barrier:
As a retail location it is essential that street traffic identify and obtain
easy access to the shopping center. The proposed roadway would create a traffic
problem and potential hazard for left turn access from Southcenter Parkway and
in addition produce a visual and physical barrier from the proposed roadway.
Mr. Phillip Fraser
December 2, 1985
Page 2
5. Project Cost and Construction:
The considerable cost of development of a roadway cannot be absorbed in any
proportion by the property owner. Given existing ecomonic conditions any
construction interference with the daily operation of the shopping center tenants
is unacceptable.
It is the conclusion of Real Property West, Inc., that the present proposed 168th
Street Development would have a major negative impact on Parkway Square Shopping
Center. Real Property West proposes the feasibility study by Entranco Engineers
for the City of Tukwila Transportation Department be terminated before an additional
and unnecessary expenditure of additional public funds.
Best regards,
Larry W. Summerton
Contract Property Manager for
Real Property West, Inc.
LWS:nin
M39D11
cc: Real Property West, Inc.
— — — — • — • — — — — — — — • — — •
King County Executive
Handy aevelle
Department of Planning and Community Development
(lolly Miller. Director
December 17, 1985
Mr. Brad Collins
Planning Director
City of Tukwila
6200 Southcenter Boulevard
Tukwila, WA 98188
RE: Scoping Notice for South 168th Street
Dear Mr. Collins:
The Department of Planning and Community Development has reviewed the
above scoping notice and concurs with the City of Tukwila's Determination
of Significance. We believe the Environmental Impact Statement (EIS) should
cover the following concerns.
Environmental and Resource Issues
Tukwila Pond is noted as a valuable stopover for migrating waterfowl. The
pond is used throughout the year by a large number of diverse waterfowl species.
It provides critical habitat for resident and migratory waterfowl.
While portions of the pond have been affected by human actions in the past,
the southern portion (currently proposed for fill) is presently the least disturbed
area and has the highest diversity of vegetation. This is the portion of the
site that would be destroyed by the development proposal. We believe the
potential for "enhancement" on the rest of the site is not justification for
eliminating an area that is already stable and providing excellent and rare
habitat. If possible, Tukwila Pond should remain undisturbed. The EIS should
also address what, if any, long -term management plans exist or are under development
for Tukwila Pond.
Transportation Issues
The EIS should identify the need for the project, consistency with local plans,
alternative alignments considered, and the future function of the new road.
811 Alaska Building 618 Second Avenue Seattle, Washington 98104 12061 344-7303
Mr. Brad Collins
December 17, 1985
Page Two
Any impacts to King County roads as a result of this project should also be
addressed. Traffic volumes and distribution should be discussed on roadways
which would experience a significant change from existing traffic patterns.
Should you have any questions concerning these comments, please call Bill
Hoffman at 587 -4693.
Sincerely,
HOLL MILLER
Director
HM:LG:ds
TPLG37
cc: Ralph Colby, Supervisor, Plan Implementation, Building and Land Development
Division
ATTN: Dyanne Sheldon, Environmental Planner
Lou Haff; County Road Engineer
Harold Robertson, Manager, Planning Division
ATTN: Bill Jolly, Chief, Resource Planning Section
David Masters, Resource Planner
Bill Hoffman, Chief, Transportation Planning Section
David Mark, Transportation Planner
Lisa Grote, Transportation Planning Assistant
Lois Schwennesen, Chief, Community Planning Section
4i:1T1ETR®
Municipality of Metropolitan Seattle
Exchange Bldg. • 821 Second Ave., Seattle, Washington 98104
December 13, 1985
Bradley J. Collins, Planning Director
City of Tukwila Planning Department
6200 Southcenter Blvd.
Tukwila, Washington 98188
Determination of Significance
EPIC - 294 -75: South 168th Street
Dear Mr. Collins:
Metro staff has reviewed this proposal and offers the following
comments.
Water Quality
Metro anticipates no significant adverse impacts to wastewater
facilities.
We anticipate no significant degradation of surface water quality
provided all mitigating measures both during and after
construction are implemented in a timely manner.
The proposal includes fill in Tukwila Pond and adjacent wetlands.
Metro recognizes wetlands as environmentally sensitive areas with
unique characteristics for wildlife habitat and water quality
protection. Wetlands, such as Tukwila Pond, are important
ecological systems which can improve water quality in varying
degrees by temporarily or permanently retaining suspended
materials, excess nutrients, toxic chemicals and disease -
causing micro - organisms. Additionally, Tukwila Pond may now
function as a migratory route for waterfowl. Potential adverse
impacts on the water quality of the pond and adjacent wetlands
caused by the proposal can be expected to impact wildlife
habitat.
In 1983, Metro evaluated the Tukwila Pond area as a possible site
for the Tukwila Transit Center. After an in -depth analysis of
the site which included a wetlands inventory report by a
consulting wildlife biologist, Metro eliminated the site from
further consideration. Metro's investigation and the wetlands
report found, among other things, that :
Bradley J. Collins
December 13, 1985
Page Two
1. Any development within the Tukwila Pond area would adversely
affect wildlife and result in a reduction in both the
numbers of individuals and diversity of wildlife species;
2. If development does occur, the least impact on wildlife
would occur from projects focusing on the northern boundary
of the site;
3. Increased runoff from additional impervious surface should
be directed away from the pond to prevent degradation of
water quality.
Because of the value of the wetland habitat and Metro's other
activities aimed at protecting water resources, Metro rejected
the pond area as a site for the Tukwila Transit Center.
Metro acknowledges that King County has included wetlands in its
Sensitive Areas Program. While recognizing that the proposed
project is within the corporate limits of the City of Tukwila, we
encourage the proponent to consider the Sensitive Areas Program
guidelines and mitigating measures to avoid adverse impacts which
may arise from the construction and implementation of the
proposed project in Tukwila Pond and adjacent wetlands. In
addition, Metro recommends that any construction activity related
to the project be prohibited in Tukwila Pond and adjacent
wetlands unless no other feasible, less environmentally - damaging
alternative exists and that a buffer zone between the proposed
project and the wetland be established. Metro recommends that
this zone extend at least 50 feet away from the wetlands
boundary.
Should the proponent find that no other feasible, less
environmentally - damaging alternative exist, measures to prevent
any degradation of water quality should be taken. These measures
should include, but not be limited to:
o use of sediment curtains or containment fabrics to
prevent sedimentation into the pond;
o identification of runoff discharge points into surface
waters through King County's drainage planning process;
o methods to prevent toxic materials, petro - chemicals and
other pollutants from entering surface water during and
after construction;
o provisions for maintaining adequate setbacks and wetland
vegetation;
o revegetation of affected areas.
•=
Bradley J. Collins
December 13, 1985
Page Three
Public Transportation
Pedestrian access and the pedestrian environment are concerns of
Metro since they affect the ability of potential transit riders
to get to and from bus zones. The environmental impact statement
should include a discussion of pedestrian access amenities.
Another factor which affects transit_and transit ridership is the
type of development associated with the proposed access road.
What other types of development are planned in and adjacent to
the Tukwila Pond? Also, does the proponent envision any
additional roadways or traffic control measures for the area
which may affect public transportation? The EIS should also
specify the extent and degree of traffic impacts in the area
which may arise from the proposed project.
Thank you for the opportunity to review and comment.
Very truly yours,
Gregory M. Bush, Manager
Environmental Planning Division
GMB:dww
MACAULAY NICOILS
MAITLAND
INTERNATIONAL
Real srare Broker..
Cunsuhanis. Manager
f.rabli.he, 1898
.nMxr Wahl.
Mr. Brad Collins
Director, Planning Department
City of Tukwila
6200 Southcenter Blvd
Tukwila, WA 98188
Dear Brad:
COLLI ERS
Irur rnn.xral Prnlw I Cnnwhu +r.
December 9, 1985
It has been requested of me by the owners to relate the desires and opinions that
the Spring Ridge property be viewed as a developmental site and not merely vacant
land in reference to the addition of 16eth Street. Although Spring Ridge does not
have buildings and other obvious physical obstructions, it would appear very
apparent that the Spring Ridge property is available to solve any•proble m.
Unfortunately, said . property has enough problems at this time and- further
restrictions, conditions, setbacks, and encumberances that would force building
development further into lower site coverages will further endanger the
development of said site.
We certainly appreciate the opportunity to voice the concerns of the owners, as
well as your concerned understanding of the overall scope in regard to the City.
Respectfully yours,
MACAULAY NICOLLS
MAITLAND I ATIONAL
FJA :jg
cc: Bruce Smith
Suite 3900 Sea(irst Filth Avenue Plaza. 800 Fifth Avenue. Seattle. WA 98104 Telephone (206) 223 -0866
'..nrk• V.....xnr. (.ak;n. lanxxnnn 1rr.x.ka Ilnnx4 tinlla,x x.• Alala.va Ikxrrl Arrng .SIwau l nnr.l knrgrkrrn 1',1114,1 SW,
O3eattle
2ludubcn
Otocietp
December 12, 1985
Washington Nonpndit Corporation
619 Joshua Green Building • Seattle. WA 48101 • 206t622b695
Mr. Brad Collins
Planning Director, City of Tukwila
6200 Southcenter Boulevard
Tukwila, WA 98188
Re: Tukwila Pond; File: EPIC 294 -75
Dear Mr. Collins:
Seattle Audubon Society has received notice of the
declaration of significance for the proposal to construct south
168th St. accross the south end of Tukwila Pond. We agree with
the determination of significance and request that we become a party
of record for this project.
In addition to those items listed in the narrative of the
scoping notice we would request that a detailed study be conducted
on the aspect of habitat provided by this pond in its current
condition. How does the pond function in the environmental system
comprised of the openspace associated with the freeway right -of-
way, Tukwila Pond, and the Green River, especially relating to
resident and migratory birds.
Industrial, commercial, and multifamily developments have
maximized land use in the Tukwila area and the open waters of
Tukwila Pond, the associated wetland vegetation, and the open
space surrounding it provide excellent habitat in stark contrast
to the surrounding land use.
The southern margin of the pond contains the highest diversity
of wetland vegetation and it is the area least impacted by human
intrusions; for these reasons it receives the highest use by
wildlife, especially more reclusive waterfowl species. The
placement of the road alignment in this area would destroy the
most intricate aspect of this wetland system.
Enhancement of wetlands is a possibility in certain situations,
however it is not a desirable or ethical attitude to assume that
destruction of the most productive area of this wetland could be
justified by an enhancement proposal on the remains of the wetland.
The question arises as to the intent of such a road alignment:
what property is proposed to be accessed which could not be accessed
with existing thoroughfares? Could not the parcel to the west of the
pond be accessed with a cul -de -sac from Southcenter Parkway? This
should be considered as an alternative to the proposal.
page 2: Collins
What are the long range plans of the City of Tukwila for
Tukwila Pond and its surrounding openspace? Will it continue
to be submitted to repeated development proposals or will the
City make an effort to preserve this wetland and a significant
area of openspace surrounding it as a visual, biological,
educational and open space amenity to the City of Tukwila?
Seattle Audubon is opposed to the project as it is pre-
liminarily proposed. We anticipate the opportunity to comment
on the technical documents for this proposal, and if possible,
to comment at public hearings which may be held in conjunction
with the project.
Thank you for this opportunity to comment on this proposal.
DS: lws
Sincerely,
DyanrSe Sheldon,
Conservation Chair
• •
• - - - - = - - - - -
SH IDLER McBROOM GATES & LUCAS
ATTORNEYS AT RAW • A PROFESSIONAL SERVICE CORPORATION
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December 16, 1985
DENNIS 1. Mc1ERRAN
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Hand Delivered
Mr. Brad Collins, Planning Director
City of Tukwila
6200 Southcenter Boulevard
Tukwila, Washington 98188
Re Sopping Notice - South 168th Street EIS
File No. EPIC 294-75
Dear Mr. Collins:
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We represent The Bon with regard to their Distribution Center located at 17000
Southcenter Parkway in Tukwila. Our client has asked that we provide comments on the
City's recently issued Scoping Notice for the South 168th Street Environmental Impact
Statement. We would request that the Draft EIS for the proposal fully address the Issues
and concerns identified below.
I. LAND USE.
A. Impacts on The Bon Distribution Carter.
The Bon Distribution Center is a major facility which receives and ships the
merchandise for all forty Bon stores located in the Western United States. The proposed
South 168th Street project will have major impacts upon the existing use made by The Bon
of its Distribution Center. The tentative plans presented by the City and its consultants
would severely disrupt the operations of the Distribution Center and could even require its
relocation.
Because there is no right -of -way currently existing through the Distribution
Center site, at least thirty feet of The Bon's property would have to be taken to
accommodate the proposed street. The area which would be taken is currently developed
with improvements essential to the proper functioning of the Distribution Center. A truck
loading area, a rail spur, and refueling area with underground tanks and pumps would all be
severely disrupted or eliminated by the proposed street. The northwestern access to the
Distribution Center would also be eliminated.
Mr. Brad Collins
December 16, 1985
Page Two
The most severe impact on the existing use would be disruption of truck loading
on the north side of the building. All or substantially all of the existing property is
necessary for trucks to back into the eighteen loading bays where Incoming merchandise is
offloaded. The internal systems of the Distribution Center building have been designed in a
manner which requires incoming goods_to_be unloaded on the north side of the building. A
complex system of automated tracks and conveyors takes the incoming merchandise to
central receiving and processing areas where the merchandise is repacked or separated for
outbound shipment to retail stores from twenty loading docks on the south side of the
building.
The internal systems within the building are not easily or inexpensively modified.
If loading on the northern side of the building is eliminated, there is insufficient space on
the current property and inside the building to accommodate such a change in operations.
All alternative loading areas around the building are already dedicated to other essential
operations.
Rail unloading also occurs on the north side of the building. The proposed street
would likely eliminate one of two rail spurs currently used by The Bon for offloading and car
stacking. The two spurs are necessary at peak periods to allow greater numbers of rail cars
to be unloaded. It is not likely that the spurs can be relocated and to do so would also
disrupt the internal organization of the Distribution Center building.
Elimination of the northern access would also be potentially disruptive to the
retail operation conducted in the northwestern portion of the building, as customer parking
is primarily accessed through the northern driveway. Truck traffic flow would also be
disrupted, as The Bon currently routes inbound delivery trucks around the building in a
clockwise manner and out the northern access. This clockwise flow allows monitoring of
entry for security purposes and prevents overflows of trucks at the northern loading area.
An open curb system for truck loading would eliminate the truck traffic control currently
exercised by The Bon's security personnel.
The cumulative impact of the problems created by construction of South 168th
Street may be great enough that The Bon's current use of the property would have to be
discontinued. It is quite certain that a substantial amount of damage would be caused to the
existing land use and probably to other potential users of the existing building. These
impacts should be fully identified and explored in the EIS.
B. impacts on Other Land Uses.
Several other properties and uses could be substantially affected by the proposal.
The shopping center located just north of The Bon Distribution Center owned by Real
Properties West would suffer several major impacts. The users located in the center have
their merchandise loading and service doors on the south side of the building. Construction
of a street would eliminate the existing access drive serving the loading doors. Trucks
serving these shops would have to park on the street if South 168th is constructed. Garbage
Mr. Brad Collins
December 16, 1985
Page Three
loading areas would also be affected. Additionally, because of a grade differential problem,
the loading and service doors would probably be three to five feet higher than the street
grade. This would create further difficulties with use of the existing doors.
The TCW Realty Advisor's property located directly east of The Bon Distribution
Center contains Boeing Computer Service offices. One of the alternatives discussed by City
consultants has been relocation of the rail line located along the northern boundary of the
TCW property to a location further south because of soils problems on the Tukwila Pond
parcel. Movement of the rail line would eliminate existing parking for the offices located
on the TCW property. The impact on available parking for the office use should be
evaluated.
Also, the EIS should address the impacts of the proposal on land uses planned for
the Tukwila Pond parcel. At a minimum, a portion of the developable area of this property
will be lost to street construction under the proposal.
II. TRANSPORTATION.
As discussed in the Land Use section above, the proposed street would have a number
of impacts on existing transportation systems. The Bon's existing traffic flows would be
disrupted by closing the northwest access to the property, by possible prevention of
counterclockwise truck flows around The Bon Building and by disruption of truck loading.
The railroad operations within the location of the proposed right -of -way could also be
severely impacted.
A letter from The Transpo Group is attached which identifies the nature of the
proposal's impact upon The Bon's truck offloading operations. The letter also indicates that
the truck loading operations cannot be moved and, therefore, would have a severe impact
upon the functioning of the proposed roadway as well. These impacts should be fully
explored in the EIS.
Additionally, the existing railroad service is likely to be modified or lost due to the
proposal. The exact nature of the proposal and any alternatives with respect to rail service
should be presented in the EIS. The cost of relocation of rail facilities should also be fully
identified.
With respect to traffic analysis in the EIS in general, there is a need for a complete
area traffic study to determine whether the proposed street is really necessary or will
actually solve any perceived problems with traffic flow. Because the City is proceeding
with other major improvements in the area such as Winkler Boulevard, any traffic study
should consider whether other proposed traffic improvements will resolve problems with
traffic flows on Strander Boulevard. Based upon discussions with various staff members, it
is apparent that no area -wide traffic study has been done for a number of years. Without
preparing such a study, the need for the proposed street cannot be fully explored.
Mr. Brad Collins
December 18, 1985
Page Pour
As a general comment, the preliminary design and location of the proposed street need
to be further defined before an adequate analysis of the environmental impacts can be
prepared. In early meetings with the staff and design consultants, it has been apparent that
many issues will remain unresolved until a proposal with more specific location and design
features is presented.
Also, prior plans prepared by the City have identified a north /south connection
between Strander Boulevard and South 168th Street. The impacts of such a connector on
The Bon's truckloading should be further explored in the EIS. If the north /south street would
intersect In the area of The Bon's truckloading operations, there could be additional traffic
concerns. If there is any possibility that such a link will be created in the future it should be
discussed as the South 168th Street proposal is an essential preprequisite to such a link.
M. UT LTITB.4.
Puget Power has a 115 Kv. underground electrical vault and line located within the
alignment of the proposed street. Puget Power has indicated that the line should not be
placed within the actual roadway area and should be relocated. The costs of relocating the
line should be identified, as well as the exact relocation alignment. Puget Power has
tentatively estimated that relocation costs could be as much as half a million dollars.
P1. EARTH.
At early meetings, the staff and design consultants have identified a problem with
unsuitable soils in the proposed road alignment. The extent of the problem should be defined
In the EIS, and the specific construction measures which are proposed to deal with the
problem should be stated. Also, the cost of special construction techniques necessary
because of unsuitable soils should be identified. Any alignment adjustments made to deal
with soils problems should also be identified.
V. WATER, PLANTS, AND ANIMALS.
Because the proposed street will occupy a portion of the Tukwila Pond site, a
designated environmentally sensitive area, a full assessment of the impacts of the proposal
with respect to wildlife usage of the pond and upon the pond in general should be made.
VI. FINANCIAL IMPACTS.
The proposal appears to be a potentially very expensive project and may even be cost
prohibitive. Because of the need to acquire right -of -way, deal with unsuitable soils,
relocate the existing 115 Kv. underground power line, relocate rail lines and possibly pay
damages to users who will have existing uses disrupted, the City should make a good faith
estimate of the range of costs involved in proceeding with the project and the alternatives.
While the State Environmental Policy Act Guidelines discourage a cost/benefit analysis in an
EIS, it will be highly desirable for decision- makers and the public to have reliable financial
information available when decisions must be made on the project.
Mr. Brad Collins
December 16, 1985
Page Five
Additionally, although the SEPA Guidelines do not require that the method of
financing a project be investigated, it would be helpful If the types and sources of financing
which could be used are identified. It is certain that this will be a major issue in later
hearings. In preliminary discussions with staff, it has been indicated that an LID may be
proposed for the project. The alternative financing methods which the City may use should
be identified to allow full-consideration-of-financing 'options by -the public and the-ultimate
decision - makers. -
VII. ALTERNATIVES.
The majority of surrounding property owners have expressed opposition to the project
in early meetings. Certainly a discussion of the alternative of not building the street should
be contained in the EIS. Also, since Tukwila is currently evaluating other east /west street
improvements such as Minkler Boulevard, discussion of the alternative of building Minkler
and /or other streets without South 168th Street should be evaluated.
Alternative locations for the South 168th Street alignment should also be evaluated.
An evaluation of whether the westerly end of the street can be relocated from between The
Bon and Real Properties West sites to another location should be made.
VIII. OBJECTIVES OF THE PROJECT.
To clearly evaluate whether the objectives of the project will be met, a full area
traffic study should be completed as part of the environmental analysis. The Bon questions
whether there is a need for the proposed street if Minkler Boulevard is built and, therefore,
questions whether the City's objective of lessening congestion on Strander Boulevard will be
met.
IX. CONCLUSION.
The Bon invites the appropriate City officials and the consultants involved in the
preliminary design study and EIS preparation for the project to take a tour of The Bon's
affected facilities at an early date. The environmental impacts identified above can only be
fully appreciated by viewing The Bon's operations. Please have the appropriate individual
contact the undersigned to arrange a site tour.
Additionally, please notify this office of any meetings or hearings and of the
availability of any draft and final documents. Thank you for your anticipated consideration
of the above.
Very truly yours,
SHIDLER MCBROOM GATES & LUCAS
DJM /13-14
Attachment
cc: Bill Hicks, The Bon
Jim Maclsaac, The Transpo Group
Transportation Planning & Traffic Engineering Consultants
December 3, 1985
Mr. Dennis McLerran
Shidler, McBroom, Gates & Lucas
- 505-Honeywell-Center
600 108th Avenue NE
Bellevue, WA 98004
SUBJECT: SOUTH 168TH STREET DEVELOPMENT PROPOSAL
@romp
DEC -319BS
BARES & LOS
Dear Mr. McLerran:
We understand that the City of Tukwila is proposing to acquire right of way
and construct a new 3 or 4 -lane street between Southcenter Parkway and Andover
Park West. The new street would be located along the south edge of the
"Tukwila Pond° property, and along the north edge of the Bon Marche northwest
regional distribution facility property.
There are a number of physical and environmental problems to be encountered by
this proposed street alignment. I am confident that your brief will cover
those issues. The purpose of this letter is to point out and discuss one
major issue:
• Impact of the proposed street on the Bon's north truck access and
docking operations (or vice versa).
Facility Access and Internal Function
Mr. Bill Hicks was kind enough to give us an in -depth tour of the internal
functions of the Bon warehousing and distribution facility. The internal
processing is all engineered to receive incoming merchandise from vendors via
17 or 18 large truck docks plus rail docks along the north side of the
building, and to ship out the regrouped and repackaged goods to 40 different
store destinations via 28 truck docks on the south side of the building. The
east face of the building is committed to truck docking for all furniture
delivery operations in the Puget Sound area.
As a result of this tour, we conclude the following:
• There is no way to consolidate the north side truck docking
facilities with those on the east and south building faces -- all
three building faces have been developed to maximum internal
functioning capacity.
• Any attempt to relocate the north side truck docks would likely
result in a need for major (if not total) reconstruction of the
entire internal operations of the facility.
The TRANSPO Group, Inc. • 23 -1481h Avenue SE, Bellevue, Washington 98007 • (206) 641 -3881
Ths
TRANSPO
G -ovp
Mr. Dennis McLerran
December 3, 1985
Page 2
• Hence, we view the north side truck docks and docking activity as an
unchangeable given that the street project must be designed around.
Receiving Dock Operations
The large tractor /trailer rigs that deliver to the north side receiving docks
require all of the space now available between the building face and the north
property line. It would be impossible to maneuver the large rigs around
parked rigs with loss of 30 feet of right of way (ROW) -- or any substantial
portion thereof. In addition to truck maneuvering space, there is also need
to °stack° incoming trucks while awaiting preceeding trucks to dock and
undock. This stacking occurs along the north side of the rail spur line, and
into the east side docking area.
The dock access must be served by a counter - clockwise truck circulation
pattern (westbound along the north building face). This is to orient the
driver's view of the docking facilities as he backs into the dock.
The facility manager was able to supply incoming truck counts for the months
of October and November for the north side receiving docks. During October
there were an average of 63 incoming trucks per day, or 126 docking and
undocking movements per day. During November the averages were 54 and 108
respectively. The docking maneuvers generally occur between 7 AM and 4 PM. A
docking maneuver can take from 2 to 4 minutes, depending upon the size of the
truck and the number of trucks docked at the time. On occasion, a less
experienced truck driver can take more than 5 minutes to dock. The undocking
maneuver takes about one minute. In general only one docking or undocking
movement can occur at a time.
Given these statistics, and assuming 60 incoming trucks per day for purposes
of easy calculation, incoming trucks currently use 3 x 60 = 180 minutes of
docking time, plus 60 minutes of undocking time. This represents up to 4
hours of the 9 -hour operating day when all space along the north side of the
facility is preempted by truck docking maneuvers. -
Future Street Operations
If a new public street is to utilize 30 feet of the north docking area, truck
docking operations must of necessity utilize a portion of the public street.
The street would have to be designed with no curb on its south side along the
entire docking area.
By paving the rail spur track area, it may be possible to provide incoming
(westbound) truck access over the rail area south of the future public street
ROW. However, when rail cars are present, truck ingress would have to
circulate via the westbound lane(s) of the new street. No matter which way
truck ingress occurs, the trucks must preempt the future street eastbound
TRANSPO
Mr. Dennis McLerran
December 3, 1985
Page 3
lanes to make their docking maneuvers. Undocking maneuvers would need to
penetrate both directions of travel on the proposed street. When rail cars
are present, incoming trucks would also block a westbound lane of the street
while awaiting for prior docking movements to be completed.
In summary, if 30 feet were to be removed from the north docking area, the
street design would need to provide unrestricted truck access across its south
'curbline'. Truck docking and undocking operations would block eastbound
traffic operation on the street for up to 4 hours over a 9 -hour business
day. Eastbound traffic flow would be subjected to one hour of delay time plus
any delays associated with stacking of incoming trucks. Such delays would be
intolerable to the general street traffic. The safety implications are quite
apparent.
Conclusions
We do not believe that the existing north receiving dock operations of the Bon
warehouse and distribution facility can co -exist with a new public street, if
any significant portion of the docking zone is removed by the street. If
trucks cannot penetrate the south half of the street in making docking
maneuvers, the docking operations would be eliminated. Conversely, if the
south half of the street were to be used during truck docking operations,
street operation and safety would be unacceptable.
We would strongly urge City staff and its consultant to observe the truck
loading operations, and to tour the internal functions of the facility. We
believe they would concur with our conclusions.
Very truly yours,
The TRANSPO Group, Inc.
James W. MacIsaac, P.E.
Principal Engineer
cc: Bill Hicks
•
September 29, 1986
City of Tukwila
Planning Dept.
6200 Southcenter Blvd.
Tukwi -la -, WA- 98188
Attention: Mr. Jack Pace
Re: Tukwila Pond Site
Design Report S. 168th St.
Dear Mr. Pace:
FP 0 19861
1, 1 •,LA
As an individual concerned with the "proper "" development of the
Tukwila Pond site, I would like to make the following comments
relative to the above referenced project.
As in previous correspondence, I would like to point out that I
am not a resident of Tukwila. In spite of this, I have spent
considerable time at the pond since 1974 and have followed
proposed uses and impacts with great interest.
I have had the opportunity to briefly review the Design Report S.
168th St. and have the following comments. Recommendations were
made as early as 1979 for cross streets in the "superblock ".
This was at a time prior to slot of the extensive development
that now exists. Before the superblock was completed, it seems
that it would have been prudent to provide cross streets while
the opportunity existed. This gross oversight shows a lack of
planning for the ultimate use of the area. Vhile extensive
development was allowed, little consideration was given to the
results on traffic flow. Now to correct the problem, the S.
168th St. proposal toucbes'the most sensitive environment that
has existed and does exist in the superblock. I would like to
refer to a previous Draft BIS, dated Dec. 1979, "Tukwila Center -
Chartwell Development Corp. ", page 50 para. 2, which states "The
variety and productivity of the site are unmatched on any
comparably sized site in the Green River Valley or greater
Seattle area ". As I mentioned in 1980, this observation should
not be taken lightly. Further comments on this will be reserved
until the current Draft BIS is finalized.
Admittedly I as not a traffic engineer, nor do I pretend to be,
but I cannot see how this extension will solve or reduce the
traffic problems in this superblock area. This is— particularly
true since traffic lights are propsed at the intersections of S.
168th St. on Southcenter Parkway and Andover Park V.. Rather
than two intersections at Strander Blvd. /Andover Park W. and
Strander Blvd. /Southcenter Parkway subject to back -ups, there
would now be four. This proposed project is not a safety related
issue, as the design report states, but appears to be an attempt
to say "we are trying to do something ". Also, this proposed
extention does.nothing_for the - remainder of the superblock, which
is the ultimate destination for most of the traffic. Further
this project cannot be related to future development of the
Tukwila Pond site, as there currently 1s no proposal being
presented.
In conclusion, to sacrifice 1/2 acre of an extremely sensitive
and diverse system to provide a band -aid solution , does not seem
to be in the best interest of the area. This proposal is to make
up for the lack of planning and foresight on th part of the city
planners. I do not feel that the extension will provide the
relief for which it is intended and the City of Tukwila should
consider other alternatives.
Regards,
Scott Salzef
P. 0. Box 66314
Seattle, VA 98166
(206) 243 -4412
P. S. - Please include my name on the list for receipt of the
final BIS
cc: Mr. Joe Duffie
President - Tukwila City Council
REITH Y. BORAUN
G..wmo
JOHN F. WELSSER
■•••••■ G•yr Saar..
MA201.7507
UNION PACIFIC RAILROAD COMPANY
LAW DEPARTMENT
1515 5 W Fd9■ A. Sumo 470
Por11 d. Organ 97701 -5495
13031219.7990
December 13, 1985
Mr. Brad Collins
Planning Director
City of Tukwila
6200 Southcenter,Blvd.
Tukwila, Washington 98188
JEFF 5 ASAY
G.N. .s w
my as n.f
ROY P FARWELL
G...n.cnr.,
1103. bro.nel
CAROLYN L. LARSON
I
GANN,
BARRY L GROCE
ALL.N. Comma *Am
SUM VI.1
Our File: 9208 -32 -2
Re: EPIC- 294 -75 - Proposed Construction
of South 168th Street between
Southcenter Parkway and Andover Park West
Dear Mr. Collins:
In response to your November 18, 1985 scoping notice,
Union Pacific Railroad Company requests that the City include
the following issues in its analysis of the environmental
impact of constructing a new arterial street (South 168th
Street) between Southcenter Parkway and Andover Park West.
1. Removal of the Northerly Spur Track Serving The Bon.
If street construction necessitates removal of the northerly
spur track, the EIS should address the impact on The Bon of
cutting its car holding capacity in half and the resulting
impact on the Railroad, e.g., increased switching time and
costs and /or possible loss of business. In addition,
the cost of removing the track should be included as a
project cost.
2. Loss of Ability to Extend Lead Track. The spur
tracks serving The Bon were aligned so as to leave room to
the north for a future westerly extension of the Railroad's
lead track. The EIS should consider the loss of rail service
potential to properties north and west of The Bon and the
need to compensate the Railroad for taking its right of way
and damaging its remaining property.
Mr. Brad Collins
December 13, 1985
Page Two
3. Shifting Lead Track. If the street alignment .
requires that the Railroad's lead track east of The Bon's
switch be shifted to the south, the EIS should consider the
following issues:
(a) Right of Way Acquisition. If the lead
track is shifted more than a few feet, it will not fit
within the limits of the Railroad's existing easement,
necessitating acquisition of additional right of way
for the Railroad.
(b) Design Limitations. Any realignment of
trackage must meet railroad engineering standards.
For example, the maximum allowable curvature for
trackage is a curve with a radius of 459.27 feet.
Where reversed curves are used, 100 feet of tangent
(straight) track must be introduced between curves.
Curves must end 50 feet before paralleling a building
that is 8' 6" from the track centerline. Clearances
between the track and the street or other structures
must meet WUTC and Railroad requirements. These
factors must be taken into consideration when
determining the location and amount of right of
way needed to realign the lead track.
(c) Cost of Shifting Track. The cost of
shifting the lead track from the turnout east of
Andover Park West to The Bon's trackage, including
crossing work in Andover Park West, should be
included as a project expense.
When the Draft EIS is prepared, I request that you notify
me of its availability for review.
CLL:gh
Very truly yours,
Carolyn /L. Larson
• - • • - • - - - - - • • - • • - • •
Planning Branch
DEPARTMENT OF THE ARMY
SEATTLE DISTRICT. CORPS OF ENGINEERS
P.O. BOX C•3755
SEATTLE. WASHINGTON 98124.2255
Bradley J. Collins, Director
Department of Planning
City of Tukwila
6200 Southcenter Boulevard
Tukwila, Washington 98188
Dear Mr. Collins:
'iFf 1 2 T7
We have reviewed the determination of significance for the
construction of the proposed new arterial, South 168th Street,
Tukwila, Washington, with respect to the U.S. Army Corps of
Engineers' areas of special expertise and jurisdiction by law as
designated by the President's Council on Environmental Quality on
December 21, 1984. In response to your request for comments on
the scope of the environmental impact statement, we have the
following comment.
The placement of fill material in Tukwila Pond or in
adjacent wetlands may require a Department of the Army permit in
accordance with Section 404 of the Clean Water Act. Information
about the permitting process can be obtained by contacting the
Seattle District Regulatory Functions Branch at the above
address, or by telephone (206) 764 -3495.
Thank you for the opportunity to comment on this proposed
project.
Sincerely,
Copy Furnished: George W. Ploudre. P.E.
Acting Chief, Engineering Division
Commander, North Pacific Division
ATTN: NPDPL -ER
DEPARTMENT OF THE ARMY
SEATTLE DISTRICT. CORPS OF ENGINEERS
P.O. BOX C -3755
SEATTLE. WASHINGTON 98114 -2255
OSIII.V TO
Regulatory Branca
JAN 7198E
dradley J. Cvnies, IIirecto:
Department o; Plannin ,;
City cf Tul i a
6200 3o.tLcentcr Co.a evurd
Tukwila, Washington 95188
Dear tlr. Collin:.:
ill JAN -8 1986
EN- (RANCO ENGINEFRS
Reference Ch._ Corps Of Engineers letter of L'.:cel:ber
advising you that a Departuent cf Coe Army permit may Le required
for the placement of fill materiel into 1ulzwila ?ond c.r in adjacent
wetlands at Tukwila, Washington.
We i,ave reviewed all available information about tic site art.:
determined that the existing pond dad adjacent wetlands are not
waters of the United States. A D.partment of the Army pnrnit will
not be required for the discharge of dredged or fill material at
this site.
Nothing in th's letter should he eocstrced as excusing you from
compliance with other existing Federal, state, and local statutes,
ordinances, or regulat+_on s , hie':. m'.g. t affect this work.
cc:
Mr. Dale Anderson
Entranco Engineers
1515 - 116th Avenue Northeast, Suite 200
Bellevue, Washington 98004
Sincerely,
Barren E. Barite.'
Chief, Regulatory Branea
Mr. Rex VanWormer
Independent Ecological Services
1514 Muirhead
Olympia, Washington 98502
DEPARTMENT OF THE ARMY
SEATTLE DISTRICT. CORPS OF ENGINEERS
P.O. BOX C.3755
SEATTLE. WASHINGTON 981243255
MAR 2 19Sf
Regulatory Branch
Mr. Ralph C. Colby
King County Building and Land Development Division
450 King County Administration Building
500 Fourth Avenue
Seattle, Washington 98104
Reference: Tukwila Pond
Dear Mr. Colby:
This is in response to your letter of February 2, 1987,
concerning the Corps of Engineers jurisdiction in Tukwila Pond at
Tukwila, Washington. You requested that the Corps make a
jurisdictional determination in light of a proposed development
that would eliminate Tukwila Pond.
In late 1986, the Corps of Engineers published new permit
regulations which became effective January 12, 1987. These
regulations provide clarification by the Environmental Protection
Agency of the definition of eaters of the United States and now
include waters: (1) which are or would be used as habitat by
birds protected by Migratory Bird Treaties or (2) which are or
would be used as habitat by other migratory birds which cross
state lines.
This clarification is significant because it expands the Corps
Sectiob 404 jurisdiction. Tukwila Pond is now considered to be a
water of the United States and subject to Department of the Army
permit requirements under Section 404 of the Clean Water Act.
Under Section 404, authorization is required for the discharge of
dredged or fill material into waters of the United States,
including wetlands.
If you have any questions concerning this determination,
please contact Mr. Jim Green, telephone (206) 754 -3495.
Sincerely,
• 1 ,'•
Samuel K. Casne
Chief, Environmental and
Processing Section
King County
Building A Land Development Division
Parks. Planning and Resources Depal nwnl
450 King County Administration aktg.
S00 Fourth Avenue
Seattle. Washington 98104
February 2, 1987
Mr. Mike Bowlus
U. S. Army Corps of Engineers
Post Office Box C -3755
Seattle, WA 98125 -2255
RE: Tukwila Pond: Jurisdiction,
Dear Mr. Bowlus:
Sly r t5 ' 1
Fs.; 1 -1967
This agency has recently received an EIS Scoping Notice for a
project involving the potential elimination of Tukwila Pond in
the City of Tukwila, Washington.
The site is located immediately south of Strander Boulevard,
between Southcenter Parkway and Andover Parkway.
We would request that the Corps make a determination as to
whether this waterbody is under your jurisdiction in light of the
pending EIS and potential development of the site.
Please contact Dyanne Sheldon at 344 -5287 if you have further
questions.
S
Ralph C. Colby
Interim Supervisor
Technical Services Section
RCC:DS:klc
cc: Dyanne Sheldon, Environmental Planner
Appendix B
BIOLOGICAL EVALUATION OF TUKWILA POND
BIOLOGICAL EVALUATION
OF
TUKWILA POND
168th Street Right -of -Way Corridor
City of Tukwila
Tukwila, Washington
for
Entranco Engineers, Inc.
5808 Lake Washington Roulevard N.E.
Suite 200
Kirkland, Washington 98033
by
Independent Ecological Services
1514 Muirhead Avenue
Olympia, Washington 98502
TABLE OF CONTENTS*
Page
INTRODUCTION B -1
HISTORY B -1
PROJECT SITE DESCRIPTION B -2
WILDLIFE HABITAT VALUES B -9
PHOTOGRAPHS, B -29
* Note: Portions of this evaluation have been incorporated directly into
t1he Plant and Animals Section of the EIS text.
B -i
LIST OF TABLES
Table Page
1 Partial List of Plants Around Tukwila Pond R -3
2 Birds Identified on Tukwila Pond R -6
3 Mammals or Sign Sighted Around Tukwila Pond .R -8
4 HEP - Baseline Assessments B -12
5 Habitat Suitability Index B -14
INTROUIICTION
The general project area lies within the Tukwila CIO, a highly
urhanized area containing urban landscaping and animals. The major plant
and animal area directly affected by the proposed project is the Tukwila
Pond and associated land areas.
Biological data were collected from November 1985 to June 1986 during a
series of site visits and field evaluations. Information contained in
studies completed for Spring Ridge Properties, reports by King County, and
Audohon Society notes were also utilized. Wetland plant data were
accumulated during spring and early summer to locate annual species.
Wildlife studies were extended from the winter through early summer to
identify seasonal use and use by migratory species.
Biological data suggest that the Tukwila Pond site is a highly used
waterfowl area which is integrated with the Green River to the east. These
birds use it as a stop over resting area and long term wintering-and
nesting ground. This site has not heen designated as a significant wetland
habitat by any federal, state, or local agency with jurisdiction.
HISTORY
The proposed project site and pond were, at one time, a part of a
larger lowland that was the west bank of the Green River flood plain. It
was intermittently wet from high winter waters and was flooded during
large, 10 to 100 year flood events. It probably appeared much like lands
along the ! /alley Highway near Auburn. As development increased between the
toe of the hill on the west and the Green River, the water table and
surface waster flow patterns changed. Areas such as Tukwila Pond became the
low settling areas for surface flows. Each development that required
filling further tilted the flood elevation, causing areas that had
historically flooded only at high flows to hecome the ponding area for
water from even the smallest rains. The filling reduced storage capability
around Tukwila Pond and it began to form its present configuration.
Filling of the area north and west of the pond further confined water,
forming the deeper pond.
With the Army Corps of Engineers flood dike along the Green River it is
impossible for surface runoff to enter the river except at pumping
stations. When the river —is high, no water can he put into the river,
causing back -up in runoff systems. This has contributed to the creation of
the pond and wetlands that now exist.
B -1
With the stabilization of the pond's size and shape, a riparian border
formed around the pond. The previously mentioned filling created a new
riparian horder along the north and west hanks of less wet- dependent
trees. Increased winter water depths have caused a die -off of a stand of
willow in the southwest corner of the pond, creating a series of small
grassy islands with dead -wood snags.
PROJECT SITE DESCRIPTION
The proposed 168th Street connection hetween Andover Park West and
Southcenter Parkway extends along the south border of the Tukwila Pond
wetlands adjacent to and encompassing the existing railroad spur.
Alternatives A, B, C, and D all encompass all of the tree and shrub cover
along the railroad, the willow /alder stand in the southwest corner, and a
portion of the reed canarygrass ,meadow. A small portion of the pond
including the shallow mudflat area along the south bank, and the small pond
in the southeast corner of the undeveloped area, will also be impacted by
Alternatives A, R, C, and D.
The overall lake and south wetland area is of concern to this project
because of the direct and indirect impacts that will be created on hoth the
habitat and the wildlife species utilizing the habitat. The area of impact
consists of four habitat zones. Three are vegetative zones, the fourth is
open water. They are:
1. True wetlands (as described by King County).
2. Riparian borders, both wetlands and uplands in vegetative
character.
3. The open water pond.
4. Transitional vegetation, i.e., changing from uplands to wetlands.
The variety and productivity of the proposed 168th Street project site
is the highest per unit area of the pond property since it encompasses the
wetlands, pond edge, tree canopy and the shallow islands in the southwest
corner of the pond. Table 1 is a partial list of plants found in these
vegetative zones.
TABLE 1
Partial List of Plants Around Tukwila Pond
Common Name
TREES:
Red alder
Black cottonwood
Black willow
Paper birch
SHRUBS:
Willow
Scott's broom
Snowberry
Dogwood
Vine maple
\TINES:
Blackberry
Deadly nightshade
GRASSES, RUSHES AND OTHERS
Soft rush
Reed canarygrass
Beggartick
Smartweed
Pond lily
Bentgrass
Thistle
Tansy
Teasel
Buttercup
Smooth hawksbeard
Fireweed
Water plantain
Slough sedge
Duckweed
Pondweed
Arrowhead
Scientific Name
Alnus rubra
Populus tricocarpa
Salix nigra
Betula papyrifera
Salix spp.
Cystisus scoparius
Symphoricarpos spp.
Cornus stoloniferia
Acer circinatum
Rubus discolor
Atropa belladonna
Juncus effusus .
Phalaris arundenacea
Bidens amplissima
Pologonum amphibium
Nuphar luteum
Agrostos palustris
Circium arvense
Tanacetum vulgare
Dispacus sylvestris
Ranunculus repens
Crepis capillaris
Epilobium augustifolium
Alisma plantago - aquatica
Carex abnupta
Lemma trisulca
Potamogeton sp.
Sagittaria cuneata
Habitat Values
The uplands, transitional wetlands, wetlands and riparian borders
function as uplands during the late spring, summer and early fall. The low
grass /rush areas in the transition and upland areas supply seed and green
vegetation to a variety of small passerine hirds, pheasants, quail and
mammals. The riparian zone supplies cover, food and nesting for most of
the same species. The tangle of blackberry /nightshade provides protection
from predation for nesting and juvenile rearing. Trees are nesting habitat
for a variety of small birds as well as perching and hunting stations for
small raptors and kingfishers. Trees adjacent to or overhanging the water
provide shade and protection from aerial hunters for juvenile ducks.
Grassy edges provide nesting for mallards. During the summer, the
canarygrass wetland provides cover and some seed for a variety of small
hirds. Its dense growth limits the amount of use by small mammals other
than mice, or as a nesting site for ground nesting birds. It does provide
cover from aerial hunters for these species.
In winter, the upland, transitional and part of the riparian border
still act as uplands. The wetland has standing water or the ground is
saturated most of the time. There is some use of the upper crown and small
birds and ducks feed on the seed heads that fall down into the standing
water. As the water recedes, organic material is carried hack into the
pond. This provides food for small organisms that are the basic food
source for insects and small fish which, in turn, supply food for birds and
some mammals. This wetland habitat is similar in value to other wetlands
in King County and western Washington.
Wildlife
Wildlife studies were conducted in October and November as part of
another project identified for development within the property which
includes Tukwila Pond and the 168th Street corridor. Data from Audubon
notes, a wetlands evaluation conducted by Dyanne Sheldon of King County,
and field studies completed for the 168th Street study in April, May and
June 1986 were combined in this report.
Because of its isolation from other open space by roads and other
developments, the overall wildlife use on the site is less than would be
expected for a similar site, if that site were in a more open, natural
setting, and not surrounded by development. However, bird species'
diversity and numbers are high. The major area where the species diversity
and composition is low is that of mammals which normally hunt open spaces
adjacent to streams, lakes, and /or wood lots and of larger predators that
hunt wetlands and pond edges. There have been reports of mammal use;
however, evaluation of shore hanks, exposed mudflats, trails, and other
open areas where ,sign would he evident, have failed to reveal any large
predatory mammal tracks. Also, there is no white - washing in the large
trees, or owl or hawk casts at the bases of trees, which would he evident
if large raptors were utilizing the area as a regular hunting site.
Birds
The major winter use of the Tukwila Pond open water area is by
waterfowl.' Other winter uses of the trees, shrubs, and tall grass, and the
168th Street right -of -way corridor are made by a variety of. birds (Table
2). The size and shape of the pond lends itself to loafing and resting by
flocks of wintering or migrating waterfowl. Ducks currently using the pond
include canvasback, shovelers, green- winged teal, pintail, mallard, ruddy
duck, redhead and common merganser. Shoveler, pintail and canvasback
flocks ranged from 75 to 100 birds .each. All birds except canvasbacks
concentrate in the southwest corner with a majority of the use of pintail
and green-winged teal occurring in the dead tree area hetween the small
islands and the pond bank. Data collected from other censuses shows a high
use of the pond by early migrating pintail and teal.
Spring and fall migration use includes a variety of migratory waterfowl
and shorebirds using the water area, particularly if the mud hottom is
exposed along the south bank of the pond.
Summer use includes a variety of small birds, including shorebirds (see
Table 2), that use the area either in early summer migration pass- through,
or nest in the area. Mallards use the area for nesting and brood rearing.
No broods were observed in 1985, but at least two broods were known to have
been brought off in 1986.
Great blue heron and bittern hunt the shallow shoreline in the summer;
blue heron remain year - round. Double breasted cormorants were also
observed using the area for feeding during the winter. Adult pheasants
were found in the south wetland area adjacent to the pond during both
summer and fall. Although both adult roosters and hens were .ohserved,
there were no observations, and there have been no reports, of broods being
successfully raised on the site.
TABLE 2
Birds Identified on Tukwila Pond
Common Name
Horned grebe
Double- crested cormorant
Mallard
Pintail
American widgeon
Shoveler
Green - winged teal
Redhead
Canvasback
Ruddy duck
C. merganser
Cinnamon teal
Lesser scaup
Bufflehead
Ring - necked duck
Gadwall
Common goldeneye
Kestral
Red - tailed hawk
Valley quail
Ring- necked pheasant
Great blue heron
Green heron
Bittern
Coot,
Killdeer
Spotted sandpiper
Solitary sandpiper
Lesser yellow legs
Long - billed dowitcher
Common snipe
Herring gull
California gull
Scientific Name
Podiceps auritus
Phalacrocorax auritus
Anas platyrhynchos
Anas acuta
Mareca americana
Spatula clypeata
Anas carolinensis
Aythya americana
Aythya valisineria
Oxyura janaicensis
Mergus merganser
Anas cyanoptera
Aythya affinis
Rucephala alheola
Aythya collaris
Anas stepera
Rucephala clangula
Falco sparverus
Ruteo jamaicensis
Laphortyx californicus
Phasianus colchicus
Ardea herodias
Butorides virescens
Botaurus lentiginosus
Fulica americana
Charadrius vociferus
Acitis macularia
Tringo solidaria
Totanus flauipes
Limnodromus scolopaceus
Capella gallinago
Larus argentatus
Larus californicus
Number
Season Sited
W 1
W 10
SSFW 50
FW 50
FW 25
FW 100
F 25
FW 2
FW 50
FW - 5
SFW 15
SS 2 -5
W 25
FW 40
FW 20
FW 20
FW 3
1
F 1
Sign
6
3
1
3
3
Common Name
Belted kingfisher
Flicker
Barn swallow
Yellow - green swallow
Common crow
B.C. chickadee
Common bushtit
R.R. nuthatch
Winter wren
Bewick's wren
Robin
Kinglet
Starling
Rufous -sided towhee
Yellow throat
Red - winged blackbird
American goldfinch
Oregon junco
House finch
G.C. sparrow
Song sparrow
TABLE 2
Birds Identified on Tukwila Pond
(Continued)
Scientific Name
Megaceryle alcyon
Calaptes cafer
Hirundo rustica
Tachycineta thalassinia
Corvus brachyrhynchos
Parus atricapillus
Psaltriparus minimus
Sitta canadensis
Troglodytes troglodytes
Thyromanes bewickii
Turdus migratorius
Regulus spp.
Sturnus vulgaris
Pipilo erythrophalmus
Geothlypis trichas
Agelaius phoneniceus
Spinus tristis
Junco.oreganus
Carpodacus mexicanus
Zonotrichia atricapalla
Melospiza melodia
Number
Season Sited
1
2
20
25
50
4
4
2
20
10
2.5
3
5
4
20
25
2
2
10
A listing of "birds observed by Audohon Society members, King County
biologist, and Independent Ecological Services is reported in Tahle 2.
Mammals
Mammal use is limited in its diversity because of the isolation from
other habitats. Mammal activity was even more limited along the south
shore of the pond in the vicinity of the 168th Street right -of -way, because
of the density of the canarygrass, small size of the site, its proximity to
the railroad track and parking area, and isolation from a larger tract of
upland habitat.
Meadow mouse and vole tracks and sign were seen along the west, north,
and northeast parts of the transition and upland zones. Other small
mammals may use the area, but the density of the vegetation in the summer
and standing water and wet conditions in the winter made it difficult to
identify sign.
Eastern cottontail were seen in the transition zone along the north and
west sides of the pond, including a dense alder thicket in the southwest
corner of the 168th Street right -of -way. There are numerous well used .
trails in this zone, indicating fairly heavy use. The area appears to be:
good brush rabbit habitat hut none were observed. Mammals are listed in
Table 3.
Common Name
Shrew
Mole
Deer mouse
Cottontail
TABLE 3
Mammals or Sign Sighted Around Tukwila Pond
Scientific Name Number Sited
Sorex spp. common
Scapanus spp. uncommon
Peromyscus maniculatus common
Sylvilagus floridanus 10 -15
Fish, Reptiles and Amphihians
The open water is fish habitat for at least two small unidentified
species of fish that appear to he food for waterfowl and marsh birds. The
edges on two sides of the pond are shallow and support vegetation that is a
prime feeding and hiding area for small fish as well as being cover for
red - legged frogs and other invertebrates. Herons, mergansers, kingfishers
and cormorants have been observed feeding on the fish species in the pond.
(The identification of the two species of fish is based on observations of
mergansers feeding on a small slender fish typical of. trout, and a small
rounder bodied fish more typical of sculpin.)
Tree frogs use the area both for breeding and rearing of young. Garter
snakes have heen seen in the slope bank under the blackberry adjacent to
the crescent shaped pond in the southeast corner of the site and in the
alder thicket area in the southwest corner.
Unique Species
Review of Washington State Department of Game and U.S. Fish and
Wildlife Service documents, contact with personnel in the endangered
species programs of both state and federal agencies, and a review of data
and reports collected over the years by the Audobon Society indicate that
there are no Endangered, Threatened or Sensitive plants or animals on the
site.
' Migration Routes
The site is within the Pacific Flyway, and as such is utilized by birds
that normally migrate through the western Washington area in spring and
'fall. The pond is heavily used by both waterfowl and shorebirds. The
- uplands and riparian border are used by goldfinches, siskins and other
small birds.
WILDLIFE HABITAT VALUES
Procedures
Two different procedures were used to determine the biological and
functional values of the wetland area effected by the project and the
adjacent pond and riparian horder. They were:
B -9
1. Rest professional judgement hased on wetland systems and identified
biological uses.
2. Habitat Evaluation Procedures (HEP), U.S. Fish and Wildlife
Service.
The area to be directly impacted was determined using the "Design
Report" to locate the different road alignments. The biological values
identified were those on the area to be filled and those of the adjacent
area that would be secondarily impacted by construction and road and people
activity.
Riological
Because of the density of vegetation and the lack of vegetative
diversity, the south edge of the pond and wetlands up to the railroad fill
have limited summer value to waterfowl and marsh birds, because of the
density of vegetation and the lack of diversity. However, in winter
months, when the grass area supports standing water, it does attract and
supply food to waterfowl such as pintail, mallard and widgeon.
The tree /shrub area abutting the railroad track, particularly in the
southwest corner provides a valuable visual screen for the pond and
provides islands of taller vegetation in the grass marsh forming a
diversity of habitats and an "edge effect" wherever there is a distinct
change in elevation or type of vegetation. The trees are nesting and
loafing areas for a variety of passerine birds that feed on insects or
seeds.
The lake -pond edge creates another "edge effect" with the plant -
mudflat -open water interaction. The vegetation varies from a dense willow
tree stand along the north half to a cattail open grass area in the south
third of the south pond hank. The dense tree edge provides a visual buffer
for the pond, shelter from the wind, cover from predators, and nesting
habitat for a number of species such as towhees, juncos, sparrows, and
warblers. The seasonally exposed mudflat along the southern shoreline
provides the required habitat for another distinct wildlife group. A
variety of shorebirds such as solitary sandpipers, dowitchers and plovers
wander over the mud and in the shallow water feeding on insects during the
late summer and during fall migration. This area stays flooded during the
winter and spring, then slowly becomes exposed in August and September as
the migrating shorebirds return from the north.
The flooded 'brush area in the southwest corner of the pond is an
unusual habitat that provides excellent cover for a distinct group of
species. 'In the winter, this area appears to provide the preferred cover
of the mallard' ducks, shovelers and teal on the site. It is also the
preferred perch site for juvenile swallow and kingfishers. This habitat is
temporary in that it will change in five to ten years as the dead
vegetation decays. The open pond appears to he changing, with a persistent
vegetative intrusion of pondweeds and other submergent type plant species.
This is an indication that the waters are getting shallower by the year.
Throughout the seasons, the open pond site hosts a wide variety of
wildlife species. The species occurring on the site change dramatically
through the year due to changing site conditions and established migration
patterns of shorebirds and ducks. In the fall the population increases and
fluctuates as the migratory birds pass through. During winter, the site is
dominated by permanent residents and ducks that winter in western
Washington. Once again, in spring, migrating shorebirds, ducks and
songbirds pass through, feeding heavily to support their continued flight
south. Also in spring, nesting birds such as ducks, songbirds, pheasant
and quail, that are established residents, construct nests and raise young.
Some species, such as the song sparrow, pheasant, quail and several of
the duck species, are year -round residents. Many species, such as the V
savannah sparrow and the swallows, spend the spring and summer at the site
then migrate south for the winter.
The variety and productivity of the overall site are high for some
species and marginal to low for others. This factor, combined with the
close proximity to intensively developed adjacent land, makes this site
unusual. It interacts with the Green River wetlands and waterway, offering
escape and loafing habitat for a number of species, particularly waterfowl
that fly between the two areas.
The variety and productivity of the 168th Street corridor area is the
highest per unit area of the pond as it, encompasses the wetlands, pond
edge, tree canopy and the shallow islands in the southwest corner of the
pond.
Functional
The wetland area to be filled for the road supports the following
non - biological values:
1. It is a stormwater retention /detention area that expands during
winter storms to encompass the entire south two- thirds of this
portion of the undeveloped site.
2. Sedimentation /pollution control: The grass wetland and vegetated
edge of the pond traps soil particulates, oils, etc., from road
runoff. Reed canarygrass and cattail are two of the most effective
biofiltering plants that grow in western Washington. With the
exception of one drainage point, all of the water that runs into
Tukwila Pond is filtered through grass - lined ditches or flat
expanses of grasses. This area is in the southwest corner where
the water runs in a ditch from parking lots to the pond.
3. "Habitat Assessment using Hahitat Units ", a portion of the Habitat
Evaluation Procedures (HEP - Table 4), was used to create a
numerical index for wildlife use only. This procedure was
developed by the U.S. Fish and Wildlife Service for use in impact
assessment and project planning. It is a means of assigning
quantitative values to different Habitat Units (HU) depending on
their use by selected fish or wildlife species.
TABLE 4
Habitat Evaluation Procedures
(HEP)
Existing Conditions Cover Type Acres
Project Area
Project Site
1. Open Water
2. Riparian
3. Wetland
1. Open Water
2. Riparian
3. Wetland
is.n
1.9
4.6
0.15
1.0
0.50
A complete HEP using Hahitat 'Suitability Indices models was not
conducted because of the small size of the project site and limited
hahitat types and wildlife species.
HEP values (HSI) are identified for a site in its undeveloped
condition. Each selected species and habitat type are then
assigned a numerical value hased on professional judgement of one
or more biologists. Impacts caused by a given project over a
period of time are then evaluated and compared quantitatively. A
formula that requires only target year values and an area estimate
was used to calculate the values on this site.
Verbal models, hased on known habitat needs and maximum use by
selected species, were then developed and given a maximum value of
10.0. Total destruction of the habitat created a value of 0. The
baseline values of the existing habitats and their comparison to
the verbal models were assigned by the author (see Table 5). No
baseline values of similar habitats in the general area have been
conducted so there was no background data for comparison.
Major habitats used were: (1) open water; (2) riparian; (3)
transitional, i.e., changing to wetlands; and (4) wetlands, i.e.,
reed canarygrass.
species selected were (1) waterfowl, general; (2)
canvasback; (3) marsh birds; (4) passerine birds; (5) raptors; (6)
srn;all mammals; .(7) predatory mammals. Raptors and predatory
mammals are included to demonstrate limited values because of the
isolation of the site from other habitats. Canvasbacks were
isolated because of the concern placed on their management and
survival by the U.S. Fish and Wildlife. Although redheads are in
the same category, they were not separated as only two birds were
seen on the pond.
Build -out of the road right -of -way was assumed to be compelte in
one year. The remaining pond was considered to he 19.0 acres. The
model was also given a worst cast scenario created by Alternatives
A, B, and C.
The calculations demonstrate the area has a high value for
wintering waterfowl (general) and canvasback, moderate value for
small birds and marsh birds and low values for other species
(Tables 4 and 5). HEP does not evaluate non - biological values such
as hydrology or water quality.
B -13
TABLE 5
Habitat Suitability Index*
Project Area
Habitat **
Wildlife Species 1 2 3 4 Average
Waterfowl 9 5 4 5 4.6
Canvasback 8 1.6
Marsh Birds 6 5 5 2.2
Pheasants 6 5 5 3.6
Passerines 7 6 5 4.6
Raptors 2 4 2.0
Small Mammals 7 7 3 4.8
Predatory Mammals 1 1 n.6
Project Site
Habitat **
Wildlife Species 1 2 3 Average
Waterfowl 9 6 5 6.6
Canvasback 2 0.66
Marsh Birds 6 6 5 5.66
Pheasants 4 5 3.00
Passerines 3 8 5 5.33
Raptors 2 3 1.66
Small Mammals 5 3 2.66
Predatory Mammals 1 0.33
* 10 = maximum value; 0 = total destruction of habitat
** 1 = open water; 2 = riparian, 3 = transitional; 4 = wetlands
Photographs
Photo 1: Southwest corner of pond - drainage ditch flows
east through stand of willow and alder.
Photo 2: Cattail stand along south bank - looking NE;
note willow behind cattail, length of pond.
Photo 3: Reed canarygrass wetland along south
side of pond. Area floods during winter.
Good seed production for all birds.
Pheasant habitat during summer.
Photo 4: Willow
how it
drop.
stand along south bank
shields buildings even
near east end. Note"
during winter leaf
Photo 5: Blackberry - willow stand along railroad.
Photo 6: Small wetland at NE corner of project site.
Smartweed and pond lily present. Good frog
producing site; evidence of blue heron feeding.
Photo 7: Northeast corner of pond. Good stands of cattail,
smartweed. Vine is deadly nightshade which
provides good nesting for numerous small birds
and pheasant winter habitat.
Photo 8: Overhanging willow in north end of pond provides.
cover for ducks, hunting habitat for predators
and nesting for small birds.
Photo 9: Narrow riparian border along north side of pond.
Combines blackberry, nightshade, willow, grass
and occassional cottonwood trees. Denning and
juvenile rearing habitat for rabbits, nesting for
pheasants; buffer pond for waterfowl.
Photo 10: Dead stand of alder /willow and small island in
southwest corner of pond. Area heavily used by
canvasback, pintail, green winged teal, shoveler
and ruddy ducks, great blue heron and crows.
Appendix C
CITY OF TUKWILA CONDEMNATION PROCEDURES
CITY OF TUKWILA CONDEMNATION PROCEDURES
The following is a description of the general procedure for
condemnation used by the City of Tukwila for projects not involving federal
funds. It applies to all action alternatives (A, B, C and D). The City
Council passes an ordinance authorizing the condemnation action to get the
necessary right -of -way, i.e., the property necessary to construct the
improvements. The ordinance states what the improvements would he and how
it would be funded. The City Attorney then files a petition in the
Superior Court in which the property is located, in this case King County,
and asks the court to set compensation. At the same time, a hearing date
before the court is set to determine whether the City is authorized to
condemn the right -of -way. Ten days notice of the hearing is sent to each
property owner who is served a petition.
At the hearing, the court determines through testimony whether the
property would be necessary for the proposed improvements and whether the
City has the right to condemn it. A trial date is then set to determine
the amount to he paid to each property owner. In King County, it can take
three to six months to schedule this trial; however, cities can get
priority over all cases except criminal cases. Therefore, the time frame
could be reduced. The property owners are entitled to a trial before a
jury unless it is agreed by the property owners to hold it before a judge.
The City can obtain immediate use of the property prior to the jury
trial. Possession can be within 15 days after the initial hearing and
construction may begin immediately upon possession. If the owner does not
give the property to the City within 15 days, then the owner forfeits the
right to have his attorney's fees paid by the City. Prior to actual
possession, the City must pay into the court the fair market value of the
property based on the City's appraisal. These funds may then be drawn out
by each respective property owner.
Before the jury trial, the City can make a "30 -day offer" to the
property owner. This represents the City's hest offer. At the jury trial,
the jury decides the amount of compensation; if this is more than 10
percent greater than the "30 -day offer ", then the property owner is also
awarded attorney's fees (assuming this has not been waived previously).
The jury may look at the site even if construction has already started.
If a partial acquisition occurs, which would he the case for each
alternative and option in the proposed project, the determination of
compensation could involve any of several methods. The fair market value
of the entire parcel would be determined. Then the fair market value of
the of the entire parcel would he determined. Then the fair market value
of the part of the parcel which would be left after the acquisition would
he determined. This second value is then suhtracted from the first to
obtain the value of the taking.
Several methods may be used to determine the fair market value, not all
of which include establishing a value per square foot. For example, if the
taking cones out of a parking lot or cuts off access to a property, then
severance damages are awarded to the property owner since the damage to the
entire parcel is greater than the actual loss per square foot. Market
value may be determined by looking at comparable real estate sales, looking
at loss of profit potential, and if loss of an improvement would occur as a
result of the taking, looking at the replacement cost to build that
improvement on another site.