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HomeMy WebLinkAboutTIC 2017-11-14 Item 2F - Update - Tukwila International Boulevard Retrofit Implementation RecommendationsCity of Tukwila Allan Ekberg, Mayor INFORMATIONAL MEMORANDUM TO: Transportation & Infras ucture Committee FROM: Jack Pace, DCD Direct & Robin Tischmak, Acting Public Works Director BY: Moira Bradshaw and L1447 in Miranda CC: Mayor Ekberg DATE: November 7, 2017 SUBJECT: Update on Tukwila International Boulevard/Congress for New Urbanism Implementation Recommendations ISSUE To continue moving forward on implementing the community's vision for the Tukwila International Boulevard (TIB) neighborhood and the Congress for New Urbanism's (CNU's) recommended short-term action, the City needs to review expected impacts and provide direction on a preferred rechannelization design for TIB. BACKGROUND In 2015 the City updated the goals and policies for the TIB District Element of the Comprehensive Plan, calling for transformation of the neighborhood into a walkable, safe, attractive destination with TIB as a "main street" versus a street serving regional through -traffic at higher speeds. The Congress for New Urbanism and the City held a community workshop in February 2017 to build upon and to identify specific actions towards placemaking and redevelopment efforts. In May, CNU issued a summary of the workshop and briefed the Council on the two major short-term actions that, if undertaken, would implement the community's vision: • Change the street design to reduce through -lanes to two rather than four, allowing for on - street parking and bicycle lanes, and add more crosswalks (see Attachment A). • Update the zoning code, including setbacks, building heights, and permitted land uses. The City Council subsequently requested information on potential traffic impacts associated with the decrease in the number of vehicle -travel lanes on TIB. They also agreed with CNU's recommendation that the decision on the street's design should precede any changes in zoning, as street design has a direct impact on site plans for future redevelopment — developing a "main street" is not possible without the TIB rechannelization. In August, DCD staff briefed the Planning Commission on preliminary zoning code revisions. In September, a six-month moratorium on new auto -oriented uses and hotels/motels in the TIB district was established. The moratorium allows the City time for the rechannelization and zoning code revisions to be prepared and adopted and to ensure that any future development proposed during this interim review period is consistent with the community's vision. Consultant contracts for traffic analysis and preliminary rechannelization design were also initiated in September. 103 INFORMATIONAL MEMO Page 2 DISCUSSION The impacts associated with the removal of a northbound and southbound travel lane and the potential mitigation for the resulting shift in travel patterns are contained in the Fehr and Peers report (see Attachment B). The report focuses on traffic conditions during a two hour period of the day from 4-6 p.m. The morning peak has vehicular traffic volumes that are 40% less than the afternoon; therefore, traffic impacts may still be substantial but less than during the p.m. peak hours. Significant Findings for the PM Peak Hours: ■ At least 50% of existing traffic is pass through that does not stop and is not related to local businesses or residents. This pattern of travel behavior is more consistent with a regional roadway than a local arterial. Approximately 45% of existing trips do not start or end within one mile of TIB, with the largest number of these travelling between SeaTac and Central Seattle. ■ Traffic diversion will occur on adjacent streets in the following order — 42 Avenue S., Military Road S., 1-5, Des Moines Memorial Drive S., and 51 Avenue S./Macadam Road. ■ With the rechannelization of TIB, if the existing volume of pass through travel (800 vehicles during the p.m. peak) were to shift to alternate routes, the TIB corridor could accommodate the growth in traffic from planned development in the district and operate with a similar quality of service as experienced today. Mitigation of Off-site Impacts — Alternatives ■ Typical traffic calming measures on side streets would not reduce speeds enough to be effective in preventing additional traffic on those streets. ■ Alternatives to traffic calming are intersection diverters or short one way segments, which would be an inconvenience to residents, but could prevent cut -through traffic while maintaining as much connectivity as possible for local residents. Rechannelization Alternatives and Cost Estimates The City contracted with KPG to prepare preliminary rechannelization design alternatives for TIB and associated cost estimates. All three alternatives remove one travel lane in each direction and restripe each lane to include on -street parking and a bicycle lane (see Attachment C): ■ Alternative 1 —Adds bulb -outs at mid -block pedestrian crossings ($1,130,000). ■ Alternative 2 — Restriping only; no additional crosswalks or bulb -outs ($400,000). ■ Alternative 3 — Adds crosswalks and bulb -outs at intersections to shorten the travel distance across TIB for pedestrians ($1,270,000). 104 INFORMATIONAL MEMO Page 3 RECOMMENDATION The Committee forward their recommendation to the 1/22/2018 COW meeting. Staff recommends implementing Alternative 2 — removing one travel lane in each direction and restriping each lane to include on -street parking and a bicycle lane with a cost estimate of $400,000. This alternative: ■ Allows the City to continue the momentum gained from the CNU workshop and the City's commitment to the community's vision that calls for the transition of TIB from a street serving regional needs to more of a "main street" serving the local community. ■ Provides other benefits, such as providing additional on -street parking for adjacent businesses along TIB and safe lanes for bicyclists. ■ Allows staff to move forward on zoning changes that, when combined with the street redesign, will transform the built environment along TIB that brings buildings forward to the back of the sidewalk and creates a safer, more attractive, and walkable neighborhood that is transit supportive. ■ Allows the City to invest minimal funds to test the rechannelization design. Once TIB is restriped, staff can evaluate traffic operations and, if needed, come back to the Council with suggested changes to the configuration to mitigate any unintended consequences. NEXT STEPS 1. A 2018 budget amendment is required to move forward with implementing the rechannelization, and a CIP sheet for the project must be approved by Council. Staff will bring this to Finance Committee in 1st quarter 2018. 2. If rechannelization of TIB is approved, staff will continue developing zoning code revisions for the district per the current Comprehensive Plan and CNU direction. 3. Restriping of TIB could begin spring/summer 2018. ATTACHMENTS A. Excerpt from CNU Legacy Project Report, April 2017. B. Tukwila International Boulevard Rechannelization Study, by Fehr & Peers, September 2017. C. KPG Report of cost estimates 105 BOULEVARD CNU LEGACY PROJECT 17 APRIL 2017 Implementing the Vision tr 1, • go k • .4 • ▪ •• • r •. + • t lir •1 4 7 14•111•110i s X11 SIM 11-1 -yA-L o . ++[fr .A a iro a IA- 4sliwi. (•_ 7 .-s OI 442+4 -S. " * O Its 0.--- .... ii ► t % .s44 4 }a -a auks--ukv —..?)"t--,-4Air� - 4- (A k it., tA'-• l,za.pi. •...._, y. 106 IMPLEMENTATION Short term steps for implementation include re -striping the Boulevard and amending the zoning. RESTRIPING PLAN The initial step in the TIB evolution is a restriping plan for the Boulevard. Traffic studies must be done in ad- vance of the work, but a schematic plan was developed during the work- shop, shown on the next pages. Some parts of TIB have distances as great as 2,500' without a crosswalk. This distance provides a dangerous enviroment where residents cross midblockwith no protection. To build a robust main street environment, pedestrians must be able to easily cross the street to access shops on the other side. In addition to cross- walks, new RRFBs are recommended. A RRFB is an amber -colored flash- ing light (LED) that is activated by a pedestrian before using a crosswalk. The purpose of an RRFB is to increase vehicle yielding at crosswalks. RRFBs are attached to pedestrian crossing warning signs, and are also accompa- nied by piano key crosswalks and ad- vance yield makings. The beacons are usually solar powered, and flash us- ing an irregular patten that is similar to emergency vehicle flashers on po- lice vehicles. KEY Existing signal + crosswalk Existing RRFB Image Credit: City of Bloomington, Indiana TUKWILA CNULEGACY' PROJECT Riverton Heights ^1.1 d15111 -i1,. y III tuylpf-915-4 Existing Crosswalk (City of Seal -6[c, King County, BLM, ESRI, Garmin, USGS, EPA, USDA) 32 33 TUKWILA *♦- — - za i �stR (© Microsoft, 2017) nunnn000rnoomw • The plan to the right shows a change from 5 lanes to KEY 3 lanes beginning with S. 139th Street in the north to S. 152rd Street at the southern end. The new street section New crosswalk is illustrated above, as compared to the existing condi- tions in the upper right image. Is New RRFB In addition to the restriping, new pedestrian crosswalks and signals should be added. New RRFBs should be lo- Restriping area cated at 5.141" Street and S. 146th Street. New crosswalks should be added at 5. 142"d, S. 148th, S. 150th, and each New streets new east 1 west street as they are developed over time as shown on the plan to the right. To assure local traffic is managed well, provide additional development opportunities, and create a bicycle and pe- destrian network, new streets should be added to pro- vide multiple routes north/south and east/west. CNU LEGACY PROJECT (City of SeaTac, King County, BLM, ESRI, Garmin, USGS, EPA, USDA) 34 35 SPECIALTYGHLINE I CENTER S 128 s S 133 STl S 135 ST #7//'''‘‘) FOSTER GOLF COORS F S 138 ST N -7S 150 ST 150 ST S 152 ST ST S 154 ST LIMITS OF 11B LANE REDUCTION, S 150TH ST TO S 140TH ST S 160 ST /,, Tukwila International Blvd Road Diet Vicinity Map 109 A(;< _'./ 'L','ilt' I Tukwila International Boulevard Rechannelization Study Prepared for: City of Tukwila September 2017 SE17-0561 FEHR PEERS 110 Table of Contents Chapter 1. Introduction 1 Chapter 2. Existing Conditions 2 2.1 Intersection Traffic Counts 3 2.2 Travel Times 3 2.3 Field Observations 4 2.4 Travel Behavior Data 5 Chapter 3. Microsimulation Analysis 7 3.1 Existing Scenario 7 3.2 Future Baseline 9 3.3 Project Scenarios 10 3.4 Demand Sensitivity Tests 12 Chapter 4. Diversion Analysis 13 4.1 Traffic Diversion 13 4.2 Traffic Calming Toolbox 14 Chapter 5. Conclusion 17 111 This page intentionally left blank. 112 Tukwila International Boulevard Rechannelization Study September 2017 Chapter 1. Introduction The City of Tukwila is considering a rechannelization project on Tukwila International Boulevard (TIB) between S 144th Street and S 152nd Street. The current configuration of the '/2 mile corridor is a 5 -lane cross section with 2 northbound lanes, 2 southbound lanes, and a two-way left turn lane. The proposed project would remove a travel lane in each direction to allow for on -street parking and striped bicycle lanes. In addition, new mid -block pedestrian crossings could be constructed along the corridor and the rechannelization would decrease the required crossing distance and associated risk for pedestrians. The rechannelization is intended to increase the mobility and safety foster an attractive and inviting environment for all users of TIB. The potential effects of reducing the number of travel lanes on TIB were first analyzed using microsimulation software to evaluate vehicular operations and second with the City's travel demand model to investigate potential traffic diversion. The microsimulation analysis focuses on the TIB corridor and reports changes in travel time, queuing, and intersection level of service (LOS) for existing and future conditions. The diversion analysis explores the alternative routes that drivers could use to avoid TIB and traffic calming measures the City could implement to reduce diversion onto residential streets. This report is organized as follows: • Chapter 1. Introduction • Chapter2. Existing Conditions: This chapter documents existing conditions along the study section of the TIB corridor and includes vehicular volumes, travel times, field observations, and travel behavior data. • Chapter 3. Microsimulation Analysis: This chapter discusses the development and validation of the microsimulation model and the analysis results for the project under both existing and future demand scenarios. • Chapter 4. Diversion Analysis: This chapter provides an analysis of potential traffic diversion due to the project and a suite of traffic calming strategies that could be used by the City to mitigate impacts on residential streets. • Chapter 5. Conclusion: This chapter summarizes the results from the microsimulation and diversion analyses and recommends further actions the City can pursue in support of the rechannelization project. FEHR PEERS 113 Tukwila International Boulevard Rechannelization Study September 2017 chapter 2. Existing Conditions Existing travel behavior data (intersection traffic counts, corridor travel time, and origin -distribution travel data) and corridor infrastructure data (lane geometries, pedestrian crossing locations, and traffic signal timings) were collected along the study corridor during May 2017. The study corridor, shown in Figure 1, includes the following intersections along Tukwila International Boulevard. 1. S 144th Street 2. S 146th Street 3. S 148th Street 4. S 150th Street 5. S 152nd Street The intersections at S 144th Street and 5 152nd Street are signalized while the other three intersections are side -street stop -controlled. There is one mid -block signalized crossing for pedestrians between S 150th Street and S 152nd Street that is activated with a push button. Fig 1 Study Corridor S 142nd St S 146th St S 148th St SeaTac S 140th )t S 150th St 5 152nd St 5 154th St Air t. `f }reo 156th St FEHR''PEERS S 137th St 144th 5t 5Sth St 5 160th St -Tukwila SQuthc rater Bh,d 'OP Tukwila International Boulevard Rechannelizatiori Study September 2017 The following information was not only used to understand current operating conditions along the TIB corridor, but also to calibrate and validate the microsimulation travel model. Since traffic volumes are higher during the evening peak hour than the morning peak hour, the data collection effort and subsequent analyses focused on the evening peak period. Traffic volumes collected during the City's Comprehensive Plan Update in 2010 show that the morning peak hour volumes on TIB are 40% lower than the evening peak hour volumes. The significantly lower volumes in the morning suggest that any impacts from the proposed rechannelization would be substantially less during the morning than in the evening. 2.1 Intersection Traffic Counts Traffic counts at the five study intersections along the corridor were collected on May 15th during the PM peak period between 4:00 and 6:00 PM and included vehicular, pedestrian, and bicycle volumes. The peak hour at all intersections occurred between 4:15 and 5:15 PM. There were approximately 700 northbound vehicles and 900 southbound vehicles that travelled along Tukwila International Boulevard during the peak hour. The number of observed bicycle users was less than five at any of the approaches at all study intersections and the number of pedestrians crossing TIB at the unsignalized locations was also minimal. The traffic counts are included in Appendix A. The 2017 traffic volumes at the two signalized intersections were compared with the intersection volumes collected for the Comprehensive Plan update. Since those counts were collected, volumes have increased by 10 to 15% in the study corridor with the majority of increases occurring on TIB (as opposed to the east - west streets crossing TIB). The cause of the increased volumes could be spillover from congested regional routes since limited land use development has occurred near the study corridor in the last decade. 2.2 Travel Times Travel time data along the study corridor was collected using advanced sensors that track the unique identifiers of internet connected devices (cell phones, GPS devices, and Bluetooth electronics). A sensor was placed at each end of the corridor and using paired device IDs the travel time can be estimated for each device that travelled through the corridor. A total of 81 southbound pairs and 60 northbound pairs were collected between 4:00 and 6:00 PM. 3 minutes was determined to be an appropriate threshold to separate vehicles that travelled through the corridor from those that stopped at a destination along TIB. Approximately 65% of southbound trips and 55% of northbound trips met this criteria for pass-through travel. Table 1 summarizes the travel time data for these trips. FEHR PEERS 115 Direction Tukwila International Boulevard Rechannelization Study September 2017 Table 1: Observed Travel Time Summary Northbound 60 Total Observed Pairs (Pass-through and Local) Pass-through Observed Pairs (<3 minutes travel time) Average Observed Travel Time (minutes) Average Observed Travel Speed (mph) Observed Travel Time Standard Deviation (minutes) Source: Fehr & Peers. Southbound 81 34 (56%) 52 (64%) 1:45 1:45 18 mph 18 mph 0:40 0:35 The average travel time both northbound and southbound through the study corridor is approximately 1 minute 45 seconds which corresponds with an average travel speed of 18 mph. The fastest observed travel time was less than 1 minute in each direction with an average travel of approximately 40 mph northbound and 50 mph southbound. Vehicles that were able to travel through the corridor at this speed likely had green lights at both ends of the corridor and did not need to slow down. The traffic signals at S 144th Street and S 152' Street are operated by the Cities of Tukwila and SeaTac and do not have coordinated timing plans. If the traffic signals were coordinated, higher vehicle speeds northbound and southbound on TIB throughout the study corridor could likely be achieved. 2.3 Field Observations Fehr & Peers conducted field observations on May 30th during the PM peak hour to verify intersection geometry, traffic signal timing and phasing, pedestrian volumes, vehicular travel behavior, and any existing congestion and queuing throughout the corridor. During our observations, there was no recurring or sustained congestion at any of the signalized or unsignalized intersections along the corridor. While vehicle queues were present at the traffic signals, there was sufficient green time to serve all of the queued demand at each of the approaches and most vehicles were able to travel through the intersection during one cycle. The available storage in the turn pockets was also sufficient to store the existing demand without spilling back into the through lanes. At the side -street stop -controlled intersections there were sufficient gaps in traffic for vehicles to enter on to and exit from TIB. There was also no sustained congestion or queuing at the driveways along TIB to any of the local businesses. The vehicle compliance rate at the signalized mid -block pedestrian crossing between S 150th Street and S 152' Street was also very high. The observed demand at this crossing location was approximately 40 pedestrians per hour. FEHR PEERS 116 f Tukwila International Boulevard Rechannelization Study September 2017 2.4 Travel Behavior Data Origin -distribution (OD) data for vehicles travelling on TIB through the study corridor was collected from Streetlight travel behavior data. Streetlight aggregates and normalizes travel behavior data from a wide variety of internet connected devices (cell phones, GPS devices, connected cars, fitness trackers, and commercial fleet management systems) to generate an OD matrix that represents average travel conditions within a study area. F ; g Streetlight Analysis Zones FEHR ' PEERS A custom zone system was developed for this project which is shown in Figure 2. The zone system uses smaller zones closer to the study corridor and larger, more aggregate zones further away. The Streetlight data provides a summary of average travel patterns from data collected between April 2016 and March 2017, the most recent months available. The data was filtered to personal (not commercial) vehicle trips occurring on a Tuesday, Wednesday, or Thursday between 3:00 and 6:00 PM. Only vehicle trips which travelled on TIB within the study corridor were recorded and analyzed. The Streetlight OD data was used to characterize the origin and destination location of travelers on TIB as well as to estimate the percentage of pass-through trips during the 117 Tukwila International Boulevard Rechhannelizatian Study September 2017 PM peak period. The analysis zones were aggregated by approximate distance from the study corridor to calculate how far away driver's origins and destinations are. The results are shown in Table 2. Table 2: Origin and Destination Distance from TIB Distance from Study Corridor Trip Origins Trip Destinations < 1 mile 33% 25% < 5 miles 26% 31% < 10 miles 17% 16% < 20 miles 10% 16% < 20 miles 13% 13% Source: Fehr & Peers. According to the Streetlight data only 60% of the driver's origins or destinations are within 5 miles of the study corridor. For 40% of drivers on TIB, their origin or destination is more than 5 miles from the study corridor and for almost 15% of drivers, their trip starts or ends more than 20 miles away. This pattern of travel behavior is more consistent with a regional roadway than a local arterial. The percentage of pass-through trips was estimated by calculating the number of trips that do not start or end within one mile of the study corridor. Approximately 45% of trips fall into this category, with the largest trip pairs occurring between SeaTac and Central Seattle. The Streetlight data and travel time data suggest that approximately 50% of the travel through the study corridor on TIB is pass-through and that 40% of trips start or end more than five miles from the study corridor. FEHR i PEERS 118 Tukwila International Boulevard Rec.' nnelization Study September 2017 Chapter 3. Microsimulation Analysis A microsimulation model of the TIB study corridor was developed using PTV's Vissim software (version 9.00- 06). For congested and oversaturated conditions, a microsimulation analysis is preferable to a static analysis (using Synchro software for example) because microsimulation better captures the interaction of closely spaced intersections along a corridor. The primary metrics used to evaluate the proposed rechannelization project are changes in travel time, vehicular queuing, and intersection LOS along the study corridor. The following four scenarios were evaluated using the microsimulation model: • 2017 Existing • 2030 Baseline • 2017 with Project • 2030 with Project When reporting results from Vissim, 10 different simulation runs with different random seeds are used. Each simulation run includes a 15 minute loading period and four 15 -minute analysis periods. Detailed LOS and queuing results for each scenario are included in Appendix B. 3.1 Existing Scenario The existing conditions PM peak hour model was calibrated and validated using the collected travel data described in the Existing Conditions chapter. The model also included the transit stops and scheduled arrivals for King County Metro Routes 124 and 128 which have 15 minute and 30 minute headways respectively. Intersection geometries and signal timings at each of the study intersections were confirmed during field observations and the vehicular and pedestrian volumes at each study location were taken directly from the observed counts. However, the westbound approach at S 144th Street was closed due to construction activity when counts were collected, so the missing turning movements were estimated from the available 2010 count data and increased based on the observed growth rate at adjacent intersections along TIB. The microsimulation model was calibrated to match existing travel volumes, travel times, and observed queues. The model is considered validated when each of these metrics are within an acceptable range of the observed values. FEHR i PEERS 119 Tukwila International Boulevard Rechannelization Study September 2017 Table 3 shows the intersection LOS results calculated using the HCM 2010 methodology and the percent demand served at each of the study intersections. For signalized intersections, the LOS grade is determined using the average control delay for the entire intersection while at side -street stop -controlled locations the average control delay for the worst movement is used. The percent demand served is calculated using the observed hourly demand at each location and the number of vehicles that were served in the microsimulation model. Acceptable values are greater than 95%. As shown in the table, the model is serving 100% of the demand at each study intersection. Table 3: 2017 Existing - Intersection LOS and Demand served Study Intersection Intersection LOS / Average Percent Served / Control Control Delay (sec) Demand (veh) 1. TIB / S 144th St Signal D / 40 100% / 2,282 2. TIB / S 146th St Side -street stop C / 21 100% / 1,846 3. TIB / S 148th St Side -street stop C / 17 100% / 1,709 4. TIB / S 150th St Side -street stop C / 17 100% / 1,762 5. TIB / S 152nd St Signal C / 30 100% / 2,030 Source: Fehr & Peers. Table 4 shows a comparison of corridor travel time and average speed calculated from the microsimulation model with observed data. The model's estimate are within an acceptable range of 15% of the observed values. The average travel speed through the corridor is less than 20 mph. Table 4: 2017 Existing - Corridor Travel Time Direction Observed (minutes) / Modeled (minutes) / Percent Average Speed (mph) Average Speed (mph) Difference Northbound 1:45 / 18 mph 01:55 / 18 mph 9% Southbound 1:45 / 18 mph 01:50 / 19 mph 5% Source: Fehr & Peers. Table 5 shows the average and maximum northbound and southbound queue lengths at the two signalized intersections along TIB. Theses calculated values from the microsimulation model are measured in vehicles and are consistent with observed conditions. The average queue lengths during the PM peak hour at all four approaches is not greater than five vehicles. FEHR "'PEERS 120 Intersection 1. TIB / S 144th St 5. TIB / S 152nd St Source: Fehr & Peers. Tukwila International Boulevard Rechannelization Study September 2017 Table 5: 2017 Existing — Intersection Queuing Northbound: Average / Maximum Queue Lengths (veh) 2 vehicles / 9 vehicles 2 vehicles / 10 vehicles Southbound: Average / Maximum Queue Lengths (veh) 5 vehicles / 17 vehicles 3 vehicles / 14 vehicles Based on the comparison of results from the microsimulation model with collected data and observed conditions, the model is considered validated to existing conditions. 3.2 Future Baseline Travel conditions along the study corridor were evaluated for future 2030 conditions using the City's travel demand model to forecast changes in traffic demand volumes. The land use in the City's model near the study corridor was updated based on adjustments provided by City staff. The updated land use forecast includes approximately 800 new housing units and 700 new jobs by 2030. Compared with the 2010 estimates in the model, these represent a 40% increase in residential land use and a 55% increase an employment along the study corridor. The resulting 2030 intersection forecasts are between 20% and 25% higher than the 2017 existing counts. The northbound and southbound volumes on TIB through the corridor increase by approximately 200 vehicles per hour in each direction. The study corridor geometry and signal timing data in the 2030 Baseline scenario are consistent with the existing conditions model. Table 6 summarizes the intersection LOS and demand served for the 2030 Baseline scenario. As shown in the table, all intersections operate at LOS D or better and 100% of the vehicular demand is served at the signalized intersections. Compared with existing conditions, average intersection delay increased by approximately five seconds per vehicle at the two signalized intersections. Table 7 shows the corridor travel time and average speed estimates calculated from the microsimulation model. Compared with the existing conditions model, travel times increase by approximately five seconds in each direction with no significant change in average travel speed. Table 8 shows the average and maximum northbound and southbound queue lengths at the two signalized intersections along TIB. Compared with existing conditions, the average queue lengths increased by one to two vehicles while the maximum queue increased by at most five vehicles. FEHR '}:. PEERS 121 Tukwila International Boulevard Rechanneliization Study September 2017 Table 6: 2030 Baseline — Intersection LOS and Demand served Study Intersection 1. TIB/S144thSt 2. TIB / S 146th St 3. TIB / S 148th St 4. TIB / S 150th St 5. TIB / S 152"d St Source: Fehr & Peers. Direction Northbound Southbound Source: Fehr & Peers Intersection 1. TIB / S 144th St 5. TIB / S 152nd St Source- Fehr & Peers Intersection Control Signal Side -street stop Side -street stop Side -street stop Signal LOS / Average Percent Served / Demand Control Delay (sec) (veh) D/44 D / 26 C / 24 D / 26 D / 36 Table 7: 2030 Baseline — Corridor Travel Time 100% / 2,690 99% / 2,240 99% / 2,140 99% / 2,160 100% / 2,520 Travel Time (minutes) / Average Speed (mph) 02:00 / 18 mph 01:55 / 18 mph Table 8: 2030 Baseline — Intersection Queuing Northbound: Average / Maximum Queue Lengths (veh) 3 vehicles / 13 vehicles 3 vehicles / 12 vehicles Southbound: Average / Maximum Queue Lengths (veh) 6 vehicles / 20 vehicles 5 vehicles / 19 vehicles The results for the 2030 Baseline scenario show that there is sufficient capacity along the study corridor to accommodate increased growth while maintaining the same operating conditions that exist currently. Vehicular delay, corridor travel time, and queue lengths are all relatively consistent with the results from the 2017 Existing scenario. 3.3 Project Scenarios The proposed rechannelization along TIB removes one travel lane in each direction and adds bicycle lanes and on -street parking while preserving the two-way left turn lane for accessing businesses along the corridor. Three additional signalized mid -block pedestrian crossings, similar to the existing crossing FEHRPEERS 122 Tukwila International Boulevard Rechannelization Study September 2017. between S 150th Street and S 152nd Street, are also proposed. This rechannelization was evaluated under both 2017 and 2030 demand conditions. Table 9 shows the resulting intersection LOS and demand served at each study intersection for the rechannelization scenario using 2017 and 2030 demand volumes. Under both scenarios, the delay significantly increases at S 144th Street and the demand served falls to approximately 85% with 2030 demand. The total southbound demand at S 144th Street increases to 1,100 vehicles in the 2030 forecast and this demand greatly exceeds the capacity of single traffic lane, which is assumed to be approximately 600 vehicles per hour. While only two intersections operate at LOS F in the 2017 scenario, four of the five are overcapacity and operate with LOS F conditions in the 2030 scenario. Table 9: 2017 and 2030 Project - Intersection LOS and Demand Served 2017: 2017: 2030: 2030: Study Intersection LOS / Average Pct. Served / LOS / Average Pct. Served / Delay (sec) Demand (veh) Delay (sec) Demand (veh) 1. TIB / S 144th St F / >150 90% / 2,282 F / >150 83% / 2,690 2. TIB / S 146th St D / 25 90% / 1,846 F / >120 82% / 2,240 3. TIB / S 148th St C / 23 91% / 1,709 F / >120 84% / 2,140 4. TIB / S 150th St F / 53 92% / 1,762 F / >120 84% / 2,160 5. TIB / S 152nd St D / 42 95% / 2,030 E / 75 86% / 2,520 Source: Fehr & Peers. Table 10 shows the travel time results on TIB between S 144th Street and S 152nd Street for the 2017 and 2030 demand scenarios. In the 2017 scenario, travel times only increase by 20 to 30 seconds with the average speed decreasing by 1 to 2 mph compared with existing conditions. These results show that once vehicles enter the study corridor, vehicular travel speeds are similar to existing conditions. However, the excessive southbound delay experienced by drivers before entering the corridor (more than 8 minutes) is not included in these travel times. Under the 2030 conditions, the travel time for southbound vehicles within the study corridor more than doubles and drivers experience more than 10 minutes of additional delay before even entering the corridor. Table 10: 2017 and 2030 Project - Corridor Travel Time Direction 2017: 2030: Travel Time (min.) / Speed (mph) Travel Time (min.) / Speed (mph) Northbound 02:15 / 16 mph 04:35 / 8 mph Southbound 02:05 / 17 mph 02:50 / 12 mph Source: Fehr & Peers FEHR ' PEERS 123 ukwila International Boulevard Rechannelization Study September 2017 Table 11 shows the average and maximum queue lengths for the northbound and southbound approaches at the two signalized intersections. Southbound queues longer than 50 vehicles at S 144th Street extend past S 140th Street and northbound queues longer than 20 vehicles at S 152nd Street will spillback into the intersection at Southcenter Boulevard. Consistent with the results shown in the previous tables, the rechannelization has a significant impact on southbound travelers on TIB. Under both 2017 and 2030 scenarios, the average southbound queue at S 144th Street (during the entire PM peak hour) is longer than 50 vehicles. In the 2017 scenario, the maximum northbound queue at 5 152nd will spill back into the intersection at Southcenter Boulevard. By 2030, the average queue length would also spillback to this intersection. Within the study corridor on TIB, average vehicles queues are approximately 10 vehicles long in 2017 but are four to seven times longer by 2030. The maximum southbound queue at S 152nd Street extends almost the entire length of the study corridor on TIB in the 2030 scenario. Intersection 1. TIB / S 144th St 5. TIB / S 152"d St Source. Fehr & Peers. Table 11: 2017 and 2030 Project - Intersection Queuing 2017 NB: Avg. / Max Queue Lengths 2017 SB: Avg. / Max Queue Lengths 2030 NB: Avg. / Max Queue Lengths 5 veh / 24 veh >50 veh / >50 veh 38 veh / 60 veh 6 veh / >20 veh 12 veh / 36 veh >20 veh / >20 veh 3.4 Demand Sensitivity Tests 2030 SB: Avg. / Max Queue Lengths >50 veh / >50 veh 79 veh / 104 veh Fehr & Peers performed additional sensitivity tests to determine the volume of traffic that would need to shift to an alternative route for the performance on TIB in the 2030 Project scenario to be similar to performance in the 2017 Existing scenario. If approximately 450 southbound vehicles and 350 northbound vehicles per hour were to shift to alternate routes, the intersection LOS, travel time and queuing along TIB would be similar to existing conditions. This volume is approximately 50% of the demand travelling through the study corridor today, and represents the estimated pass-through volume: non -local traffic that does not have an origin or destination near the study corridor. FEHR"PEERS 124 Tukwila International Boulevard Rechannelization Study _ September 2017 Chapter 4. Diversion Analysis The results from the microsimulation analysis show that under both 2017 and 2030 demand scenarios, TIB will be overcapacity with the rechannelization, especially in the southbound direction. With this excessive delay, even under existing conditions, drivers will likely divert to alternate routes including 42nd Avenue S, Military Road S, and Interstate 5 (I-5). Of particular concern to the City is the potential for parallel residential streets (42nd Avenue S and 51st Avenue S) to see significant increases in traffic due to the rechannelization. Based on the available 2010 counts, the daily volumes on these nearby residential streets are 75 to 85% lower than the daily volumes on TIB. 4.1 Traffic Diversion The City's travel demand model was used to assess what facilities traffic is likely to divert to in response to the increased congestion along TIB after the rechannelization. The results were estimated from the 2030 model scenario since regional facilities are likely to be more congested in the future and this would result in more drivers choosing to divert from TIB to local streets, rather than choose the congested I-5 route, for example. Figure 3 shows which parallel facilities drivers chose as alternatives to TIB. PM Peak HourTraffic Diversion .111•111. - —� Study Cotrldt)t; FEHR 6`" PEERS 125 Tukwila international Boulevard Rechannelization Study September 2017 The results from the model show that a majority of trips avoiding congestion on TIB (approximately 65%) choose to divert to streets within the City of Tukwila. Specifically, the results indicate the following distribution to the main north -south streets in the area: • Military Road S (25%) • 42nd Avenue S (35%) • Macadam Road/51ST Avenue S (5%) Approximately 10% of diverted trips used Des Moines Memorial Drive S via S 133rd Street and 15% of diverted trips used I-5 via State Route 599. The remaining 10% of diverted trips use a combination of SR 509, 1" Avenue S, 8th Avenue S, or 24th Avenue S. If approximately 800 vehicle trips are diverted during the PM peak hour, this would result in an increase of 280 vehicles on 42nd Avenue S and 200 vehicles on Military Road S. Based on the forecasted intersection volumes from the City's Comprehensive Plan, this would increase the traffic on 42nd Avenue S by 40% and on Military Road S by 30% in 2030. 4.2 Traffic Calming Toolbox One common strategy to combat diversion of regional traffic onto local streets is to employ traffic calming. The Urban Street Design Guide from the National Association of City Transportation Engineers (NACTO) provides a blueprint for designing streets that are safer, more livable, and economically vibrant. The guide provides strategies for how cities can reduce vehicular travel speeds/volumes through physical changes to a roadway or psychological changes to how drivers perceive a roadway. The 6 images in Figure 4 from NACTO's guide show some of the commonly used strategies for calming traffic on urban streets. These approaches work by introducing vertical or horizontal deflections into the roadway, narrowing a vehicle's travel way, or increasing the likelihood of vehicles yielding to pedestrians and bicyclists on the street. The effectiveness of these strategies in reducing vehicle speeds range from approximately 5-15%. The percentage reduction in traffic volumes due to the implementation of these traffic calming measures would be less than the percent reduction in travel speeds. The diversion of traffic from the rechannelization of TIB onto parallel roadways could be partially mitigated using any of these traffic calming strategies to decrease the travel speeds on the nearby roadways. However, since drivers would be saving over 5 minutes of travel time compared with travelling through the TIB corridor, the traffic calming measures would need to decrease the average travel speed by over 50% on 42nd Avenue S and Military Road S to remove the travel time advantages of these facilities. The current speed limits of the roads are 30mph and 35mph, respectively. The combinations of measures that would be required to reduce the travel speed to 15mph for 8 blocks would likely be impractical on a minor FEHRPEERS 126 Tukwila International Boulevard Rechanneliration Study •,ternber 2017 arterial/collector street. In general, the common traffic calming measures shown in Figure 4 are designed to encourage vehicles to travel at the posted speed limit rather than to dramatically reduce speeds to a level less than is typically seen on a residential street. Raised Crosswalk/Speed Table kick NCh10/110'Inchp inc erl Used Intanectlau To significantly discourage traffic diverting from TIB, more significant countermeasures would be required, likely in addition to some of the traffic calming strategies documented above. Strategies cities use to explicitly deter cut through traffic involve the prohibition of certain traffic movements at key locations along the corridor. Two different approaches that would prohibit northbound and southbound through trips would be intersection diverters or short one-way travel segments. The implementation of these mitigations FEHR PEERS 127 Tukwila international Boulevard Rechannelization Study September 2017 could be less expensive than other traffic calming treatments since the installations would be limited to key intersections or segments of Military Road or 42nd Avenue S near the vicinity of S 144th Street. Special consideration would need to be provided for transit vehicles to ensure that existing or planned traffic routes could still be accommodated. Some cities have had limited success with signage that restricts movements for all vehicles except bicycles and buses, but regular enforcement is required for this strategy to be successful. Time of Day Turn Restriction . ;r Reitrictiorn do not apply to transit or bicyclists FEHR PEERS An example of a current pilot study in Bellevue is shown in Figure 5 where there are time of day restrictions in place on a collector arterial street (not dissimilar to 42nd Avenue S) to deter traffic from Downtown Bellevue traveling through a residential area and encouraging traffic to stay on regional routes like Bellevue Way or 112th Avenue SE. Like in Tukwila, the degree of diversion is partially dependent on traffic congestion on the adjacent freeway (I-405 in this case). 128 Tukwila International Boulevard Rechannelization Study Septerniber 2017 Chapter 5. Conclusion The rechannelization of Tukwila International Boulevard between S 140 Street and S 152"d Street to remove one northbound and southbound travel lane and to install bicycle lanes and on -street parking would result in significant congestion for southbound vehicles entering the corridor under both 2017 and 2030 demand scenarios. The existing demand for vehicles travelling through the entire study corridor on TIB exceeds 700 vehicles in both directions during the PM peak hour. This demand is forecasted to increase by over 20% by 2030 due to new residential and commercial development near the study corridor. Removing a travel lane in each direction results in overcapacity conditions, especially for southbound drivers at S 144th Street. Delay, travel times, and vehicular queuing increase substantially in both 2017 and 2030 scenarios and would likely result in drivers choosing parallel routes as alternatives to TIB. The travel time data and Streetlight OD data provide information on travel behavior for drivers currently using TIB. An analysis of the data suggests that at least 50% of existing travel on the roadway is pass- through trips. These trips represent non -local travel: trips that pass through the corridor without stopping or those not related to nearby residential or commercial land uses. Popular origins and destinations are SeaTac and Central Seattle. Since 2010, the traffic volumes on TIB have increased by 10% to 15% despite limited land use development near the study corridor. The increases in traffic volumes are likely due to spillover from congested regional routes as drivers seek less congested alternatives. If the existing volume of pass-through travel, approximately 800 vehicle trips during the PM peak hour, were to shift to alternative routes, the TIB corridor could accommodate the growth in traffic from planned development with the rechannelization and operate with a similar quality of service to that experienced today. The traffic calming measures that would need to be implemented to prevent traffic from diverting onto 42' Avenue S and Military Road S after the rechannelization of Tukwila International Boulevard would need to reduce vehicle speeds by at least 50%, compared with posted speed limits. This is beyond the range of effectiveness of most common traffic calming treatments and would require average travel speeds of 15mph on these facilities which would significantly impact local residents who live along these streets. Alternatives to traffic calming measures are physical barriers or turn restrictions that prevent vehicles from using these parallel routes as alternatives to TIB: intersection diverters or short one-way segments. The most effective locations for installation of these preventative measures would likely be in the vicinity of S 144th Street. While these barriers occupy a small area, they are still an inconvenience for residents who are accustomed to traversing the area on Military Road or 42"d Avenue S. If the proposed rechannelization is pursued, the City could further investigate the optimal design and placement of these devices which would prevent cut -through traffic while maintaining as much connectivity FEHR PEERS 129 Tukwila international Boulevard Rechannelization Study September 2017 as possible for local residents as well as students travelling to Foster High School or Thorndyke Elementary School. As part of a larger outreach program to promote this project, the City could also consider a temporary installation of the lane conversion on TIB to bicycle lanes and traffic calming devices on nearby streets to demonstrate to the local community how the project would be implemented and its potential benefits to all users. This "tactical urbanism" approach would also allow the City to quickly assess traffic operations conditions before and after implementation of the project. The proposed rechannelization of TIB would necessitate a change in usage and perception for this facility. While the route today serves a high percentage of regional pass-through traffic, the reduction in vehicular capacity would likely limit the facility's usage to local residents and employees. Even with the existing travel demand, a significant volume of trips would shift to alternate parallel routes to avoid the increased congestion along TIB. However, the removal of two travel lanes would allow for the installation of bicycle lanes and on -street parking which would contribute to a more amenable environment for all users. FEHR PEERS 130 Appendix A: Traffic Counts FEHR PEERS www.idaxdata.com 01 TUKWILA 11 N z oCO INTERNATIONAL S 144TH ST Peak Hour BLVD ida) Date: Thu, May 18, 2017 Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:15 PM to 5:15 PM °0 om 0 W .1 5, yLU 00 cr) co 0 40 I—CO Z Q %—I— N N j 1 V S 144TH ST 1 \'' 4 2jp .:-, 1 '�'• 0•c� LDDDOD--> 52 3 172 TEV: PHF: 1,832 • M 140 V 11 0.91 p _� 328> 0 ••••• 5 0 V'O 0 — 45 W 156 S 144TH ST gzoI r !D N CD CO d' I J r'''' `- et 00 ? z HV %: PHF FwQ EB 2.4% 0.91 A M1z WB 0.0% 0.25 CO CD NB 2.0% 0 93 SB 1.8% 0.89 TOTAL 2.0% 0.91 Two -Hour Count Summaries S 144TH ST S 144TH ST TUKWILA INTERNATIONAL BLVD TUKWILA INTERNATIONAL BLVD Interval 15 -min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 33 0 46 0 0 1 2 0 39 91 2 1 0 176 24 4 415 0 4:15 PM 0 47 0 40 0 0 0 0 0 45 117 0 1 0 225 26 501 0 4:30 PM 0 29 0 39 0 0 0 0 0 43 89 0 0 1 199 28 428 0 4:45 PM 0 41 0 42 0 0 0 0 0 41 107 4 0 0 179 24 438 1,782 5:00 PM 0 55 0 35 0 0 0 1 1 36 122 0 1 0 183 31 465 1,832 5:15 PM 0 35 0 47 0 1 1 1 0 45 100 0 0 0 169 24 423 1,754 5:30 PM 0 22 1 42 0 1 1 0 1 37 93 1 0 0 182 19 400 1,726 5:45 PM 0 41 0 45 0 0 0 0 0 46 111 0 0 0 147 30 420 1,708 Count Total 0 303 1 336 0 2 3 4 2 332 830 7 3 1 1,460 206 3,490 0 Peak Hour 0 172 0 156 0 0 0 1 1 165 435 4 2 1 786 109 1,832 0 Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall coun Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 1 0 4 3 8 0 0 0 0 0 16 7 17 20 60 4:15 PM 2 0 2 7 11 0 1 0 2 3 8 8 5 13 34 4:30 PM 2 0 2 5 9 0 0 0 1 1 17 10 7 10 44 4:45 PM 3 0 3 2 8 0 0 0 0 0 11 4 20 19 54 5:00 PM 1 0 5 2 8 0 2 1 0 3 16 8 20 3 47 515 PM 0 0 2 3 5 0 0 0 0 0 6 4 9 7 26 5.30 PM 1 0 1 4 6 0 1 0 0 1 4 8 24 9 45 5:45 PM 1 0 7 3 11 0 0 0 0 0 14 7 32 15 68 Count Total 11 0 26 29 66 0 4 1 3 8 92 56 134 96 378 Peak Hour 8 0 12 16 36 0 3 1 3 7 52 30 52 45 179 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com 132 www.idaxdata.com 02 TUKWILA INTERNATIONAL BLVD S 146TH ST tea) 11 Date: Thu, May 18, 2017 N Peak Hour Count Period: 4:00 PM to 6:00 PM z 0 '1 J F a0 p. z � 0 O M 00 1 01 O- ti I) m t` 1 Peak Hour: S 146TH ST 4:15 PM to oo N I 5:15 PM 8 3 6 108 n O• o 0 ` 20 TEV: PHF. 1,846 0 14,1 0.97 •34 ' N r,' Il o 8U 10 ST -�..:, ' 0 188 oto 0 1 v <-1111M. S 146TH 1 O CD .d. Le) r N M° ¢ mco J HV %: PHF 1 m . I- w Q EB 0.0% 0.83 Otr` z WB 0.0% 0.71 NB 2.0% 0.92 SB 2.0% 0.93 TOTAL 1.8% 0.97 Two -Hour Count Summaries Interval Start S 146TH ST 1 S 146TH ST 4 TUKWILA INTERNATIONAL BLVD TUKWILA INTERNATIONAL BLVD 15 -min Total Rolling One Hour Eastbound UT LT TH RT Westbound UT LT TH RT Northbound UT LT TH RT Southbound UT LT TH RT 4:00 PM 4:15 PM 4:30 PM 4:45 PM 5:00 PM 5:15 PM 5:30 PM 5:45 PM 0 4 4 11 0 8 1 15 0 4 3 11 0 3 3 17 0 5 3 7 0 2 6 11 0 4 3 17 0 2 3 9 0 5 5 17 0 8 1 9 0 9 3 16 0 9 2 13 0 8 0 30 0 7 3 22 0 2 7 16 0 6 7 25 0 13 129 11 0 13 152 11 0 8 118 8 0 9 149 10 0 16 143 10 0 11 148 13 0 9 155 10 0 13 165 6 0 25 207 7 4 31 211 10 1 24 237 9 0 27 197 8 2 27 215 8 0 31 190 9 0 37 191 10 1 36 161 8 438 474 451 447 474 453 461 442 0 0 0 1,810 1,846 1,825 1,835 1,830 Count Total 0 32 26 98 0 54 28 148 0 92 1,159 79 8 238 1,609 69 3,640 0 Peak Hour 0 20 10 50 0 34 6 68 0 46 562 39 7 109 860 35 1,846 0 Note: Two-hour count summary volumes include heavy vehicles but exc ude bicycles in overall count Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total i East West North South Total 4:00 PM 4:15 PM 4:30 PM 4:45 PM 5:00 PM 5'15 PM 5:30 PM 5:45 PM 0 0 4 2 6 0 0 2 0 2 5 11 3 1 20 0 0 3 7 10 0 0 0 2 2 3 5 1 1 10 0 0 2 5 7 0 0 4 6 10 0 0 4 2 6 0 0 2 4 6 0 0 1 5 6 0 0 7 3 10 7 10 0 0 17 6 7 2 0 15 6 5 0 0 11 6 6 0 1 13 3 5 1 1 10 2 11 0 0 13 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 2 0 2 0 0 0 1 1 0 0 0 0 0 Count Total 0 0 27 34 61 0 0 6 3 9 38 60 7 4 109 Peak Hour 0 0 13 20 33 0 0 2 2 4 22 27 3 1 53 Mark Skaggs: (425) 250-0777 mark skaggs@idaxdata com 133 www.idaxdata.com 03 TUKWILA N Z O -1 INTERNATIONAL S 148TH ST Peak Hour BLVD tit) Date: Thu, May 18, 2017 Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:15 PM to 5:15 PM o N r V CO gZo40 YFm n F Z Q N C O N N S 146TH ST 1 7 g 1,709 0.95 37 "` 1 13 .1.100011D ..> 2 N ‘,...L 1- 11 - TEV PHF: A51 o = 0 o 46 6 28 C 0 0 0~• , fl l ' r E-JJJJJJ..... t S 148TH ST . / N- LO rn M �� e Y¢m HV%: PHF FtY¢ EB 00% 052 Lu .- N ~ WB Z 0.0% 0.91 010 CID CO NB 2.2% 0.95 SB 1.5% 0.95 TOTAL 1.7% 0.95 Two -Hour Count Summaries S 148TH ST S 148TH ST TUKWILA INTERNATIONAL BLVD TUKWILA INTERNATIONAL BLVD Interval 15 -min Rolling Start Eastbound Westbound Northbound Southbound Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM (O N LO VN -t- o) a0 M O O N V O N N N M N sf CO (O N 00e...00000 0 3 1 8 5 13 130 4 0 15 204 6 403 0 4:15 PM 0 5 0 8 1 10 164 6 0 13 208 5 427 0 4:30 PM 0 2 1 9 4 19 119 8 0 12 224 6 413 0 4:45 PM 0 3 0 11 3 13 154 9 1 10 205 4 421 1,664 5:00 PM 0 3 0 9 5 15 154 8 1 6 220 5 448 1,709 5.15 PM 0 1 5 10 1 13 157 5 0 14 194 8 423 1,705 5.30 PM 0 4 0 11 2 7 154 6 0 7 197 7 415 1,707 5:45 PM 0 1 1 11 3 14 156 11 0 16 154 4 383 1,669 Count Total 1 27 13 66 0 22 8 77 24 104 1,188 57 2 93 1,606 45 3,333 0 Peak Hour 1 11 6 28 0 13 1 37 13 57 591 31 2 41 857 20 1,709 0 Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 0 0 5 2 7 0 0 0 1 1 3 6 0 1 10 4:15 PM 0 0 3 5 8 0 0 0 0 0 6 8 1 0 15 4:30 PM 0 0 5 4 9 0 0 0 1 1 8 8 0 0 16 4:45 PM 0 0 3 3 6 0 0 0 1 1 4 3 1 0 8 5:00 PM 0 0 4 2 6 0 0 0 0 0 5 6 0 1 12 5:15 PM 0 0 3 4 7 0 0 2 0 2 5 6 0 0 11 5:30 PM 0 0 2 5 7 0 0 0 3 3 3 8 0 0 11 5:45 PM 0 0 7 3 10 0 0 0 0 0 5 2 0 0 7 Count Total 0 0 32 28 60 0 0 2 6 8 39 47 2 2 90 Peak Hour 0 0 15 14 29 0 0 0 2 2 23 25 2 1 51 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com 134 www.idaxdata.com 04 TUKWILA INTERNATIONAL BLVD S 150TH ST icta) III Date: Thu, May 18, 2017 N Peak Hour Count Period: 4:00 PM to 6:00 PM z o 5a0 z —1 F z Q v a) \II i o O) h o er to <O o Peak Hour: S 150TH ST 4:15 PM to �1('T�ry UV 1 5:15 PM 48 1.11101ED.-> o ,,. 1 1 2 �1 67 J s 5 A • 15 TEV: 1,762 • PHF. 0.94 N _� 6 10 14 (• 36 U Ck 0~ = 0 o V S 150TH ST o co to o N Qzo rHV %: PHFN Y Q m 0 co 1\2 a F w EB 0.0% 0.76 I z WB 00% 093Ot NB 1.7% 0.93 SB 2.1% 0.95 TOTAL 1.8% 0.94 Two -Hour Count Summaries Interval Start S 150TH ST S 150TH ST TUKWILA INTERNATIONAL BLVD TUKWILA INTERNATIONAL BLVD 15 -min Total Rolling One Hour Eastbound UT LT TH RT Westbound UT LT TH RT Northbound UT LT TH RT Southbound UT LT TH RT 4 00 PM 4:15 PM 4:30 PM 4:45 PM 5:00 PM 5'15 PM 5:30 PM 5:45 PM 0 1 1 6 0 4 4 6 0 4 3 8 0 2 0 10 0 5 3 12 0 4 4 7 0 6 1 4 0_ 6 3 10 0 3 1 6 0 3 1 12 0 5 2 11 0 2 1 13 0 4 1 12 0 3 2 8 0 2 0 5 0 6 1 7 1 10 140 4 1 17 171 4 1 13 136 4 5 8 162 6 1 15 169 7 1 20 159 7 4 17 148 3 2 16 164 2 0 11 208 5 0 11 197 9 0 16 200 12 0 14 203 12 0 19 210 11 0 18 179 11 0 15 183 8 0 13 155 5 397 440 415 438 469 423 396 390 0 0 0 1,690 1,762 1,745 1,726 1,678 Count Total 0 32 19 63 0 28 9 74 16 116 1,249 37 0 117 1,535 73 3,368 0 Peak Hour 0 15 10 36 0 14 5 48 8 53 638 21 0 60 810 44 1,762 0 Note: Two-hour count summary volumes include heavy vehicles but exc ude bicycles in overall count Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 4:15 PM 4:30 PM 4:45 PM 5:00 PM 5:15 PM 5:30 PM 5:45 PM 0 0 5 1 6 0 0 2 7 9 0 0 3 2 5 0 0 3 9 12 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 19 12 0 0 31 7 11 0 0 18 6 16 0 0 22 5 7 0 0 12 0 0 2 0 2 0 0 4 1 5 11 8 1 0 20 0 0 2 5 7 0 0 1 6 7 0 0 8 3 11 0 0 1 0 1 1 0 0 2 3 0 0 0 0 0 4 10 0 1 15 5 11 0 0 16 0 12 0 0 12 Count Total 0 0 28 34 62 1 0 3 4 8 57 87 1 1 146 Peak Hour 0 0 12 19 31 0 0 2 1 3 29 42 1 0 72 Mark Skaggs: (425) 250-0777 mark skaggs@idaxdata.com 135 www.idaxdata.com 05 TUKWILA INTERNATIONAL BLVD Lida) S152NDST ' 11 Date: Thu, May 18, 2017 N Peak Hour Count Period: 4:00 PM to 6:00 PM Z O H JZ>0 J YWm QM e} N co c n CO Peak Hour: 4:15 PM to N N. h 0i S 152ND ST ji 5:15 PM w/ {_I000111..> 0 ,..°"•••;"24 3 53 130 A ~ 0 39 TEV: PHF: 2,030 < o 0.95 53 * o v m 62 � 128/ 27 it 216 " 2 9 0 ,, -..�,0000r_..,.. nn S 152ND 1I-o> `— t \ Qm HV%: PHF '-1f rFza co Z Q EB 0% 0.84 zWB 0.8% 0.79 0? ap Iw a) NB 1.5% 0.91 SB 1.9% 0.95 TOTAL 1.5% 0.95 Two -Hour Count Summaries Interval Start S 152ND ST S 152ND ST TUKWILA INTERNATIONAL BLVD TUKWILA INTERNATIONAL BLVD 15 -min Total Rolling One Hour Eastbound UT LT TH RT Westbound UT LT TH RT Northbound UT LT TH RT Southbound UT LT TH RT 4.00 PM 4:15 PM 4:30 PM 4:45 PM 5:00 PM 5.15 PM 5.30 PM 5:45 PM 0 10 20 7 0 13 16 9 0 6 14 1 0 11 16 10 0 9 16 7 0 10 11 5 0 4 7 2 0 17 11 3 0 11 15 6 1 40 134 10 1 19 184 16 474 523 454 521 532 483 465 445 0 0 0 1,972 2,030 1,990 2,001 1,925 2 36 200 14 3 41 137 16 1 48 165 12 0 14 181 12 0 20 180 5 0 21 186 10 0 10 12 4 0 11 12 8 0 15 19 7 0 17 10 5 0 17 17 9 0 12 19 8 0 7 11 6 3 45 177 18 3 51 155 7 2 44 169 8 1 43 157 14 0 29 193 3 0 29 164 5 0 17 161 12 0 22 146 7 Count Total 0 80 111 44 0 100 115 53 16 348 1,294 99 1 171 1,395 70 3,897 0 Peak Hour 0 39 62 27 0 53 53 24 9 170 679 60 0 84 740 30 2,030 0 Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total East West North South Total 4:00 PM 4:15 PM 4:30 PM 4:45 PM 5:00 PM 5:15 PM 5.30 PM 5.45 PM 0 0 4 1 5 0 0 4 6 10 0 0 3 2 5 0 1 3 7 11 0 0 0 0 0 0 0 1 0 1 1 0 0 0 1 0 0 0 1 1 11 4 2 6 23 22 0 0 1 23 17 3 4 2 26 11 1 1 2 15 0 0 4 1 5 1 0 0 0 1 11 0 0 4 15 0 0 2 5 7 0 0 3 4 7 0 0 5 3 8 0 0 1 0 1 0 0 0 0 0 0 0 0 2 2 1 13 3 3 8 27 19 1 0 4 24 17 1 2 3 23 Count Total ' 0 1 28 29 58 2 0 2 3 7 121 13 12 30 176 Peak Hour 0 1 14 16 31 2 0 1 1 4 61 4 5 9 79 Mark Skaggs: (425) 250-0777 mark. skaggs@idaxdata.com 136 Appendix B: Vissim Worksheets FEHR i" PEERS Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 1 Tukwila International Blvd/S 144th St Tukwila International Blvd Road Diet 2017 No Build PM Peak Hour Signal Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 166 167 101% 69 10 E NB Through 405 415 102% 27 5 C Right Turn 63 63 99% 11 4 B Subtotal 634 _ 644 102% _ 36 4 D Left Turn 92 88 95% 67 11 E SB Through 763 766 100% 37 4 D Right Turn 109 107 98% 24 4 C Subtotal 964 960 100% 38 3 D Left Turn 122 126 103% 57 9 E EB Through 146 155 106% 41 7 D Right Turn 101 100 99% 26 8 C Subtotal 369 380 103% 42 _ 7 D Left Turn 78 80 103% 62 12 E WB Through 198 197 100% 49 6 D Right Turn 39 37 96% 32 9 C Subtotal 315 315 100% 50 6 D Total 2,282 2,300 101% 40 2 D Intersection 2 Tukwila International Blvd/S 146th St Side -street Stop Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 46 44 96% 7 4 A NB Through 562 570 101% 1 0 A Right Turn 39 37 94% 2 2 A Subtotal 647 651 101% 1 0 A Left Turn 116 117 101% 5 1 A SB Through 860 868 101% 2 1 A Right Turn 35 32 92% 3 2 A Subtotal 1,011 1,018 101% 3 1 A Left Turn 20 19 96% 21 8 C EB Through 10 9 86% 19 11 C Right Turn 50 43 86% 10 1 A Subtotal 80 71 89% 14 2 B Left Turn 34 35 101% 16 3 C WB Through 6 5 90% 15 13 B Right Turn 68 67 98% 1 10 1 A Subtotal 108 107 99% 12 1 B Total 1 1,846 1,846 100% 3 0 A Fehr & Peers 9/29/2017 138 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 3 Tukwila International Blvd/S 148th St Tukwila International Blvd Road Diet 2017 No Build PM Peak Hour Side -street Stop Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 70 76 109% 5 2 A NB Through 591 599 101% 1 0 A Right Turn 31 29 92% 2 1 A Subtotal 692 704 102% 2 0 A Left Tum 43 46 107% 4 2 A SB Through 857 855 100% 1 1 A Right Turn 20 21 103% 2 1 A Subtotal 920 _ 922 100% 1 _ 1 A Left Turn 12 13 105% 17 12 C EB Through 6 5 82% 10 8 A Right Turn 28 25 88% 9 2 A Subtotal 46 42 91% 12 4 B Left Turn 13 11 85% 11 7 B WB Through 1 0 20% 0 0 A Right Turn 37 34 91% 10 2 A Subtotal 51 45 88% 11 3 B Total 1,709 1,713 100% 2 0 A Intersection 4 Tukwila International Blvd/S 150th St Side -street Stop Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 61 64 104% 9 3 A NB Through 638 651 102% 3 1 A Right Turn 21 20 96% 3 2 A Subtotal 720 735 102% 4 1 A Left Turn 60 60 100% 6 2 A SB Through 810 799 99% 1 0 A Right Turn 44 43 99% 2 1 A Subtotal 914 902 99% 1 0 A Left Turn 15 14 93% 12 8 B EB Through 10 9 85% 14 7 B Right Turn 36 34 93% 10 2 B Subtotal 61 56 92% 12 2 B Left Turn 14 16 111% 15 4 B WB Through 5 6 114% 17 17 C Right Turn 48 49 103% 10 2 B Subtotal 67 70 105% 12 2 B Total 1,762 1,764 100% 3 0 A Fehr & Peers 9/29/2017 139 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 5 Tukwila International Blvd/S 152nd St Tukwila International Blvd Road Diet 2017 No Build PM Peak Hour Signal Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 179 180 101% 54 4 D NB Through 679 696 103% 22 3 C Right Turn 60 59 98% 6 2 A Subtotal 918 936 102% 27 2 C Left Turn 84 79 93% 59 9 E SB Through 740 739 100% 26 4 C Right Turn 30 29 97% 26 11 C Subtotal 854 846 99% 29 4 C _ I Left Turn 39 38 98% 43 11 D EB Through 62 69 110% 52 5 D Right Turn 27 31 114% 36 12 D Subtotal 128 138 108% 45 6 D Left Turn 53 55 104% 42 11 D WB Through 53 54 101% 45 10 D Right Turn 24 24 100% 13 8 B Subtotal 130 132 102% 39 7 D Total 2,030 2,052 101% 30 2 C Fehr & Peers 9/29/2017 140 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 1 Tukwila International Blvd/S 144th St Tukwila International Blvd Road Diet 2017 Road Diet PM Peak Hour Signal Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 166 169 102% 102 18 F NB Through 405 417 103% 42 6 D Right Turn 63 61 97% 28 8 C Subtotal 634 647 102% 57 9 E Left Turn 92 72 78% 964 68 F SB Through 763 569 75% 930 51 F Right Turn 109 77 70% 932 66 F Subtotal 964 718 74% 934 54 F Left Turn 122 130 106% 54 6 D EB Through 146 148 102% 44 6 D Right Turn 101 98 97% 32 8 C Subtotal 369 376 102% 44 4 D Left Turn 78 82 105% 62 7 E WB Through 198 196 99% 47 8 D Right Turn 39 35 90% 29 12 C Subtotal 315 312 99% 48 8 D Total 2,282 2,053 90% 361 26 F Intersection 2 Tukwila International Blvd/S 146th St Side -street Stop Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 46 45 98% 12 8 B NB Through 562 569 101% 7 5 A Right Turn 39 38 96% 6 4 A Subtotal 647 652 101% 7 5 A Left Turn 116 92 79% 7 2 A SB Through 860 705 82% 4 1 A Right Turn 35 25 73% 4 4 A Subtotal 1,011 822 81% 4 1 A Left Turn 20 19 93% 25 10 D EB Through 10 8 84% 16 8 C Right Turn 50 45 91% 17 5 C Subtotal 80 72 90% 19 6 C Left Turn 34 35 103% 21 7 C WB Through 6 5 83% 23 28 C Right Turn 68 68 100% 18 8 C Subtotal 108 108 100% 20 8 C Total 1,846 1,654 90% 7 2 A Fehr & Peers 9/29/2017 141 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 3 Tukwila International Blvd/S 148th St Tukwila International Blvd Road Diet 2017 Road Diet PM Peak Hour Side -street Stop Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 70 72 103% 9 3 A NB Through 591 600 102% 4 1 A Right Turn 31 28 89% 4 1 A Subtotal 692 700 101% 4 1 A Left Turn 43 39 90% 9 3 A SB Through 857 712 83% 3 1 A Right Turn 20 17 85% 4 2 A Subtotal 920 767 83% 3 1 A Left Turn 12 13 108% 23 12 C EB Through 6 6 103% 18 17 C Right Turn 28 27 95% 15 4 B Subtotal 46 46 100% 19 7 C Left Turn 13 11 84% 20 10 C WB Through 1 0 30% 1 4 A Right Turn 37 33 89% 12 2 B Subtotal 51 44 87% 13 3 B Total 1,709 1,557 91% 4 1 A Intersection 4 Tukwila International Blvd/S 150th St Side -street Stop Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 61 66 107% 15 6 B NB Through 638 645 101% 5 1 A Right Turn 21 20 96% 3 3 A Subtotal 720 731 102% 5 1 A Left Turn 60 51 84% 9 4 A SB Through 810 678 84% 9 12 A Right Turn 44 35 80% 7 8 A Subtotal 914 764 84% 9 12 A Left Turn 15 12 79% 35 39 D EB Through 10 9 89% 25 22 C Right Turn 36 35 98% 53 89 F Subtotal 61 56 92% 49 75 E Left Turn 14 16 114% 23 19 C WB Through 5 5 94% 19 20 C Right Turn 48 54 113% 16 5 C Subtotal 67 75 112% 19 7 C Total 1,762 1,626 92% 9 8 A Fehr & Peers 9/29/2017 142 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 5 Tukwila International Blvd/5 152nd St Tukwila International Blvd Road Diet 2017 Road Diet PM Peak Hour Signal Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 179 184 103% 55 5 D NB Through 679 690 102% 32 6 C Right Turn 60 61 101% 5 2 A Subtotal 918 935 102% 35 4 D Left Turn 84 71 85% 86 13 F SB Through 740 638 86% 47 11 D Right Turn 30 25 83% 48 27 D Subtotal 854 734 86% 50 11 D Left Turn 39 40 102% 48 5 D EB Through 62 67 108% 53 6 D Right Turn 27 28 104% 29 12 C Subtotal 128 135 105% 47 5 D Left Turn 53 53 99% 52 8 D WB Through 53 53 101% 40 11 D Right Turn 24 26 107% 18 11 B Subtotal 130 132 101% 42 6 D Total 2,030 1,935 95% 42 5 D Fehr & Peers 9/29/2017 143 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 1 Tukwila International Blvd/S 144th St Tukwila International Blvd Road Diet 2030 No Build PM Peak Hour Signal Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 170 166 98% 76 13 E NB Through 570 569 100% 30 5 C Right Turn 80 77 96% 17 6 B Subtotal 820 812 99% 38 4 D Left Turn 100 97 97% 77 6 E SB Through 890 899 101% 40 2 D Right Turn 110 108 98% 30 6 C Subtotal 1,100 1,104 100% 43 3 D Left Turn 120 123 103% 55 6 E EB Through 170 172 101% 46 10 D Right Turn 100 99 99% 33 8 C Subtotal 390 394 101% 45 6 D Left Turn 100 101 101% 72 14 E WB Through 220 221 101% 58 7 E Right Turn 60 55 92% 39 14 D Subtotal 380 377 99% 59 9 E Total 2,690 2,687 100% 44 3 D Intersection 2 Tukwila International Blvd/S 146th St Side -street Stop Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 50 47 95% 10 5 A NB Through 740 731 99% 1 0 A Right Turn 1 40 38 94% 2 1 A Subtotal 830 816 98% 2 0 A Left Turn 120 123 103% 7 2 A SB Through 1,030 1,038 101% 3 1 A Right Turn 50 50 100% 4 2 A Subtotal 1,200 1,211 101% 3 1 A Left Turn 30 27 89% 22 7 C EB Through 10 8 82% 18 6 C Right Turn 50 45 91% 11 2 B Subtotal 90 80 89% 16 3 C Left Turn 40 38 96% 20 5 C WB Through 10 9 94% 26 18 D Right Turn 70 67 96% 11 2 B Subtotal 120 115 96% 15 2 B Total 2,240 2,222 99% 4 0 A Fehr & Peers 9/29/2017 144 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 3 Tukwila International Blvd/S 148th St Tukwila International Blvd Road Diet 2030 No Build PM Peak Hour Side -street Stop Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 80 87 108% 6 2 A NB Through 770 762 99% 1 0 A Right Turn 40 38 94% 3 1 A Subtotal 890 886 100% 2 0 A Left Turn 40 43 109% 5 2 A SB Through 1,040 1,035 99% 1 0 A Right Turn 30 29 96% 2 1 A Subtotal 1,110 1,107 100% 1 0 A Left Turn 10 10 99% 24 10 C EB Through 10 8 81% 19 9 C Right Turn 40 41 103% 10 2 B Subtotal 60 59 99% 15 3 B Left Turn 30 27 91% 17 5 C WB Through 10 9 92% 14 6 B Right Turn 40 37 91% 11 4 B Subtotal 80 73 91% 15 4 B Total 2,140 2,125 99% 2 0 A Intersection 4 Tukwila International Blvd/S 150th St Side -street Stop Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 80 82 102% 10 4 B NB Through 820 814 99% 3 1 A Right Turn 20 20 100% 4 3 A Subtotal 920 916 100% 4 1 A Left Turn 60 63 104% 4 2 A SB Through 1,000 987 99% 1 0 A Right Turn 40 39 98% 2 1 A Subtotal 1,100 1,089 99% 1 0 A Left Turn 20 18 89% 22 10 C EB Through 10 10 102% 26 13 D Right Turn 40 35 88% 13 5 B Subtotal 70 63 90% 17 6 C Left Turn 10 10 102% 21 12 C WB Through 10 10 95% 22 17 C Right Turn 50 53 106% 10 2 B Subtotal 70 73 104% 13 2 B Total 2,160 2,141 99% 3 0 A Fehr & Peers 9/29/2017 145 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 5 Tukwila International Blvd/S 152nd St Tukwila International Blvd Road Diet 2030 No Build PM Peak Hour Signal Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 240 246 103% 70 12 E NB Through 850 841 99% 24 3 C Right Turn 70 70 101% 7 3 A Subtotal 1,160 1,158 100% 33 3 C Left Turn 90 89 99% 68 12 E SB Through 910 899 99% 34 3 C Right Turn 40 38 94% 31 12 C Subtotal 1,040 1 1,026 99% 37 4 D Left Turn 60 62 104% 50 10 D EB Through 70 75 108% 50 8 D Right Turn 30 34 112% 33 17 C Subtotal 160 171 107% 47 8 D Left Turn 70 68 97% 50 5 D WB Through 60 62 103% 48 8 D Right Turn 30 30 100% 14 5 B Subtotal 160 160 100% 44 4 D Total I 2,520 2,514 100% 36 3 D Fehr & Peers 9/29/2017 146 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 1 Tukwila International Blvd/S 144th St Tukwila International Blvd Road Diet 2030 Road Diet PM Peak Hour Signal Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 170 161 95% 118 15 F NB Through 570 549 96% 58 11 E Right Turn 80 76 96% 40 7 D Subtotal 820 786 96% 68 11 E Left Turn 100 63 63% 1081 97 F SB Through 890 559 63% 1046 98 F Right Turn 110 67 61% 1026 95 F Subtotal 1,100 689 63% 1047 98 F Left Turn 120 117 98% 66 25 E EB Through 170 167 98% 80 49 E Right Turn 100 99 99% 68 55 E Subtotal 390 383 98% 71 40 E Left Turn 100 102 102% 65 14 E WB Through 220 221 100% 52 4 D Right Turn 60 53 89% 34 8 C Subtotal 380 375 99% 54 5 D Total 2,690 2,233 83% 362 27 F Intersection 2 Tukwila International Blvd/S 146th St Side -street Stop Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 50 48 96% 26 14 D NB Through 740 711 96% 26 19 D Right Turn 40 37 92% 24 16 C Subtotal 1 830 796 _ 96% 26 18 D Left Turn 120 84 70% 41 25 E SB Through 1,030 746 72% 46 32 E Right Turn 50 1 33 66% 46 50 E Subtotal 1,200 863 72% 45 32 E Left Turn 30 1 25 82% 312 329 F EB Through 10 7 74% 241 338 F Right Turn 50 42 84% 380 369 F Subtotal 90 74 82% 344 342 F Left Turn 40 35 88% 208 164 F WB Through 10 9 86% 138 158 F Right Turn 70 60 86% 206 156 F Subtotal 120 104 86% 205_ 160 _ F Total 2,240 1,836 82% 57 16 F Fehr & Peers 9/29/2017 147 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 3 Tukwila International Blvd/S 148th St Tukwila International Blvd Road Diet 2030 Road Diet PM Peak Hour Side -street Stop Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 80 78 97% 16 9 C NB Through 770 750 97% 9 12 A Right Turn 40 38 95% 10 13 A Subtotal 890 866 97% 10 12 A Left Turn 40 29 73% 44 20 E SB Through 1,040 760 73% 55 20 F Right Turn 30 21 71% 43 21 E Subtotal 1,110 811 73% 54 20 F Left Turn 10 6 59% 605 678 F EB Through 10 8 77% 556 625 F Right Turn 40 28 70% 958 662 F Subtotal 60 41 69% 925 666 F Left Turn 30 26 85% 57 13 F WB Through 10 10 96% 45 36 E Right Turn 40 36 90% 46 57 E Subtotal 80 71 89% 51 36 F Total 2,140 1,789 84% 48 14 E Intersection 4 Tukwila International Blvd/S 150th St Side -street Stop Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 80 78 97% 28 9 D NB Through 820 794 97% 6 2 A Right Turn 20 21 105% 4 3 A Subtotal 920 892 97% 8 2 A Left Turn 60 47 78% 40 10 E SB Through 1,000 730 73% 64 10 F Right Turn 40 28 70% 59 13 F Subtotal 1,100 804 73% 62 10 F Left Turn 20 16 78% 746 504 F EB Through 10 8 75% 911 554 F Right Turn 40 27 67% 1052 563 F Subtotal 70 50 71% 974 562 F Left Turn 10 11 112% 68 49 F WB Through 10 9 92% 48 49 E Right Turn 50 56 113% 31 17 D Subtotal 70 77 110% 41 23 E Total 2,160 1,823 84% 58 16 F Fehr & Peers 9/29/2017 148 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 5 Tukwila International Blvd/S 152nd St Tukwila International Blvd Road Diet 2030 Road Diet PM Peak Hour Signal Direction Movement Demand Volume (vph) Served Volume (vph) Average Percent Total Delay (sec/veh) Average Std. Dev. LOS Left Turn 240 227 94% 106 15 F NB Through 850 801 94% 81 18 F Right Turn 70 65 93% 64 21 E Subtotal 1,160 1,093 94% 85 15 F Left Turn 90 68 75% 102 18 F SB Through 910 660 72% 69 8 E Right Turn 40 29 72% 74 24 E Subtotal 1,040 756 73% 72 8 E Left Turn 60 61 101% 49 12 D EB Through 70 73 104% 52 7 D Right Turn 30 31 103% 31 9 C Subtotal 160 164 103% 48 8 D Left Turn 70 72 103% 57 9 E WB Through 60 61 101% 50 7 D Right Turn 30 33 109% 24 8 C Subtotal 160 165 103% 49 7 D Total 2,520 2,178 86% 75 6 E Fehr & Peers 9/29/2017 149 CITY OF TUKWILA - DEPARTMENT OF PUBLIC WORKS Tukwila International Blvd Road Diet - S 152nd St to S 114th St Option 1 - Road Diet with New RRFB Pedestrian Crossings at Mid -Block Medians Preliminary Budget Estimate - November 2017 3 travel lanes with bike lanes and on -street parking 3 new midblock RRFB's at existing median locations All new ramps are ADA compliant Excludes ADA upgrades of existing ramps and PPB's throughout project limits KPG No. Section on Item Quantity Unit Unit Cost Total Cost ROADWAY 1 1-04 Unexpected Site Changes 1 FA $ 25,000.00 $ 25,000.00 2 1-07 Resolution of Utility Conflicts 1 FA $ 10,000.00 $ 10,000.00 3 1-07 SPCC Plan 1 LS $ 500.00 $ 500.00. 4 1-09 Mobilization 1 LS $ 70,000.00 $ 70,000.00 5 1-10 Project Temporary Traffic Control 1 LS $ 50,000.00 $ 50,000.00 6 2-02 Removal of Structure and Obstruction 1 LS $ 7,500.00 $ 7,500.00 7 2-03 Roadway Excavation Incl. Haul 1,100 SY $ 25.00 $ 27,500.00 8 5-04 HMA Cl. 1/2" PG 64-22i 150 TON $ 200.00 $ 30,000.00 9 8-01 Erosion/Water Pollution Control 1 LS $ 15,000.00 $ 15,000.00 10 8-04 Cement Conc. Traffic Curb and Gutter 600 LF $ 40.00 $ 24,000.00 SIDEWALK 11 1 8-14 Cement Conc. Sidewalk/Curb Ramp 900 1 SY 1 $ 75.00 1 $ 67,500.00 STORM SEWER 12 1 7-05 Drainage modifications for bumpouts 11 8 1 EA 1 $ 5,000.00 1 $ 40,000.00 TRAFFIC CONTROL DEVICES 13 8-09 Raised Pavement Marker Type 1 19 HUND $ _ 400.00 $ 7,600.00 14 8-09 Raised Pavement Marker Type 2 14 HUND $ 500.00 $ 7,000.00 15 8-20 Rapid Flash Rectangular Beacon (RRFB) 3 EA $ 35,000.00 $ 105,000.00 16 8-20 Illumination Modifications 1 LS $ 45,000.00 $ 45,000.00 17 8-20 Permanent Signing 1 LS $ 10,000.00 $ 10,000.00 18 ' 8-20 Signal Modifications 2 EA $ 20,000.00 $ 40,000.00 19 8-22 Remove Pavement Markings 5,000 LF $ 5.00 $ 25,000.00 20 8-22 Plastic Traffic Arrow 58 EA _ $ 250.00 $ 14,500.00 21 8-22 Plastic Bike Sybmol a 33 EA $ 400.00 $ 13,200.00 22 8-22 Plastic Crosswalk Line 750 SF $ 10.00 $ 7,500.00 23 8-22 Plastic Stop Line 400 LF $ 20.00 $ 8,000.00 24 8-22 Wide Plastic Line 350 LF $ 4.00 $ 1,400.00 25 8-22 Plastic Line, 4 Inch 16,000 LF $ 1.00 $ 16,000.00 ROADSIDE DEVELOPMENT 26 8-02 'Median modifications 11 3 1 EA $ 10,000.00 1 $ 30,000.00 27 8-02 'Property Restoration 1 1 1 FA $ 10,000.00 1 $ 10,000.00 Subtotal $ 710,000 Contingency (20%) $ 150,000 Total Estimated Construction Cost $ 860,000 Survey and Mapping $ 20,000 Public Outreach $ 15,000 Prepare Plans, Specs & Estimate $ 100,000 Permitting $ 5,000 Total Estimated Design Cost $ 140,000 Right of Way $ - Construction Management & Inspection $ 130,000 SCHEDULE A TOTAL ESTIMATED CONSTRUCTION COST $ 1,130,000 150 CITY OF TUKWILA - DEPARTMENT OF PUBLIC WORKS Tukwila International Blvd Road Diet - S 152nd St to S 114th St Option 2 - Road Diet only - no new pedestrian crossings Preliminary Budget Estimate - November 2017 3 travel lanes with bike lanes and on -street parking No new pedestrian crossings No new curb ramps Excludes ADA upgrades of existing ramps and PPB's throughout project limits KPG No. I S Noon I Item I Quantity Unit Unit Cost Total Cost ROADWAY 1 1-04 Unexpected Site Changes 1 FA $ 10,000.00 $ 10,000.00 2 1-07 Resolution of Utility Conflicts 1 FA $ 5,000.00 $ 5,000.00 3 1-07 SPCC Plan _ 1 LS $ 500.00 $_ 500.00 4 1-09 Mobilization 1 LS $ 25,000.00 $ 25,000.00 5 1-10 Project Temporary Traffic Control 1 LS $ 30,000.00 $ 30,000.00 6 2-02 Removal of Structure and Obstruction 1 LS $ 5,000.00 $ 5,000.00 7 2-03 Roadway Excavation Incl. Haul 0 SY $ 25.00. $ - 8 5-04 HMA Cl. 1/2" PG 64-22 0 TON $ 200.00 $ - 9 8-01 Erosion/Water Pollution Control 1 1 LS $ 5,000.00 $ 5,000.00 10 8-04 Cement Conc. Traffic Curb and Gutter 0 LF $ 40.00 $ - SIDEWALK 11 1 8-14 Cement Conc. Sidewalk/Curb Ramp 0 1 SY 1 $ 75.00 1 $ - STORM SEWER 12 1 7-05 Drainage modifications for bumpouts 0 1 EA . $ 5,000.00 1 $ - TRAFFIC CONTROL DEVICES 13 8-09 Raised Pavement Marker Type 1 19 HUND $ 400.00 $ 7,600.00 14 8-09 Raised Pavement Marker Type 2 14 HUND $ 500.00 $ 7,000.00 15 8-20 Rapid Flash Rectangular Beacon (RRFB) 0 EA $ 35,000.00 $ - 16 8-20 Illumination Modifications 0 LS $ 45,000.00 $ - 17 8-20 Permanent Signing 1 LS $ 10,000.00 $ 10,000.00 18 8-20 Signal Modifications 2 EA $ 20,000.00 $ 40,000.00 19 8-22 Remove Pavement Markings 5,000 _ LF $ 5.00 $ 25,000.00 20 8-22 Plastic Traffic Arrow 58 EA $ 250.00 $ 14,500.00 21 8-22 Plastic Bike Sybmol 33 EA $ 400.00 $ 13,200.00 22 8-22 Plastic Crosswalk Line 750 _ SF $ 10.00 $ 7,500.00 23 8-22 Plastic Stop Line 400 LF $ 20.00 $ 8,000.00 24 8-22 Wide Plastic Line 350 LF $ 4.00 $ 1,400.00 25 8-22 Plastic Line, 4 Inch 16,000 LF $ 1.00 $ 16,000.00 ROADSIDE DEVELOPMENT 26 1 8-02 'Median modifications p 0 1 EA 1$ 10,000.00 1$ - 27 1 8-02 'Property Restoration II 1 1 FA 1 $ 5,000.00 L$ 5,000.00 Subtotal Contingency (20%) Total Estimated Construction Cost Survey and Mapping Public Outreach Prepare Plans, Specs & Estimate Permitting Total Estimated Design Cost Right of Way Construction Management & Inspection $ 240,000 $ 50,000 $ 290,000 $ 10,000 $ 15,000 $ 30,000 $ 5,000 $ 60,000 $ - $ 50,000 SCHEDULE A TOTAL ESTIMATED CONSTRUCTION COST $ 400,000 151 CITY OF TUKWILA - DEPARTMENT OF PUBLIC WORKS Tukwila International Blvd Road Diet - S 152nd St to S 114th St Option 3 - Road Diet with RRFB Pedestrian Crossings at Intersections Preliminary Budget Estimate - November 2017 3 travel lanes with bike lanes and on -street parking 3 new RRFB's at 146th, 148th, 150th All new ramps are ADA compliant Excludes ADA upgrades of existing ramps and PPB's throughout project limits KPG No. Section Item Quantity _ Unit 1 Unit Cost I Total Cost ROADWAY 1 1-04 Unexpected Site Changes 1 FA $ 25,000.00 $ 50,000.00 2 1-07 Resolution of Utility Conflicts 1 FA $ 10,000.00 $ 10,000.00 3 1-07 SPCC Plan 1 _ LS $ 500.00 $ 500.00 4 1-09 Mobilization 1 LS $ 75,000.00 $ 75,000.00 5 1-10 Project Temporary Traffic Control 1 LS $ 50,000.00 $ 50,000.00 6 2-02 Removal of Structure and Obstruction I 1 LS $ 7,500.00 $ 7,500.00 7 2-03 Roadway Excavation Incl. Haul 1,900 SY $ 25.00 $ 47,500.00 8 5-04 HMA Cl. 1/2" PG 64-22 150 TON $ 200.00 $ 30,000.00 9 8-01 Erosion/Water Pollution Control 1 LS $ 15,000.00 $ 15,000.00 10 8-04 Cement Conc. Traffic Curb and Gutter 900 LF $ 40.00 $ 36,000.00 SIDEWALK 11 J 8-14 Cement Conc. Sidewalk/Curb Ramp 1' 1,300 1 SY 1 $ 75.00' $ 97,500.00 STORM SEWER 12 1 7-05 Drainage modifications for bumpouts ! 8 J EA J $ 5,000.00 J $ 40,000.00 TRAFFIC CONTROL DEVICES 13 8-09 Raised Pavement Marker Type 1 19 HUND $ 400.00 $ 7,600.00 14 8-09 Raised Pavement Marker Type 2 14 HUND $ 500.00 $ _ 7,000.00 15 8-20 Rapid Flash Rectangular Beacon (RRFB) 3 EA $ 35,000.00 $ 105,000.00 16 8-20 Illumination Modifications 1 LS $ 40,000.00 $ 40,000.00 17 8-20 Permanent Signing 1 LS $ 10,000.00 $ 10,000.00 18 _ 8-20 Signal Modifications 2 EA $ 20,000.00 $ 40,000.00 19 8-22 Remove Pavement Markings 5,000 LF $ 5.00 $ 25,000.00 20 8-22 Plastic Traffic Arrow 58 EA $ 250.00 $ 14,500.00 21 8-22 Plastic Bike Sybmol 33 EA $ 400.00 $ 13,200.00 22 8-22 Plastic Crosswalk Line 750 SF $ 10.00 $ 7,500.00 23 8-22 Plastic Stop Line 400 LF $ 20.00 $ _ 8,000.00 24 _ 8-22 Wide Plastic Line 350 LF $ 4.00 $ 1,400.00 25 8-22 Plastic Line, 4 Inch 16,000 LF $ 1.00 $ 16,000.00 ROADSIDE DEVELOPMENT 26 J 8-02 'Median modifications II 0 1 EA 1 $ 10,000.00 $ - 27 J 8-02 'Property Restoration 11 1 1 FA J $ 20,000.00 $ 20,000.00 Subtotal Contingency (20%) Total Estimated Construction Cost Survey and Mapping Public Outreach Prepare Plans, Specs & Estimate Permitting Total Estimated Design Cost Right of Way Construction Management & Inspection $ 780,000 $ 160,000 $ 940,000 $ 20,000 $ 15,000 $ 140,000 $ 5,000 $ 180,000 $ - $ 150,000 SCHEDULE A TOTAL ESTIMATED CONSTRUCTION COST 5 1,270,000 152