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HomeMy WebLinkAboutReg 2019-02-19 Item 6 - Attachment I: Traffic Impact Reportw TABLE 0 F CONTE NTS TABLE OF CONTENTS 1 LIST OF FIGURES 2 LIST OF TABLES 3 EXECUTIVE SUMMARY 4 CHAPTER 1: INTRODUCTION 5 CHAPTER 2: EXISTING CONDITIONS 9 Project Site 9 Study Area Roadway Network 9 Pedestrian and Bicycle Facilities 9 Public Transit Service 10 Future Planned Projects 10 Study Intersections and Interchanges 10 Existing Traffic Volumes and Operations 12 CHAPTER 3: PROJECT IMPACTS 17 Proposed Development 17 Site Plan Evaluation 17 Trip Generation and Comparison to Existing Conditions 20 Trip Distribution 22 Future Traffic Volumes and Operating Conditions 23 Intersection Operations 26 Project Impact Summary 28 APPENDIX LIST J�� �0��W���� ��"~� , �� � FIGURES �� �^ " ����" Figure 1: Parcels of Interest O Figure 2:Bus Parking Configuration Options 7 Figure 3: Study Intersections 11 Figure 4: Existing AM and PM Peak Hour Traffic Volumes Including Trips Generated by Group Health 14 Figuoe5: Proposed Site Circulation Pattern 19 Figure O:Proposed Internal Circulation Pattern 20 Figune7: Peak Hour Future Conditions without Development Including Trips Generated by Group Health (202O) 24 Figure 8: Peak Hour Future Conditions with Development for 126 Buses (2020) 25 �U�1�����������% °~"~� " ~~, "~`��^-�-~� Table 1: Key Study Area and Proposed Development Characteristics 8 Table 2: Study Area Roadway Chenyoter|et|oo (within the Study Area) 9 Table 3:Group Health AMand PKXTrip Generation 12 Table 4: Existing (2018) Study Intersection Operations 16 Table 5:AMand PMPeak Hour Trip Generation Rate Calculations ....... ............. --- 21 Table 6:AMand PMPeak Hour Trip Generation — Proposed and Existing 22 Table 7: Future Without Development (2020) Study Intersection Operations 26 Table D: Future with Development (2020) Study Intersection Operations 27 �����~A�T8��� �XUY� EXECUTIVE ° � � ����.°" ARY This document describes the traffic impacts resulting from the development of an interim bus base which will supplement King County Metro's South Base as required for local permitting and environmental compliance. The project site, which is adjacent to the existing base, will replace an unoccupied healthcare administrative and manufacturing facility formerly run by Group Health. The interim base will generate fewer vehicle trips during peak hours than the Group Health facility did. As documented in this repurt, this project is not expected to result in adverse transportation impacts tnthe study area. �������T�� � ~ INTRODUCTION �^`���" "°�"~ °� This study evaluates the transportation impacts associated with the construction of King County Metro (MetndTnaneit'e proposed South Interim Base project, located at 12400 E Marginal Way S in Tukvv|o. WA. This traffic analysis will support project permitting as on Unclassified Use Permit /UUP\eorequired bvChapter 18.00ofthe Tukwila Municipal Code and environmental compliance under the State Environmental Policy Act (SEPA). The key assumptions for this analysis are documented in a memo previously approved by City of Tukwila staff. This memo is included inthe appendix. The proposed interim base will be located on the site of the former Group Health administrative and manufacturing facility, located at 12400 E Marginal Way S, Tukwila, WA 98168. Group Health has recently become part of Kaiser Permanente; however, since the site was occupied by Group Health before it was o|oned, it will be referred to as such in this document. The project site is immediately south of King County Metro's existing South Base and Component Supply Center (CSC)aashown inFigure 1. Figure 1: Parcels of Interest ^ Metro's South Operating Base and Component Supply Center, 12100 E Marginal Way w The former Group Health facility, 12400 E Marginal Way S, Tukwila, WA 98168 (Parcel 7340600480> The proposed action consists of City of Tukwila issuance of an Unclassified Use Permit for construction of a new interim transit base facility following demolition of the existing administrative and manufacturing building and minor upgrades to the existing 600-stall parking garage. The parking garage will provide parking for employees as well as non -revenue vehicles. Non -revenue vehicles include metro vehicles that do not carry passengers for hire, such as maintenance vehicles and passenger oars. Metro has not formally determined a long-range use for the site, so these assumptions are for facilities expected to be occupied for approximately 5 years. Most planned building space will be in modular, portable buildings ortrailers for temporary operations and administrative uses, except for Type 2 pre-engineered metal buildings for vehicle servicing and shop space. Vehicle servicing and shop spaces will operate 24 hours per day, 3O5days per year. Other than the employee parking garage, all Group Health buildings and surface parking will be graded flat, paved, and striped for bus parking. As shown in Figure 2, there are two proposed parking configuration options: aisle parking and stall parking. The aisle parking configuration option would have a maximum capacity of 126 buses, assuming 50% would be 40' buses and the remaining 50% would be 60' articulated buses. The stall parking configuration would have capacity for 90 buses, assuming 66% would be 40' buses and the remaining 34% would be 60' articulated buses. To be conservative, this transportation analysis will consider the configuration with the greatest number of buses, (126) configured as aisle parking. � � Figure 2: Bus Parking Configuration Options Anoverview ofthe project andatudyareaoanbefoundinTob|e1 below. Table Error! Unknown switch argument.: Key Study Area and Proposed Development Characteristics Characteristics Information Study Area Number of Study Intersections I I Analysis Period Project Site Existing Land Use Proposed Development Project Access / Weekday AMand PW1Peak Hours (Peak hours between 8-9AK4and between 4-6PM, respectively) Former Group Health administrative and manufacturing building with o 600-stall employee parking garage Parking for upto120buses with interim maintenance, operations, administrative, and hostler buildings. The parking garage will beretained and will reopen during base construction after minor upgrades are Employees and non -revenue vehicles will access the parking garage via a new driveway which will b*constructed immediately south ofthe parking structure toaccess EMarginal Way S. Buses will enter the base through the existing southern driveway and will exit either through nconnector tothe existing South Base (to use the SIR 59Sramp) orthrough acentral driveway toEMarginal Way S. �~�������^ ��X��V�����������U������� CHAPTER " ~-.^ "_~ EXISTING ",°�� CONDITIONS "��""~� This chapter provides documentation of existing study area conditions, including the study area roadway nehwodk, pedestrianand bicycle facilities, and existing traffic volumes and operations. Supporting details for volumes and operations are provided in the appendix. Project Site The project site, located ut124OOEMarginal Way S.Tukwila, VVAQ8188(Parcel . was formerly occupied by Group Health. Currently, there is a vacant health administrative and manufacturing facility with 164,000 square feet of office space and 51,000 square feet of manufacturing space that will be demolished. The site also contains a 3-story, 600-stall parking garage which will be retained for use after receiving minor improvements, and 154 at grade parking spaces which will be removed. The former Group Health facilities have been unoccupied for otleast two yeore.' Study Area Roadway Network Key roadways in the study area are summarized in Table 2 along with their existing (or proposed) roadway characteristics. The functional classifications for City of Tukwila streets are provided inthe City ofTukwila Comprehensive Plan .z Table 2: Study Area Roadway Characteristics (within the Study Area) No. of Roadway C|usmUOua1on Lanes Posted Speed Bike On -Street Sidewalks Lanes Parking Yes Interurban Ave S Airport Way S Principal Arterial 2/3 Minor Arterial , 4 35mph No No 45mph No . No SBoeing Access Rd Principal Arterial 50 40mph No No Immediately north of the intersection with Interurban Ave Sthere is only osidewalk on the west side of the street. No No No _ No Pedestrian and Bicycle Facilities EMarginal Way 8has bicycle lanes which extend from south of the project site up toG112th St, after which cyclists must use general traffic lanes. Sidewalks run along both sides of the E Marginal I Phone conversation with Maxwell Baker, City mTukwila, August z3,zo1u, 2Tukwila Comprehensive Plan zn1o.Map 13-3. Way Sfrom the south entrance ofthe Group Health site to the existing base main access point at8 120th Pl. Sidewalks extend northward on the east side of the road until the intersection with Boeing Access Rd. Boeing Access Road has neither pedestrian nor bicycle facilities. Public Transit Service The only transit service available near the project aiteioMetno'sroute154.vvhiohnunsbetw/eon Tukwila Station and the Boeing Industrial Area. Service is infn*ouent, with heodvvaya of3O-4O minutes, and is only available during the AM and PM peak periods. There are several stops along EMarginal Way Snear the project oihe|no|udingoneirnnnediote|yadiaoenttotheSouth Base on E Marginal Way 8. Additiona||y, a bus stop for Metro route 601 is located approximately 800 feet to the north, at the intersection of South 120th Place and East Marginal Way South. Future Planned Projects The City of Tukwila has stated that there are noother future projects planned for the study area Study Intersectio s and Interchanges The following inb»rsectiona, shown below in Figure 3, were selected for study to measure traffic impacts from the proposed development of the project site. 1. SBoeing Access Road &|-5GBOff- Ramp 2. 8Boeing Access Road &Airport Way Interchange 3. E Marginal Way G &Tukvvi|e International Boulevard/8 Boeing Access Road 4. E Marginal Way G & Interurban Avenue 5. EMarginal Way S@South Base Employee Lot Access O. E Marginal Way G & G 120th Place/South Base Access 7. South Base &GR5H8On-Ramp 8. EMarginal Way G&Component Supply Center Access 0. E Marginal Way S &G 124th Street/Northern Project 8ibaAcoeea 10. E Marginal Way S &Gouthern Project Site Access Additionally, onew driveway iaproposed to allow employees toaccess the parking garage on the project site without mixing or interfering with bus traffic. 11�EMarginal Way G&Proposed Employee Garage Access 3 Email from Cyndy Knighton Via Maxwell Baker, City of Tukwila, August 23, 201& SOUTH' INTERRYI BASE - STUDY INTERSECTIONS 44ta 44,41‘,04,44" . „ EXISTING INTERSECTION PROPOSED EMPLOYEE GARAGE ACCESS Figure 3: Study Intersections ° 't•MA\,„ wow, 3,40 Existing Traffic Volum � s and Operations Existing traffic conditions were analyzed during both AM and PMpeak periods.The City of Tukwila does not require a transportation impact analysis to determine concurrency for this project, but does require PM Peak hour trip generation data to be collected to determine an impact fee. Per request from the City, the traffic impacts of the proposed use were measured as the net increase in PM peak hour trips compared to the existing vacant Group Health facility.' However, for SEPA compliance and as required for permitting, the existing (2018) scenario includes trips generated by the Group Health facility. These trips were determined using the Institute ofTransportation Engineers (ITE)Trip Generation k4onua|. 101h Edition using the 164,000 square feet of office space and 51,000 square feet of manufacturing space provided by the City of Tukwila, as mentioned in the Project Site section previously. The trips generated by this size office and manufacturing facility are shown in Table 3 below. The distribution was anticipated to be5O% north towards Martin Luther King JrWay S and 5O96south on E Marginal Way Sassuming employee trip distribution will remain unohanged.» Existing traffic volumes for all study intersections, including trips that would have been generated by the Group Health facility ifitwere oocup|ed, are shown in Figure4. Table 3: Group Health AM and PM Trip Generation Land Use (ITE Code) Size Existing Land Use Unit of AM Peak Hour PM Peak Hour Measurement In Out Total In Out Total | / Offiue(71O) ' 164 ! 1.00USq�FL | 155 ! 26 � 181 29 | | ' 153 | 182 Manufactuhng(14U' i 51 | 1.00OSq�F� ! 24 � D 32 | 10 | | / | ! Total Existing Trips | 179 ' 34 | 218 | 30 177 | 216 Turning movement counts were collected for the following study intersections and interchanges from 6:00 AM to 9:00 AM and from 4:00 PM to 7:00 PM on a typical weekday: 1. GBoeing Access Road &|-58BOff-Ramp 2. S Boeing Access Road & Airport Way S Interchange 4 Phone conversation with Cyndy Knighton, City mTukwila, August 24, 201& 3. E Marginal Way S & International Boulevard/8 Boeing Aoneag Rood 4. EMarginal Way G&Interurban Avenue G 5. E Marginal Way S & KCK8 South Base Employee Lot Access O. E Marginal Way G &8 120th Place/South Base Access 7. South Base & SIR 5Q0On-Ramp 8. EMarginal Way S&Component Supply Center Access S. EMarginal Way G&G124thStreet/Northern Project 8iteAccees 1U.EMarginal Way G&Southern Project Site Access Signal timing data was collected from the City of Tukwila and WSDOT and verified with field observations. Data was collected for the following signalized study intersections: 1. SBoeing Access Road &|-5SBOff-Ramp 3. EMarginal Way 8&Tukwila International Bnu|cverd/GBoeing Access Road 4. EMarginal Way 8&Interurban Avenue S Q. EMarginal Way S&S124thStreet/Northern Project Site Access The following sections describe intersection performance measures, required operating S. Boeing Access Rd. 2 S. 8o&ngAccess Rd. © • @1-5 interchange • Airport . S. Interchange E. Marginal Wy. S. Tukwila International Blvd./ 5, Boeing Access Rd. 5E. Marginal Wy. S. @ KCM South Base Employee Lot Access 6 91 R E. Marginal Wy. S. @ KCM Component Supply Center Access (li S2) 575 (107) 537 E. Marginal Wy. S. @ • Interurban Ave. S. 6E. Marginal Wy. S. S. 120th PL/KCM South Base Access E. Marginal Wy, S. S. 124th StAtiorthern iect Site Access 1575 OM 1758 9 .'P Scale 7 KCM South Base ' SR 599 On-Rainp 0 E. Marginal Wy. S. Cz. Southern Project Site Access . no 5 $ 7.,"?4TH 5 HST LEGEND - Study Intersection til - Traffic Signal - Sign 41— - Lane Configuration 41(2 (PM)- Peak Hour Traffic Volumes [BM - Volume Turn Movement Leit•fin•Ricpi Figure 4: Existing AM and PM Peak Hour Traffic Volumes Including Trips Generated by Group Health Intersection Performance Measures Level ofservice (LOS)ratings and vo|unne-bo-capaohv(v/c)ratios are two commonly used performance measures that provide anaccurate assessment ofintersection operations. (See Level ofService Descriptions inthe appendix for further detai|.) ° Level of service (LOS). A "report card" rating (A through F) based on the average delay experienced by vehicles at the intonseotion.« L(}SA. B. and C indicate conditions where traffic moves without significant delays over periods of peak hour travel demand. LOG D and E are progressively worse operating conditions. LOS F represents conditions where average vehicle delay has become excessive and demand has exceeded capacity. * Volume-to'mmpeoitv(n/o) ratio: Adeoinna| representation (typically between 8.00 and 1.00) of the proportion of capacity that is being used at a turn movement, approach leg, or intersection. It is determined by dividing the peak hour traffic volume by the hourly capacity of given intersection or movement. A lower ratio indicates smooth operations and minimal delays. As the ratio approaches 1.00 congestion increases and performance is reduced. If the ratio is greater than 1.00, the turn movement, approach leg, or intersection is oversaturated and usually results in excessive queues and extensive delays. Required Operating Standards The City of Tukwila requires study intersections to meet its nnininnunn acceptable level of service (LOS) standard. Per the City of Tukwila's Comprehensive Plan, only the arterials in this study must meet a minimum LOG. Un|omo specified in the plan, all non-residential arterials must not exceed LOS E .7 Private intersections located on -site do not have an operating standard. Existing Operating Conditions Existing traffic operations at the study intersections were determined for the AM and PM peak hours based on the Highway Capacity Manual (HCM) methodology.8 The results were then compared with the City ofTukvv|e's nnininnunn acceptable level of service (L0S) operating standard for non -specified arterials ofLOS E or better. Table lists the estimated delay, LOG' and v/c ratio of the study intersection. Traffic that would have been generated by Group Health is included in Table as well. The existing study intersections currently meet mobility targets and operating standards. sA description mLevel mService (LOS) is provided in the appendix and includes a list of the delay values (in seconds) that correspond toeach umdesignation. azuonHighway Capacity Manual, Transportation Research Board, Washington mC,00no. Table 4: Existing (2018) Study Intersection Operations Intersection Operating AM Peak PM Peak Standard Delay LOS wt Delay LOS w± 1 GBoeing Access Rd&1-5S8Off-Ramp 2 OBoeing Access Rd&Airport Way 8 Interchange E 3 S Boeing Access Rd, E Marginal Way S. & Tukwila International Blvd 4 EMarginal Way 8&Interurban AvuG 5 EMarginal Way S&South Base Employee Lot Access G E Marginal Way 8 &S 120th Base Access T South Base &SR598On-Ramp 8 EMarginal Way S&Component Supply Center Access 8 EMarginal Ways 8&G124thSt/Northern Project Site Access 10 EMarginal Way 8& Southern Project Site Access 82 A |0,04 | � E / 0i0 | C 264 8.6 | A 0.70 7.8 � C | 0,67 � 0,50 C 401 D �— T-- ! E 1 0.0 | A i0.2O O5 O�78 E 3.5 A 036 | 31 | N/A 9.1 A /0.07 82 / | 0.2O A 021 A 0.31 A |0.07 &3' A 0.19 E 9. E 1 0.0 A O17 | O�O A � O�24 � | oomv= Average Intersection Delay (s°o) LOS ~ Level mrService mt~Vol umo-tn-Capucity Ratio ���������~���������U7������� ~°" "��" . =."^ ~.. PROJECT " IMPACTS . v� This chapter reviews the impacts that the proposed development may have on the study area transportation system. This analysis includes site plan evaluation, trip generation, trip distribution, and future year traffic volumes and operating conditions for the study intersections. Proposed Developrr,ent The proposed development consists of construction of new interim bus base for up to 126 buses. Proposed facilities include a paved bus parking area along with temporary facilities for bus maintenance and operations. The existing 800'ste|| perking garage will be retained and will open in the initial stages of the project following minor aefetv, aeouritv, and accessibility improvements. Access points will be added and modified including a new connection between the interim base and the existing base along the east aide of the parking garage. The interim base is expected to be in aen/|oe for approximately five to seven years. Site use after 2025 has yet to be determined. Site Plan Evaluation /\ concept plan of the proposed development can be found in Figure 2 and the appendix. The plan shows the two parking configuration options and the general placement of access points. The plan shows adequate space for bus circulation in the bus parking area, and adequate space for Metro employee personal vehicles and non -revenue vehicles to access the employee parking garage. The segment ofEMarginal Way Gatthe project sUeisfuUybui|t-outto|ndudethnee|anesnf general purpose traffic, bike lanes in both diroctinns, and aidevve|ka on both sides. No frontage improvements are necessary to improve transportation infrastructure along the site. Access and Circulation 1. Access hzand through the project aiteandadiacentGou8lBoae/CSCiadiagnannnnedon Figure and Figure 2. Currently, 3696 of buses, on ovens8e. exit Metro's South Base through the main exit at 120th Place, turn right, and head north on E Marginal Way S during a typical weekday. The remaining 64% exit via the SR 599 southbound on -ramp located on-site.9 3. Following build -out of the proposed South Interim Base, Metro expects the average distribution of bus trips to be 50% headed north on E Marginal Way S, and 50% headed south on SR 599 during a typical weekday since this base will serve other routes 9 Email from Lance Benedict, King County Metro, August 17, 2018, currently served by other transit bases. 10 This distribution will be used for the future traffic analysis during the AM and PM peak hours. 4. Buses destined for routes to the south will exit the proposed parking area using a new connection constructed east of the existing parking garage and head southbound onto SR 599 via the existing ramp. Northbound buses will exit through the existing main access driveway onthe project siteandheadnodhonEW1argina|VVavS. 5. The intersection of Marginal Way 8. S 124m St, and the northern project site onoeas will beslightly modified. Use ofthe northern project siteaccaeevvi|!bereotriotedto buses exiting the interim base heading north on E Marginal Way 8. Exiting buses will be restricted tnthe southern side ofthe existing driveway tomaximize the distance between this exit and the proposed employee garage access. The southbound left turn lane and associated signal headondphaeewiUnu|nngerUauoedbecsueethodrivevvaywiUbe converted to exit -only. Signal head configuration, vehicle detection placement, and signal timing will be adjusted to accommodate these changes, but the positions of the roads, driveways, and signal poles will beleft untouched. 8. As shown in Figure 0below, all buses will return from revenue service on E Marginal Way Svia the project site's southern entrance. Inbound buses will then proceed pasta hostler shack (where bus parking assignments will be made) and into their assigned parking lanes. 7. Buses will use o combination of internal circulation routes and E Marginal VVey S to access the existing Fuel and Wash facility. Most activity is expected to occur after midnight and during mid -day when the Fuel and VVoah facility has capacity. Internal circulation trips between the existing and proposed bus parking areas will use a new connection just east of the parking garage (see Figure 5 and Figure 6 below). 8. South Interim Base and CSC e/np|oyees, as well as non -revenue vehicles (NRVe), will access the parking garage using a new driveway which will be constructed along the south aide of the structure. Exiting vehicles will be allowed to turn right or left onto E Marginal Way S. As documented in e-mail correspondence from the City of Tukwila, Metro is authorized to place the driveway at the proposed location and spacing between the employee garage access and the northern project sdaaccesoiepennitted to be less than City standards." mEmail from David vanderZee.King County Metro, August 24.201a 11 City of Tukwila building permits nos. D18-0258 (Demolition) & D18-0259 (Garage) / Email from David McPherson, City of Tukwila, September 26, 2018 SIB I' RIIMI BASIL - PROPOSEIOLA RO'I) . PROPOSED BUS ROUTING "I'M PROPOSED NW/ EMPLOYEE VEHICLE OUTI„ G NGS NI iM BUII DINGS outhe'rn Project Site Access „w N Figure 5: Proposed Site Circulation Pattern �m = EXISTING PROPOSED DRIVEWAY DRIVEWAY BOUNDARY BOUNDARY Owl BUS CIRCULATION EMPLOYEE CIRCULATION Figure 6: Proposed Internal Circulation Pattern Trip Generation and Comparison to Existing Conditions Trip generation is the method used to estimate the number of vehicles added to site roadways and the adjacent road network by a development during a specified period (i.e. the PM peak hour). As previously etated, baseline assumptions for trip generation are oomeeoed differently by the City for impact fee evaluation than under SEPA. The City of Tukwila requires that impact fees beassessed bymeasuring total trips added tothe project eiteassunningthat|tvvaevacant prior to this use. For 8EPA, the eaaunned baseline conditions include trips generated by Group Health employees when they occupied the site, so impacts will be measured as a net change in traffic volume between occupancy bvcomparing Group Health and Metro 12|TETrip Generation software was used to generate the number of trips entering and exiting the property during peak hours. For this study, trip generation data was gathered from the existing Metro South Base driveways for the AM and PM peak periods to determine the AM and PM peak hour trip generation rates. The size of the bus base is measured in buses. The existing South Base serves a fleet of 283 buses", and the proposed South Interim Base is being designed for a maximum capacity of 126 buses. |twas found that approximately 50Y6 of peak hour trips in the traffic counts are currently generated by employees' personal vehicles and Metro non -revenue vehicles, while the other 5O96are bus trips 14 This split between personal vehicles and buses ioexpected toremain unchanged in the future when the proposed interim base becomes operational. Table 5: AM and PM Peak Hour Trip Generation Rate Calculations Land Use Size AMP�kHo Trips* PMp�k�m Unit of - ' ------Trips*- measurement AM Trip In Out Total pK8Trip In Out Total Rate Rate Existing South Base | ! Bus Base � 283 ! Buses | O�3 | 42 | 79 | 121 � O�32 | 28 | 63 | 91 Proposed Land Use Interim Bus Base 120 Buses | 043 / ! 19 35 54 O�32 / 13 � 28 | 41 | | i / ~ Includes buses, employees' personal vehicles, and non -revenue vehicles. Asshown |nTable 5.the proposed South Interim Base is expected togenerate 54total AM peak hour trips (19 in, 35 out) and 41 PM peak hour trips (13 in, 28 out). Table provides a comparison between the trip generation for the proposed South Interim Base and the former Group Health facility. As shown in Table 6, the South Interim Base is expected to generate approximately 159 fewer total AM trips and 175 fewer total PM trips than the Group Health facility. 12phone conversation vijthoyndyKnighton, City mTukwila, August 24.20m mMeeting with Edward Mays, South Base Superintendent, August o.2n1a, Table 6: AM and PM Peak Hour Trip Generation — Proposed and Existing Land Use (ITE Code) Size Unit of Measurement AM Peak Hour Trips* PM Peak Hour Trips* In Out Total In Out Total Proposed Land Use | |��mB��� 126 ' Buses 19 35 54 / 13 28 41 | | ! ! Existing Land Use | | Dffice(710 164 1.00OSq. Ft. � Manufmrtudng(14O) | 51 : 1.00OSq. Ft. / Total Existing Trips / —T ------'--- 155 | 26 181 | 29 24 | 8 | %% | 10 170 34 | 213 Total Thpn(Propoeed-Enisdng) / 460 1 39 24 34 177 216 -26 449 | -175 / * Includes buses, employees' personal vehicles, and non -revenue vehicles. l[r'U0 D-StKibUt'on Trip distribution provides anestimate ofwhereproject-related trips would becoming from and going to. It is presented as percentages etkey gateways tnthe study area and is used toroute project trips through the study intersections. 10O%ofbus trips returning to the interim base from revenue service are expected tocome from the north, traveling southbound along E Marginal Way S where they will access the projectsite through the existing southern driveway. Metro estimates that 5OY6 ofbuses will exit via the central driveway and head north on E Marginal Way S. The other 50% of buses will connect to State Route 599 southbound via an internal connection to the existing South Base and dedicated transit -only on -romp. 1* Metro employees i nedtotheGouth|n[erhnBaseendC8Canvve|eenon-revenuevehickee will access the garage from the north and south via a proposed employee garage entrance on E Marginal Way S. 50% of trips to and from the garage will come from the north and 50% of trips are expected to come from the south. The trip distribution for employees was estimated using the existing count data at the existing South Base driveways which documented approximately 50/50 split between employees going tolfrom the north and to/from the south on E Marginal Way S. Other considerations for trip distribution included regional commuter route accessibility and engineering judgement. oEmail from David van«erZee.King County Metro, August 24.00m. Future Traffic VmVuN0eS and Operating Conditions Future operating conditions were analyzed at the study intersections for the following traffic scenarios. The comparison of the following scenarios enables the assessment of project impacts: 1. Future Conditions without Development (2O2O) 2. Future Conditions with Development for 128Buses (202U) To determine the future volumes without the development, the turning movement counts were increased using o 296 annual compounding growth rate for two years (4.04% total growth factor) in order to determine 2020 background traffic conditions. The growth factor was applied to all public roads. After the growth was applied, the trips generated by the Group Health facility were added tnthe network. Figure 7 shows the AM and PM peak hour traffic volumes used to analyze the Future Conditions without Development (2020) scenario. Figure 8 shows the AM and PM peak hour traffic volumes used to analyze the Future Conditions S. Boeing Access Rd. @ I.5 Interchange E. Marginal Wy. S. @ • Tukwila International Blvd./ S. Boeing Access Rd. 5 E. Marginal Wy. S. @ KCM South Base Employee Lot Access 8 E. Marginal Wy. S. C�? KCM Component Supply Center Access 2.5. Boeing Access Rd. @ Airport Wy. S. interchange 4" E. Marginal Wy. 5. Interurban Ave. S. 6"EMarginal Wy.S. S, '120PtAC t Sou. Base Access E. Ma dnal ,wy. 5. �(n,r S. t4th St/Northern PIeCI Site Access 7 KCM South Base @ SR 599 On -Ramp E. Marginal Wy, S. C " Southern Project Site Access LEGEND - Study In[ersection Ai - Traiiic Signal - Stop Sign 4— - Lane Configuration AM (PM). Peak Hour Traffic Vo.lumes m©m -Volume Turn Movement Lw .fl,rwRk I Figure 7: Peak Hour Future Conditions without Development Including Trips Generated by Group Health (2020) S. Boeing Access Rd. 2. S. Boeing Access Rd. @ 1-5 Interchange Airport Wy, S. Interchange 3 E. Marginal Wy. S. @ Tukwila International Blvd./ S. Boeing Access Rd. 695 (141) 289 (852) 9 (296) 7 5. E. Marginal Wy. S. © KCM South Base Employee Lot Access E. Marginal Wy. S. © KCM Component Supply Center Access OM 6 4. E. Marginal Wy. S. @ Interurban Ave. S. 6 E. Marginal Wy. S. © 5. 120th PI✓KCM South Base Access (45) 6- E. Marrr�dnai Wy. 5. S. 124t1t S1„/tstoa (23) 1125 (99 ) LEGEND - Study Intersection - Stop Sign AM (PM)- Peak Hour Traffic Traffic Signal 7. KCM South Base @ SR 599 On -Ramp 10 E. Marginal Wy. S. @ Southern Project Site Access 4--- Lane Configuration L©©m - Volume Turn Movement 11. E. Marginal Wy. S. Employee Garage Access Figure 8: Peak Hour Future Conditions with Development for 126 Buses (2020) Intersection Operations Study intersection operating conditions for the Future Without Development (2020) scenario are presented in Table 7. Traffic that would have been generated by Group Health is included in Table 7 as well. The operating conditions for the Future with Development (2020) are shown in Table 8. All study intersections meet operating standards for all future scenarios. Table 7: Future Without Development (2020) Study Intersection Operations Intersection Operating AM Peak PM Peak I 8Boeing Access Rd& 1-5OBOff-Ramp E 8.5 | 8.8 A 0.58 GBoeing Access Rd&A�po�VVay8 - Interchange E | &0 8 Boeing Access Rd, E Marginal Way 8. & Tukwila International Blvd E C | ' 27.3 C 4 EMarginal Way S&Interurban Ave 8 E 10.0 � E Marginal Way &Sou� Base Employee | E i 06 Lot Access V E Marginal Way 8 &S 120th Place/South Base Access T South Base & SIR 589On-Ramp 8 EMarginal Way G&Component Supply Center Access E Marginal Ways 8 QG 124� St/Northern' Project Site Access 10 EMarginal Way 8&Southern Project Site Access E E 0.73 � 9.2 | C / 0.08 | 51.9 D 0.81 55 | A | 0. 30 50 A 031 ! &3 A 0.20 0.3 A 9.7 E 1 0.0 A 10.35. 13.8 ) B 0.17 | 0.0 | 0.31 A 0.25 Delay = Average Intersection Delay (sec.) LOS = Level of Service v/c = Volume -to -Capacity Ratio Table 8: Future with Development (2020) Study Intersection Operations Intersection 1 S Boeing Access Rd & 1-5 SB Off -Ramp 2 S Boeing Access Rd & Airport Way S Interchange 3 S Boeing Access Rd, E Marginal Way S, & Tukwila International Blvd 4 E Marginal Way S & Interurban Ave S E Marginal Way S & South Base Employee Lot Access 6 E Marginal Way S & S 120th Place/South Base Access 7 South Base & SR 599 On -Ramp 8 E Marginal Way S & Component Supply Center Access 9 10 E Marginal Ways S & S124th St/Main Project Site Access Operating AM Peak Standard Delay LOS v/c 8,3.�_ ._ A i0.64 l 8.8 � I E E 0.0 C E E c 10.9 B PM Peak Delay LOS v/c 0.56 0.73 8.0 C 0.67 0.65 52.7 D 0.81 10.9 1 B j 0.52 0.33 3.6 0,07 8.3 0,20 0.4 A 10.23 E Marginal Way S & Southern Project Site Access 11* E Marginal Way S & Proposed Employee Garage Access E 0.4 A 0.8 A 0.15 0.2 0.19 1 0.8 A 0,21 A 0.18 Delay = Average Intersection Delay (sec.) LOS = Level of Service v/c = Volume -to -Capacity Ratio * New intersection Project ��Impact Su . mary The South Interim Base development is anticipated to result in the following impacts: Trip GmmeratiomNotmrmmcMonOpmratqnm • The development consists of a bus base with up to 126 buses which will replace 164,000 square feet of office space and 51,000 square feet of manufacturing space. o The South Interim Base iaprojected togeneroteapproxirnate|y 15Qfewer total AMpeak hour trips and 175 fewer total PM peak hour trips than the Group Health facility. ° All of the study intersections meet the City of Tukwila's operating standards for all future scenarios. Site Access Improvements * The new site will have a total of four access points: A new employee garage access, a bus -only exit, a bus -only entrance, and a new internal connection to South Base. 0 Driveway spacing and construction have been permitted by the City of Tukwila. ° The northern project aiteaocesswiUbaefh*otivek/nornovvedandviUon|vbeusedbv exiting buses. This intersection will receive signal and striping modifications but will remain largely unchanged, Site Plan Evaluation ° The proposed site includes adequate space for bus traffic throughout the bus parking area and adequate space for personal and non -revenue vehicles to/from the employee parking garage. AU�U�U�Ux� Assumptions Memo Existing, Future Without Development, and Future with Development LOS Comparison Existing AN1and PK4Peak Hour Traffic Counts Level ofService Descriptions Conceptual Site Plan HCM Analysis - Existing /2018\ HCMAnalysis - Future Without Development (2O2U) HCK8Analysis - Future with Development for 126 Busea(3O2U) SIGNALIZED INTERSECTIONS UNSIGNALIZED INTERSECTIONS (Two -Way Stop Controlled) 0 c ; TRAFFIC LEVELS OF SERVICE \\o )}\ ::9 Washington DC., 20 E 0 1-5 NB RAMPS D S BOEING ACCESS RD 0 m a 0 2� 0.� 2 2: Z O Z Z J 0 0 Z w 0 E E 3 1 2 0 0 .2 0 U 930 E E 2 2 2 a a 2 2 a a a a a a E E en 0 i} .2 1- Z LU W N o U Z E 0 2 U IY 1,2 -40 03 o o o w idaxdata.com k0 1-5 NB OFF -RAMP 1-5 NB ON -RAMP 0,00000000000,0 0 22 88288 ,2222 000000 .00.000 00.0 00000 000.0 j~ ƒm 98L v / < C ° m Three -Hour Count Summaries 000 000. 7000 0000 O 99.0 O 000 • oo O 000 4228 } 2 wjclaxdata.corn w.idaxclata com S BOEING ACCESS RD ag .T• 0 0 co 00.0000000.00, 'dj'(;;ITOIQ' ootr000000000 1 0 0 0 0 0 0 9 j 0 0 0 0 o o o 0 E ,E.0000000000000 o o „ 5 2 2 2 2 2 2 T. 0_ 8`,22'.184222:22`4, E n 0. EL S' zo; co- 2 2 N , 2 2 0 0 0 0 ;4° 4 .641 a. ,4 EL 0 Peak Hour L99 sic—) 555 ci0V2:1-0O 8S Si 11 1 000900 '00.[300 0000000000 00.000000009 000 OC>0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ts, co CZ CO 7.0 2 'Enmma 2 2 2 2 2 F t9r. `48',22`41-8'422t4 4 4 . to to o o co E E 0 c.) 0 ag ° rI; -5 SB OFF -RAM 0 0 I— 9 u- Pedestrians (Cross 1-6 z F, markiskaggs@daxdata com mark skaggs@idaxdata com 0 CO E 0 -00 w idaxdata.com E E fq c 0 0 0 w a 1-5 SB OFF -RAMP o x = r w J 41 v 4 :4 n 4 m N N 000009000000 • 0 0 0 0 b- O o 0 0 0 0 •0 F 0 N m N< m w ah <> w w w w 0 0 0 0 o d o 0 0 0 0 w ll O O O O '60 0 0 0 0 Lc:. 0000o:0000o. < • 4< 4 4 -4, 4 Q 400cco Q 4 Q dodo( 00000 0 0 0 o i3 000000 CD 0 0 n O O, 0 0 0 0 n Nm 0 0 d 0 0 0 0 0 0 Z0 0 0 0 0 d. 0 0 0 0 0 0 3 0 o 0 o o o- nameESQwn<,4n 4 4 Q 4 Q 84248 0 a� <II 0 a Q O m z N "9 0 =m Q 0 zN ww m U NQ A 1 5 BOEING ACCESS RD 0 NJ 2 c F = r V' O a., O 00 w m n r 0090 O 000 O 000 O 090 O 009 .0000 4 S O 090 O 000 2 2 2 E a 4 4 4 3 O 00 O 00 0000 O 000 O 000 9000 2 2 4 4 4 4 0. F ° o x z o � j a U' m 0 r' 0 0 c::0 0 0 0 0 0 0 0 0 0 0 c o 0.0 0 0 0 0 0 0 2 2 a a 0 a 0 a a a 1,4 mI U AIRPORT WY S NB ON -RAMP S BOEING ACCESS RD Peak Hour p clUTee-NO 8N S AM 1230d0IV A N � LL W'S a m Z 2 o Three -Hour Count Summaries q[0 q O 3 F K, K 0 m F N � rcg 00.0 a 2 a a w. idaxdata com E d0V0 NO eN S AM i0Od0IV 00000 O 0000 O 0000 O 0000 O 000 O 000 2. 00000 O 0000 00090 N 2 7 m m Z Alm O 000 O 000 0000 00,00 O 009 2 2 2 2 w o kn to Peak Hour E 4 0 0 4 K 4 0 4 S BOEING ACCE a 16 E 0 1 0 v a Z 96Z.,.,... dVg0)J-d 0 8S S AM L8Od2JIV 0 Lb4 L0L ti 00 0 CD 00000000 0.0.ftaaaaaaa0_aa Count Summ 0 Q� f 4 0 0 d 0 Z 0 aggs@idaxdata. corn 0, E 0 U N E C 0 0 0 F- & U AIRPORT WY S RAMPS I AIR tt S BOEING ACCES a =' � r a r � J 000000000000 o 0 0 0 0 -G 0 0 4 4 0 0 c xI rj a � 4 z wr O m 000000000000 o O O- O J < 0 0 0 0 0 0.- 0 :O 00 0 90 00 t5'- 00 0 0 0 0 0 0 0 ONO 0 O O O< O 0 0 o c 0 9 4 0 9 0 ON 00 2 2 2 i < < < < • 2282 2 2 2 2 2 < < < < co Eo 84 dW'da-d 0 8S S AML8OdIV 0 0 E6 L88 E W O 0 O CI O 00 2 0 0 0 0 o a 4 4 < 00 0,0 2 2 2`- 3 3 4 4 4 4 Z • n h h u co ro 0 Cl) J U Z_q 0_' z W EO W 0] w..idexdata. com a w 0 a CfV O 2 c4 2 a.. O GO . C? Je a y 2 0 U 0 z 0 2 Three -Hour Count Summaries .07 E MARGINAL WY S w J O 00000000000 E MARGINAL WY S tt � 2 r j N s N • a 0 a o o o 0 0 0 0 01 h4 w 2 rp a in rm in v ❑ r 0 W � r r � 94C BZS 'ati 909'1. 99Z x*urc OZ8 S AM 7VNIOHVW 31 a a a a a a a a a H a l8 849 q—. '20 O e ummary volumes include hea 5. z 0 17, e- 0 0 0 0 ON 0000000000 O 00000000000 • R M M M N N M M M N a a 0 a 0 a a a 0 0 0 0 0. 0. 0. Three -Hour Count Summaries 0 0 0 �lo a'', z', 9000 0 0 o J I a a a 0 0. 2 0 �N 12 z W > C 0 0 0 0 0400 2 20. 0. 0 0 Li 0 a 0) O D E OD E O II LO 4 ¢ O c I = r o w r o r a m E 5 cn U 5.. oI z' h 0000000 a a a aba a a a a i a £99"L LZZ 9aa . 88 aF, 09Z L99 a 0 C£Z � as 0 a E E N C 0 0 O L F N 4 0 5 r r 3 � gl z 4 5 IX LE. r J tt 00 W H a n s 5 a 4 4 N a 00 E a 2 w idaxdata com E E 0 2I a a 2 a a a a a a a a a' e a a v m m U dude bicycles inov a. Vehicle Totals 2 3 ono 00 0000000 0000000 0000000 00000000 O a O a0a a a a 0 a a a a a ttl INTERURBAN AVE S E MARGINAL WY S 0 S 4 0 S 3AV NV88112,131N1 06Z > 8L5 I- a 28 S AM 1VNI`JaVw 3 96 8111. 0 8L£ Three -Hour Count Summaries 4 2 3 C E N 4 U 0 V r INTERURBAN AVE S ir E MARGINAL WY S a a 0 0 w 0 M o C. n 0 .622 m 2 TL a a 0 0 a o M 0 O O N O• X 0ON 0 2 U S m a 00000000000 o O o 'Gs 0 0 0 0 0 0 0 a S 0 0 9 0 0 0 0 0 0 � r. g o 0 0000000 150000 O o 0 0 o O o r 4 i o 2 0 E g! a W 0 O w 0 a a 00 {s, .0.00.0 2 2 2 2 2 2 2_ a a a a a a a.F'li. co co co cO S 3/0V NV01f031N1 ££9 o ! ;ow, 9I 9V4 > 66 ,;0 w = 6 r a 29 z £9V 66 0000000 • 0 0 • 0 O o 0 0 0 0 0 0 O 0 0 o b o 0 0 0 0 0 N 42 N Z • 0 0 tt. 0 0 0 0 0 0 0 O 00000000000 N a 0 -4r. . m 0 N Three -Hour Count Summari U' a a a K w a a • a a a a• do ad cci c S = r � r � J tt = r r F IZ tt a S R r w J 5.4 2 2- O 000 O 000 O 000 O 000 O 000 0000 O 000 a a a a U CO w.idaxdata. com E MARGINAL WY S E MARG c 2 ll o r Y r Z � 2 r 1;!-,r!! Qa2N2N • O 0 N o 0 0 0 z o 0 0 n n 8 n m N rr in N tv N O 00000000000 O 00000000000 000000000000 000000000000 Three -Hour Count Summaries Ts m z m m • NONONNNO • o p 0 0 0 0 0 0 0 0 0 0 0 000000.00O > C U 2 0000 N OOn O 000 2 2 2 2 U 7 m I co 'Z m t O 0.00 0000 O 000 0000 O 000 E 0 CO E CI 3 0 U 0 a N a LE • 0 0 G. 0 0 0 0 0 0 0 0 F z • 0 o a 0 0 0 0 O o 0 0 O 00000000000 o 6 4 • a 4 4' 4 4 4 4 4 4 4 a .00 6Z a SS z 0 2 O 0 0 0 0 0 0 0 0 0 0 0 O 00000000000 • 0 0 0 0 0 0 0 0 cla m z 0 0 0 .- c t- 0 0 0 0 0 0000000 O 09000000000 Three -Hour Count Summaries 2 • a o c,0 O 0900 O 0 H c N v.� ,16 Iz E 0900 2 2 2 2 a a 4 a s idaxdata.com ,idaxdata..com li Peak Hour a } 2 o ob000000000 00 00 O 09900000000 O 00000000000 l000000000000 NO 00 00 00 < 1.9 991. bicycles ln overall count .72 000900000000 r 000 -Hour Count Summaries I KAISER PERMANENTE DWY S GROUP HEALTH DWY I E MARGINAL WY S: I E MARGINAL WY S Kral 15 mm Rolling Eastbounesounorthbd S ounouhbd oun ut d Westbound NTotal One Hour UT LT TH RT UT LT TH RT 4 UT LT TH RT UT LT TH RT 0040 10009 O 000 O 004 ca000 0000 0940 O 000 O 04,0 O 909 0000 O 000 / \ I 213 « 12 9990 O 000 O 000 O 009 0,00 0000 0000 O 000 O 000 10 E O 03 N 2 (0 d E O N '0 0 4 • 4 Q 4 4 4 4 Q Q Q Q Q F 6 • 6 .:, n n n n m m to to 0 69G SS > es o zc S AM IVNICSVW 3 N wi r- a mo 69G 69G 4S 30 m O Is 0 V tri • o. - 0 0 0 0 0 0 0 N 13. O 00coc00000 000000000000 00900000000 000.-0000000 4 • 4 4 4 4 4 4 4 4 4 4 6 • o¢ eo n r n r m m m Three -Hour Count Summaries 0 o O 900 O 000 O 000 0000 O 000 0090 O 0,0 O 090 it 000 10000 7171 o o o 0 o 0 0 0 O 00 O P 9 000 O 00 90 F o o h 2 Z Fr. LL1 Z II 0 z 1.0 < 14,1 CC >- La < 0 7-9AM;4-6PM 1 2 01 01 01 01 2 01 u H >7 R0 E w (73 g0 e01 _c0 Other Vehicles Le, 00 0 010000101001,-101,-1 00010000,-10,10,-1, ,IC/OC3,-1000.-1,-10 o 01 o 01 o 01 o 01 0 Ln 0 01 Cri ,S6, :66 66 c6 co 4-1 a-4 t 116- „ 0, 01 01 01 01' in 010101 e-1 L-101 0 00 010101010.40,-100 NO,-1000010000 01 o o 2 8 ,4 o z kb kb kb Cr; R R tz 9 1 .7t 00 00 00 00 c0 CC idaxdata com www.. idaxdat K 4, r o 0 0 0 0 0 0 0 0 0 0 � o c 2 C r N w H N 000000000009 0 C.}, 0 0 0 0 0 0 0 0 0 0 a x r tt 000090000000 000000000000 00 00.00 0 0 0 0 0 y R I 3 E o y w a o 0 0 0 0 0 0 0 C, 8 ci O o a 0 0 0 0 0 0 0 0 ULg 0 _ a,t a a a a a a a a s a g i is_ a v a 6 6 0 6 m 6 66 tiL ti E o -c0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 53 o a a a a a a a 4, a N m N m Zu Re 0 yam' = o0 , 0 O 0 00 4... ..i Ni, : m0 p �w� o t94 W Z94 666 r a 0-4w S44 - 4Z4 s p 414 SAM1,A091A N3 Li z swim w 9009 O 000 O 000 O 040 m a .0000 a a n a E O 6 N 0 E MARGINAL WY S E 0 KCM SOUTH BASE EMPLOYEE LOT Peak Hour (cZ o S i 0 0 0 0 4::0 0 0 0 0 0 0 o Oo 00000 Three -Hour Count Summ 921. i 9 j W 004 r a o 594 89l a 004 S AM IVMJaVW 3 0 0 0 o g o 0 0 0 0 Three -Hour Count Summari 10 0 Z E 2 W To o g 0 N w idaxdata com E MARGINAL WY S 4 4 U' 5 4 h c 2 o r a F Z J c F NO o ty n N 0, N o o o 00000000000 00000000000 w r S AM IVNM8VW 3 a s-.a a a a a m F s n: a 6 6 6 N N e 8 Notes Three-hour count W a a.a11. a Three -Hour Count Summaries tt � r NN 3 r 4.44 a S � r 2 Trs > I To Z 0990 9400 9000 0000 00 EFLE 2 Z 4 tt c 2 » m rn» m a n 000000000000 m Hour Count Summari F a � i MOO 0 but exclude bicycle summary volumes include he <<< 4.4 4 4< 4< 4 4 • U is U 5 Z 3 3 0 0 0 0 0 0 0 0 0 000:0000000 ca mmrrt o 00,- CO 2 2 2 2 < < < 4 5 4 4 4 < 4 n". 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N 090000000000000 o ,6- 0 0 0 0 0 0 0 0 0 0000p0000000 aan a a a a a a a a s v.v v, a 0 a 0 m o 0 2.91, S AM 1VMONVW 3 +m+v Z9 Z9 n,,t; 0 996 o a 0 o 0`''. o 0 0 0 0 0 0 0 0 0 H' Z 9 9 0 0 0 0 0 0 0 000000000 o O 0 0 0 0 0 0 0 0 000000000 NN NRs N 0 N N N o -« a a a 2 a R R a a a a a° 3 � x z a O 000 St S 0 0 0 O 000 O 000 O 000 O 000 .0000 0000 • 000 ount summary, see next p vy Vehicle T Z w Im 0 9 9 0 9000 0000 0000 04,7000 x° S 0 m 2 Q � 0 Three -Hour Count Summaries L9 2 2 2 Q 0 O S AM IVNf`JNVLN 3 2 5 2 2 2 2 4 a a Q 0 a 0 044 < 441 '4 w = rd 090 aV w h N O 00 oa00000 N- 0 0 0 00 0 0 0 0 0 0 00. 0 0 a 0 c0 0 0 0 0 0 .- Three -Hour Count Summar 0 0 17, I� 3 m a 2 a e a a L9'0 3 00 £L0 (8as)Aelep 089098alul 60ei6nq_ Aela9 840 0 80 64'0 V 8'0 aa, aowes, 3 eEk dw3 pesodom s AeMleulampE 3 t4 /30 Z'0 SL0 '0 SZ0 V 0'0 0'0 En V 0'0 L4'0 V 0'0 3 e88V 04 apelaafad wM e410eS 9 S Ae1ev161eW 3 EZ'0 b'< 0Z0 V LS 4E10 9 8'£t SE'D V LE0 64-0 V 60 0Z0 V £'0 OZ'0 V E'0 13Z'0 V E'0 64'0 L0'D V £'8 L0'0 V Z'6 L00 0 Z'e L0'0 V L'6 640 V 90 030 8'EL CE0 V G6 EO 0Z0 0 E0 8 L00 V l6 :0/N aOaVat1Spaio1d wa4P0w39 0/0Z L S 9 9 s0eM Ieu1619W 3 ...- atltelue0 9.... 61ddnS luauod10M00WON 9S Au69BW3 dwey-410 56S 619 9 ese8 41109 WON L V 0'6 49'0 V 0'E 9E'0 V 9£ 4£'0 4'£ 9E0 V S'E 3 V L0 LZ0 V 5'0 0Z0 0 90 4Z0 V 2"0 0Z'0 V 90 3 ZS'0 60L 990 60L 090 99'0 8 804 85'0 8 8'31 69'0 8 9'04 ssaaa0ase9 9 nos WONHaeld 910Zt S 8 S AOM leu6re1.1 3 ss 00,V1o1 aanolaw3 S ase9Yln9S WON 9 S AEM1E141eW3 S 809 980900iul 9 S A8MIel110l8W 3 b PN81euo,lewalul 46'0 ❑ L'ZS 59'0 0 SW�:. Le 0 6'45 MO 3 £'LZ 8L'0 0 4'96 L9'6 O b'9Z e9 3 £ 9'S ASM Ieul6leW 3'PEI ssaaatl 6u a00 o9 0 d e iul S 9BMPodii0 9 00 ss8O9V 0ula0e S 0'0 � 690 0 Z6 EL0 O 00 L9'0 0 8'L 090 O 00 3 95'0 V 8'9 690 E_@ BS'0 6'8 99'0 9'9 '0 V 9'9 69'0 V.. ZB 3 3009-90 8991 9 Pei 958039 Bu1809 9 a/n Sol ::ce(a0 aln. tread Wd (0ZOZ) 8.888 939 899 8ua(w. Sol Aela0 is d Wtl Ol. Ae aO Y ead Wtl (0Z08)18awdolana9 SO l AeI AelBO a/n 00l Aei0O Did 218 Pue1S eaado Assumptions Memo King County Metro Interim South Base E co N m C o S � 0 O a O 2 N L (6 C 0 O U 1 N N C E N 8 The report will E re Conditions without Development (2020) LL re Conditions with Development for 126 Buses (2020) II Baker, City of Tukwila, August 23, N t a King County Metro Interim South Base Expansion Assumptions Memo King County Metro Interim South Base Expansion Assumptions Memo H a) w w _a 2 2 „ • a -5 CA 0 a, 50 O -a • o 0) .3. • 0 a) O ,• c1! = • 3 5 taf E o_ a, • "C -C 0 _C E (,) o = , _0 g)) "° 5 7-5 .0-5 0 "2 C) E • (3' g(=) --f) 2 2 § ,2) • E ci.) a) 2 " a g 5 E (I) -a 8- 011 c -° —=1" *' ° > E B .C"' • o (la a) (00 _a _ = 2 3 c°3 12 2 - E • > S o C° EDc. (1) .2, ga g00 2 .2 12 a a) „cp, - o 0. w 2 co CO • CM (1) g 00) n g 2- 8 a) 9 4"-- a. :5 0 • 0 2 4 • E a,c)2 2 O 2 c < F) 8 0 'E. a' a) .2 E < o E • cro E '•5 :2- S Boeing Access Road & 1-5 Interchange S Boeing Access Road & Airport Way S Interchange E Marginal Way S & Tukwila International Boulevard/S Boeing Access Road E Marginal Way 5 & Interurban Avenue S E Marginal Way S & KCM South Base Employee Lot Access KCM South Base & SR 599 On -Ramp E Marginal Way S & 5 120th Place/KCM South Base Access E Marginal Way S & KCM Component Supply Center Access E Marginal Way 5 & S 124th Street E Marginal Way S & Southern Project Site Access (T. CP, 0 o ,e "r8 g Eaa -c E Marginal Way S & S 124th Street E Marginal Way 5 & Interurban Avenue S E Marginal Way S & Tukwila International Boulevard/S Boeing Access Road S Boeing Access Road & 1-5 SB Off -Ramp S Boeing Access Road & Martin Luther King Jr Way S ndy Knighton, City of Tukwila, August 24, 2018 0. C/3 xpansion Assumptions Memo King County Metro Interim South B C CI King County Metro Interim South Base Expansion Assumptions Memo O @ — c N 0 (0 w o O m NC W a Y 2 CJ n C �O ,5 L @ W a r _Co (*Di 3 0 s U O 0 @ C O w c a) a) L a) O @ o DM - m �-o u) 5 @ 3 5 c E @ .0 C ? r X N a O C a Q N o on O C N@ m Lo , ° m m - E m _0T A , m N 'c O N v O. N S E-a E aFL 0cn o c N 0) C N _ O N = ,..0,..0a) C ¢ S O C O_ E a) N c� c p) E N 0 m ° 0 cU p) a L J N a) c a m w c C 0 @ w X co c fO N '°s N@ o a p O 4) 4 a) a) cry h w @T .0 @ .p .0 -0 C 02^, .� w @ O > N M aNi 0 o ao aL -t O. a) O m N C C x 2 o ° c i. p y (!) o N @ N _o O @ o N 0 2 > 0 ' 6 m - X 0 afl L c G �2G— N (Q .0 O` >.'O 5 7 .L.. C O O@ 3 O .. 0 U 5 qy N C 0 X� = C C) O N u= N N U"gm Y�.-. roc cm) 3� Figure 3: Planned Circulation E c m E @ AT a U w c 0 O N G p -0 a) N N 0. a 5 — 35 C @ a 0 a N N N v a)U r 0 (!) a) a N 0N N �p G N G @5 O Q < d a m T C N C O - a) O 6 U 1 o w i @an 2 a @ m E = a m O 4) m 0] G U N N . N U Y a c0 2N c) O @ X Q a) O .0 N O 3 . „ ,E C 0 0) N G N 0 O C Q 0 ° Q a) ..'c.. E 6 d N O Um w c E "� Ca p f 'V @ ma m O N s N N N _ C LL Co' O. @ O) °U g County Metro Interim South Base Expansion Assumptions Memo g County Metro Interim South Base Expansion Assumptions Memo @� @0 � O 31,88a U p, U N @ Ol T.E �c � 9 %�- h c E E U N c U D m a) c E Z coo m c w 0) @ c c '0 A .c U '@O 0 v N@ A @ U O N (0 0) .N L @ c @ �' • O) O 0_ O 4 N (6 @ 0 E 2 w Q a aL :2 U T= O E O 0 8 3, 2L' O N O @ 0 c E • Urn O .2E o, @ '0 •c 3 N c O Y "0 • m m E '2 o O ,> 0 0 0 A N (n 0) E 0 'F6 O C1 U) c 0) @ D) E c c N O E c "J -0 0. z@ m `o m O U 0 A 0 A @ @ � co 0. N 6 C N 0 c 'N c c 0 N O N O' A O 0c5 0 N. N a) (.0 _v @ a 0_ .2 0 N ? 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