HomeMy WebLinkAboutTIC 2019-03-19 Item 2D - Update - BNSF Intermodal Facility Access Project: Schedule and Next StepsCity of Tukwila
Allan Ekberg, Mayor
Public Works Department - Henry Hash, Director
INFORMATIONAL MEMORANDUM
TO: Transportation and Infrastructure Committee
FROM: Henry Hash, Public Works Director
BY: Hari Ponnekanti, City Engineer
CC: Mayor Allan Ekberg
DATE: March 15, 2019
SUBJECT: BNSF Intermodal Facility Access Prolect
Project No. 99510409
Schedule Update and next steps
ISSUE
Provide an update on the Burlington Northern Santa Fe (BNSF) Intermodal Access Study.
BACKGROUND
Burlington Northern Santa Fe (BNSF) owns an Intermodal facility that transports containers from trucks to railroad and
vice versa. This facility is located within Tukwila city limits in the Allentown community. The intermodal facility is adjacent
to 1-5 and just south of King County International Airport, also known as Boeing Field. BNSF calls this facility the South
Seattle Intermodal Facility.
The City of Tukwila and BNSF jointly funded an access study to determine a potential new route for truck traffic into the
intermodal yard. David Evans Associates began the study in March of 2015. The BNSF access study produced a draft
report in November 2016. As part of the study, open houses were held, and community input was collected. The
following five alternatives were studied;
1. Airport Way S 4. Gateway Drive - north leg
2. South 112th Street 5. 48th Ave S Bridge
3. South 124th Street
The draft study indicated that the 48th Ave S Bridge was the preferred alternative. The study remains in draft form.
ANALYSIS
The findings from the draft study were provided to the City Council in December 2016 after the first round of open
houses and community outreach. The alternatives were presented at the August 17, 2017 Open House, with the
preferred alternative identified as 48th Ave South Bridge. The next step was planned to bring these alternatives and
funding options to the City Council in the fall of 2017.
The original next steps for the BNSF Intermodal Study included these options:
- Review and finalize the Preferred Alternative and seek Council adoption
- Identify and provide funding for preliminary engineering and design of preferred alternative
- Continue public outreach and continue SEPA process
The draft access study preferred alternative has not been finalized due to new information regarding the 42nd Ave
S/Allentown Bridge, which became the top priority for the neighborhood. This bridge provides one of only three access
points into the Allentown neighborhood, and is the sole access point for trucks traveling to and from the BNSF
Intermodal yard. In August 2017, the City received the 42nd Ave S Bridge Structural Assessment, by TranTech
Engineering LLC, which determined that, "...the existing bridge is both structurally deficient and functionally obsolete."
The deficiency rating has resulted in the City being forced to post speed and load restrictions in March 2018.
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The City met with BNSF and informed them of these changes. A grant to replace the existing 42nd Ave S Bridge was
applied for through the federal Bridge Replacement Advisory Committee (BRAC) in September 2017 but was
unsuccessful. The City's adopted the 2019-2024 Capital Improvement Program, which includes funding for the 42nd Ave
S Bridge Replacement Project and the City is currently applying for another BRAC grant in 2019. The 2019 CIP does not
include funding for the BNSF Intermodal Facility Access Project until after six years.
BNSF informed the City that if the 42nd Ave S/Allentown Bridge failed they would have no good alternative route. BNSF
also stated that their trucks cannot negotiate the 90-degree turn along the river near Fire Station 53 and that access up
the bridge into Skyway and the Martin Luther King Jr Way corridor is already heavily congested. In addition, the steep
grade could pose difficulties for large trucks carrying heavy loads.
Also of note, the City has been seeking funds for the Strander Blvd Extension Phase 3 for the last 15 years and those
funds have still not materialized for construction. As such, seeking funding to replace an existing failing bridge took
priority over the new access point, which would likely compete with the Strander Blvd Project for funds.
TIMELINE/ROADMAP
- BNSF Intermodal Facility Access Study start date — 3/20/15
- Open Houses — March & August 2016
- BNSF Intermodal Facility Access Study — Draft Alternative Screening Analysis Report 11/28/16
- Open House — Preferred Alternative Outreach — 8/17/17
- 42nd Ave South Bridge Structural Assessment, August 2017
City implements Structural Assessment & begins six-month review of 42nd Ave S Bridge, 2017
City receives notification that 42nd Ave S Bridge did not receive BRAC funding — Dec. 2017
Council adopts Ordinance No. 2566 restricting speeds on 42nd Ave S Bridge — 2/20/18
City Applies for BRAC grant funding for 42nd Ave S Bridge Replacement — March 2019
- GNCC Meeting and Tour of the BNSF South Seattle Intermodal Facility — 3/27/19
BNSF has scheduled a Greater Northern Corridor Coalition (GNCC) meeting for March 27, 2019 and will be offering
tours of the BNSF South Seattle Intermodal Facility at 10:00 a.m. for the GNCC meeting attendees. BNSF explains the
GNCC as:
"The Great Northern Corridor Coalition is a regional cooperative comprised of eight states,
numerous ports, BNSF Railway, and other interested stakeholders along the Corridor. The
states of Illinois, Wisconsin, Minnesota, North Dakota, Montana, Idaho, Oregon, and
Washington have been collaborating for several years to promote region -wide cooperation,
in transportation planning and shared infrastructure investment.
The Coalition's primary purpose is to promote regional cooperation, planning, and shared
project implementation for programs and projects. Its objective, to improve multimodal
transportation system management and operations along the corridor, exactly matches the
purpose of the Multimodal Corridor Operations and Management (MCOM) Program."
Coalition members are largely made up of state transportation departments in the states listed above, as well as various
Ports located within those states. The only municipal participant is the town of Connell, Washington. It is the
understanding of City staff that it is BNSF's goal to have the preferred alternative, the 48th Ave S Bridge, included on the
list of necessary infrastructure investments that the GNCC is developing.
Councilmembers are invited to attend the tour on March 27, 2019 and should contact Hari Ponnekanti, Tukwila's Deputy
Public Works Director/City Engineer to RSVP.
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FINANCIAL IMPACT
Project costs for the preferred alternative, 48th Ave S Bridge, are unknown until preliminary engineering is complete. Best
available estimates developed in 2017 were approximately $20 million (adding 30% cost growth per year into 2019, the
estimate would be $34 million). In general, there are not many outside funding sources (i.e. federal, state funding) for
new bridges such as the potential 48th Ave S Bridge Project.
RECOMMENDATION
Information only.
ATTACHMENTS
• 42nd Ave S Bridge Structural Assessment, August 2017
• Draft BNSF Intermodal Facility Access Study — Excerpts - Draft Alternative Screening Analysis (full draft report is
available upon request)
• Draft BNSF Intermodal Facility Access Study — Preferred Alternative Outreach Summary
August 2017 Open House Summary
• Ordinance No. 2566 — Speed Restrictions on 42nd Ave S Bridge
• Great Northern Corridor Coalition Overview and list of partners
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The City of Tukwila Public Works
August 2017
42nd Avenue South Bridge Structural Assessment
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TRANTECH
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Executive Summary
The 42nd Avenue South Bridge is a 3-span 280-foot-long bridge built in 1949. The bridge
is composed of a 220-foot-long fracture critical steel thru-truss main span with 30-foot-
long concrete T-beam approach spans at each end. The existing bridge is both Structurally
Deficient and Functionally Obsolete.
A three-tier structure assessment has revealed that there are critical structural elements
within the 42nd Ave bridge structure that have deteriorated into poor conditions. The
examples of these are the short plinth columns at the bridge approaches, truss gusset plates,
and main span deck structure.
The bridge is currently nearing the end of its service life and requires strengthening,
repainting, deck work, a seismic retrofit, and scour protection, if it were to remain in
service. The cost of this work would be prohibitively expensive and would exceed the cost
of a new bridge.
The proposed new structure will have the added advantages of being a redundant concrete
bridge with very low life cycle maintenance costs to the Bridge Program or to the City of
Tukwila.
A cost estimate for the proposed replacement bridge is presented in Appendix C.
Furthermore, it is recommended that until the bridge can be replaced, the interim inspection
frequency remains at a six-month interval with special attention being paid to the critical
structural elements identified in the structural analysis presented here. A monitoring plan
has been developed and will be implemented by the City of Tukwila until bridge funding
can be secured and the bridge can be replaced.
113
Table of Contents
Page
1. Introduction 1
2. Structural Assessment
2.1 Tier 1 - Bridge Inspections 2
2.2 Tier 2 - Structural Analysis, Piers 2 and 3 Column Damage 3
2.3 Tier 3 - Updated Load Rating Analysis 4
3. Concluding Remarks 4
APPENDICES
A Current Inspection Report
B Current Load Rating Summary
C Bridge Replacement Estimate
114
routes into
1. INTRODUCTION
The 42nd Avenue South Bridge is a 3-span 280-foot-long bridge built in 1949. The bridge
is composed of a 220-foot-long fracture critical steel thru-truss main span with 30-foot-
long concrete T-beam approach spans at each end. The existing bridge is both Structurally
Deficient and Functionally Obsolete. The plans for the existing bridge are available under
the "Records/Plans" tab in the WSDOT Bridge Inspection Application.
The bridge is located within the City of Tukwila on a sharp bend of the Duwamish River
that produces turbulent high velocity flows at the truss abutments. These frequent flows
have caused scour damage at the bridge abutments
and at the north approach roadway. Because the
bridge foundation depths are unknown and there is
active scour, the City has implemented a scour Plan
of Action (POA) for high flow events.
Additionally, existing riprap at Pier 2 is either
washing away or is falling into a scour hole
developing on the river side of the pier. The bridge
is the only access for the BNSF intermodal yard
located at the end of South 124th Street as other
the yard prohibit trucks. As a result, the bridge has been subjected to an
unusually high percentage of truck traffic constantly crossing the bridge around the clock.
The City of Tukwila has struggled for years to maintain
the bridge. Maintenance projects includ a major paint
project in the mid-1990's and a significant project to
rebuild the north bridge approach after erosion, caused
by scour, threatened the existing roadway. This
problem is currently resurfacing even after the City
installed a sheet pile wall to protect the approach. A
dramatic illustration is the sinking of the north
approach guardrail posts with a section of the rail
currently at almost ground level. There is also the ongoing problem of keeping the bridge
clean enough to perform valid inspections. Cleaning the bridge adds significant cost to the
already expensive fracture critical inspections as
well as adding equipment scheduling
complications.
In addition to the substructure problems, the deck
and floor system are in distress as evidenced by
significant loud floor system creaking and deck
panel banging under traffic. These problems have
been reported by bridge inspectors and Tukwila
1
115
Maintenance for years. These noises cannot be associated with specific damage at this point
but are worrisome in a fracture critical bridge subjected to extreme fatigue stresses by the
heavy truck traffic.
The bridge is currently nearing the end of its service life and would require strengthening,
repainting, deck work, a seismic retrofit, and scour protection, if it were to remain in
service. The cost of this work would be prohibitively expensive and would exceed the cost
of a new bridge. The proposed new structure will have the added advantage of being a
redundant concrete bridge with very low life cycle maintenance costs to the Bridge
Program and to the City of Tukwila.
2. STRUCTURAL ASSESSMENT
The structural assessment activities performed as part of this study have a three-tier
approach that is described in detail in the following sections:
2.1 Tier 1 - Bridge Inspections
The 42nd Avenue South Bridge has been inspected on an increased frequency (a reduced
frequency duration) since 2014. The frequency change started at 12 months and is now set
at a six-month interval for Interim Inspections. These inspections focused on monitoring
the damaged short concrete plinth columns supporting the approach span girder bearings
at piers 2 and 3 and bridge gusset plates.
Since 2014, the bridge has also undergone several in-depth and routine bridge inspections
with the most recent being in spring of 2017. The observations and data obtained from
these inspections has been utilized in a new comprehensive load rating per WSDOT and
AASHTO recommended Load Factor Rating requirements that includes gusset plate and
Emergency Vehicle (EV) ratings. The new load rating is described in further detail in the
following sections. The in-depth and interim inspections, some of which were performed
with UBIT special access and after bridge cleaning to ensure a valid inspection, indicate
that approximately one third of the truss structure is now in BMS Condition State 3 and
that the Substructure Overall Condition rating is at a 4-code because of critical damage to
the concrete plinth columns at Piers 2 and 3. Please see Appendix A for the latest Inspection
Report.
The resulting Sufficiency Rating has dropped in steps as the inspection and analysis has
progressed, reaching its current level of 7.56 SD. The new load rating indicates that posting
of the bridge for legal loads, single hauling vehicles, and emergency vehicles is necessary.
The City is currently implementing the NBIS load posting requirements.
2
116
2.2 Tier 2 - Structural Assessment — Piers 2 and 3 Column Damages
The City of Tukwila has initiated a structural evaluation of the short concrete approach
span, girder support columns at Piers 2 and 3. The deterioration of these columns was listed
as one of the main reasons for the reduction of the Substructure Overall Code to 4 (i.e.,
Poor Condition) as reported in the 2015 bridge inspection report. This engineering analysis
is supporting information to justify the request for bridge replacement funding from the
WSDOT administered Local Bridge Program. The results of the structural analyses are
summarized below.
Eight short plinth columns support the concrete T-beams of approach Spans 1 and 3. The
girders sit on a rocker bearing installed on top of each plinth. These bearings are completely
frozen by pack rust and deterioration. In addition, the rocker bearings for the truss span at
Pier 2 appear have been frozen or locked in the expansion direction for years.
Each column has six number seven vertical shear friction bars at their interface with the
pier wall.
First, the plinth columns were analyzed for
temperature and vehicular breaking force
induced stresses. These results showed that
the demand forces are not large enough to
create the observed damage.
Next, seismic forces were analyzed and
were shown to be large enough to yield the
interface of the short columns and the piers .
wall as the forces are transferred through the ,
semi rigid link caused by the frozen _
bearings. This condition is accentuated at the obtuse
northwest corner of the Pier 3).
The existing bridge design, which includes an extreme skew of 38°, puts these columns at
additional risk from seismic events as well as from normal temperature and traffic forces
as torque forces are developed and added to the high shear forces.
The interface cracking has been documented
since 2001 (upper photo) and the cracks are
currently opening and starting to spall. In
addition, there has been documented
evidence for many years of the deterioration
of the reinforcing steel as evidenced by rusty
leaching. These problems may have been
initiated during the April 29, 1965 South
Sound Earthquake and were likely
compounded by the February 28, 2001
Nisqually earthquake. However, the damage
is aggravated daily by the constant truck traffic and seasonally due to normal temperature
corner (i.e. Column Plinth 3A at
3
117
forces. This constant cyclical bombardment of Column 3A make it a failure risk for Span
3.
Since the rocker bearings located on the
plinths are all completely frozen, there is a
semi -rigid link allowing these high
magnitude forces to be transmitted through
Span 3 to the North Abutment, Pier 4.
Again, due to the bridge's large skew, a
concentration of force is toward the
northwest side of the abutment as
illustrated by the damage at this location.
This concentration of force may play a role
in the continued settlement issues of the
north bridge approach roadway at the steel
sheet pile wall repair mentioned above.
2.3 Tier 3 - Updated Load Rating Analysis
A gusset plate load rating update was performed in November 2014 that did not consider
the coding changes made during the condition assessments performed in the Spring of
2015. A new comprehensive Load Rating Report was completed in August 2017 as part of
the funding analysis as well as to evaluate the bridge for emergency vehicles. The new load
rating indicates that the deck and gusset plates have ratings that are below 1.0 with respect
to the legal trucks and that the gusset plates control. TranTech has ranked the gusset plates
by their criticality and has identified the failure mechanism of each plate. This information
will be used to focus the gusset plate inspection during future interim and routine bridge
inspections. The rating outcome has further reduced the bridge's capacity and the resulting
Sufficiency Rating. A copy of the Summary Sheet from the new load rating is attached in
Appendix B.
3. CONCLUDING REMARKS
A three-tier structure assessment has revealed that there are critical structural elements of
the 42nd Ave bridge structure that have deteriorated to poor conditions. Examples are the
short columns at the bridge approaches, truss gusset plates, and main span deck structure.
Rehabilitation of this structure would be prohibitively expensive and a bridge replacement
is recommended. A cost estimate for this bridge replacement is presented in Appendix C.
Furthermore, it is recommended that until the bridge can be replaced, the interim inspection
frequency remains at a six-month interval with special attention being paid to the critical
structural elements identified in the structural analysis. A monitoring plan has been
developed and will be implemented by the City of Tukwila until bridge funding can be
secured and the bridge can be replaced.
4
118
APPENDIX A I Current Inspection Report
TRANTECH
IEnginPc ring LLC
119
Status: Released
CD Guid: 4305b7a6-8599-4765-87ce-c492bac836bd
BRIDGE INSPECTION REPORT
Printed On: 8/17/2017 Agency: TUKWILA
CD Date: 7/27/2017 Program Mgr: Roman G. Peralta
Page 1 of 8
Br. No. TUKWILA-14 SID 08109700
Carrying 42ND AVE SO
Intersecting DUWAMISH RIVER
Br. Name 42ND AVENUE SOUTH BR
Route On 01037 Mile Post 1.04
Route Under Mile Post
Inspector's Signature GDG Cert # G0014 Cert Exp Date 5/12/2021 Co -Inspector's Signature
Inspections Performed:
2
—
Structural Eval (1657)
27
23
Operating Tons (1552)
2
No Utilities (2675)
Freq Hrs Date Rep Type
2
Deck Geometry (1658)
0.77
0.65 Op RF (1553)
1
Bridge Rails (1684)
12 6.0 4/26/2017 Routine
—
9
Underclearance (1659)
16
14
Inventory Tons (1555)
0
Transition (1685)
24 6.0 4/26/2017 Fract Crit
—
8
Alignment (1661)
0.46
0.39 Inv RF (1556)
0
Guardrails (1686)
UW
6
5
Deck Overall (1663)
5
3
Operating Level (1660)
0
Terminals (1687)
Special
—
—,
5
Superstructure (1671)
A
Open/Closed (1293)
0.00
Asphalt Depth (2610)
24 1.0 2/26/2016 Interim
—
—
4
Substructure (1676)
8
Waterway (1662)
6.00
Design Curb Ht (2611)
^�
—
UWI
9
Culvert (1678)
U
Scour (1680)
40.0
Bridge Rail Ht (2612)
Damage
5
Chan/Protection (1677)
Soundings Flag (2693)
1949
Year Built (1332)
—
Safety
N
Pier/Abut/Prot (1679)
N
Revise Rating (2688)
0
Year Rebuilt (1336)
—
Short Span
—
4
Drain Cond (7664)
Photos Flag (2691)
Y
Subj to NBIS (2614)
In Depth
—
—
1
Drain Status (7665)
Measure Clrnc (2694)
Alpha Span Type:
Geometric
—
M
Deck Scaling (7666)
6
Sdwk Cond (7673)
STrus
—
—
10
Scaling Pct (7667)
5
Paint Cond (7674)
7
Deck Rutting (7669)
6
Approach Cond (7681)
7 i,—
Exposed Rebar (7670)
7
~
Retaining Wall (7682)
Sufficiency Rating 7.56 SD
6
Curb Cond (7672)
9
Pier Prot (7683)
High Risk
BMS Elements
Element
Element Description
Total
Units
State 1
State 2
State 3
State 4
12
Concrete Deck
6,816
SF
6,811
0
5
0
35
Concrete Deck Soffit
6,816
SF
6,812
0
4
0
110
Concrete Girder
256
LF
256
0
0
0
113
Steel Stringer
1,100
LF
1,050
0
50
0
126
Steel Thru Truss
440
LF
286
0
154
0
133
Truss Gusset Plates
40
EA
20
0
20
0
152
Steel Floor Beam
332
LF
282
50
0
0
205
Concrete Pile/Column
18
EA
10
0
8
0
212
Concrete Submerged Pier Wall
74
LF
71
3
0
0
215
Concrete Abutment
76
LF
66
0
10
0
234
Concrete Pier Cap/Crossbeam
149
LF
149
0
0
0
266
Concrete Sidewalk & Supports
1,100
SF
1,100
0
0
0
311
Moveable Bearing (roller, sliding, etc)
10
EA
2
0
0
8
313
Fixed Bearing
2
EA
2
0
0
0
Status: Released
CD Guid: 4305b7a6-8599-4765-87ce-c492bac836bd
BRIDGE INSPECTION REPORT
Printed On: 8/17/2017 Agency: TUKWILA
CD Date: 7/27/2017 Program Mgr: Roman G. Peralta
Page 2 of 8
Br. No. TUKWILA-14 SID 08109700
Carrying 42ND AVE SO
Intersecting DUWAMISH RIVER
Br. Name 42ND AVENUE SOUTH BR
Route On 01037 Mile Post 1.04
Route Under Mile Post
BMS Elements (Continued)
Element
Element Description
Total
Units
State 1
State 2
State 3
State 4
330
Metal Bridge Railing
568
LF
456
100
12
0
340
Metal Pedestrian Railing
284
LF
284
0
0
0
357
Pack Rust
50
EA
46
4
0
0
361
Scour
4
EA
2
2
0
0
362
(Discontinued) Impact Damage
1
EA
1
0
0
0
402
Open Concrete Joint
216
LF
0
0
216
0
408
Steel Sliding Plate
48
LF
0
0
48
0
901
Red Lead Alkyd Paint System
17,000
SF
11,800
4,000
1,000
200
Notes
0
ORIENTATION Beginning of bridge at south abutment (nearest traffic signal at Interurban Ave).
1
FRACTURE CRITICAL INSPECTION This includes visual inspection of truss tension members, bottom chords, floor beams,
diagonal and vertical members. See Fracture Critical Report in Files Tab.
3
UBIT 60 UBIT can deploy through both sides of truss. However, the bridge deck is narrow with low portals and sways. Suggest
closing the bridge for next UBIT inspection due to the bouncing motion of the UBIT caused by the high volume of truck traffic on the
bridge. Also added congestion to main arterial Interurban Ave S from the in inadequate approach distance on 42nd Ave S to south
portal of the bridge.
TRANSIENTS Activity under Span 3. Garbage accumulated, litter and needles on top of cap 3.
11
EV2 RF = 0.62
EV3RF=0.42
LOAD RATING Gusset Plate at L2U1-East controls. A new load rating has been performed (August 2017) and the bridge requires
load posting for AASHTO 2 and 3, SHV 5,6,&7, and EV 2 and 3. The City is in the process of implementing the posting
requirements.
12
CONCRETE DECK
(SURFACE) Open joints at floorbeam. Exposed aggregate in wheel lines and slight rutting. Moderate scaling, pop -outs and mudball
voids scattered throughout surface. Longitudinal cracks concentrated near ends of bridge, some porosity.
North bound lane: 4"-6" pavement spall.
South bound lane: 6" loose pavement near double yellow line.
35
CONCRETE DECK SOFFIT Diagonal hairline leaching cracks near steel stringers. Deck fillets are spalled in several locations along
top flanges of floorbeams. Many short exposed rebar in edge overhangs due to lack of cover and poor consolidation of concrete.
Scattered hairline transverse rusty leaching cracks in soffit. Moderate sized pockets of poor consolidation - spans 2-4 thru 2-7.
110
CONCRETE GIRDER Four lines of CIP concrete T-beams in Spans 1 and 3. Webs have hairline vertical and diagonal cracks. 1A -
Vertical crack near Pier 2 End diaphragm @ Pier 3 - hairline vertical leaching cracks Span 3 griders are coverd with soot
113
STEEL STRINGER Five lines of stringers (5x220=1100 LF). Square cope at connection to floorbeams, no cracks observed. Rusty
top flanges. Mud staining on outside stringers. Rust blisters on a few copes.
121
Status: Released
CD Guid: 4305b7a6-8599-4765-87ce-c492bac836bd
BRIDGE INSPECTION REPORT
Printed On: 8/17/2017 Agency: TUKWILA
CD Date: 7/27/2017 Program Mgr: Roman G. Peralta
Page 3 of 8
Br. No. TUKWILA-14 SID 08109700
Carrying 42ND AVE SO
Intersecting DUWAMISH RIVER
Br. Name 42ND AVENUE SOUTH BR
Route On 01037 Mile Post 1.04
Route Under Mile Post
Notes (Continued)
126
STEEL THRU TRUSS GENERAL:
See 2017 FCR for detail on fracture critical members.
Lower panel points were dry cleaned prior to inspection. Upper panel points and those connecting members are covered in guano
droppings, active nests in upper chords and owls nest at L4E. Debris building up in bottom chord. See note #133 Gusset Plates
PACK RUST: Pack rust is starting to develop in all built-up members but hasn't reached the point of popping rivet heads. - Up to
1/8" pack rust in seams of tension and compression diagonals. - Pack rust between bottom lateral gusset plates and bottom chord
has caused bulging up to 3/8" at most chord joints. - Pack rust between interior cover plates and bottom chord channel has caused
warping of cover plate up to 1/4". - Bottom laterals have seam rust and pack rust up to 3/8" along tops of members. - Bottom chords
two channel beams from L2 to L8 E&W addition plates riveted to webs, pack rust forming between channel webs and plates
distorting up to 1/8" between rivets. - Upper chords seam rust along channel/plate seams throughout.
PORTALS & SWAYS:
SOUTH PORTAL, U1W-U2E: High load traffic damage to south portal and sway frame. North flange of south portal is bent north 3"
over 2 ft length. Bottom flange of sway is pushed up 2" over 8" length. Top flange of sway has a sine -wave shaped crimp, 1" over 7"
length. Center of sway is bent 1'-0" to north. -SWAY M1W-M2E: Impact damage to sway, pushed 5" to north with flanges buckled.
SWAY M2W-M3E: Minor impact damage.
U5W: Paint blister and minor pack rust along edge of top chord.
L7W: 2 rusty rivet heads on bottom plate.
L7-U7E: Paint failure at SW.
L7-L8W: Pack rust on lower chord.
L8W: Pack rust 1/8" on bottom plate.
L9W-U9W: Pitting up to 1/8" near top of bottom gusset plate.
L9W: Gusset plate 7/16" thick. Pack rust 1/8" on bottom plate and 1/4" V.P.
133
STEEL GUSSET PLATES 20 gusset plates per truss line. High bird activity. Bottom lateral gusset plates at bottom chord have pack
rust causing bulging up to 3/8" at most chord joints. Interior cover plates at bottom chord channel have pack rust causing warping of
cover plate up to 1/4". Interior rivet heads have blistered paint or lack paint, many are heavily rusted. 5LE bottom plate has two
deformed rivet heads.
152
STEEL FLOOR BEAM Two skewed end floorbeams and ten transverse floorbeams (2x33.6+10x26.5=332 LF). Dirt and mud at
connections to truss. Laminar rust along top flange with minor section loss (<2%).
205
CONCRETE PILE Five concrete piles each at Piers 1 and 4, with cap and backwall. Rough concrete and a few hairline cracks at
cap interface. 1C: 10" spall with exposed rebar. 4A, 4B, 4C: Hairline horizontal cracks at about 1 ft. spacing. CONCRETE
COLUMNS: 28" tall concrete columns support the sliding plate bearings at Piers 2 & 3. 2A: Horizontal crack at cap interface,
exposed rusty rebar, corners are spalled off, NW corner of bearing is unsupported. 2B: Horizontal crack at cap interface, exposed
rusty rebar, large spalls in NW corner of bearing is unsupported. 2C: Horizontal crack at cap interface, exposed 4" section of rusty
rebar 2D: Hairline crack at cap interface, SE corner is spalled off (18" high by 4" deep) 3A: Horizontal cracks at cap interface 3B:
Horizontal cracks at cap interface 3C: 12" of horizontal rebar exposed on south side 3D: Hairline crack at cap interface
212
CONCRETE SUBMERGED PIER WALL Hairline vertical cracks in pier walls. Many 1-1/2" shallow form tie holes in both walls. Pier
2: water abrasion along north face. Pier 3: Three 12" x 12" x 1" deep areas of abrasion in south face.
215
CONCRETE ABUTMENT
Both backwalls have a few hairline vertical cracks throughout. Graffiti at face of abutment.
Pier 4: gap under backwall from pile 4A through 4D, minor erosion/sloughing.
NW wingwall: open diagonal crack above top of cap to ground line (1.75" gap at top) with 2 ft x 8" x 6" deep spall with 5" exposed
rebar.
NE wingwall: 8" x 6" x 3" deep spall. Two steel plates attached on the east side of north abutment wall at the NE corner bridge rail.
MONITOR NOTES 2/25/2016 Pier 2 concrete columns - no change noted. Pier 3 concrete columns - Heavy graffiti on north face of
column of all columns and pier cap. Change noted in column 3A; north face - cracks at base along interface with pier cap, full width.
Cracks are narrow to open, some new chips and small spalls along crack line. Column is tilted to the north 1.5 degrees. Abutment
4 - west corner at wingwall interface. 2016: Gap is 1.75" at top horizontal face. Concrete piles with transverse cracks - no change
122
Status: Released
CD Guid: 4305b7a6-8599-4765-87ce-c492bac836bd
BRIDGE INSPECTION REPORT
Printed On: 8/17/2017 Agency: TUKWILA
CD Date; 7/27/2017 Program Mgr: Roman G. Peralta
Page 4 of 8
Br. No. TUKWILA-14 SID 08109700
Carrying 42ND AVE SO
Intersecting DUWAMISH RIVER
Br. Name 42ND AVENUE SOUTH BR
Route On 01037 Mile Post 1.04
Route Under Mile Post
Notes (Continued)
234
CONCRETE PIER CAP
Hairline vertical cracks in perimeter, tops are covered with mud, moss and transient debris.
Pier 2 - spall with exposed rebar NW, north & SE face.
Pier-3. Caps have open form tie holes.
Pier 4 : 4A, 4B & 4C top of beam cap spall across width of stringer.
266
CONCRETE SIDEWALK & SUPPORTS Surface: Transverse cracks at panel points, open up to 1/8", small spalls starting to form.
ACP at south approach to sidewalk is steep (Repair #12316). Vegetation growing along edge next to east truss line. Soffit: Many
hairline transverse cracks leaching on underside. Form anchors still in place on soffit along channel web. Supports: Steel knee
braces support sidewalk in Span 2. Top clips at truss are separating due to pack rust.
311
MOVEABLE BEARING
Rocker Bearings- Truss: Both bearings 2-1A & 2-1 B are tipped 5° expanded, temperature was 44° F.
Rocker Bearings - approach spans. Eight skewed steel bearings, each bearing has two hing bars.
Bearings are mounted on concrete plinths at Piers 2 and 3. Pack rust between sole plates and hing bars on all bearings. Hing bars
at 2A, 2D, 3-1A and 3-1 D, are bulging up to 1/8" from pack rust, all eight bearings are frozen.
SEE NOTE 1676 SUBSTRUCTURE - for details on the concrete plinths.
313
FIXED BEARING Two pinned shoe bearings at Pier 3, minor rust on edges.
330
METAL BRIDGE RAILING Retrofitted thrie beam has minor traffic scrapes throughout. Rail has loose connection at U5L5 in east
truss and rattles under traffic. Curbs cracked open 1/8" over truss floorbeams. Tack welds broken on west rail, widespread.
340
METAL PEDESTRIAN RAILING Rail panel section loose at bottom tube connection to post, east sidewalk north of centerline of the
river, between L4 & L5.
357
PACK RUST Seam rust and pack rust - most 1/4" or less on built-up members throughout truss.
361
SCOUR, FIELD
Pier 2 is located on the outside of a sharp meander bend in the Duwamish River.
Riprap along Pier 2 has a scour scallop, about 8 to 10 feet in diameter at the center of pier, two relic piles are exposed in the
scalloped area. During inspection flow increased velocity with the changing tide. The main thalweg flow is near the left bank at Pier
2; back eddies were noted along the center and downstream face of Pier 2. Riprap is scattered and missing along the downstream
face of Pier 3. Gravel bar visible upstream of pier 3, right bank to mid channel. Riprap has scatted areas upstream and downstream
along both banks. 2015 soundings show 2.5' deepening near Pier 2. Little change to gravel bar forming near Pier 3.
SOUNDINGS: are taken from upstream rail at truss panel points:
Year
LO
L1
L2
L3
L4
L5
L6
L7
L8
L9
L10
2015
18.5
30.5
41.5
44.5
40.5
36.0
29.7
28.5
26.5
23.5
16.0
2014 _
19.0
30.5
39.0
42.0
39.5
34.0
28.5
28.0
26.5
23.5
15.0
2013
18.8
30.2
41.0
42.0
42.0
35.0
30.0
27.5
26.0
23.8
_
16.0
2007
18.5
30.5
40.0
43.5
43.0
37.5
31.0
28.5
27.0
25.5
15.0
Update soundings every two years or more often if lateral migration is suspected. Monitor riprap at
low tide and low flow periods.
362
IMPACT DAMAGE Traffic impact damage to truss south portal and sway members.
402
JOINT FILLER Open joints over floorbeams; most of fabric fill is worn away, allowing mud and water to pump through onto
floorbeam top flanges (Repair #12306).
123
Status: Released
CD Guid: 4305b7a6-8599-4765-87ce-c492bac836bd
BRIDGE INSPECTION REPORT
Printed On: 8/17/2017 Agency: TUKWILA
CD Date. 7/27/2017 Program Mgr: Roman G. Peralta
Page 5 of 8
Br. No. TUKWILA-14 SID 08109700
Carrying 42ND AVE SO
Intersecting DUWAMISH RIVER
Br. Name 42ND AVENUE SOUTH BR
Route On 01037 Mile Post 1.04
Route Under Mile Post
Notes (Continued)
408 STEEL SLIDING PLATE
Joints are full of dirt. D-spalls and delaminations along edges of both joints. Water leaks through joint onto truss main piers.
MEASUREMENTS: are taken at center line of each joint.
YEAR
TEMP
TIME
PIER 2 (WEST)
PIER 3 (EAST)
2016
62° _
09:00
1-0"
1-1/2"
2015
48°
09:20
7/8"
1-1/2"
2013
48°
11:00
15/16"
1-3/8"
2011
50°
15:30
15/16"
1-3/8"
2009
65°
10:00
1-0"
1-5/8"
2007
50°
08:00
1-1/2"
1-5/8"
2005
65°
10:00
1-0"
1-3/8"
901 RED LEAD ALKYD PAINT SYSTEM Top coat of paint on top chord has flaked off in many areas. There are a few rust spots where
failed paint has exposed bare metal. Seam rust is bleeding through along edges of built-up members. Moss growth on some
diagonal/vertical members.
1663 The Deck Overall code was downgraded based on deck and floor system deterioration. The deck panels are non -composite and are
loose and banging on the floor system under traffic. In addition, the floor system is creaking and groaning under load. These
problems are not revealing themselves in recordable damage but the loose deck panels and lack of continuity was taken into
account in a new load rating update.
1676 SUBSTRUCTURE
Code reduced to 4 due to condition of concrete plinths under rocker bearings at piers 2 and 3.
Pier 2 plinth 2A, and 2B have open cracks at interface with pier cap. All plinths have large spalls with exposed rebar along edges,
several are spalled under bearing plates.
Pier 3 plinth 3A and 3B have open cracks at interface with pier cap. Several plinths have spalls with exposed rebar.
Unknown pile tip elevation of piles supporting Piers 2 & 3.
Channel thalweg is near pier 2, riprap is scattered.
1680 SCOUR , OFFICE Scour analysis done in 2014. Since pile tip elevations are not available, the scour code = "U". The channel is
centered under L3-East and is slightly aggradating at piers 1, 2 and 3. Calculated contraction scour is 0.6 feet, local pier scour
ranges between 6 feet and 13 feet depending on angle of attack. Plans indicate bottom of footing at -7.0, top of rail is estimated per
plans at 28.0.
1685 TRANSITION Bridge rail transition at Pier 1 west side is missing approach guard rail.
1686 GUARDRAILS SE Traffic impact damage to approach rail flex beam. NW Approach rail is below standard height at settlement area,
18in to top of rail.
1687 TERMINAL Terminals not slotted. Attenuator is located at NE corner.
2675 NO. OF UTILITIES Two utilities are suspended from east edge under sidewalk: One 12" diameter steel waterline with mechanically
restrained joints. One 6" diameter gas pipe.
2694 CLEARANCE Vertical clearance at portals and sway braces 3" from curb: East truss: E-MO - W-MO = 15'-3 1/8" E-M2 - W-M1 = 15'-
0 1/4" E-M3 - W-M2 = 15'-0" E-M4 - W-M3 = 15'-0" E-M5 - W-M4 = 15'-0 7/16" E-M6 - W-M5 = 15'-0 3/8" E-M7 - W-M6 = 15'-1 3/8"
E-M8 - W-M7 = 15'-0 1/8" E-M9 - W-M8 = 15'-0 1/8"
7664 DRAINS Drains are plugged throughout.
124
Status: Released
CD Guid: 4305b7a6-8599-4765-87ce-c492bac836bd
BRIDGE INSPECTION REPORT
Printed On: 8/17/2017 Agency: TUKWILA
CD Date: 7/27/2017 Program Mgr: Roman G. Peralta
Page 6 of 8
Br. No. TUKWILA-14 SID 08109700
Carrying 42ND AVE SO
Intersecting DUWAMISH RIVER
Br. Name 42ND AVENUE SOUTH BR
Route On 01037 Mile Post 1.04
Route Under Mile Post
Notes (Continued)
7681 APPROACH ROADWAY
Longitudinal and transverse cracking in ACP in both approaches.
South approach - slight settlement.
North approach - settlement at sheet pile wall and in southbound lane for 50 ft north of approach, longitudinal cracks and fault cracks
around settled area, approximately 1" settlement.
7682 RETAINING WALL Sheet pile wall to retain NW approach fill, no defects noted.
Repairs
Repair No
Pr
R
Repair Descriptions
Noted
Maint
Verified
12306
1
B
JOINTS SPAN 2: (MAH Revised 4/10/2015)
Open Joints: Clean out open joints over floor beams thoroughly and
fill with a flexible sealant, priority 1 due to corrosion at top flanges of
floorbeams from leaking joints.
3/25/1998
12316
1
B
SIDEWALK:
North approach - rework the sliding plate expansion joint so it is
smooth with sidewalk.
Deck - patch spalls near panel points, seal open cracks.
4/12/2007
13469
1
B
RAIL:
SW transition is missing approach guard rail and terminal.
SE guardrail is bent and deformed.
NW guardrail has sunk down below acceptable standards.
REPAIR - replace missing guard rail and terminal at SW corner,
replace damaged rail at SE corner, reset NW rail and posts to bring
rail up to standard height.
4/8/2013
13471
1
B
PAINT:
Paint has failed in many locations on top of top chords of truss.
Pack rust is forming in seams of all built-up members. Moist dirt
and pigeon guano are trapped in truss panel points and will cause
premature paint failure. Algae growing on many members.
REPAIR - Thoroughly pressure wash clean truss of all
dirt/algae/guano, prepare surface, paint bridge to encapsulate pack
rust and protect truss members. Add bird deterrent at all panel
points, upper and lower chords.
4/8/2013
13473
1
B
EXPANSION JOINT:
Steel sliding plate expansion joints allows water and dirt to fall onto
top of caps at Piers 2 and 3. The edges around the joints are
chipped and spalled.
REPAIR - Replace steel sliding plate expansion joints with either a
strip seal with steel header or modular joint.
4/8/2013
13474
S
S
SCOUR:
Current scour code is coded "5" which means that foundation is
stable for calculated scour depths. Need copy of pile tip elevations
from city for bridge file.
4/16/2013
125
Status: Released
CD Guid: 4305b7a6-8599-4765-87ce-c492bac836bd
BRIDGE INSPECTION REPORT
Printed On: 8/17/2017 Agency: TUKWILA
CD Date: 7/27/2017 Program Mgr: Roman G. Peralta
Page 7 of 8
Br. No. TUKWILA-14 SID 08109700
Carrying 42ND AVE SO
Intersecting DUWAMISH RIVER
Br. Name 42ND AVENUE SOUTH BR
Route On 01037 Mile Post 1.04
Route Under Mile Post
Repairs (Continued)
Repair No
Pr
R
Repair Descriptions
Noted
Maint
Verified
13475
2
B
STRUCTURAL SUBSTRUCTURE: (RPH Revised 4/8/13) Concrete
columns supporting sliding bearings at Piers 2 and 3 have horizontal
cracks at cap interlace, exposed rusty rebar, spalls and
delaminations.
Pier 2 - Cap has spall, with rusted rebar and open cracks up to
.05mm.
Pier 3 - heavily abraded at waterline.
Pier 4 - columns 4A-C have horizontal cracks. Abutment backwall is
undermining along west half. West wing wall has large open crack
and spalls.
REPAIRS:
P2 and P3 bearing columns - recommend design seismic retrofit
steel collar and construct around bearing columns, anchored to cap,
then fill tight with epoxy.
Pier 2 - cap clean exposed rebar and patch spalls, epoxy inject
cracks.
Pier 3 - clean and patch abraded areas of pier wall
Pier 4 - FRP wrap columns 4 A-C. Reinforce west wingwall. Add
quarryspall along abutment 4 and under span 3 to retain fill and
discourage transient activity.
4/16/2013
13476
2
B
SCOUR: (RPH Revised 7/22/2014) Small scour scallops in left bank
armor in front of Pier 2.
Riprap is sparse and scattered through mudbar in front of Pier 3.
Monitor the downstream inside face of Pier 3 at low water. REPAIR
- Replace missing riprap along banks and in front of piers.
4/17/2013
13478
1
B
SWAY BRACES:
Heat straighten south portal and sway E-M3/W--M2.
Sway bracing measures 15'-0" three inches from curb. Vertical
clearance signs are required for measured clearances less than or
equal to 15'-3"
Install warning signs at both portals with posted height 3" less than
lowest measured clearance.
Recommend raising portals and sways due to the high volume of
truck traffic and existing damage to sway members.
4/10/2015
13479
2
B
BEARINGS:
Main span rocker bearings at pier 2 are frozen in expanded position,
fixed bearing at pier 3 are offset.
Clean and reset main span bearings.
Approach span bearings - slide bearing at pier 2 and 3 are corroded
- possibly frozen.
Replace sliding plates with elastomeric dynamic isolation bearings.
4/10/2015
13480
2
B
DECK
SOFFIT - widespread honeycombed areas, spalls with exposed
rebar east side of soffit.
SURFACE - worn to aggregate, spalling along joints. Patches of
light scaling.
REPAIR: Chip any delamintaed concrete from exposed rebar, clean
and seal exposed bar and patch spalls. Sack honeycombed areas
throughout soffit.
Shotblast deck surface, patch spalled areas and apply epoxy
overlay.
4/10/2015
Inspections Performed and Resources Required
Report Type Date Freq Has Insp CertNo Coinsp
Routine 4/26/2017 12 6.0 ZZ G1414 TTT
Fracture Critical 4/26/2017 24 6.0 ZZ G1414 TTT
Resources Hours Min Pref Max Freq Date Need Date Override Notes
Note
UBIT 6.00
SDOT UBIT 60 USED
126
Status: Released
CD Guid: 4305b7a6-8599-4765-87ce-c492bac836bd
BRIDGE INSPECTION REPORT
Printed On: 8/17/2017
CD Date: 7/27/2017
Agency: TUKWILA
Program Mgr: Roman G. Peralta
Page 8 of 8
Br. No. TUKWILA-14 SID 08109700
Carrying 42ND AVE SO
Intersecting DUWAMISH RIVER
Br. Name 42ND AVENUE SOUTH BR
Route On 01037 Mile Post 1.04
Route Under Mile Post
Inspections Performed and Resources Required (Continued)
Report Type
Flagging 6.00
Interim
Resources Hours
Special
Equipment
Equipment
Resources
UBIT
Flagging
Informational
Hours
4.00
4.00
Date
Freq Hrs lnsp CertNo Coinsp
Note
LOCAL AGENCY
Flagging provided by City of Tukwila - contact
Steve Carstens at 206-431-2446
2/26/2016 24 1.0 MAH G1103 BLR Inspect short concrete columns supporting bearings at piers 2
and 3. See Monitor Note 695 for details
Min Pref Max Freq Date Need Date Override Notes
Bring ladder to reach columns and bearings.
4/26/2017 24 6.0 ZZ G1414 TTT
Min Pref Max Freq Date Need Date Override Notes
7/27/2017
GDG G0014
SDOT UBIT-60 USED
Flagging provided by City of Tukwila - contact
Steve Carstens 206-431-2446.
Updated load rating information with 2017 rating results.
Downgraded Deck Overall to account for loose deck panels and
floor system noise under traffic. These issues have were noted
in inspections since 2014 were not noted. This change was
made with the concurrance of the previous bridge inspector.
127
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128
APPENDIX B I Current Load Rating Summary
TRANTECH
'Engineering LLC
129
BRIDGE RATING SUMMARY
Bridge Name: 42ND AVENUE SOUTH BR
Bridge Number: TUKWILA-14
Span Types: Steel Through Truss Bridge & Approach Slabs
Bridge Length: 280' (220' Truss - 2x30' Approach Slab)
Design Load: HS20-44
Rated By: VP
Checked By: KN
Date: 8/1/2017
rq
Inspection Report Date
4/26/2017
Substructure Condition
4
Rating Method
LFR
Deck Condition
6
Overlay Thickness
0"/Truss & 2"/Approach
Superstructure Condition
5
Truck RF (INV)
RF (OPR)
Controlling Point
AASHTO-1
AASHTO-2
AASHTO-3
NRL
OL-1
OL-2
NBI Rating
0.72
0.54
0.50
0.44
0.39
0.20
1.21
0.90
0.84
0.73
0.65
0.34
Yielding in member L2U1
Yielding in member L2U 1
Yielding in member L2U1
Yielding in member L2U1
Yielding in member L2U1
Yielding in member L2U1
RF Controlling Point
Inventory (HS-20)
Operating (HS-20)
0.39 Yielding in member L2U1
0.65 Yielding in member L2U1
Remarks: Bridge requires posting. The single unit and FAST Act vehicles rating factors are:
Operating Rating
S U4 (GVW = 54 K)
SU5 (GVW = 62 K)
SU6 (GVW = 69.5 K)
SU7 (GVW = 77.5 K)
EV2 (GVW = 57.5 K)
EV3 (GVW = 86.0 K)
RF
1.11
0.98
0.88
0.81
0.62
0,42
Ton
29.97
30.38
30.58
31.39
17.83
18.06
Controlling Point
Yielding in member L2U1
Yielding in member L2U I
Yielding in member L2U1
Yielding in member L2U1
Yielding in member L2U1
Yielding in member L2U 1
130
APPENDIX C I Bridge Replacement Estimate
TRANTECH
LI 'Engineering LLC
131
City of Tukwila -Tukwila 14-42nd Avenue Bridge Replacement Cost Estimate August 1, 2017
285 foot simple span with angled bearings.
STD. ITEM
ITEM DESCRIPTION
MEAS. UNIT
QUANTITY
UNIT PRICE
COST
130
REMOVING ASPHALT CONCRETE SIDEWALK
SY
10
$ 150
$ 1,500
170
REMOVING GUARDRAIL
LF
40
$ 25
$ 1,000
1085
QUARRY SPALLS
CY
500
$ 40
$ 20,000
4006
STRUCTURE EXCAVATION CLASS A INCL. HAUL
CY
200
$ 150
$ 30,000
4010
SPECIAL EXCAVATION
CY
100
$ 200
$ 20,000
4013
SHORING OR EXTRA EXCAVATION CLASS A - SHAFT
LS
1
$ 25,000
$ 25,000
4007
SOIL EXCAVATION FOR SHAFT INCL HAUL
CY
450
$ 450
$ 202,500
4008
FURNISH AND PLACE TEMP CASING FOR 60" DIAM SHAFT
LF
600
$ 200
$ 120,000
FURNISH PERM CASING FOR 60" DIAM SHAFT
LF
600
$ 450
$ 270,000
PLACING PERM CASING FOR 60" DIAM SHAFT
EA
6
$ 3,000
$ 18,000
CONC CL 4000P FOR SHAFT
CY
450
$ 300
$ 135,000
ST REINF BAR FOR SHAFT
LBS
540,000
$ 1.70
$ 918,000
CSL ACCESS TUBES
LF
600
$ 15
$ 9,000
REMOVING SHAFT OBSTRUCTIONS
LS
1
$ 100,000
$ 100,000
REMOVING EXISTING BRIDGE SUPERSTRUCTURE
LS
1
$ 300,000
$ 300,000
REMOVING EXISTING BRIDGE FOUNDATION
LS
1
$ 300,000
$ 300,000
REMOVING EXISTING BRIDGE APPROACHES
LS
1
$ 100,000
$ 100,000
TEMPORARY DETOUR BRIDGE
LS
1
$ 1,250,000
$ 1,250,000
PRESTRESSED CONCRETE GIRDERS, WATER XING WITH PILING
LF
1,750
$ 300
$ 525,000
BRIDGE APPROACH SLAB
SY
280
$ 250
$ 70,000
REINFORCED CONC RETAINING WALL
SF
2,000
$ 90
$ 180,000
CONC CL 4000 FOR BRIDGE
CY
550
$ 575
$ 316,250
STRUCTURAL SURVEYING
LS
1
$ 30,000
$ 30,000
4438
EXPANSION JOINT SYSTEM COMPRESSION SEAL - SUPERSTRUCT.
LF
160
100
$ 16,000
4339
EXPANSION JOINT SYSTEM STRIP SEAL
LF
160
800
$ 128,000
4410
BRIDGE RAILING
LF
600
120
$ 72,000
6403
ESA LEAD
DAYS
280
120
$ 33,600
6416
SEEDING, FERTILIZING, AND MULCHING
LS
1
3,000
$ 3,000
6455
BIODEGRADABLE EROSION CONTROL BLANKET
SY
250
4
$ 1,000
6470
STREET CLEANING
HR
120
200
$ 24,000
6471
INLET PROTECTION
EA
6
100
$ 600
6488
EROSION CONTROL AND WATER POLLUTION PREVENTION
LS
1
2,000
$ 2,000
6630
HIGH VISIBILITY FENCE
1
LF
300
4
$ 1,200
6806
PAINT LINE
LF
-
5
$ -
6869
PEDESTRIAN TRAFFIC CONTROL
LS
1
10,000
$ 10,000
6899
BRIDGE MOUNTED SIGN
EA
2
1,000
$ _ 2,000
6903
TEMPORARY ILLUMINATION SYSTEM
LS
1
10,000
$ 10,000
6913
PORTABLE TEMPORARY TRAFFIC CONTROL SIGNAL
LS
1
30,000
$ 30,000
6971
PROJECT TEMPORARY TRAFFIC CONTROL
LS
1
100,000
$ 100,000
6974
TRAFFIC CONTROL SUPERVISOR
LS
1
10,000
$ 10,000
6982
CONSTRUCTION SIGNS CLASS A
SF
200
20
$ 4,000
7003
TYPE B PROGRESS SCHEDULE
LS
1
5,000
$ 5,000
7052
BRIDGE END SIDEWALK RAMP
EA
_ 2
1,000
$ _ 2,000
7400
TRAINING
HR
500
20
$ 10,000
7480
ROADSIDE CLEANUP
EST
1
10,000
$ 10,000
7500
FIELD OFFICE BUILDING
LS
1
20,000
$ 20,000
7570
HEALTH AND SAFETY PLAN
LS
1
10,000
$ 10,000
7736
SPCC PLAN
LS
1
2,000
$ 2,000
APPROACH ft15 % OF BRIDGE COST
LS
1
817,148
$ 817,148
WILDLIFE MANAGEMENT
LS
1
5,000
$ 5,000
SUBTOTAL
$ 6,269,798
CONTINGENCY (15%)
$ 940,470
MOBILIZATION
$ 626,980
$ 626,980
RIGHT OF WAY COSTS
$ 500,000
PRELIMINARY ENGINEERING (25% CONSTRUCTION COST)
$ 1,567,449
CONSTRUCTION MANAGEMENT (18% CONSTRUCTION COST)
$ 1,128,564
INFLATION FACTOR (5%/YEAR BASED ON PROJECTED AD DATE)
$ 1,351,181
TOTAL
$ 12,384,440
PE Costs (approximately 25% of Total)
(Soils, Environmental, Desig Docuemnts, Plan Preparation, etc.)
Right of Way Costs
(Purchases, Reoloation and Construction Easement)
Construction Costs
(Environmental mitigation, approach costs (15%), structure costs, etc)
Construction engineering (18%)
contingency (15%)
Mobilization (10%)
Inflation Factor (5% per year based on project Ad Date below)
Total Rehabilitatlan/Replacein-vnl/Preventative Maitnenance Project Costs
$ 1,567,449
$ 500,000
$ 6,269,798
$ 1,128,564
$ 940,470
$ 626,980
$ 1,351,181
$ 12,384,440
132
BNSF RAILWAY INTERMODAL FACILITY ACCESS STUDY
ALTERNATIVE SCREENING ANALYSIS REPORT
Prepared for:
City of Tukwila
Public Works Department
6300 Southcenter Boulevard
Tukwila, WA 98005
Prepared by:
David Evans and Associates, Inc.
14432 SE Eastgate Way
Bellevue, WA 98007
November 28, 2016
133
EXECUTIVE SUMMARY
This Alternative Screening Analysis Report for the City of Tukwila was prepared by David Evans and
Associates, Inc. to evaluate alternative access to the Burlington Northern Santa Fe (BNSF) Railway
intermodal facility in Tukwila, Washington. This facility is also known as South Seattle Yard. BNSF
Railway also sponsored this study,
The existing access to the intermodal facility uses 42nd Avenue 5 and 5 124th Street. 5 124th Street
is also a residential collector street serving the community of Allentown. Several residential homes
with driveways are located on S 124th Street, as is the Tukwila Community Center which houses an
aquatic center, meeting rooms, classes and activities for all ages, and playground and ball fields.
This study did not create new alternatives but used alternatives that were developed by previous
studies. A total of five alternatives were studied: Airport Way S, 5 112th Street, S 124th Street,
Gateway Drive — North Leg, and 48th Avenue S.
Several desktop researches were performed as part of this study. These researches included critical
and sensitive areas, fish and wildlife, water resources, hazardous materials, geological and soils, and
cultural and historical resources.
A scored screening matrix was developed collaboratively between the City of Tukwila, BNSF
Railway, and David Evans and Associates, Inc. The matrix was presented to Tukwila City Council as
well as to the public for their feedback on the screening matrix criteria. The public was allowed to
provide feedback via an on-line open house and an in -person open house.
Representatives from Tukwila, BNSF Railway, and David Evans and Associates, Inc. met to score
each alternative using a numerical scoring system from 1 to 9. The score for each criteria was
added, and the lowest score is the preferred alternative.
Based on the scoring result, the 48th Avenue 5 alternative is the preferred alternative.
P:UITUlfA00000013108001NFa10870RoporisENSF!nlarmada!Access Screening summary_2011Y•1128.docx
City of Tukwila 1 Alternative Screening Analysis
BNSF Interrnodal Facility Access November 28, 2016
134
Figure 1 shows the project study area. The following provides a description for each alternative.
Figure 1— Project Study Area
1 Agortawn Superego
� �. I,Eniel
...,.
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Rainier
Valley • t
sbatarr R
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- - 1 ,
48th Avenue S
ExtenOon
Aftemative
P:111TUKA000000,1810600,INF010670Rapats19NSF Intarmada!ACC855 Screening summary_2016-7128.diMx
City of Tukwila
BNSF Intermodal Facility Access
3 Alternative Screening Analysis
November 28, 2016
135
Preferred Alternative Outreach Summary
BNSF Access Study
DRAFT — September 5, 2017
Background
In 2016, the Tukwila community provided input on the screening criteria that was used to develop the
BNSF Access Study report. The City identified a preferred alternative route and shared it with the
community at an open house on August 17, 2017.
Summary
The City of Tukwila hosted an in -person open house at the Tukwila Community Center on August 17,
2017. The in -person house accompanied an online open house, which included the same information as
the in -person open house and was available from August 15 - 28, 2017.
Notifications
The project team advertised the in -person and online open houses in early August 2017. Notifications
included the following:
• Postcard sent to the Allentown and Duwamish neighborhoods
• Emails to the City's project listsery
o Listsery includes community members, business and property owners, other interested
parties
• Flier emailed as attachment to Allentown and Duwamish neighborhood listservs by
neighborhood leaders
• Facebook and Twitter posts on the City's social media accounts
Attendance and visitor statistics
• In -person open house attendance: 42
• In -person comment forms completed: 20
• Online open house visitors: 32
• Online surveys completed: 12
• Overall number of participants: 74
Engagement Methods
In -Person Open House
The City gathered shared information about the preferred alternative and other considered alternatives
during an open house at the Tukwila Community Center on August 17, 2017, from 5:30 p.m. to 7:30 p.m.
Participants viewed informational boards that described the project purpose, schedule, alternative and
preferred routes, screening criteria and environmental process. Project staff were on hand to answer
questions. Participants contributed comments via comment cards. Comments received at the open
house are shown in Appendix 1 and summarized below.
Tukwila BNSF Access Study — Preferred Alternative Outreach Summary DRAFT
136
In -person open house participants give feedback on comment cards.
Online Open House
In order to reach Tukwila businesses and residents who were unable to attend the in -person open
house, the City advertised an online open house, available 24 hours a day, seven days a week, starting
August 15 and ending August 28. The online open house included the same information as at the in -
person open house and a survey that gathered specific feedback in a similar fashion to the comment
boxes at the in -person open house. Comments received through the online open house are shown in
Appendices 2 and summarized below.
Feedback Overview
Several themes emerged from the input received through 32 comments and surveys:
• Those who supported the preferred alternative (15) stated a number of reasons for their
support, including moving the truck route to a commercial street and away from residences,
access/proximity to I-5 and current residential impacts on 124th.
• All residents who said they live along or near the current access route who participated (4)
supported moving the truck access route to another street.
• Those who opposed the preferred alternative (4) stated increased traffic, business impacts and
residential impacts as reasons for their opposition.
• Several participants urged the City to study or investigate cost (4) and traffic (3). Several
participants also expressed interest in potential environmental impacts (3).
Tukwila BNSF Access Study — Preferred Alternative Outreach Summary DRAFT
137
Next Steps
All feedback presented here is being provided to the project team for consideration. The study and
proposed route will be presented to City Council in the fall of 2017.
One participant requested specific follow up regarding business impacts on 48th Ave S: Quinn Closson,
360-607-8178, qclosson@pape.com.
Appendices
1. Comments gathered at in -person open house
2. Online comments
3. Notifications
Tukwila BNSF Access Study — Preferred Alternative Outreach Summary DRAFT
138
Appendix 1: Comments Gathered at In -person Open House
Note: comments are verbatim as written. Commenters were asked if they live, work or visit Tukwila.
Live Work Visit
Name
Email
Comment (verbatim)
x
Phillip
Camball
Phillameball@hotmail.com
Anything except 48th Ave S.
Minimum public $, maximum
private funding.
x
Angela Steel
angelasb13@hotmail.com
I prefer the 48th Ave S option
as the least impactful to
residential properties in
Allentown and Duwamish.
This option keeps semis on
existing truck routes w/out
creating new roads through
environmentally critical areas
or private property. *Also
need noise wall along edge of
railyard.
[unknown]
[unknown]
My first choice BNSF move out
completely. Second choice I
prefer 48th Ave S. Build wall
to control noise and shaking
control.
x
Mary Fertakis
[unknown]
Thanks for all the work that
has been done on this. The
grid was particularly helpful -
very concrete information and
easy to understand. The
original study in 1990 shows
that the 48th st option was
the least expensive and made
the most sense. It is the same
in 2017. Seems pretty clear
that this is still the direction to
go.
x
x
David
Shumate
David@propeldesigns.com
The 48th Ave and Bridge looks
like the best one!
x
x
Sean Albert
seanalbert2001@hotmail.com
I think the preferred 48th ave
south route is by far the best
alternative!!
Tukwila BNSF Access Study — Preferred Alternative Outreach Summary
DRAFT
139
x
Patty Cokus pcokus@hotmail.com
I agree wholeheartedly with
the preffered study route
where it impacts all identified
impact criteria the least and is
the least expensive. Thank you
for working on this and
advocating for community
input and gathering feedback.
The preferred route makes
the most sense for all.
x
[Illegible] [unknown]
I think the preferred option
makes the most sense of
those presented. It takes the
traffic completely off
residential streets and on to a
commercial street that
already accomodates semi -
truck traffic.
x
Lucia Nilo Itannilo@hotmail.com
I hope this project gets look at
seriously as I really enjoy my
home at 124th - but the
vibration of the trucks in and
out 24-7 is really bad and
nuisance. It shakes our house
especially when sleeping - the
NO -Build option: S 124th
should not be an option.
x
Wilfredo Nilo wznilo@gmail.com
We live by 124th ave which is
active for semi -trucker. Since
we moved here from
September 2016 we felt a
massive vibration everytime
those truckets pass by. We
live in a brand new home and
it created major cracks in aour
garage. We worried whats
gonna happen next.
x
Oscar Uceda o.uceda@yahoo.com
We would like to support the
prefer alternative for the
trucks route coming in and
out of the BNSF Railroad Yard
facility in Allentown.
Tukwila BNSF Access Study — Preferred Alternative Outreach Summary DRAFT
140
x
x
Becky
[Illegible]
becarosep@aim.com
Concern the increase in traffic
from now and 20 years down
the road on the 48th ave
purposal. What effects it will
have on the businesses on
48th (widening roads etc)
Residents being impacted by
not being able to get access to
the businesses they already go
to.
x
Morgan
Llewellyn
mllewellyn@ccim.net
I'm wonderng how the project
will be funded particularly in
light of the right away
acquisitions required by the
preferred route. It appears the
northern route would have
the least impact on residential
AND commercial businesses.
x
Todd Jones
rain1916@comcast.net
I stronly oppose Gateway
Drive option and 124th st
options. I do like the 48th st
option or others to the north.
x
Hanice
Ludington
shofarJCL@gmail.com
My preference is Airport Way
s
x
[Illegible]
[Illegible]
The road should go out the
north end. I live on 51st
(across the street from the flat
bed trucks, and am concerned
about where the railroad will
put the road inside this yard.
Will trucks have to be
removed and trailers
[illegible]? And if so, where
will they go? It is close to our
homes, your moving one road
to another.
x
Linda
McLeod
sam.linda.mcleod@gmail.com
No on Gateway Dr. Divides
BECU campuses, has many
employees + customers
x
[unknown]
[unknown]
Airport SO. (BEST) [sic]
Tukwila BNSF Access Study — Preferred Alternative Outreach Summary
DRAFT
141
x
I live in 122nd st. I hope the
124th s st. would be closed as
enterence of BNSF or trucks
facility. The impact to our
Edna edna0801@gmail.com home and neighborhood is
Derr[illegible] terrible, the house vibrates
each time; lots of noise; and
traffic gets crowded. 48th st is
great alternative for the BNSB
enterence.
Steven steve@xmrine.com
We'd like to see a traffic
impact study done on
inerurban and exit 156 off 1-5.
Please go to fife and see the
issues they have and avoid
that happening to us.
Tukwila BNSF Access Study — Preferred Alternative Outreach Summary DRAFT
142
Appendix 2: Comments from Online Open House
Note: comments are verbatim as written.
Comment
1. Will all trucks no longer use 124th st ? 2. Will there be entry and exit capability from 50th PL S/129th
street? we must have the capability to enter and exit from 50th PL S/129th street. Please make sure
this option available. Thanks for your consideration
How much will this cost? What about an option to improve the 42nd st. bridge by the community
center and do some mitigation on the streets that the trucks drive down, such as widening the
shoulders of the street, side walks and maybe even some sort of sound barrier? How is this project
prioritized compared to needs in other neighborhoods such as sidewalks and road repair?
I am an employee of BECU and believe that the 48th Ave So. preferred option is by far the best choice.
Not only from a cost perspective but also from a life safety, employee/member environment and the
disruption of multiple businesses/residential and land/building value standpoint. The 48th Ave So.
option already houses a street with truck yard access and would be a much easier way to execute on
this initiative. While I know this still impacts some, it is the reasonable choice and should be adopted.
I am not only a Tukwila resident but also a Tukwila business owner that would be greatly affected by
the "preferred" route of 48th AVE S. The overall impact on the businesses along this route would be
devastating. People are already frustrated with the current amount of big trucks coming along 48th.
We are already lacking suitable gas stations in Tukwila. Please don't make them impossible to get to.
Tukwila is a growing city and the north side (Airport way) of it is already industrial. Interurban Ave is an
incredibly popular thoroughfare for many people going south/north and the 2 gas stations on 48th Ave
services more than half of those people. Please reconsider 112th or Airport way as the better
alternative that will impact our growing city the least amount. Thank you.
I am very happy that the city is analyzing other options for the truck route into the BNSF yard. The
current route is not sustainable. My family prefers the 48th Av S option since it uses an existing
commercial street and is least impactful to residential communities and the environment. I would like
you to heavily factor in the environmental impacts the other two northerly options would have on
wetlands and existing greenspaces.Will the Airport Way option impede future Light rail/Sounder
station location planning efforts? How will the different entrance options impact yard operations?
Currently, the BNSF yard is very noisy 24/7 with back up beepers. Will these operations shift or
diminish with the varying options? Can the city proceed with pursuing the noise wall installation along
the railyard boundary? I think this will make a significant improvement to the quality of life in
Duwamish and Allentown. thank you
I represent The Pape' Group, Inc. who owns the Ditch Witch dealership on 48th Ave, South. I
understand there will be significant traffic impact during construction. I don't think we're overly
concerned about that. However, I'd like a little more information on the traffic study or estimates on
additional traffic impact on 48th Ave. South after completion of the project. Also, will there be any
improvements done to the 48th Ave road itself? Finally, is there something I'm missing that you think
we should be concerned about as a business right on 48th Ave? Thanks, Quinn Closson 360-607-8178
qclosson@pape.com
Tukwila BNSF Access Study — Preferred Alternative Outreach Summary DRAFT
143
I wish that this 124th St. access be change to a different access ASAP because we moved here in a new
home development last year 2016 of Sept. which we are not aware about this 124th St. right beside
our house is the major access for truckers. We encountered 24-7 of a massive vibration like an
earthquake multiple times everyday and we felt scary that our house may collapse one of this day. So
far we had a multiple long cracks in our garage and hopefully will not affect the foundation. We live
right by the stop sign where those truckers heading out from BNSF gate and also for coming in. That
really distract us everyday. There's a time when some of the truck driver lost their focus on the stop
sign especially in the evening and they made an emergency brakes and it shakes the ground so bad and
it vibrates our house also. I Believe that 48th Ave S is the best alternatives route for the truckers.
I work at BECU. The Gateway alternative would have a negative impact on our members who come
into our Tukwila Financial Center to conduct their personal business (primarily retail banking, trust
services, and investment services). We are about to engage on a Gateway campus upgrade and a truck
route cutting through the middle of it would have a negative impact on our employee experience and
may have a negative impact on our ability to recruit and retain employees. Given the existing land use
abutting most of your preferred alternative (gas stations, commercial, etc.). I can see the potential
noise downside for a hotel (but it's already next To 1-5 and a busy off ramp so marginal impact seems
moderate).
I would like to avoid having another bridge over the river and prefer this option: S 112th Street Thank
you.
Thank you for considering all options and explaining the reasoning. What timeframe are you looking at
for construction of the new bridge and roadway. What impact will there be on the existing Interurban
Bike/Walking Trail both during construction and upon completion. Will traffic studies be done to work
on minimalizing impact at the intersection for traffic on Interurban and from the off ramp on 15?
This route makes the most sense as it is a quick, direct route off of 1-5, drives through a commercial
area only and does not affect the public's experience of their greenspace, except for a small segment
of the bike trail. I fully support this preferred route.
What are the costs? How it will be funded?
Tukwila BNSF Access Study — Preferred Alternative Outreach Summary DRAFT
144
Appendix 3: Notifications
Social media
1 5I
City of Tukwila - Government
Au1 ust 9 ai 3.34pm 1[+
Join us fora BNSF Access Study Project Open House on August 17, 2017
The City of Tukwila has identified 48th Ave S as the preferred route to
access the BNSF Railway intermodal Facility in Allentown_ Before the route
is formally decided. we're holding an Open House and online forum to talk to
you about the route that we selected based on the criteria you helped us
shape.
BNSF Access Study Project Open House
Thursday, August 17, 2017
5:30 - 7:30 p.m.
Tuk7Nila Community Center
2424 42nd Ave S, Tukwila. WA 98168
Can't make it to the open house? Share your thoughts onlinet
Now through August 28, 2017, you can share your thoughts at
https:!!TuKBNSFAccess.Participate.Oniine All information from the Open
House will be online. Translation options are available.
Email us at AccessStudy@fulcwilawa.gov tukwilawa.gov or call 206-433-0179 with any
questions.
0 CITY OF TUKW1LA
BNSF Access Study Project
.11
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Facebook post published August 9, 2017.
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Tukwila BNSF Access Study — Preferred Alternative Outreach Summary
DRAFT
145
CVCity of TukCw€Fa 0 @CityofTukwola ' Aug 9
Join us for a BNSF Access Study Project Open House on August 47, 2017
CITY OF TUKWILA
BNSF Access Study Project
I
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Tweet published August 9, 2017.
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CITY OF TUKWILA
BNSF Access Study Project
The City has identified 48th Ave 5 as the preferred route to access the BNSF yard in
Allentown. Before the route is formally decided, we're holding an open house and
online forum to talk to you about the route that we selected based on the criteria
you helped us shape.
Review and comment on the preferred alternative route:
1. In person
Thursday, August 17, 2017
5:30 - 7:30 p.m.
Tukwila Community Center
1242442nd Ave 5, Tukwila, WA 98168
Meet project stuff, learn about the preferred alternative route and
environmental process, and shore your thoughts.
2. Online
Now through August 28, you can share your thoughts online]
Visit TukBNSFAccess.Participate.Online
Ali information from the in -person event will be online. Translation options are
available.
Questions?
Email us at AccessStudy@tukwilawa.gov or call 206-433-0179.
One side of a postcard sent to the Allentown and Duwamish neighborhoods.
Tukwila BNSF Access Study — Preferred Alternative Outreach Summary
DRAFT
146
CITY OF TUKWILA
BNSF Access Study Project
Public Works Administration
6300 Southcenter Blvd.
Tukwila, WA MISS
Review and comment on the
preferred alternative route,
48th Ave 5
In person
Thursday, August 17, 2017
5:30 to 7:30 p.m.
Tukwila Community Center
Online
TukB NS FAccess. Pa rtici pa te.O n I i ne
Reverse of a postcard sent to the Allentown and Duwamish neighborhoods.
Emails
Tukwila BNSF Access Study — Preferred Alternative Outreach Summary DRAFT
147
City of Tukwila
Washington
Ordinance No. D,5(o7
AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF
TUKWILA, WASHINGTON, ESTABLISHING NEW REGULATIONS
TO ACCURATELY DEFINE THE PORTION OF 42ND AVENUE
SOUTH BETWEEN 124TH STREET SOUTH AND INTERURBAN
AVENUE SOUTH WHERE THE SPEED LIMIT IS TO BE
REDUCED FROM 25 MPH TO 15 MPH FOR AASHTO TYPE 1, 2.
AND 3 TRUCKS ONLY; REPEALING ORDINANCE NO. 1801, AS
CODIFIED AT TUKWILA MUNICIPAL CODE SECTION 9,16.060;
PROVIDING FOR SEVERABILITY; AND ESTABLISHING AN
EFFECTIVE DATE.
WHEREAS, American Association of State Highway Officials (AASHTO) defines a
Type 1 truck as a three -axle truck limited to 25 tons; and
WHEREAS, AASHTO defines a Type 2 truck as a three -axle truck with a two -axle
single trailer limited to 36 tons; and
WHEREAS, AASHTO defines a Type 3 truck as a three -axle truck with two, double -
axle trailers limited to 40 tons; and
WHEREAS, Title 23 Code of Federal Regulations (CFR) subpart c, National Bridge
Inspection Standards (NBIS) Section 650.313 (c) states: "Post or restrict the bridge in
accordance with the AASHTO Manual or in accordance with State law, when the
maximum unrestricted legal loads or State routine permit loads exceed that allowed
under the operating rating or equivalent rating factor"; and
WHEREAS, AASHTO Manual for Bridge Evaluation grid Edition 2011 — with 2016
Interim Revisions, Section 6A.8.1 and Section 6B.7.2, states, "When the maximum legal
load under state law exceeds the safe load capacity of a bridge, restrictive posting shall
be required"; and
WHEREAS, the bridge crossing the Duwamish River on 42nd Avenue South, also
known as Tukwila-14, structure ID 08109700, has been determined to require a restriction
to the legal truck loads for AASHTO truck Type 3, which includes a reduction to the speed
limit from 25 MPH to 15 MPH for all AASHTO truck types; and
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WHEREAS, RCW 46.61.415 authorizes the City to alter speed limits on the basis of
engineering and traffic investigations; and
WHEREAS, an engineering investigation was conducted In the form of a load rating
analysis of 42nd Avenue South between South 124th Street and Interurban Avenue South;
and
WHEREAS, based upon the load rating analysis, the City has determined that 15
miles per hour is a reasonable and safe maximum limit for AASHTO Type 1, 2, and 3
trucks traveling on 42r'd Avenue South between South 124th Street and Interurban Avenue
South;
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF TUKWILA,
WASHINGTON, HEREBY ORDAINS AS FOLLOWS:
Section 1. Repealer. Ordinance No 1801, as codified at TMC Section 9.16.060,
"South 124th Street, 42nd Avenue South. and 50t'' Place South," is hereby repealed.
Section 2. TMC Section 9.16.060 Reenacted. Tukwila Municipal Code Section
9.16.060 is hereby reenacted to read as follows:
9.16.060 South 124th Street, 42nd Avenue South, and 50th Place South
A 25 MPH speed limit is established on certain collector arterials as follows:
1 South 124th Street from 42nd Avenue South to 50th Place South.
2. 42nd Avenue South from Interurban Avenue to South 115th Street; except
that Type 1, Type 2, and Type 3 trucks, as defined by the American Association of State
Highway Officials (AASHTO), shall be restricted to a maximum speed of 15 MPH.
3. 50th Place South from South 124th Street to the east City limit.
Section 3. Signs to be Posted. The Public Works Department is hereby directed to
post appropriate speed limit signs reflecting the speed limits established in Section 2 of
this ordinance.
Section 4. Corrections by City Clerk or Code Reviser. Upon approval of the
City Attorney, the City Clerk and the code reviser are authorized to make necessary
corrections to this ordinance, including the correction of clerical errors; references to
other local, state or federal laws, codes, rules, or regulations; or ordinance numbering
and section/subsection numbering.
Section 5. Severability. If any section, subsection, paragraph, sentence, clause or
phrase of this ordinance or its application to any person or situation should be held to be
invalid or unconstitutional for any reason by a court of competent jurisdiction, such
invalidity or unconstitutionality shall not affect the validity or constitutionality of the
remaining portions of this ordinance or its application to any other person or situation.
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Section 6. Effective Date. This ordinance or a summary thereof shall be published
in the official newspaper of the City, and shall take effect and be in full force five days
after passage and publication as provided by law.
PASSED BY THE CITY COUNCILIQF THE CITY OF TUKWILA, WASHINGTON, at
a Regular Meeting thereof this g..O' day of i—e bJ I. cLi , 20118.
ATTEST/AUTHENTICATED:
d : .,_.
' Ii MMC,
Cie
Christy O I erty, City
keac
Verna Seal, Mayor Pro Tempore
APPROVED AS TO FORM BY: Filed with the City Clerk: - H-Le
Passed by the City Council:
Published:
Effective Date: H�
Rachel B. Turpin, City Attorney
Ordinance Number: a_4j t.,k7
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City of Tukwila Public Notice of ❑rdinance Adoption for Ordinance 2566.
On February 20, 2018 the City Council of the City of Tukwila, Washington, adopted the
following ordinance, the main points of which are summarized by title as follows:
Ordinance 2566: AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF
TUKWILA, WASHINGTON, ESTABLISHING NEW REGULATIONS TO ACCURATELY
DEFINE THE PORTION OF 42ND AVENUE SOUTH BETWEEN 124TH STREET SOUTH
AN❑ INTERURBAN AVENUE SOUTH WHERE THE SPEE❑ LIMIT IS TO BE REDUCED
FROM 25 MPH TO 15 MPH FOR AASHTO TYPE 1, 2, AND 3 TRUCKS ONLY,
REPEALING ORDINANCE NO. 1801, AS CODIFIED AT TUKWILA MUNICIPAL CODE
SECTION 9.16.060, PROVIDING FOR SEVERABILITY, AND ESTABLISHING AN
EFFECTIVE DATE.
The full text of this ordinance will be provided upon request.
Christy ❑'Flaherty, MMC, City Clerk
Published Seattle Times: February 26, 2018
151
THE CORRIDOR
Overview
Stretching from Chicago to ports on the Pacific Northwest, the Great
Northern Corridor is an east -west artery of commerce that supports
the economic vitality of more than 38 million Americans across eight
North Central and Pacific Northwestern states. Thousands of
manufacturers, ranchers, farmers, miners, timber and lumber
businesses and energy producers rely on the Corridors multimodal
transportation options.
The unifying thread and primary focus of this Corridor is the rail
network stretching from the Great Lakes to the Pacific Northwest,
and other logistics infrastructure such as highways, ports, and
terminals. Every day, Americans across this system work together to
produce and deliver vital products for their neighbors and the world,
such as factory workers in Illinois making tractors for farmers in
Montana to grow wheat that longshoremen in Washington load onto
ships for ultimate delivery to dinner tables in Japan.
152
THE CORRIDOR
History
In the late 1800s when railroad magnate James Hill created the
Great Northern Railway Company, the northern United States from
the Great Lakes to the Pacific Ocean was untapped territory, holding
the promise of entrepreneurial dreams unfulfilled. As an example of
that entrepreneurial spirit, the Great Northern Railway was
constructed and was the only transcontinental railroad built without
using federal dollars or donations of federally owned land. It has
maintained that spirit for over 100 years because its history and
operations are rooted in solid economic principles and performance.
The Great Northern merged with other railroads, and, over time,
became a key element of the BNSF Railway Company as we know it
today.
GREAT NORTHERN
General questions or inquiries can
CORRIDOR COALITION
be sent to our _aniversoiex orts gloha!
153
THE CORRIDOR
Location & Map
The Great Northern Corridor is a strategic link in the supply chain
spanning the northern United States, from the Pacific Northwest to
the Midwest, and reaching key southern points in Canada. The
Corridor includes 3,331 rail route miles traversing eight states
providing consumers, manufacturers, industries and farmers with
critical access to the nation's vast rail and highway network, vital
multimodal connections and the global marketplace.
154
THEE CORRIDOR
Facts
The Great Northern Corridor is an integral part of r=
rail network connecting the Corridor to the national rail system, North
American markets and the Global marketplace.
Vital Connect: ones
Links eight States and three Canadian Provinces to the global
marketplace
Serves an area where more than 38 million people live and
work
Supports regional businesses and approximately 12.5 million
jobs
Intersects or parallels 20 major cross continent Interstate and
US Highways
Connects the Northern Tier to the nation's extensive rail
network and economic centers throughout North America
Links 37 short line railroads and their customers to the
national rail network and the global marketplace
155
Connects to eleven ocean, river and lake ports, and two inland
ports
The Great Northern Corridor is the foundation of the supply chain for
raw materials and finished goods that support major U.S. industries
and consumer markets.
On the Move
Carried 278 million tons of freight in 2014
Supported 51 million tons of agricultural exports
Moved 964,000 units of consumer goods from ships to
logistics parks and distribution centers throughout the country
Moved 91 million tons of construction materials, building
products, manufactured goods, and energy related products to
construction sites, consumers, factories, and refineries
Removed over 10 million long -haul trucks from the nation's
highways
Supports an area with wind energy generation potential of
over two million megawatts
With the recent boom in wind energy projects along the Corridor,
growing agricultural exports and consumer product demands, and
Bakken Shale crude oil drilling and distribution activities in the region,
transportation needs are anticipated to increase significantly over the
foreseeable future.
GREAT NORTHERN CORRIDOR COALITION
General questions or inquiries can be sent to c + 1 =; ,a.
156
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