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Home My WebLink AboutPED 2020-04-20 COMPLETE AGENDA PACKETCity of Tukwila Planning & Economic Development Committee O Thomas McLeod, Chair O Kathy Hougardy O Zak Idan AGENDA MONDAY, APRIL 20, 2020 — 5:30 PM HAZELNUT III IT % E)NFERENCE seem (At east entFance ef City Hall) Distribution: T. McLeod Mayor Ekberg K. Hougardy D. Cline Z. Idan R. Bianchi D. Quinn C. O'Flaherty A. Youn L. Humphrey THIS MEETING WILL NOT BE CONDUCTED AT CITY FACILITIES BASED ON THE GOVERNOR'S PROCLAMATION 20-28. THE PHONE NUMBER FOR THE PUBLIC TO LISTEN TO THIS MEETING IS: 1-253-292-9750, Access Code 357541974# Item Recommended Action Page 1. BUSINESS AGENDA a. Application for lodging tax funds: COVID-19 a. Forward to 4/20 Regular Pg.1 response —'Back to Business" campaign. Mtg. Brandon Miles, Business Relations Manager b. Tukwila International Boulevard rechannelization b. Forward to 4/27 C.O.W. for Pg.21 design alternatives. consensus on preliminary Jeff Pierson, Senior Planner, Fehr & Peers, recommendation or Lynn Miranda, Planning Supervisor, and alternative. Cyndy Knighton, Senior Program Manager 2. MISCELLANEOUS Finance software discussion. Committee consideration/ Vicky Carlsen, Finance Director decision. Next Scheduled Meeting: May 4, ZO20 SThe City of Tukwila strives to accommodate individuals with disabilities. Please contact the City Clerk's Office at 206-433-1800(TukwilaCityClerk(a�TukwilaWA.gov) for assistance. City of Tukwila Allan Ekberg, Mayor INFORMATIONAL MEMORANDUM TO: Planning and Economic Development FROM: Brandon Miles, Business Relations Manager CC: Mayor Ekberg DATE: April 15, 2020 SUBJECT: 2020 Lodging Tax Funding Requests City of Tukwila: Pandemic Response, Back to Business Campaign ISSUE Review of a lodging tax funding request from City of Tukwila in the amount of $25,000. BACKGROUND The City collects a 1 % lodging tax on certain qualifying overnight stays in paid accommodations (hotels/motels/Airbnb) in the City. State law limits the use of these funds to tourism promotion'. There is currently just over $1 million in lodging tax funds available for use. The City's Lodging Tax Advisory Committee (LTAC) reviews all requests, even by the City, for use of lodging tax funds. LTAC then forwards a list of recommended applications to the City Council for its review and consideration. If LTAC does not recommend an application be funded, that application is not forwarded to the City Council. The City Council may approve or deny any of the applications recommended by the LTAC. The City Council may also approve an application and increase or decrease the dollar amount awardedz. The City accepts applications on a rolling basis, with the LTAC reviewing requests monthly. Pending Applications LTAC is scheduled to meet the week of April 13 to consider the request below. Staff will provide an update on LTAC's recommendation following its meeting. 1. City of Tukwila (VS),($25, 000 1 RCW 67.28.080 (6) defines "tourism promotion" as "...activities, operations, and expenditures designed to increase tourism, including but not limited to advertising, publicizing, or otherwise distributing information for the purpose of attracting and welcoming tourists; developing strategies to expand tourism; operating tourism promotion agencies; and funding the marketing of or the operation of special events and festivals designed to attract tourists." Z On August 17, 2016, the Washington State Attorney General's Office issued an informal opinion regarding whether a municipality could change the dollar amounts recommended by the local lodging tax advisory committee. Specifically, the informal opinion states: "When awarding lodging tax revenues pursuant to RCW 67.28.1816(2)(b)(ii), a municipality may award amounts different from the local lodging tax advisory committee's recommended amounts, but only after satisfying the procedural requirements of RCW 67.28.1817(2), according to which the municipality must submit its proposed change to the advisory committee for review and comment at least forty five days before final action on the proposal." INFORMATIONAL MEMO Page 2 Tukwila relies on visitors to the City for a significant amount of its operating revenue. Prior to the pandemic it was estimated that 150,000 people visited the City everyday to work, play, stay, shop, and dine. As a result of the pandemic all entertainment businesses are closed, Westfield Southcenter has shut its doors, and restaurants can only offer takeout/delivery. Economic Development staff has been looking for ways to support consumer facing businesses during the pandemic and to help them quickly recovery once the Stay Home Order is lifted. The first campaign was the "Great Tukwila Carryout," which promoted restaurants in the City that were offering takeout/delivery. The next campaign is more ambitious, and staff hopes that it helps the City consumer facing businesses that are not operating. The "Back to Business (working name only)" will promote the purchase of deals and gift card by consumer of closed businesses. The idea to help inspire people that this to will past and to help generate cash flow for closed businesses. The campaign will work as follows: • Consumer facing businesses are asked to provide a deal, something that people can purchase now. It is free for Tukwila businesses to participate. Because it would increase the reach of the campaign, non -Tukwila businesses in King County could also participate. Staff is still working on how this work. Ideally other cities will come on as sponsors for the campaign. • A campaign will be developed with its own brand, consistent with the overall Tukwila brand. • A microsite, with a domain name consistent with the brand, will be set up to promote the deals. The actual transaction will occur on the businesses' website, not the City's. Our goal is to have 12,500 unique visitors to the webpage within one month. • Social media channels will be set up to promote the campaign. Our goal is to have 8,500 followers within one month. • Public relations campaign to generate earned media. • While it's free for Tukwila businesses to participate, the businesses will be asked to promote the campaign through their digital channels. The following are the immediate goals of the campaign: • Help to drive businesses to Tukwila hotels, restaurants, and entertainment establishments. Help with the overall rebound of the Tukwila tourism economy once the Stay Home Order is lifted. • Improve the overall brand perception of Tukwila in the overall Puget Sound region. • Establish Tukwila as a leader in the hospitality industry recovery. • Build relationships with businesses in Tukwila and businesses outside of Tukwila. Businesses outside of Tukwila may eventually be interested in opening additional locations in the City. This campaign will also have long term benefits to the City: 1. It will allow the City to develop social media channels that can be transitioned to promoting the Tukwila tourism brand once the pandemic has ended. 2. It will help to reinforce Tukwila as a tourism designation in the Greater Seattle area. 2 INFORMATIONAL MEMO Page 3 FINANCIAL IMPACT The total cost for this campaign is $40,000. Staff utilized $15,000 in funding from the City's general operation's lodging tax application to begin getting the campaign developed. Staff is requesting an additional $25,000 in lodging tax funds for digital marketing, project management by the marketing firm to manage the digital marketing, and for any additional costs that might arise. RECOMMENDATION Staff recommends that the City Council approve the funding request, as recommended by LTAC. Staff has placed this on the April 20 regular agenda (same night at P.E.D meeting). ATTACHMENTS A. City of Tukwila: COVID19 Response, Back to Business Initiative application materials. 3 11 Q Tukwila Staff Memorandum Lodging Tax Advisory Committee Funding Request Name of Applicant: City of Tukwila, Office of Economic Development Address: 6200 Southcenter Blvd, Tukwila, WA 98188 Total Funds Requested: $25,000 About the Applicant: The City of Tukwila is a non -charter City organized under the laws of the State of Washington. Founded in 1908, Tukwila is one of the oldest cities in King County. Since its founding, Tukwila has always been a community at the "crossroads." Tukwila lies at one of the busiest freeway interchanges in Washington State. The City has a small bedtime population of just under 20,000. During the day the City's population swells to over 150,000 people, with people coming to the City to work, shop, dine, stay in hotels, and to visit once in a life time experiences, such as the Museum of Flight or iFly. The City is one of the most diverse cities in the country. Over 70 languages are spoken in the Tukwila School District. Many well-known businesses are based in Tukwila, such as BECU, Westfield Southcenter, Seattle Seawolves, Seattle Sounders FC, Top Pot Donuts, Pop Gourmet, and the Sabey Corporation. The City has over 2,000 hotel rooms and over 100 restaurants. Funds Previously Awarded: The City has received funding in the past for a variety campaigns and operations. This specific campaign is new and specific to responding to the COVID19 pandemic. Funding Request Narrative: The City is requesting funds for its "Back to Business" campaign. The campaign will promote deals that can be purchased now for use later, once the Stay Home order is lifted. The idea is to help inspire hope and remind people this to will past. The campaign will also be the first step in a long process to help the City's tourism industry recover from the pandemic. The following are the immediate goals of the campaign: Help to drive businesses to Tukwila hotels, restaurants, and entertainment establishments. Help with the overall rebound of the Tukwila tourism economy once the Stay Home Order is lifted. Improve the overall brand perception of Tukwila in the overall Puget Sound region. Establish Tukwila as a leader in the hospitality industry recovery. City of Tukwila 6200 Southcenter Blvd. Tukwila, WA 98188 5 (%q)TKkW0A Build relationships with businesses in Tukwila and businesses outside of Tukwila. Businesses outside of Tukwila may eventually be interested in opening additional locations in the City. This campaign will also have long term benefits to the City: 1. It will allow the City to develop social media channels that can be transitioned to promoting the Tukwila tourism brand once the pandemic has ended. 2. It will help to reinforce Tukwila as a tourism designation in the Greater Seattle area. How the campaign will work: • Consumer facing businesses are asked to provide a deal, something that people can purchase now. It is free for Tukwila businesses to participate. Because it would increase the reach of the campaign, non - Tukwila businesses in King County could also participate. Staff is still working on how this work. Ideally other cities will come on as sponsors for the campaign. • A campaign will be developed with its own brand, consistent with the overall Tukwila brand. • A microsite will be set up to promote the deals. The actual transaction will occur on the businesses' website, not the City's. Our goal is to have 12,500 unique visitors to the webpage. • Social media channels will be set up to promote the campaign. Our goal is to have 8,500 followers within one month. • Public relations campaign to generate earned media. • While it's free for Tukwila businesses to participate, the businesses will be asked to promote the campaign through their digital channels. Staff Comments: This is a small step the City can do to help its businesses and the region recover from the pandemic. Staff has allocated $15,000 from the City's general operations application to this campaign. Staff is requesting an additional $25,000 in lodging tax funds specific to this campaign. The $25,000 will be used for digital ad buys, project management by the marketing firm to manage the digital campaign, and other costs that might arise. Consistency with Six Year Financial Model: The six -year financial model did not anticipate a pandemic. However, the City's policy has been to retain a significant amount of reserves for an economic downturn, such as this pandemic. There are sufficient lodging tax funds to support this campaign. City of Tukwila Staff Recommendation to LTAC: Approval Notes: None. City of Tukwila 6200 Southcenter Blvd. Tukwila, WA 98188 9 Application to the City of Tukwila for Use of 2020 Lodging Tax Funds Event or Activity Name (if applicable): City of Tukwila: COVID19 Response, Back to Business Initiative Amount of Lodging Tax Requested: $25,000 Applicant Organization: City of Tukwila, Mayor's Office Federal Tax ID Number: 91-6001519 Mailing Address: 6200 Southcenter Blvd Tukwila, WA 98188 Primary Contact Name: Brandon J. Miles Primary Contact Phone: (206) 431-3684 Primary Contact Email Address: Brandon.Miles@Tukwilawa.gov Check all the service categories that apply to this application: ✓ Tourism promotion or marketing. Operation of a special event or festival designed to attract tourists. Operation of a tourism -related facility owned or operated by a non-profit organization. Operation and/or capital costs of a tourism -related facility owned by a municipality or a public facilities district. Check which one of the following applies to your agency: Non -Profit (Note: Attach a copy of your current non-profit corporate registration from the Washington Secretary of State Office) ✓ Municipality I am an authorized agent of the organization/agency applying for funding. I understand that: • 1 am proposing a tourism -related service for 2020. If awarded, my organization intends to enter into a services contract with the City; provide liability insurance for the duration of the contract naming the City as additional insured and in an amount determined by the City; and file for a permit for use of City property, if applicable. rt will be required to submit a report documenting economic impact results in a will by the City. // ! v April 14, 2020 Signa ure: Date: Brandon J. Miles 7 S 1) Describe your tourism -related activity or event. The COVID-19 Pandemic and the Stay Home Order has impacted many Tukwila restaurants. Almost all retailers are closed, all entertainment related businesses are closed, and restaurants can only offer carryout and/or delivery. The City's visitor economy is getting crushed. Prior to COVID-19 nearly 150,000 people visited the City every day to shop, dine, play, and work. Over the last ten years Tukwila has become home to a number of well-known entertainment business, such as iFly, Virtual Sports, Defy, and Round 1. More entertainment businesses such as Stone Gardens will open this summer. COVID-19 threatens these businesses survival since these businesses may not reopen. Additionally, the City's hotels are struggling with low occupancy. The City will need to work aggressively to get back its hospitality market position. Several initiatives have or will be launched to help the City's hospitality businesses and economy recover. The City launched the Great Carryout Campaign on April 1, which supported Tukwila restaurants open for carryout and delivery. The City is seeking funds for the following activity: 1. "Get Out, Have Fun ($25,000)." This campaign will support consumer facing businesses by providing opportunities for people in Western Washington buy future experiences, food, and hotel stays once the Stay Home order is lifted. The City has already utilized funds to hire a marketing firm to begin development of the campaign, website, and social media. Additional funds are needed to support an aggressive digital ad buy and public relations initiative. Staff has already secured deals from several well-known Tukwila businesses. More businesses are likely to join once the campaign launched. Additionally, staff believes there is a significant advantage to inviting non -Tukwila businesses to be part of this campaign. Getting well-known Seattle businesses to be part of this campaign would help expand the reach of the marketing efforts. It also helps to establish Tukwila as a leader in the hospitality industry. The following are the goals of the campaign: • Help to drive businesses to Tukwila hotels, restaurants, and entertainment establishments. Help with the overall rebound of the Tukwila tourism economy once the Stay Home Order is lifted. • Improve the overall brand perception of Tukwila in the overall Puget Sound region. • Establish Tukwila as a leader in the hospitality industry recovery. • Build relationships with businesses in Tukwila and businesses outside of Tukwila. Businesses outside of Tukwila may eventually be interested in opening additional locations in the City. 9 2) If an event, list the event name, date(s), and projected overall attendance. N/A 3) Is your event/activity/facility focusing on attracting overnight tourists, day tourists, or both? Both 4) Describe why visitors will travel to Tukwila to attend your event/activity/facility. Prior to the pandemic nearly 150,000 people came to Tukwila to work, play, stay, shop, and dine. Tukwila is centrally located and is home to the largest mall in the Pacific NW, 200 restaurants, nearly 2,000 hotel rooms, and nearly a dozen entertainment establishments. People need something to look forward to once the Stay Home order is lifted. This campaign will lift people's sprits and allow us to recapture our market share once the Stay Home order is lifted. 5) Describe the geographic target of the visitors you hope to attract (locally, regionally, nationally, and/or internationally). We will focus on consumers within a one -hour drive of the City. Our target is regionally, but consumers in other areas might benefit. 6) Describe the prior success of your event/activity/facility in attracting tourists The City has past success doing events to attract tourists. Past examples include: • Two Rave Green Runs with the Seattle Sounders. • Last year's food truck rodeos with Westfield Southcenter. • International Rugby Matches with the Seattle Seawolves. 7) If this your first time holding the event/activity/facility provide background on why you think it will be successful. We believe the campaign will be successful for the following reasons: 1. Well known businesses have signed on to the campaign. 2. Demand for positive news. 3. Hiring of a marketing firm with a track record of success. 8) Describe the media strategy you employ to promote your event/activity/facility to attract overnight and/or day tourists? Please list any digital or print media (newsletters, e-blasts, social media, etc.) your agency uses or intends to use to promote your event/activity/facility. 10 Working with Mammoth, our marketing agency, the City will develop and execute the following marketing strategy: The items below are already funded through the basic operation's application for the City. • Develop an overall name and brand for the campaign. The name will be unique to the campaign and the brand will be consistent with the overall Tukwila brand. • A microsite will be developed to promote and advertise all of the deals offered. While other consumer facing businesses in King County can join, Tukwila businesses will have first priority. The City will likely not allow non -Tukwila hotels to be listed on the microsite. The microsite will be very basic, but rich in graphics and images, with Tukwila businesses have priority. • Create social media accounts. These social media accounts will use the Tukwila name, but their initial focus will on this Get Out campaign. We will develop posts and images to use on the social media accounts. Specific deals from individual businesses will be pushed throughout the campaign. Once the campaign has concluded these social media accounts will promote the overall Tukwila brand. • While it's free for businesses to participate, businesses will be asked to promote the their deals and the overall campaign through their digital channels. • Development and execution of an earned media strategy. Items to be funded under this application ($25,000) • Paid posts on social media to obtain 8,500 followers, 12,500 web visits, and over 2 million impressions. The City maybe able to secure paid posts from Facebook for free. If so, this would reduce the total cost of the application. • Funds for possible ads in digital newspapers in Western Washington. • Other costs that might arise to meet the marketing goals of the campaign. Staff time for this project will be paid out of existing budget allocations. 9) Describe how you will promote lodging establishments, restaurants, retailers, and entertainment establishments in the City of Tukwila. All consumer facing businesses in Tukwila can be listed on the microsite, provided they provide a deal that a consumer can purchase. Only Tukwila Yes 10) Is the City able to use your digital and print media for collaborative marketing? 11) Describe how you will use the name, "Tukwila" in publications, promotions, and for your event? The naming of the event is still being developed. Tukwila name will be used promptly in this marketing campaign. 11 12) Measurements and Metrics (Note: You will be required to report these metrics as part of the close out of the agreement between your organization and the City.) As a direct result of your proposed tourism -related service, provide an estimate of: a. Overall attendance at your proposed event/activity/facility. 2,100,000 million impressions. 12,500 webpage visits. 8,500 followers. b. Number of people who will travel fewer than 50 miles for your 90% event/activity. c. Number of people who will travel more than 50 miles for your 10% event/activity. d. Of the people who travel more than 50 miles, the number of people Less than who will travel from another country or state. 5% e. Of the people who travel more than 50 miles, the number of people Less than who will stay overnight in Tukwila. 3% f. Of the people staying overnight, the number of people who will stay in 100 PAID accommodations (hotel/motel/bed-breakfast) in Tukwila. g. Number of paid lodging room nights resulting from your proposed 200 event/ activity/facility (for example: 25 paid rooms on Friday and 50 paid rooms on Saturday = 75 paid lodging room nights) 13) What methodologies did you use to calculate the estimates and what methodologies will you use to track outcomes, such as total participants, estimated visitor spending, etc?. These are rough estimated based on educated guesses by staff. 14) Are you applying for lodging tax funds from another community? If so, which communities and in what amounts? Not directly. 12 City staff has reached out to the cities of Bellevue, Seattle, Kent, and Renton to solicit interest in the campaign. These cities have been asked to provide funds for the campaign in exchange for their businesses being given free access to the marketing. Should these cities contribute funds the City would look at reducing its financial commitment. No 15) Are you applying funding from Seattle Southside Regional Tourism Authority (SSRTA)? If so, in what amount? 16) What is the overall budget for your event/activity/facility? What percent of the budget are you requesting from the City of Tukwila? The total request for this application is $25,000. The following breakdowns the total budget. Item Cost Source of Funds Campaign Development: Name of $15,000 The basic initiative, theme, and visual application direction. Concepts presented to approved by client for feedback along with the City findings from our research and includes social media exploration. sufficient funds to pay Website: Purchase of domain, for this. hosting, design, build and launch of However, it website. Includes stock photography would draw (as needed), or photography down the provided by city or partners. Site funds built on Content Management significantly System to enable updates to be made easily to onboard new businesses participating in the initiative. Social Media: Design assets for Facebook and Instagram accounts (Tukwila's new consumer facing branding initiative). Name recommendations. Creation of 3 graphics per platform for use in organic postings. Earned media: Engagement with local media outlets, limited to one month of contact. Amplify message to compliment paid, social, or other communications tactics. 13 Campaign and project management Paid social media and paid search, $20,000 This is including project management by requested as marketing firm. part of this application. Additional funds for ads for $5,000 This is additional digital marketing and requested as other costs. part of this application. Staff Time (100 hours $75 loaded $7,500 Staff time for costs): Business Relations Manager. Already budget through the general funds and lodging tax fund. Total: $47,500 Total request under this application is $25,000. 17) What will you cut from your proposal or do differently if full funding for your request is not available or recommended? We would reduce the social media ad buys. Applications are considered on a rolling basis. Please contact staff to discuss the process for having the application reviewed by the City's Lodging Tax Advisory Committee. Completed applications should be submitted to: Lodging Tax Advisory Committee c/o Brandon Miles City of Tukwila 6200 Southcenter Blvd Tukwila, WA 98188 Or, Brandon.Miles@Tukwilawa.gov Questions? 14 LTAC Contact: Brandon J. Miles (206) 431-3684 Brandon.Miles@Tukwilawa.gov. Updated: December 17, 2019 15 16 i UKWILA BACK TO BUSINESS CAMPAIGN I11a I11I110th Campaign Overviwrur Background As part of the Governor Inslee's "Stay Home, Stay Healthy" order, most entertainment businesses have temporary ceased operations. Many Washingtonians are stuck at home unable to attend sports games, go to the movies, dine out, or simply get out and have fun with their friends. The `Stay Home' order will eventually be lifted, and we will be able to get back to our regular activities. Until then, we must do everything possible to inspire hope and help our local businesses survive. Objective The campaign will help generate cash flow for local businesses while also giving people across Western Washington things to look forward to. Participants can also feel a sense of pride that comes from helping out in a meaningful way. The effort will have the added benefit of reflecting well on Tukwila as a city that cares deeply about its business community. The initial campaign will focus on the greater Tukwila area, including Seattle, Renton, Tacoma, and other neighboring communities. The campaign will ideally expand to more of Western Washington as partner organizations join the effort. How it Works The effort will be centered around a digital advertising campaign and campaign -specific microsite featuring special advance deals from local businesses. These deals will promote a broad range of experiential and retail opportunities which can be booked at a discounted price now, and enjoyed once the all clear is given. These events and activities will emphasize the concepts of community, togetherness, and reconnecting with friends. The deals will be organized and curated on the microsite, and promoted via a comprehensive targeted paid, social, and earned media campaign. The microsite will provide links that click -through to each of the deals so any purchasing will occur on the websites of participating businesses. It will be completely free for businesses to be listed on the website, although there may be some requirements for reciprocal social media promotion of the effort. Project Approach and Deliverables Campaign Development Mammoth will begin the creative process by developing a campaign theme, name, and visual direction that effectively expresses the objectives of the effort in a way that is compelling to Tukwila's diverse communities. This process begins with comparative market research and social listening to identify similar efforts from around the country. We take inspiration from what's working best and learn from the mistakes of others. 17 TUKWILA BACK TO BUSINESS CAMPAIGN 11]�llll l�t �1 From there our creative team will brainstorm and iterate campaign concepts that are regionally appropriate and resonant with diverse audiences, while effectively reflecting the brand essence of Tukwila. Campaign concepts will be presented to Tukwila for feedback and approval. Website The crux of the Back to Business initiative will be based on the content and links on a custom, campaign -specific microsite. Once the campaign theme and creative direction is approved, Mammoth will quickly design and develop the microsite, and work with Tukwila to organize, curate, and verify the deals and vendors listed on the site. Once the campaign is up and running successfully, the microsite could be expanded to accommodate the participation of more partner organizations and businesses across a larger geographical region. Advertising and Media Services Creative development and deployment of paid media assets will be timed to coincide with the launch of the campaign microsite. The ads will be reflective of the campaign's objectives and ethos, and designed to effectively compel audiences to engage with the creative assets, click through to the microsite, and spend time exploring and purchasing available deals. Mammoth will develop and present a recommended media plan. Because of current social distancing recommendations, people are overwhelmingly staying at home, so paid media will largely focus on digital display and social media advertising. Social Media Effective social media outreach will be a critical component of this campaign. Mammoth will design and develop Facebook and Instagram accounts for Tukwila's new consumer -facing branding initiative. We will create brand -appropriate materials specific to this campaign for use in organic and paid social media. These channels will be developed to establish a platform for future use, and will be distinct and separate from the City's official social media handles. Earned Media Engaging with local media outlets to attract coverage will help expand the reach of the campaign and provide third -party validation of the effort with the broader public. This disciplined earned media approach will help ensure messages reach people where they are (e.g. local, community outlets), amplify key messages to reinforce paid, social and other communications tactics, while also demonstrating a commitment to transparency and partnership by working proactively with relevant media outlets. TUKWILA BACK TO BUSINESS CAMPAIGN I11am1 Oth Campaign Cost: $15,000 Cost is inclusive of the following services. • Campaign Development: Name of initiative, theme, and visual direction. Concepts presented to client for feedback along with findings from our research and social media exploration. • Website: Purchase of domain, hosting, design, build and launch of website. Includes stock photography (as needed), or photography provided by city or partners. Site built on Content Management System to enable updates to be made easily to onboard new businesses participating in the initiative. • Social Media: Design assets for Facebook and Instagram accounts (Tukwila's new consumer facing branding initiative). Name recommendations. Creation of 3 graphics per platform for use in organic postings. • Earned media: Engagement with local media outlets, limited to one month of contact. Amplify message to compliment paid, social, or other communications tactics. • Campaign and project management. ,..'! 1. -- 19 TUKWILA BACK TO BUSINESS CAMPAIGN mammoth Media Cost Proposal (3 options) Campaign creative (2-3 ads per platform), media planning, placement, optimization, S3,000 management and reporting. Paid;Digital Media• - • OPTION 1: Facebook and Instagram Advertising • Grow social media communities, estimated total followers 4,250 • Advertise to optimize towards website visits, estimated 6,250 website visits OPTION 2: Expanded Facebook and Instagram Advertising • Grow social media communities, estimated total followers 8,500 • Advertise to optimize towards website visits, estimated 12,500 website visits OPTION 3: Social Media and Programmatic Digital Display Advertising Grow social media communities, estimated total followers 8,500 • Advertise to optimize towards website visits, estimated 12,500 website visits • Programmatic advertising, geotargeted to Tukwila, variety of lifestyle and news sites, retargeting to website visitors, 2,100,000 impressions *costs are gross with 15% agency commission Contact: Brooke Blue Managing Director, i lammoth brooke@mammothagency.com (206)4423-5364 S5,000 $10,000 S20,000 20 City of Tukwila Allan Ekberg, Mayor INFORMATIONAL MEMORANDUM TO: Planning & Economic Development and Transportation & Infrastructure Committees FROM: Jack Pace, DCD Director & Henry Hash, PW Director BY: Lynn Miranda, Planning Supervisor and Cyndy Knighton, Senior Program Manager CC: Mayor Ekberg DATE: March 13, 2020 SUBJECT: Tukwila International Blvd (TIB) Rechannelization Alternatives Report ISSUE Update the Planning and Economic Development Committee (PED) on the City's progress towards implementing the goals and policies of the Tukwila International Boulevard (TIB) Element of the Comprehensive Plan, focusing on the rechannelization design alternatives for TIB. This alternative will be used as the basis for the draft zoning code revisions needed to implement the community's vision for the TIB District and improve safety for all users. BACKGROUND In 2015, Council adopted goals and policies in the TIB Element of the Tukwila Comprehensive Plan, calling for a transformation of the neighborhood into a walkable, safe, and attractive destination with TIB as a "main street." The following is a summary of actions taken to date on implementing the Plan. A more complete workprogram/timeline of work done to date can be found in Attachment A. Improving Safety The City has adopted and implemented several Capital Improvement Projects (CIP) over the years to improve safety along Tukwila International Boulevard, from the initial major CIP to create the Boulevard with sidewalks and improved pedestrian crossings to the addition of new Rectangular Rapid -Flashing Beacons (RFRB) for pedestrian crossings. The 2017-2018 Adopted CIP included pedestrian safety improvements on S. 140th to include a new traffic light. When the City was unsuccessful in securing grants for this project, the City in 2018 adopted a plan for the two RFRB crossings near S. 141st, which were added in the 2019-2020 Adopted CIP. There are currently two other RFRB crossings at S. 143rd and S. 1515t. Additional RRFB's are being recommended to the S. 1401h Traffic Light CIP in partnership with the City's traffic calming program The City also implemented significant pedestrian safety improvements in 2018 on S. 1441h between 42 d Ave S. and TIB, including new sidewalks and a pedestrian crossing as part of Tukwila Village. In 2005, speed limits were lowered from 40 to 35 miles per hour (mph) when the City took over jurisdiction of the roadway from the state in 2004. 2017 In February, the City and Congress for New Urbanism (CNU) kickstarted implementation of the Comprehensive Plan with a community workshop. In May, CNU briefed the City Council on their recommendations for implementing the City's adopted goals and policies for the TIB neighborhood. The two recommendations were to: 1) reduce the number of through -lanes on TIB and replace with on -street parking and bicycle lanes to provide parking for adjacent businesses and improve safety for all users, and; 2) revise 21 INFORMATIONAL MEMO Page 2 the zoning regulations for new development as the current zoning code regulations were adopted prior to the 2015 Comprehensive Plan update and allow new land uses and development patterns that are inconsistent with the walkable vision for TIB (Attachment B). Regarding a reduction in lanes on TIB, the CNU report stated that "Traffic studies must be done in advance of this work, but a schematic plan was developed during the workshop" and recommended that "To build a robust main street environment, pedestrians must be able to easily cross the street to access shops on the other side. In addition to crosswalks, new RRFB's are recommended." One of these CNU recommended RRFB's was on S. 14111 St, which was implemented by the City in 2019. Staff discussed with Council the critical role of on -street parking on TIB in setting the main street character. The zoning regulations for development behind the sidewalk depend on the roadway design - with on -street parking, development regulations can be revised to require storefronts oriented to the streets without a setback, parking lots or garages located behind the buildings, and minimal driveway accesses to interrupt the pedestrian. In addition, the presence of features such as on -street parking and small building setbacks achieve an increase in safety benefits for all users as drivers travel at significantly slower speeds. Staff has also included a memo estimating the potential economic development benefits of allowing parking in the curb lane on a portion of TIB (see Attachment C). Council also adopted a 6-month moratorium prohibiting certain auto -oriented and lodging uses in the TIB study area. With the moratorium in place, future development or redevelopment would support the vision and prevent investment in uses that were likely not going to be allowed under the planned revisions to the zoning code. Renewal of the moratorium since 2017 has allowed staff time to draft new standards, design guidelines, and alternative TIB roadway designs. Land use and design consultants Placemakers were contracted to prepare updates to the zoning code, addressing allowable land uses, building heights and placement, and design guidelines for TIB. The Planning Commission and TIBAC reviewed preliminary Land Use Chart and Zoning Map amendments in Fall of 2017. These updates have been on hold awaiting analysis and decision on adding on -street parking and bicycle lanes (rechannelization) options for TIB. Fehr & Peers transportation consultants were contracted to prepare rechannelization design alternatives for TIB and have to date produced three reports studying the impacts of the proposed rechannelization on TIB. The first study (September 2017) looked at existing and future traffic conditions, identified rechannelization options, and analyzed potential traffic diversions on to adjacent streets. Very preliminary cost estimates for the alternatives and mitigation were also provided. This report was presented to the Transportation and Infrastructure Committee (TIC) in November 2017. The Committee did not arrive at a recommendation but directed staff to conduct additional analysis of traffic impacts on adjacent residential streets and possible mitigation measures. 2018 The Fehr & Peers study was updated in January 2018 with alternative design options for TIB. In September and October 2018 staff met with the TIC, the Community Development & Neighborhood (CDN) Committee and the Council of the Whole to provide an update on the TIB Rechannelization studies and the status of the TIB zoning code revisions. Council was presented with three options for moving forward: A. Complete the TIB zoning code changes with no changes to the configuration of TIB. B. Allocate time & resources to fully study the rechannelization traffic impacts. C. Option B, plus including a cost -benefit analysis of the roadway options and benefits to the community. 22 INFORMATIONAL MEMO Page 3 Council supported completing additional studies of traffic impacts and mitigation alternatives and allocated $100,000 for more detailed cost estimates of alternatives. Council recommended returning these items to CDN and TIC for further discussion. 2019 Fehr & Peers' prepared a third report building upon past analyses and Council direction. The most substantive modification to the report was a comparison of how well the alternatives achieve the community's land use and street design goals, including supporting the vision for a main street, improving pedestrian and vehicle safety, improving mobility, and minimizing local and regional impacts. A variety of design options were presented that have differing outcomes depending on the goal evaluated. In August, a number of Planning Commissioners and Councilmembers participated in a staff -led field trip to West Seattle, Lake City Way, Bothell and Kent to view the relationship between on -street parking options and adjacent building forms and placement. A summary is included in Attachment D. 2020 A final report was delivered by Fehr & Peers summarizing the planning process to date, the alternative rechannelization options for TIB including potential impacts, mitigation, cost and extent to which they achieve the goals for the TIB District (see Attachment E). The current moratorium on certain auto -oriented and lodging uses in the TIB district expires in July. The full set of development regulations and design guidelines implementing the TIB Vision in the Comprehensive Plan are anticipated to be completed by the end of the year (Attachment A). On March 2nd the Planning and Economic Development (PED) Committee requested the Planning Commission to review code amendments to formalize the prohibitions in the moratorium before its expiration and prior to the adoption of the full set of revised development regulations. Amending the code now would eliminate the need to extend the moratorium on these uses in July. The amendment would also serve as a placeholder for the full set of revisions to the development regulations. The Planning Commission will be considering these amendments at their April 23 meeting and forwarding their recommendation to Council. D7L'tilKILIN10 Four design alternatives were developed for TIB, differing in the number of through lanes, bicycle facilities, on -street parking configuration, traffic calming measures intended to mitigate the potential of traffic diverting on to neighborhood streets, and ability to implement the vision for TIB as a walkable "main street" and improve pedestrian safety. The report (Attachment E) is intended to help Tukwila elected officials and the community understand the relative costs, benefits and potential impacts of the design options for implementing the community vision for Tukwila International Boulevard (TIB) and the surrounding neighborhood. FINANCIAL IMPACT The four rechannelization alternatives evaluated in the attached report range in cost from $1.55M for the current adopted CIP of a traffic light on S. 140th and two new RFRB's on TIB to $5.95M for a 3-lane conversion from S. 1391" to S. 15011 with on -street parking, bike lanes, and mitigation measures in the neighborhoods. It should be noted that these projects can be designed and constructed in phases. Funding through various grants should also be explored. RECOMMENDATION Staff is requesting the PED Committee review and discuss the Summary of Design Alternatives Report (Attachment E) at two meetings — March 16t" and April 20t". The March meeting will focus on the planning 23 INFORMATIONAL MEMO Page 4 and transportation efforts to date and introduce the rechannel ization alternatives. The subsequent meeting in April will focus on discussing the comparative aspects of each rechannelization alternative, including design, impacts and mitigation, ability to achieve the community's goals for TIB, and cost. The PED Committee can then determine how to move the report forward to a Council of the Whole meeting. Due to pedestrian safety needs on TIB, the Administration recommends implementation of Alternative 1 as a baseline. Part of this alternative, the signal at S 140t" Street, is in the City's Adopted CIP with proposed grant funding in 2021 and 2022. The three additional RFRB's between S 144t" Street and S 152nd Street would need to be added into the CIP. In addition, the Administration recommends proceeding with Alternative 2 (on -street parking during non -peak times) as funding is identified. Alternative 2, once implemented, provides the City an opportunity to analyze side street impacts, if any, as they occur, as well as implementing parking enforcement as necessary. The overriding concern with any traffic conversion on TIB is the potential impact to residential side streets, the additional traffic and slow -down to vehicle movement, and the costs for this conversion. Alternative 2 provides a phased -in approach to on -street parking options. This alternative can be more easily reversed with less cost involved than the Alternative 3 or 4 solutions, if necessary, Alternative 2 also provides an opportunity to analyze the impacts of on -street parking during non -peak times to determine if in the future Alternatives 3 and 4 become an option. ATTACHMENTS A. TIB Neighborhood Plan Workprogram B. Excerpt from Congress for New Urbanism (CNU) Legacy Project — Tukwila International Boulevard, 11 April 2017 C. Memo from Derek Speck on Economic Development Benefits of On -Street Parking, dated March 9, 2020 D. TIB As A Main Street Field Trip —Summary, July 2019 E. Tukwila International Boulevard: A Summary of the Design Alternatives Report 24 Attachment A Tukwila International Boulevard (TIB) Neighborhood Plan Work Program Work program — 2020 1st Q PED forwards zoning code changes prohibiting auto -oriented and hotel/motel uses to the Planning Commission for review and public hearing PED consider final TIB rechannelization evaluation report 2nd Q • PED Meeting #2 to consider final TIB rechannelization evaluation report and forwards to COW • Planning Commission hearing and recommendation on zoning code changes prohibiting auto - oriented and hotel/motel uses • PED considers Planning Commission recommendations re: zoning code revisions prohibiting auto -oriented and hotel/motel uses and forwards to COW • Council hearing and decision on zoning code changes prohibiting auto -oriented and hotel/motel uses • Council selects preliminary TIB rechannelization alternative — This date may change depending on PED/COW recommendation • Staff finalizes draft comprehensive set of TIB zoning code revisions (incorporating rechannelization alternative) and Design Manual guidelines for public review -This date may change depending on PED/COW recommendation • TIB zoning code revisions & design manual outreach to TIB area property owner, resident and development community - This date may change depending on PED/COW recommendation • Prepare Draft Environmental Checklist (SEPA) • Issue SEPA Determination 3rd Q or 4th Q (depending on PED/COW recommendation) • City Council/Planning Commission joint work sessions on comprehensive set of TIB zoning code revisions and design manual guidelines. • Planning Commission and City Council public hearings, deliberation, and decision on TIB zoning code revisions and design manual. Products: • Comprehensive Plan Map Amendment Zoning Code and Map Amendments • TIB Design Manual • Environmental Checklist and Determination Work completed 2017 • CNU Legacy Workshop in Tukwila — February • CNU Final Report Presentation to City Council Meeting - May • Refined household and employment Yr. 2031 forecasts for TIB neighborhood for traffic analysis on the street modification • Selected a consultant for the SEPA analysis of the proposed TIB Plan • Contracted for additional transportation professional services on design standards for TIB neighborhood street standards 25 • Reviewed draft Land Use Chart and Zoning Map amendments with Planning Commission - August 24, 2017 • Council adopted a moratorium on certain uses in the TIB study area in September • Briefed TIBAC on above draft amendments — October 10, 2017 • Briefed Transportation and Infrastructure Committee (11/14/17) on traffic analysis and associated capital improvement costs and obtained direction for additional analysis • Reviewed consultant's draft street circulation improvements • Contracted for an update to the Tukwila International Boulevard Design Manual 2018 • Contracted for additional engineering services analyzing TIB on -street parking impacts and cost • Began creation and modification of alternative Zoning District boundaries and zoning standards based upon Planning Commission land use discussion, street designations and designs • Drafted new street cross -sections for TIB streets and a new circulation network based on CNU engineering consultant recommendations and anticipated land uses • Council extended moratorium on certain uses in the TIB study area in July and December. • Updated Council on current direction and schedule for implementing TIB zoning changes and possible TIB on -street parking options. Recommended further analysis of TIB on -street parking options. • Consultants delivered draft TIB zoning code revisions and draft of updated TIB Design Manual to staff • Circulated draft Zoning revisions for internal review • City unsuccessful with grant for Adopted CIP for S. 140th Street Traffic Signal pedestrian safety improvements • Council adopted revised CIP to include pedestrian safety improvements near S. 140th of two RFRB crossings 2019 • Contracted for additional TIB rechannelization and mitigation options. • Worked on revisions to the TIB Design Manual • City completed CIP project of two new RFRB crossings near S. 14011 in April • Council renewed moratorium on certain uses in the TIB study area in May and December. • Planning Commission and City Council Field Trip to view on -street parking options 26 Attachment B Q W J 0 m J a z 0 Q z w W H z CNU LEGACY PROJECT 17 APRIL 2017 Implementing the Vision _4r, `i 1 �►�vN+ z-p�s o ra MA lQ (A �w a S�J11 A V E- S'3 l+ (A 4117 { Wt�M&" 27 w Jaa,ljs ulaW 'Dijuaqjny'algp�llpM 0 'asaan�Q o�ui uoijnlon3 811 V O v � v c� v Q •� v v .� v � a � O 1 a,� �� O o�vvoaovE� m O aJ Q L b 0 vi bo V) O:l N O Cau), Lu" to 2v v Q- u n .0 •+E -c E o o �v 0 a) a)�M0 EE -3_0vv 0 �� v~ u.) � E � c - a) a aJ v a)v a) 0 - .c 4.1 im �v�U') a) v E v c 4.1 v, m v. v v v E o SEE ��°Mo�°51�M4� or a cn 0 cm 29 S aAV U19b c S Id 41Sb r o � M, S aAV UISb $ aAV U36b N s aAV PEP A95`te\ S aAV )Sit, QL— COX 381h Ave S C m` 37th Ave S S aAV UISE v U) S aAV )sib S Id lslb to $� W h • C y � m 0 M N, I S Id WEI, v 2ssaooV V,, u SC 1 C ' 11 v L39thL�5 .p m co c S' u Ul 419E m PLI PVC H - � 3 h m` 2 S Id 411E cc co 710m, ,p Id lu t� ■ � Y � N ■ \ a � . _ S aAV WZ£ Y � S al-V ISLE -, j�■o &C3 ls�f • -1:b iI7 i I i' +ems iI r #f(7�'m®O�. 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O > V) L—Ln o •r--. C r0= N� o a) N� m .0 r0 u In C v) > s S ?.•V 41bt• P1A ss r Y � L rl WLn V O l� W Y m a � ^ U Y U •� \L a v Ln Ln ip 31 32 Attachment C City of Tukwila Allan Ekberg, Mayor INFORMATIONAL MEMORANDUM TO: Mayor Ekberg FROM: Derek Speck, Economic Development Administrator CC: Departments of Community Development and Public Works DATE: March 9, 2020 SUBJECT: Economic Development Benefits of On -Street Parking ISSUE This memo is intended to provide an estimate of the potential economic development benefits if the City were to allow parking in the curb lane on a portion of Tukwila International Boulevard. BACKGROUND The City is considering whether to allow on -street parking on Tukwila International Boulevard generally between South 139th Street and South 150th Street. During the hours that parking is allowed in the "curb lane", the lanes available for vehicle travel in one direction would be reduced from two to one. Other City departments have conducted analyses of traffic impacts and costs related to the potential reduction in travel lanes. This memo is intended to provide an estimated range of the potential economic development benefits associated with such a change. This is not a full cost -benefit analysis. DISCUSSION There is no standard way to determine the economic development benefits of on -street parking. City staff conducted online searches for this type of information and sought consultants who can address the question. We contacted four consulting firms and spoke with three. None have answered this particular type of question in the past and they would need to conduct a significant amount of analysis in order to answer this question. Most of the standard analysis is not whether to allow on -street parking where there currently is none, it is how much to charge in order to foster the greatest economic benefit. Part of the challenge is that parking benefit economics depend on the real estate economics for each location, and those economics can change over time. Although there is no standard methodology to address this question, staff believes there can be economic value from on -street parking because there are many examples of developers who create it when constructing new "town centers". For example, because the City does not currently allow parking on Tukwila International Boulevard, the developer of Tukwila Village chose to construct a small access road with seven parking stalls in front of Building A (currently under construction) so that there will be some visible parking in front of the retail stores. In terms of the potential economic development benefits of on -street parking on Tukwila International Boulevard, there are different types of benefits. It is important to understand these are very general estimates only intended to provide a sense of the potential magnitude of the benefits. Staff assumed the northern end of the on -street parking was at South 130th Street instead of South 139th Street as a way of reducing the potential 33 Attachment C of southbound traffic choosing to drive through the adjacent neighborhoods. Following are the types with estimates of value: (1) Additional Land Value: One method to value additional parking in the curb lane is to assume it frees up an equivalent amount parking on the adjacent private properties. This value could benefit private property owners if they are able to provide less land for on -site parking. The economic development benefit would be the value of the land plus the cost of parking improvements. Staff estimated the raw land value by multiplying the square feet of equivalent parking area by the County Assessor's estimate of land value for properties along TIB. It is important to note this analysis is based on today's land value which reflects the economics of the neighborhood today. If the neighborhood becomes more desirable and receives more development, the land value benefit would increase. Staff estimates this value to range from $4.2 million to $9.0 million. The range depends on whether development occurs near the lower land values toward 1301h Street or the higher land values near 150th Street. The average is $6.6 million. (2) Additional Development Value: Because adding parking in the curb lane is comparable to freeing up an equivalent amount of parking on the adjacent private properties, that additional private land capacity could be improved with more than just parking, it could be developed. Staff estimates the development value based on this methodology to range from $8.5 million to $68.6 million. The range depends on whether development is single -story structures of a similar type and lot coverage that exists along most of TIB today or higher cost and amounts of development such as Tukwila Village. Staff believes this is a very conservative estimate because it only assumes the development would occur on an amount of land equal to the amount that could be freed from parking on the private properties. It is entirely possible that a more desirable pedestrian experience would attract greater development than just the equivalent area of parking. As an example of the potential economic development benefit, a total of ten buildings of the size of the mixed -use building located at 14400 Tukwila International Boulevard could fit on one side of TIB between 144th and 150th Street. The value of nine additional buildings of that size would be approximately $260 million. (3) Increased Business Revenue: Additional parking and on -street parking can increase sales for businesses for multiple reasons. Convenience of Curbside Parking: This concept assumes that customers prefer the convenience of parking on the street in front of a business compared to parking in a lot beside or behind the building. Even when the curbside parking is full, the business may still get more customers when they perceive a chance to get on -street parking. Staff believes this is especially important for retail and service businesses in which the customer is visiting the business for a relatively short period of time. • Desire for Active Spaces: This concept assumes that customers are drawn to retail streets where there is a feeling of activity. Parking on the street in front of a business creates more activity on the street which attracts customers and makes it easier for customers to see and walk to other stores. • Pedestrian Experience: This concept assumes that customers are more likely to walk on sidewalks when the experience is more desirable. On -street parking can increase the quality of the pedestrian experience by creating a feeling of protection from traffic and slowing traffic. Staff estimates the value of these factors range from $2.0 million to $61.9 million. The range is 34 Attachment C based on data from Melbourne, Australia and Ft. Collins, Colorado that was provide in a presentation by Dennis Burns of Kimley-Horne. If the various types of economic development benefits are added together, the total ranges from $14.7 million to $139.5 million. Based on current conditions, the value would be more likely to be at the lower end of the range. As the neighborhood attracts more customers and development, the value would grow to the higher end of the range. If the parking is not well managed, the benefits will tend toward the low estimate. The better the parking is managed, the more the benefits will tend toward the high estimate. Value of Economic Development Benefits Low High Additional Land and Improvements $ 4,200,000 $ 9,000,000 Additional Development $ 8,500,000 $ 68,600,000 Additional Business Revenue $ 2,000,000 $ 61,900,000 $ 14,700,000 $ 139,500,000 CAVEATS • The benefits shown in this memo assume the City wants a pedestrian friendly, "main street" type of neighborhood along Tukwila International Boulevard. Some types of businesses and other stakeholders may not desire a "main street" type of neighborhood and would see greater value by having a road that carries more and faster traffic. For example, fast food restaurants or warehouse/distribution companies would prefer the current road configuration. • The benefits shown above only reflect one time economic benefits, not annual revenue and costs. There would be costs to install, manage and enforce parking. Additional development would also bring annual revenue and costs for city services. • The business revenue and additional development benefits assume the City implements a parking management program with effective policies and enforcement. • The analysis assumes on -street parking with South 130th Street as the northern terminus, not South 139th Street. CONSIDERATIONS If the City allows on -street parking, one important opportunity would be to use parking revenues to make additional improvements in the neighborhood. Those could be managed by the City through a "parking benefit district" or through a "business improvement district" in which local businesses manage parking enforcement and other community programs such as marketing and safety. There can be other benefits to using the curb side travel lane for purposes besides parking. This "curb lane real estate" can provide parking for bikes, car share, electric vehicles, and loading zones. To the extent these uses are allowed, they would reduce the amount of parking included in this analysis. As development grows along Baker Boulevard in the Southcenter District. The City may need to implement a parking management program for that neighborhood and there may be economies of scale with parking on TIB. OTHER FINANCIAL BENEFITS AND COSTS It is important to note that this memo does not include other financial benefits such as: 35 Attachment C (1) Parking revenue if the City implements a charge for on -street parking. This can be a very significant benefit to the City and businesses on TIB. (2) City tax revenue related to the increased business sales and development. (3) It is important to note that this memo does not include the costs to provide on -street parking such as signs, painting, and ongoing parking management. SUMMARY If the City has a vision for Tukwila International Boulevard to develop into a pedestrian friendly, walkable, "main street" type of neighborhood with an active street front and more office and multi -family residential development, on street parking can contribute to that goal. Based on conservative methodology, staff estimates the economic development value between $14.7 and $139.5 million. ATTACHMENTS Spreadsheets: Economic Development Value of On -Street Parking 36 Attachment C Economic Development Benefit of Ern -Street Parking Retail Sales (Melbourne Model Number of Stalls 367 45 Square Feet Per Stall 200 200 Retail Sales per Hour Per Square Foot 0.19 0.19 Hours of Operation Per Darr 10 10 Days per Year 360 360 Total Annual Retail Sales 5002570584 6108550488 Retail Sales (Ft Collins Model) Number of Stalls 367 452 Retail Sales Per Stall Per Darr 15 60 Days per Year 360 360 Total Annual Retail Sales 109830852 9,766,656 Notes: (1) Melbourne and Ft. Collins retails sales data was taken from presentation at International Parking Institute conference by Dennis Burns of Kimley-Horn and Michael Klein of Klein & Associates. (2) In this method, square feet per stall is estimated at 200 instead of 330 in order to not include the space for drive aisle access. 37 w Attachment D TIB As Main Street — Field Trip SUMMARY A key goal of the Comprehensive Plan's Tukwila International Boulevard (TIB) Element is to transition TIB from a regional -serving highway to a "main street" that serves the neighborhood and improves safety. Implementation of the City's vision for TIB started with a Congress for New Urbanism (CNU) community workshop in 2017. CNU's final report and recommendations were given to the City Council and included a discussion of the role of on -street parking in setting the main street character and development parameters for the neighborhood. Staff soon began revising the development regulations, zoning districts, and the design manual for TIB and exploring how to make TIB a "complete street". "Streetscape — the visual elements of a street, including the road, adjoining buildings, sidewalks, street furniture, trees, and open spaces, etc. that combine to form the street's character." Changes to TIB's Streetscape, specifically adding on -street parking, is an important piece in the CNU recommendations for transitioning to a walkable "main street." As alternatives, costs, and mitigation measures were being evaluated, staff organized a field trip for the City Council and Planning Commission to see neighborhood commercial streets in nearby cities with configurations similar to those being considered for TIB in order to experience the relationship between buildings with a variety of uses and the adjacent street design. On Saturday July 20, 2019, several City of Tukwila Planning Commissioners and City Councilmembers participated in the half -day field trip visiting the following locations: • Pacific Highway S., Des Moines WA, Between 216th and Kent Des Moines Road See examples of redevelopment with no on -street parking. • Lake City Way, between 115th St and 130th St. See examples of variable time parking and all -hours on -street parking Downtown Bothell See examples of parking/frontage road separated from travel lanes The following are photo examples of streetscapes seen during the field trip. 39 Attachment D Des Moines, WA Pacific Highway South, between Kent Des Moines Road and S. 216t" St. Redevelopment brought to back of sidewalk with no on -street parking. M Attachment D Lake City Way, Seattle NE 115th Street to NE 130th Street Lake City Way & NE 115th St: Variable on -street parking on NB lane. Bus lane during peak commuting times, 2hr parking max 9am-3pm. 2 travel lanes SB. Lake City Way & NW 125th St: Permanent on -street parking both sides, both directions. 2 travel lanes each direction with landscaping. 41 Attachment D Bothell, WA 5-lane cross-section with service lane (travel lane & parking) on both sides. View of the service lane with on -street parking, auto travel lane, and bike sharrows. 42 Attachment E Tukwila International Boulevard: A Summary of the Design Alternatives 43 m Tukwila International Boulevard: Summary of Design Alternatives Prepared for: City of Tukwila March 9, 2020 SE19-0699 FEHR,�PEERS Table of Contents ExecutiveSummary....................................................................................................................... 1 Purpose............................................................................................................................................................................................1 Summary..........................................................................................................................................................................................1 CityCouncil Next Steps.............................................................................................................................................................3 Background.................................................................................................................................... 4 TIBin the Past................................................................................................................................................................................4 TIBDistrict Study Area...............................................................................................................................................................4 TIBToday.........................................................................................................................................................................................4 CommunityVision.......................................................................................................................................................................6 RecentPlanning............................................................................................................................................................................7 TIB Rechannelization Alternatives............................................................................................... 9 EvaluationMetrics........................................................................................................................................................................9 Alternative 1: Limited Improvements.................................................................................................................................12 Alternative2: Off -Peak Parking............................................................................................................................................15 Alternative 3: Reconfiguration with Neighborhood Traffic Calming.....................................................................19 Alternative 4: Extended Reconfiguration with Buffered Bicycle Lanes..................................................................23 EvaluationSummary................................................................................................................... 27 Appendices Appendix 1: Rechannelization Study Memo (January 2018) Appendix 2: Supplemental Traffic Analysis and Traffic Calming Descriptions (March 2019) Appendix 3: Preliminary Budget Evaluation Memo (October 2019) .m List of Figures Figure 1. Tukwila International Boulevard District Boundary..............................................................................................5 Figure 2. Cross Section, Existing (NEED TO UPDATE)............................................................................................................6 Figure 3. Proposed Improvements, Alternative 1.................................................................................................................13 Figure 4. Proposed Improvements, Alternative 2.................................................................................................................16 Figure 5. Cross Section, Alternative 2 (NEED TO UPDATE)...............................................................................................17 Figure 6. Proposed Improvements, Alternative 3.................................................................................................................20 Figure 7. Cross Section, Alternative 3........................................................................................................................................21 Figure 8. Proposed Improvements, Alternative 4.................................................................................................................24 Figure9. Cross Section, Alternative 4........................................................................................................................................25 List of Tables Table 1: Periods Requiring Parking Restrictions (Weekdays Only)................................................................................15 Table2: Evaluation Matrix..............................................................................................................................................................27 Table3: Cost Estimates................................................................................................................................................................... 27 47 Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Executive Summary r itk�hrfLFl�ti�+�4+r'4w4 � I \�ti ' L i i r �. Purpose This document is intended to help Tukwila elected officials and the community understand the design options for implementing the community vision for Tukwila International Boulevard (TIB) and the surrounding neighborhood. The final design alternative selected will serve as the foundation for future municipal and community investment. Summary Since 1989-1990 when the City of Tukwila annexed what has become known as Tukwila International Boulevard (TIB), there has been community interest in "revitalizing" the corridor, transitioning it from its previous role as a pass -through regional highway, to a "main street" that is the "walkable, safe, visually and economically vibrant, and South King County's premier community -based center for cultural and commercial activity. In 2015, based on community input, the City Council adopted the Tukwila International Boulevard Element of the Comprehensive Plan. In 2017, the City conducted a significant community outreach effort, with help from consultants for the Congress for New Urbanism. With the Main Street vision in mind and kipFT . • Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 evaluation criteria identified, the City then engaged traffic consultants to develop and analyze various corridor alternatives. Four roadway alternatives emerged from that effort: 1. Limited Improvements 2. Off-peak Parking 3. Reconfiguration with Neighborhood Traffic Calming 4. Extended Reconfiguration with Buffered Bicycle Lanes These alternatives offer a combination of design elements and choices: lane width, number of through lanes, bicycle facilities or not, the configuration of on -street parking; pedestrian safety enhancements; the need for neighborhood mitigation to address potential cut -through traffic; and the range of options likely to stimulate local economic development. Based on traffic modelling, each alternative is anticipated to maintain an acceptable operation on TIB and minimize negative impacts on adjacent residential streets. Each option also represents a different implementation cost to the City, and each will affect traffic volumes on regional highways differently. To evaluate the alternatives various criteria were identified, stemming from the City's vision for TIB defined in the Comprehensive Plan. Two additional factors to consider are the cost to the City for implementing the alternative, plus the fact that all alternatives would impact the traffic flow on TIB. The elements of the alternatives can be phased in as appropriate. The evaluation matrix follows: Review Criteria Alternative 1 • Limited Improvements Alternative 2: Off-peak Parking Alternative 3: Reconfiguration with Neighborhood Traffic Calming Alternative 4: Extended Reconfiguration with Buffered Bicycle Lanes Supportsstreet"• • • commercialwith ••• • district Improves safety for _ • • Catalyzes economic development . • creation of • "nodes" Minimizes •. to neighborhoods Key: 0 Supports 0 Partially supports 0 Does not support Cost Estimates Alternative 1 Improvements Common to all alternatives S 1401h Street Traffic Signal $1,316,250 $1,316,250 $1,316,250 $1,316,250 Pedestrian Crossing/Safety Improvements (3 RRFBs) $234,000 $234,000 $234,000 $234,000 Alternative -Specific Improvements Additional Improvements $0 $330,000 $4,400,000 $2,770,000 Total Cost $1,550,250 $1,880,250 $5,950,250 $4,320,250 Source: KPG. All costs are in 2019 dollars FT 50 VA Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 This evaluation matrix suggests that Alternatives 3 and 4 support the TIB Vision of a walkable main street to the greatest degree, but are also the highest cost alternatives with the greatest impact to the current traffic flow on TIB. These alternatives support pedestrian and bicycle safety as well as advance the economic development potential on TIB. The cost of these alternatives range from $4.3 million to $6.0 million. Alternatives 1 and 2, do not fully advance the community vision for TIB as a multimodal, walkable "main street" that stimulates community economic development due to the lack of permanent on -street parking. Alternative 2 does allow for on -street parking during non -peak times, which would provide some economic benefit. These two alternatives do provide pedestrian safety improvements with additional RRFB's and a Traffic Signal on S. 140t" Street., These alternatives allow TIB to accommodate current and forecasted traffic volumes and would generate the least impact on adjacent neighborhoods from possible cut -through traffic. Alternatives 1 and 2 are the least expensive, at $1.S million and $1.9 million. Installation of the improvements identified in Alternative 1 (to be included in Alternatives 2, 3, and 4) will require that the cost of a traffic study, included in the totals for all alternatives). The installation of the traffic signal and Rectangular Rapid Flashing Beacons could be phased, pending the results of a traffic study. City Council Next Steps In the first quarter of 2020, the City Council will review the analysis of the four final TIB rechannelization options. In 2nd quarter of 2020, Council is anticipated to select a preliminary alternative which will be incorporated into the overall TIB District Plan and associated zoning and land use code revisions that will be used for public outreach, review and consideration. VAFT 51 Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Background This document is intended to help Tukwila elected officials and the community understand the design options for implementing the community vision for Tukwila International Boulevard (TIB) and the surrounding neighborhood. The final design alternative selected will serve as the foundation for future municipal and community investment. TIB in the Past Tukwila International Boulevard (TIB) is one segment in a significant and historic corridor in the Puget Sound area. Previously designated as, and often still referred to as, "Highway 99" and "Pacific Highway," TIB preceded 1-5 as the main north -south route in the Puget Sound area. It was a state highway surrounded by unincorporated King County when most of the initial development occurred along and around it. The roadway area annexed to Tukwila in 1989-1990, and upon community mandate, the revitalization of the area became one of the City's priorities. TIB District Study Area The City identified the following study area boundaries for its analysis: from approximately South 138th Street on the north to South 160th Street on the south, and from Military Road and Tukwila International Boulevard on the west to 42nd Avenue South on the east. (See Figure 1, Tukwila International Boulevard District Boundary.) Uses adjacent to TIB in the study area include commercial, multifamily developments, single family neighborhoods, and the Tukwila International Boulevard light rail station (TIBS). North of the TIB District is primarily an area comprising the City's manufacturing industrial center, containing a mix of industrial and commercial uses. South and west of the TIB District is the City of SeaTac, and farther south on International Boulevard is SeaTac International Airport. TIB Today The current configuration of the 1.5-mile study corridor on TIB is a five -lane cross section generally with two northbound lanes, two southbound lanes, and a two-way center left -turn lane (Figure 2). TIB is characterized by wide travel lanes, no on -street parking or bicycle lanes. Some intersections are signalized which facilitates vehicular traffic and east/west pedestrian crossings and four Rectangular Rapid Flashing Beacons (RRFB) crossings exist to also facilitate east/west pedestrian movement. These roadway characteristics were developed to prioritize roadway capacity and facilitate the efficient flow of vehicular traffic through the area but also to provide visible pedestrian crossing locations. Community members have expressed their desire for TIB to connect the residents and businesses and foster a healthy, sustainable and desirable neighborhood. Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Figure 1. Tukwila International Boulevard District Boundary 53 Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Figure 2. Cross Section, Existing EXISTING 1 12'-13' 1 12' 1 12' SIDEWALK TRAVELLANE TRAVELLANE CENTER MEDIAN 1 TURNING LANE Community Vision 12' 1 12'- 13' EXISTING TRAVELLANE TRAVELLANE SIDEWALK TIB is one of the highest priorities for redevelopment in the City. Its multicultural flavor and available land provide opportunities, while safety concerns, difficult pedestrian connections, limited retail opportunities and market perceptions are challenges. By building a complete neighborhood, promoting the District's diversity and multicultural community, and leveraging the area's excellent transit access and opportunities for redevelopment, the TIB neighborhood has the opportunity to become South King County's premier community -based center for cultural and commercial activity. Facilitating a strong "main street" culture will help local businesses thrive and will catalyze other economic development along the corridor. Since the 1994 Tukwila Comprehensive Plan first adopted a vision for Tukwila International Boulevard, the City and community have been considering how to realize that vision. Since that time, there has been significant public and private investment along the corridor, and the City conducted several research efforts to evaluate the community and economic role that TIB plays, as well as its potential to better serve the community. As part of the Comprehensive Plan update process in 2015, the City and community engaged in an intensive public involvement program to refine the vision. Out of this effort, a new vision for the TIB District was crafted and adopted by the City Council: The vision for the Tukwila International Boulevard District is an area that is a complete neighborhood with a thriving, multicultural residential and business community with vibrant places to live, work, shop, and play for everyone. The District is a safe and walkable destination with an authentic, main street character that is connected to other destinations. There is an emphasis on self-sustaining, living wage employment opportunities within the District. 54 kipFT Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Recent Planning In February 2017, the City and the Congress for New Urbanism (CNU) held a community workshop to build on established community goals and identify the placemaking and redevelopment actions necessary to realize the TIB "main street" vision. In May 2017, CNU provided a summary of the workshop and briefed the City Council on the two major short-term actions that, if undertaken, would implement the community's vision of a neighborhood commercial shopping district on TIB and improve safety for pedestrians, bicyclists, and vehicles: 1. Land Use: Update the zoning code, including setbacks, building heights, and permitted land uses. Actions Taken to Date: Since the 2017 community workshop, staff has been reviewing draft land use and zoning modifications needed to realize the TIB vision and have reviewed proposed changes with the Planning Commission and the Tukwila International Boulevard Advisory Committee (TIBAC). In September 2017, the City Council adopted a moratorium on certain land uses that would be inconsistent with fostering the safe, walkable neighborhood envisioned by the community. These uses included auto - oriented commercial uses, as well as hotels and motels which in the past had been a major contributor of crime in the area. This moratorium has been extended multiple times and is currently set to expire in July 2020. 2. Transportation: Change the TIB street design to reduce through -lanes to two rather than four, allow for on -street parking and bicycle lanes, and add more crosswalks. Actions Taken to Date: A series of reports have been prepared by consulting transportation engineers, Fehr & Peers and KPG, on possible design options for the TIB roadway, evaluating traffic operations, possible impacts and mitigation, cost, and the extent to which rechannelization of the corridor would support the City's vision. This process and results are presented in this report. In September 2017, Fehr & Peers completed an evaluation of traffic operations on TIB and how rechannelizing the corridor to align with the City's vision would impact traffic. This analysis showed that due to the high volume of peak directional traffic on TIB, rechannelization would cause significant congestion and queuing and likely cause drivers to seek alternate parallel routes through the surrounding neighborhood. The data collected for this analysis and technical assessments of the options are included in the report in Appendix 1. In March 2019, Fehr & Peers completed additional traffic analysis using supplemental speed and volume data that was collected along TIB and parallel roadways. This deliverable also provided additional descriptions and information about potential traffic calming measures that could be installed as part of this effort. This supplemental information is included as Appendix2. Preliminary cost estimates for each of the design options presented in this report were developed to provide an additional metric on which to evaluate the alternatives. KPG's memo is included as Appendix3. kipFT 55 Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 In July 2019, the Planning Commission and City Council were invited to participate in a field trip to observe how providing similar street rechannel ization alternatives to those being considered by the City have modified the character of the roadway in several nearby communities. 56 0 Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 TIB Recha-m-nelization Alternatives This report builds on several years of transportation and traffic analysis completed on the rechannelization of TIB. Four design alternatives were ultimately identified to implement various "complete street" options for TIB. Design choices presented in this report include combinations of choices: • Various lane widths, number of through lanes, bicycle facilities, parking configurations • Pedestrian safety enhancements • Neighborhood mitigations • Options to stimulate local economic development Another important factor to consider is the capital outlay required to set the vision in motion, as well as whether the project should be phased in over time. The final design alternative selected will provide the foundation for future municipal and community investment. The four alternatives for TIB evaluated include: 1. Limited Improvements 2. Off-peak Parking 3. Reconfiguration with Neighborhood Traffic Calming 4. Extended Reconfiguration with Buffered Bicycle Lanes Alternative 1 provides minimal improvements including new traffic signal and RRFB protected pedestrian crossings. This alternative would not reconfigure the number of travel lanes. Alternative 2 (Off-peak Parking), Alternative 3 (Reconfiguration with Neighborhood Traffic Calming), and Alternative 4 (Extended Reconfiguration with Buffered Bicycle Lanes) are design alternatives that would include the proposed limited improvements, aswell as remove a travel lane in each direction (for all, or part of, the day) to accommodate on -street parking and bicycle lanes and address other elements of the community vision. A map of the areas along TIB that are affected and a cross section of the roadway for each alternative are provided in the sections that follow. Evaluation Metrics Each alternative has been evaluated on the basis of its likeliness to support the overall community vision and project criteria: • Advances the City's vision of TIB as a "Main Street" with a neighborhood -serving commercial shopping district • Improves safety for all users (pedestrians, bicyclists, vehicles) along the corridor kipFT 57 Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 • Minimizes impacts to surrounding neighborhoods resulting from TIB traffic diverting through adjacent neighborhoods • Catalyzes economic development Additional final considerations are the project cost and the potential for the project improvements to benefit the local economy. The City prepared an economic analysis to evaluate the impact of on -street parking. In addition, it is important to note that elements of the various Alternatives could be phased in over time. Each alternative discussion includes a summary of "pros and cons," as well as discussion that will help City officials and the public consider the merits of the various alternatives. Traffic Volumes and Impacts of Rechannelization The City's traffic model was utilized to project impacts of potential channelization changes as well as address the impacts of regional and local growth to TIB operations. The traffic model is the best available tool to study the impacts of growth in traffic volumes and predict how drivers will modify their behavior. To study the impacts of proposed channelization changes, the model included the predicted regional grown in traffic volumes in the Puget Sound area as well as considered the potential growth in the TIB District. Weekday Volumes on Tukwila International Boulevard South of S 744" Street 1,200 1,o00 S00 Raoeway , --capociry---- ;�—--------�— _--- Sr-------- 600 � — i 400 ---- zao a � � 1� 1PP1 4 QQQ� Q� Q Q�C� C C� P� P�Pc§.A 8 fl o� e°o bZ.h-�bC� 1 1 -Northbound (existing)-Southbound (existing) -----Northbound (future) -----Southbound (future) North of S 7SOth Street 1, 20C The figures to the right show the 100a fluctuation in traffic flow throughout the Sao day by direction of travel, both for - 600 existing conditions and projected future 400 conditions. Each travel lane has a maximum capacity of approximately 700 vehicles per hour, which is shown as the Roadway Capacity on the figures. The volumes shown are the total demand for capacity based on the existing conditions. zao 0 P�lP�P� P�P�P�P�P�P�P�Q�Q�Q�Q�Q�Q�Q�Q�Q�Q�Q�Q� tio, ti°o �� o°o o, 6,P �°o �°o ,_o° oo° tio° �� v� 3°o acQ ycfl 600 `cQ e°o a°o 1IS. boo 1 1 1 1 1 -Northbound (existing)-Southbound (existing) -----Northbound (future) -----Southbound (future) For most of the day, three lanes on TIB are adequate to accommodate the full demand in both existing and future conditions. Providing capacity for the peak hours is the challenge. Once the capacity of TIB is reached, driver behavior changes, with motorists often looking for less congested, or faster alternate 10 Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 routes. How and where the drivers decide to divert is often very fluid and should be monitored to determine the best options to mitigate negative impacts. For this study, all four alternatives will result in some modification of driver behavior although each alternative will result in different impacts to both drivers and adjacent streets. Traffic Considerations Traffic operations, as related to congestion, queuing, and operating speeds, were not used as an evaluation metric as the four alternatives are anticipated to operate with acceptable level of service on TIB. Alternatives 3 and 4 will likely require periods of adjustment during which traffic volumes will redistribute to alternate routes. Travel speeds through the corridor are also anticipated to be slower under all the design alternatives, so this was also not evaluated. However, it should be noted that slower traffic speeds on TIB will improve safety for all users. Since the current and forecasted peak hour traffic volumes on TIB exceed the capacity of a three -lane roadway, each of the design alternatives is designed to minimize potential cut -through traffic that could shift onto nearby local streets. Each alternative uses a different approach to encourage "through drivers" currently using TIB to utilize 1-5 or other regional routes rather than utilizing local parallel routes, such as Military Road S and 42nd Avenue S. While the alternative selected may increase traffic on regional roadways, that impact is not a weighted factor in the City's decision -making. The TIB plan seeks to implement the adopted City of Tukwila community priorities identified in the 2017 City Comprehensive Plan. y 59 Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Alternative is Limited Improvements This alternative would keep TIB largely as it is today. It would not change the cross-section or configuration — although it adds a new traffic signal at S 140th Street and three new pedestrian -activated Rectangular Rapid Flashing Beacons (RRFBs) at S 146th, 148th, and 150th (Figure 3). These improvements are listed in the City's Capital Improvement Plan and would require a traffic study prior to installation. The cross section of the roadway would be the same as shown in Figure 2. The alternative provides no on -street parking or designated bicycle facilities. Traffic speed and volumes would remain largely as they are today, with the exception of intermittent stops to provide passage of pedestrians and the RRFBs. This alternative does not include any improvements to bicycle facilities along TIB. Project Highlights • No changes to cross-section or roadway configuration • New traffic signal at S 140th Street • Add signalized crosswalks at S 146th Street, S 148th Street, and S 150th Street COST ESTIMATE: Up to $1.6 million (including the cost of a technical signal analysis report, which would also be required for installation of these improvements in Alternatives 2, 3, and 4) Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Figure 3. Proposed Improvements, Alternative 1 a S 124th st Traffic Signal 1 d 1 W 5126th5t O�--�1 Crosswalk + i a � S 128th St r 5 128th St a 513Dth St L"S a • �+ a a r � 1 1 S 5133rd St 5133rd St + � � l > > L a d r S 135th St N � Q d s t N N 1 n � 1 1 a> 5136th St °3 + a 0 1 N 1 M � c S 138th St D a N 5139th St aN 5140th St M a � a a a v` t4l,tst Q O r N a r. a N m a a • • 1 5146th St a a y, 11 a a 1 ' O1 i TIB District s ' � 1 m 5152nd St + 5137th St 5144th St S 150th St S 154th St I ; _=1 SouthcPhterBl�d o' 51 , 5156th St s • i Miles �o �— — — - -— - —- — —— ___ - ___ 5160thSt 1 p 0 A %x + 13 61 Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Analysis This is the least expensive alternative, however, it only minimally supports the City's vision of transforming TIB from a regional arterial to a local "main street" that encourages all modes of travel and improves safety for all users. Since no on -street parking is provided, more frontage roads could be installed to provide parking as the parcels along the corridor redevelop. Alternatively, parking could occur between the sidewalk and building via frontage roads. The addition of driveways to access frontage roads would interrupt the pedestrian and bicycle experience. This alternative may discourage redevelopment as property owners would need to use potentially buildable area for parking lots or driveways. Buildings would not likely be located at the back of sidewalk to create a continuous active street front. It is unlikely that the corridor would redevelop into a neighborhood commercial shopping district consistent with the community's vision. Under this option, it is not feasible to add bike lanes along TIB, so there would be no bicycle safety benefits. Due to these circumstances, it is unlikely that walking and biking activity along the corridor would increase significantly in the future, although the installation of RRFB crosswalks would enhance safety by increasing the visibility of pedestrians crossing the roadway. Since this alternative does not alter the corridor's configuration, there are no impacts to the neighborhood or regional travel. Traffic volumes are projected to increase on TIB over time, and the corridor is projected to be able to accommodate traffic volumes forecasted to the year 2030. PRO • TIB would accommodate current and forecasted traffic volumes and meet City's existing level of service standard. • Least expensive option. • No new impacts to adjacent neighborhoods. • Improved pedestrian safety with additional RRFB's and S. 140t" Street Traffic Signal. CON • Does not advance community vision of a main street or enhance the development of commercial nodes supported by pedestrian access. • Does not provide on -street parking on TIB • Will likely result in more small frontage roads, which is not an ideal land use • No additional bicycle safety benefits FT 62 VA Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Alternative 2: Off -Peak Parking This alternative would provide on -street parking on TIB between S 139th Street and S 152nd Street only during off-peak demand periods when traffic volumes are less than 700 vehicles per hour. This area is shown in the area highlighted in Figure 4. This alternative would provide on -street parking for adjacent businesses during off-peak travel demand periods. This volume threshold was determined based on a previous simulation analysis which was completed for the City in September 2017 (see Appendix 7). Alternative 1 improvements would be included in this alternative following completion of a traffic study. During peak travel demand periods, TIB would continue to operate with two travel lanes in at least one direction, and parking would not be allowed in the peak direction of travel. (Figure 5). Analysis of existing and future travel volumes (provided in Appendix2) indicates that weekday parking restrictions during peak travel times would be necessary to provide sufficient capacity for the traffic demand along TIB - reducing driver incentive to divert on to parallel streets. The estimated parking restriction time periods are shown in Table 1. Table 1: Periods Requiring Parking Restrictions (Weekdays Only) AM Peak Period PM Peak Period Northbound Southbound Northbound Southbound 2019 Existing I 7-8AM I - 3-GPM 2030 Future I6-9AM I3-6PN1 2-7PM With current traffic volumes, it would be necessary to require parking restrictions on weekdays for approximately one hour in the northbound direction and three hours in the southbound direction during the AM and PM peak periods, respectively. By 2030, northbound restrictions would need to be in effect for three hours in the morning and evening, and southbound restrictions would need to be in effect for five hours in the evening. The City would need to monitor traffic volumes periodically (annually or biennially) to adjust the restriction periods as traffic volumes increase. Due to lower traffic volumes on the weekends, on -street parking could be allowed in both directions today and in 2030. Project Highlights • Includes limited improvements identified in Alternative 1 • Provides on -street parking between S 139th Street and S 152nd Street during off-peak demand periods • During peak demand periods, parking is not allowed in the peak direction of travel COST ESTIMATE: Up to $1.9 million plus additional resources to enforce the parking restrictions to ensure the off-peak parking lane is open during peak travel demand periods. This amount includes the $1.6 million required for installation of Alternative 1 improvements and the cost of the required traffic study. kipFT 63 Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Figure 4. Proposed Improvements, Alternative 2 I � 1 1 1 1 1 S 128th St 1 i- 1 1 1 ^ 1 � • a 1 • L 1 Y 1 S1 S 133rd St 1 1 vi t v 1 4 1 L 5 135th St 1 m 1 vi 1 a 1 a 5136th St 1 1 N a a 1 m L i 1 N ry 5138th St 1, 12 �4 l �N 5140d , Y S 146th St 1 1 1 i h C ,c ✓� � a m 1 1 1 1 1 1 d s 1 S 152nd a 1 St 1 S 154th St y i I-�---'h----------1 S 124th St a � 59 a w. s m 5126th St a' � L � S 128th St dSY S 130th St Peak Period Restricted Parking Traffic Signal ® Crosswalk �A 5133rd St a � �. Q d � m a a 0 w c 5137th St s a 139th St t c v Q L Q S 144th St s Y 5148th St a i S 150th St Southcenrer81�d S 156th St 15a� v a' t S 160th St Q O N 16 Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Figure 5. Cross Section, Alternative 2 Tukwila International Boulevard, between S 139th Street and S 152nd Street (parking lane availability based on peak hour travel demand) EXISTING 1 12'- 13' 1 12' 1 12' 1 12' 1 12'- 13' 1 EXISTING SIDEWALK TRAVEL LANE TRAVEL LANE CENTER MEDIAN I TRAVEL LANE TRAVEL LANE SIDEWALK TURNING LANE OR OR 12'- 13' 12'- 13' PARKING PARKING Analysis This alternative provides some benefits in support of the community's vision for TIB but does not significantly advance that vision. It does provides more support for the community's vision than Alternative 1, but not as much as Alternatives 3 and 4. It partially improves safety for vehicles and pedestrians during off-peak hours, as studies have shown that on -street parking is an effective traffic calming measure. The addition of on -street parking would reduce travel speeds along the corridor and could reduce the potential severity of collisions along the corridor. However, benefits would not be realized during the peak traffic periods. Installation of RRFB crosswalks would enhance safety by increasing the visibility of pedestrians in crosswalks. This alternative is the second least expensive to implement and would have the fewest impacts on the surrounding neighborhood and regional travel since two travel lanes would be maintained during peak demand periods as there would be no enticement to cut through adjacent neighborhoods. The travel patterns for residents and regional travelers would not be impacted by this alternative, and the corridor would be able to accommodate current and forecasted traffic volumes. Since the on -street parking would not be permanent, it would not be possible to install bicycle lanes, so there would be no bicycle safety benefits, and pedestrians would still need to cross four or more active travel lanes when parking is restricted. This alternative maintains maximum vehicular mobility during the kipFT 65 Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 weekday commute periods when travel demand is highest while providing on -street parking during the midday and weekends when travel demand is lower. However, the City would need to regularly enforce the parking restrictions to ensure that the parking lane is open during the peak travel demand periods. PRO • TIB can accommodate current and forecasted traffic volumes and meet City's existing level of service standard. • Safety benefits from on -street parking during most of the day. • Least expensive design alternative. • No impacts to adjacent neighborhoods. • Improved pedestrian safety with additional RRFB's and S. 140t" Street Traffic Signal. CON • Does not significantly advance community vision. • City assumes enforcement burden or contracts out for service. • No additional bicycle safety benefits. 66 ,� Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Alternative 3: Reconfiguration with Neighborhood Traffic Calming This design alternative would provide all -day on -street parking on TIB between S 139th Street and S 152nd Street by revising the outside travel lane in each direction. Bicycle lanes would also be installed along this section of TIB as shown in Figure 6. Figure 7 shows sample cross sections for Alternative 3 between S 139th St and S 152nd St. This cross section is the same for Alternative 4. Based on a traffic simulation analysis, the reduced capacity would cause some drivers to divert to parallel local roadways to avoid congestion on TIB. 42nd Avenue S and Military Road S would be the primary alternative routes used based on a travel time analysis. In order to mitigate the speed and volume increases on neighborhood roadways within Tukwila, a variety of traffic calming devices would need to be installed as part of this alternative. Since Military Road S is outside the City of Tukwila jurisdiction, the City would need to coordinate with the City of SeaTac on implementing mitigation measures on their facility. The following treatments are example of traffic calming applications that could be effective in reducing excessive speeds while still maintaining full access for residents: • Traffic circles • Speed cushions/lumps • Raised crosswalks • Chicanes The possible locations of these devices are shown on Figure 7. They are described in more detail in Appendix 2. Under this alternative, the City would need to monitor the effectiveness of the traffic calming measures on maintaining desired speeds and volumes on parallel local roadways. When warranted and accepted by the public, additional measures (such as traffic diverters) may need to be installed. Project Highlights • Includes limited safety improvements identified in Alternative 1, as directed by traffic study. • Provides all -day on -street parking and bicycle lanes between S 139th Street and S 152nd Street. • Installs traffic calming measures on surrounding neighborhood streets to discourage traffic from diverting. COST ESTIMATE: $4.4 to $6.0 million. This amount includes the $1.6 million required for Alternative 1 improvements and the required traffic study. kipFT 19 67 Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Figure 6. Proposed Improvements, Alternative 3 \ S 124th St i d 5126thst S 128th St _--___--t \ 5128thSt uJ t t t t i t • 5130th St 1 a �\ • 5133rd St t t O S 13�+ 5133rd � m d S 135th St �R O t ¢' 5136th St. 1 N F 2 5138th St o- V \ All Day - Parking Traffic Signal ® Crosswalk 4 Raised Crosswalk Traffic s r� Circle 5t OChicane O Speed Cushion 4 O � \ Q. p a N 5 139t h St \ S St VIV \ v 415t St v s > \ Q \ r � H 1 N m \ 5137th St > �d�d t ad3 a 90, s 4 v tll �j M 5 144th St \ 5 146th St \ t y, \ 11 t \ t 5 148th St �n t t y ti TiB District s lsotn St s t �m S 152nd St \ • a • • S 154th St • a P� Miles ■ 0 68 51 � • � 5ti � 515a� South COr7 Bled 5155th St �'--+--+— _---- S160thSt S 1615t St 'V 20 Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Figure 7. Cross Section, Alternative 3 Tukwila International Boulevard, between S 139th St and S 152nd St. EXISTING 8' 1 5' 1 12' 1 12' 1 12' SIDEWALK PARKING BIKE TRAVELLANE CENTER MEDIAN! TRAVELLANE LANE TURNING LANE Analysis lid 5' B' EXISTING BIKE PARKING SIDEWALK LANE Along with Alternative 4, this alternative best meets the recommendations identified from the CNU public workshops in support of adding on -street parking and bicycle lanes, improving pedestrian and bicycle safety, and transitioning TIB to a "main street." This reconfiguration would reduce capacity on TIB, with the largest impact being felt during peak travel periods. The capacity reduction would likely cause some drivers to divert to 42nd Avenue S, Military Road S, and other neighborhood routes to avoid congestion on TIB. The City would need to monitor the effectiveness of the traffic calming measures to maintain desired speeds and volumes on these parallel local roadways. When warranted and if accepted by the public, additional measures (such as traffic diverters) may need to be installed. Alternative 3 is the most expensive option but aligns most closely with the community's vision for TIB and limits the extent of configuration changes along TIB. The traffic calming measures on the surrounding neighborhood streets would be effective in reducing excessive speeds while still maintaining full access for residents. However, traffic calming measures could impact neighbors and may not fully address the negative impacts of additional cut -through traffic. Some of these impacts are arguably positive, such as reduced traffic noise as a result of motor vehicles travelling more slowly (on TIB), but they could also be perceived as inconveniences (additional congestion where the roadway drops a lane). Careful messaging would be necessary to residents and property owners on these roadways to articulate the project benefits and what the City is doing to minimize impacts. kipFT We Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 PRO • Best advances community vision for TIB. • Safety benefits from on -street parking. • Bicycle safety benefits. • Local traffic can be accommodated on TIB and impacts to neighborhood streets mitigated through new traffic calming treatments. CON • Most expensive option. • Likely increases in traffic volumes and speeds on surrounding streets despite traffic calming. • Neighbors potentially affected by installation of traffic calming devices. • Regional traffic must shift to alternate routes on the regional network. Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Alternative 4: Extended Reconfiguration with Buffered Bicycle Lanes This alternative would provide all -day on -street parking on TIB between S 139th Street and S 152nd Street by replacing a travel lane in each direction with on -street parking and bicycle lanes (Alternative 3). Additionally, the travel lanes between S 139t" Street the 12400 Block of TIB would be replaced with buffered bicycle lanes but no on -street parking would be provided. The entire project area is highlighted in Figure 8. Figure 9 shows a sample cross section in Alternative 4 between the 12400 Block and S 139th St. South of S 139t" St. the cross section is the same as provided in Alternative 3. Project Highlights • Includes limited safety improvements identified in Alternative 1, as directed by a traffic study. • Provide all -day on -street parking between S 139th Street and S 152nd Street. • Add bike lanes between 12400 Block and S 152nd Street. COST ESTIMATE: $2.8 to $4.3 million. This amount includes the $1.6 million required for Alternative 1 improvements. kipFT 23 71 Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Figure 8. Proposed Improvements, Alternative 4 + S 124th St {� a Buffered e9 Bike Lane All Day Parking • 5126th St + s Traffic S 128th St _ _ _ - _ - +1 m 5 128th St ur �� Signal i { O + 130th St � Crosswalk { 5 to I 1 ' • a � 5133rd St X 5133rd St + a prh s h 5 135th St ¢' 5136th st $L P P + � 1 m a a s c 5137th St 11� ro D a 5139th St 1 5 140th St m J, v 41stSt I1{ 11 N s v s > + v Q r d 1 , � H 1 N m 1 5144th St 5 146th St 1 1 � � � Q m F 5 148th St + ti + TIB + District s lsotn sr { s 1 �m S 152nd St { • a • SouthcPhterBl�d S 154th St • '—f 51 ..._.._... • 5156th St a o � 515a"ti � i Miles ----- - - - - -- S160thSt �o + N 0 ��4 V1 { 1� 24 Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Figure 9. Cross Section, Alternative 4 Tukwila International Boulevard, north of 139th A 1 6' 1 6' 1 12' 1 12' 1 12' 1 6' 1 6' 1 EXISTING BIKE LANE BUFFER TRAVEL LANE CENTER MEDIAN 1 TRAVEL LANE BUFFER BIKE LANE EXISTING SIDEWALK TURNING LANE SIDEWALK t Tukwila International Boulevard, south of 139th F Mti Ar I AL EXISTING w 5' 12' 12' 12' T 5' T B' EXISTING SIDEWALK PARKING BIKE TRAVELLANE CENTER MEDIAN! TRAVELLANE BIKE PARKING SIDEWALK LANE TURNING LANE LANE 1 It 25 73 Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Analysis Along with Alternative 3, Alternative 4 provides maximum benefit along TIB by supporting the community vision of TIB as a "main street" and a neighborhood commercial shopping district. Both alternatives provide on -street parking throughout the entire day, bicycle lanes, and improved pedestrian crossing facilities, which provide safety benefits. While extending the roadway reconfiguration north to the 12400 Block is not necessary to achieve the community's vision, it would make 42nd Avenue S and Military Road S less attractive cut -through routes as the lane reductions on TIB would start much further north. Minimal impacts to adjacent neighborhoods or businesses are anticipated, as regional traffic is more likely to be carried on other regional routes (I-5, SR 599, or SR 509) instead of local streets. Alternative 4 is less costly to implement than Alternative 3 and requires less (or potentially no) traffic calming measures on neighborhood streets compared to Alternative 3. However, extending the reconfiguration north of S 139th Street does not provide direct benefit to the adjacent land uses along TIB since there are fewer businesses, and the demand for on -street parking and pedestrian amenities is less in this section. As such, the City would have to carefully message this project to explain the purpose of the reconfiguration north of S 139th Street. The installation of wide, buffered bicycle lanes is a benefit to anyone who bicycles along the corridor. A future project could provide connections to the Green River multi -use trail. PRO • Advances community vision and is consistent with recommendations emerging from CNU-led public involvement process • Safety benefits from on -street parking • Extended bicycle facilities and safety benefits • Better encourages regional traffic to shift to alternate routes on the regional network • A less expensive design option • Local traffic can be accommodated on TIB and surrounding roadways CON • An increase in traffic volumes and speeds on surrounding streets • Traffic volumes and speeds on surrounding streets will need to be monitored for increases and mitigated 74 ,� Tukwila International Boulevard: A Summary of the Design Alternatives February 26, 2020 Evaluation Summary The four alternatives have been evaluated in Table 2 using the previously identified criteria. Table 2: Evaluation Matrix Supports City's "main street" vision O O • • with commercial shoppin district Improves safety for all users' O O Catalyzes economic development "nodes" O O • • and creation of community Minimizes impacts to • • O O neiahborhoods Key: 0 Supports O Partially supports O Does not support 'Alternative 1 is included in Alternatives 2-4. Two additional factors are the project cost and the impact to TIB traffic operations. Also, it is important to note that elements of the various alternatives could be phased in over time. The budget estimates for construction of each of alternative are summarized in Table 3. All alternatives include the limited improvements in Alternative 1, which would be installed at the appropriate time following completion of a traffic study. Table 3: Cost Estimates IAlternative 1 1 Alternative 2 � Alternative 3 Alternative 4 Limited Improvements included in all Alternatives 140th Signal Installation $1,316,250 Pedestrian Crossing/Safety Investments $234,000 Alternative Specific Improvement Costs Additional Improvements $0 $330,000 $4,400,000 $2,770,000 Total Cost $1,550,250 $1,880,250 $5,950,250 $4,320,250 Source: KPG. All costs are in 2019 dollars kipFT 75 76 Appendices FEHRtPEERS 77 m Appendix 1: Tukwila International Boulevard Rechannelization Study (January 2018) 79 Tukwila International Boulevard Rechannelization Study Prepared for: City of Tukwila January 2018 SE17-0561 FEHR�PEERS Table of Contents Chapter1. Introduction..........................................................................................................................1 Chapter 2. Existing Conditions...............................................................................................................3 2.1 Intersection Traffic Counts............................................................................................................................ 4 2.2 Travel Times................................................................................................................................................... 4 2.3 Field Observations......................................................................................................................................... 5 2.4 Travel Behavior Data..................................................................................................................................... 6 Chapter 3. Microsimulation Analysis......................................................................................................8 3.1 Existing Scenario............................................................................................................................................ 8 3.2 Future Baseline............................................................................................................................................ 10 3.3 Project Scenarios......................................................................................................................................... 11 3.4 Demand Sensitivity Tests............................................................................................................................13 Chapter 4. Diversion Analysis...............................................................................................................14 4.1 Traffic Diversion........................................................................................................................................... 14 4.2 Traffic Calming Toolbox............................................................................................................................... 15 Chapter5. Conclusion..........................................................................................................................21 Chapter 1. Introduction The City of Tukwila is considering a rechannelization project on Tukwila International Boulevard (TIB) between S 1441" Street and S 152nd Street. The current configuration of the mile corridor is a 5-lane cross section with 2 northbound lanes, 2 southbound lanes, and a two-way left turn lane. The proposed project would remove a travel lane in each direction to allow for on -street parking and striped bicycle lanes. In addition, new mid -block pedestrian crossings could be constructed along the corridor and the rechannel ization would decrease the required crossing distance and associated risk for pedestrians. The rechannel ization is intended to increase the mobility and safety foster an attractive and inviting environment for all users of TIB. This type of project is sometimes referred to as a "road diet" since the number of travel lanes are reduced. The potential effects of reducing the number of travel lanes on TIB were first analyzed using microsimulation software to evaluate vehicular operations and second with the City's travel demand model to investigate potential traffic diversion. The microsimulation analysis focuses on the TIB corridor and reports changes in travel time, queuing, and intersection level of service (LOS) for existing and future conditions. The diversion analysis explores the alternative routes that drivers could use to avoid TIB and traffic calming measures the City could implement to reduce diversion onto residential streets. This report is organized as follows: • Chapter 1. Introduction • Chapter 2. Existing Conditions: This chapter documents existing conditions along the study section of the TIB corridor and includes vehicular volumes, travel times, field observations, and travel behavior data. • Chapter 3. Microsimulation Analysis: This chapter discusses the development and validation of the microsimulation model and the analysis results for the project under both existing and future demand scenarios. • Chapter 4. Diversion Analysis: This chapter provides an analysis of potential traffic diversion due to the project and a suite of traffic calming strategies that could be used by the City to mitigate impacts on residential streets. • Chapter 5. Design Options: This chapter outlines a series of design options that can reduce the significance of the traffic congestion and/or diversion related to the road diet. Pros and cons of each option are described. FEHRtPEERS 83 Chapter 6. Conclusion: This chapter summarizes the results from the microsimulation and diversion analyses and recommends further actions the City consider related to the rechannel ization project. 84 FEHRtPEERS Chapter 2. Existing Conditions Existing travel behavior data (intersection traffic counts, corridor travel time, and origin -distribution travel data) and corridor infrastructure data (lane geometries, pedestrian crossing locations, and traffic signal timings) were collected along the study corridor during May 2017. The study corridor, shown in Figure 1, includes the following intersections along Tukwila International Boulevard. 1. S 144th Street 2. S 1461h Street 3. S 148th Street 4. S 1501h Street 5. S 152n1 Street The intersections at S 1441h Street and S 152nd Street are signalized while the other three intersections are side -street stop -controlled. There is one mid -block signalized crossing for pedestrians between S 150th Street and S 152n1 Street that is activated with a push button. Fig i Study Corridor S 13it' St 5 139th St 5 140th 5t � v � a n Q 5 142nd St d '3 .n 2 y 5 194th 5t a N 5 146th St J N 5 148th St 0 s � d • Tukwila S 150th St ry v SeaTac a 5 152nd St O 5 154th St m sowhcenter 9W Air car gQ � 5 156th St S 158th St Qr 5 160th St FEHRtPEERS 3 The following information was not only used to understand current operating conditions along the TIB corridor, but also to calibrate and validate the microsimulation travel model. Since traffic volumes are higher during the evening peak hour than the morning peak hour, the data collection effort and subsequent analyses focused on the evening peak period. Traffic volumes collected during the City's Comprehensive Plan Update in 2010 show that the morning peak hour volumes on TIB are 40% lower than the evening peak hour volumes. The significantly lower volumes in the morning suggest that any impacts from the proposed rechannel ization would be substantially less during the morning than in the evening. 2.1 Intersection Traffic Counts Traffic counts at the five study intersections along the corridor were collected on May 15` during the PM peak period between 4:00 and 6:00 PM and included vehicular, pedestrian, and bicycle volumes. The peak hour at all intersections occurred between 4:15 and 5:15 PM. There were approximately 700 northbound vehicles and 900 southbound vehicles that travelled along Tukwila International Boulevard during the peak hour. The number of observed bicycle users was less than five at any of the approaches at all study intersections and the number of pedestrians crossing TIB at the unsignalized locations was also minimal. The traffic counts are included in Appendix A. The 2017 traffic volumes at the two signalized intersections were compared with the intersection volumes collected for the Comprehensive Plan update. Since those counts were collected, volumes have increased by 10 to 15% in the study corridor with the majority of increases occurring on TIB (as opposed to the east - west streets crossing TIB). The cause of the increased volumes could be spillover from congested regional routes since limited land use development has occurred near the study corridor in the last decade. 2.2 Travel Times Travel time data along the study corridor was collected using advanced sensors that track the unique identifiers of internet connected devices (cell phones, GPS devices, and Bluetooth electronics). A sensor was placed at each end of the corridor and using paired device IDs the travel time can be estimated for each device that travelled through the corridor. A total of 81 southbound pairs and 60 northbound pairs were collected between 4:00 and 6:00 PM. 3 minutes was determined to be an appropriate threshold to separate vehicles that travelled through the corridor from those that stopped at a destination along TIB. Approximately 65% of southbound trips and 55% of northbound trips met this criteria for pass -through travel. Table 1 summarizes the travel time data for these trips. 86 FEHRtPEERS 4 • Direction Table 1: Observed Travel Time Summary Total Observed Pairs (Pass -through and Local) Pass -through Observed Pairs (<3 minutes travel time) Average Observed Travel Time (minutes) Average Observed Travel Speed (mph) Observed Travel Time Standard Deviation (minutes) Source: Fehr & Peers. Northbound Southbound 60 81 34 (56%) 52 (64%) 1:45 1:45 18 mph 18 mph 0:40 0:3 5 The average travel time both northbound and southbound through the study corridor is approximately 1 minute 45 seconds which corresponds with an average travel speed of 18 mph. The fastest observed travel time was less than 1 minute in each direction with an average travel of approximately 40 mph northbound and 50 mph southbound. Vehicles that were able to travel through the corridor at this speed likely had green lights at both ends of the corridor and did not need to slow down. The traffic signals at S 1441" Street and S 152nd Street are operated by the Cities of Tukwila and SeaTac and do not have coordinated timing plans. If the traffic signals were coordinated, higher vehicle speeds northbound and southbound on TIB throughout the study corridor could likely be achieved. 2.3 Field Observations Fehr & Peers conducted field observations on May 301" during the PM peak hour to verify intersection geometry, traffic signal timing and phasing, pedestrian volumes, vehicular travel behavior, and any existing congestion and queuing throughout the corridor. During our observations, there was no recurring or sustained congestion at any of the signalized or unsignalized intersections along the corridor. While vehicle queues were present at the traffic signals, there was sufficient green time to serve all of the queued demand at each of the approaches and most vehicles were able to travel through the intersection during one cycle. The available storage in the turn pockets was also sufficient to store the existing demand without spilling back into the through lanes. At the side -street stop -controlled intersections there were sufficient gaps in traffic for vehicles to enter on to and exit from TIB. There was also no sustained congestion or queuing at the driveways along TIB to any of the local businesses. The vehicle compliance rate at the signalized mid -block pedestrian crossing between S 150t" Street and S 152nd Street was also very high. The observed demand at this crossing location was approximately 40 pedestrians per hour. FEHRtPEERS 5 87 2.4 Travel Behavior Data Origin -distribution (OD) data for vehicles travelling on TIB through the study corridor was collected from Streetlight travel behavior data. Streetlight aggregates and normalizes travel behavior data from a wide variety of internet connected devices (cell phones, GPS devices, connected cars, fitness trackers, and commercial fleet management systems) to generate an OD matrix that represents average travel conditions within a study area. Fig 2. A custom zone system was Streetlight FV- developed for this project which Analysis Zones DowH is shown in Figure 2. The zone 7ri Sesystem uses smaller zones closer to the study corridor and larger, more aggregate zones further away. Sono The Streetlight data provides a summary of average travel West Seattle Rainier Beach patterns from data collected between April 2016 and March 2017, the most recent months 5o ageing available. The data was filtered 'Field to personal (not commercial) South Burien Park vehicle trips occurring on a Latona Renton Tuesday, Wednesday, or A.rrpp � rkng 16 Thursday between 3:00 and 6:00 Nei9hr: Tukwila 51 PM. Only vehicle trips which travelled on TIB within the study seatac Southcenter Southcenter Ind corridor were recorded and Airport Seatac Mall Easl analyzed. Normandy The Streetlight OD data was Park Southcenter Ind South 6 used to characterize the origin and destination location of Kent jL travelers on TIB as well as to ,:i estimate the percentage of Federalway � a I OVA pass -through trips during the 88 FEHRtPEERS 6 PM peak period. The analysis zones were aggregated by approximate distance from the study corridor to calculate how far away driver's origins and destinations are. The results are shown in Table 2. Table 2: Origin and Destination Distance from TIB Distance from Study Corridor Trip Origins Trip Destinations < 1 mile 33% 25% < 5 miles 26% 31% < 10 miles 17% 16% < 20 miles 10% 16% > 20 miles 13% 13% Source: Fehr & Peers. According to the Streetlight data only 60% of the driver's origins or destinations are within 5 miles of the study corridor. For 40% of drivers on TIB, their origin or destination is more than 5 miles from the study corridor and for almost 15% of drivers, their trip starts or ends more than 20 miles away. This pattern of travel behavior is more consistent with a regional roadway than a local arterial. The percentage of pass -through trips was estimated by calculating the number of trips that do not start or end within one mile of the study corridor. Approximately 45% of trips fall into this category, with the largest trip pairs occurring between SeaTac and Central Seattle. The Streetlight data and travel time data suggest that approximately 50% of the travel through the study corridor on TIB is pass -through and that 40% of trips start or end more than five miles from the study corridor. FEHRtPEERS 7 89 IF Chapter 3. Microsimulation Analysis A microsimulation model of the TIB study corridor was developed using PTV's Vissim software (version 9.00- 06). For congested and oversaturated conditions, a microsimulation analysis is preferable to a static analysis (using Synchro software for example) because microsimulation better captures the interaction of closely spaced intersections along a corridor. The primary metrics used to evaluate the proposed rechannel ization project are changes in travel time, vehicular queuing, and intersection LOS along the study corridor. The following four scenarios were evaluated using the microsimulation model: • 2017 Existing • 2030 Baseline • 2017 with Project • 2030 with Project When reporting results from Vissim, 10 different simulation runs with different random seeds are used. Each simulation run includes a 15 minute loading period and four 15-minute analysis periods. Detailed LOS and queuing results for each scenario are included in Appendix B. 3.1 Existing Scenario The existing conditions PM peak hour model was calibrated and validated using the collected travel data described in the Existing Conditions chapter. The model also included the transit stops and scheduled arrivals for King County Metro Routes 124 and 128 which have 15 minute and 30 minute headways respectively. Intersection geometries and signal timings at each of the study intersections were confirmed during field observations and the vehicular and pedestrian volumes at each study location were taken directly from the observed counts. However, the westbound approach at S 144t" Street was closed due to construction activity when counts were collected, so the missing turning movements were estimated from the available 2010 count data and increased based on the observed growth rate at adjacent intersections along TIB. The microsimulation model was calibrated to match existing travel volumes, travel times, and observed queues. The model is considered validated when each of these metrics are within an acceptable range of the observed values. 90 FEHRtPEERS 8 Table 3 shows the intersection LOS results calculated using the HCM 2010 methodology and the percent demand served at each of the study intersections. For signalized intersections, the LOS grade is determined using the average control delay for the entire intersection while at side -street stop -controlled locations the average control delay for the worst movement is used. The percent demand served is calculated using the observed hourly demand at each location and the number of vehicles that were served in the microsimulation model. Acceptable values are greater than 95%. As shown in the table, the model is serving 100% of the demand at each study intersection. Table 3: 2017 Existing — Intersection LOS and Demand served Study Intersection Intersection LOS / Average Percent Served / Control Control Delay (sec) Demand (veh) 1. TIB / S 144th St Signal D / 40 100% / 2,282 2. TIB / S 146th St Side -street stop C / 21 100% / 1,846 3. TIB / S 148th St Side -street stop C / 17 100%/ 1,709 4. TIB / S 150th St Side -street stop C / 17 100%/ 1,762 5. TIB / S 152nd St Signal C / 30 100%/ 2,030 Source: Fehr & Peers. Table 4 shows a comparison of corridor travel time and average speed calculated from the microsimulation model with observed data. The model's estimate are within an acceptable range of 15% of the observed values. The average travel speed through the corridor is less than 20 mph. Table 4: 2017 Existing — Corridor Travel Time Observed (minutes) / Modeled (minutes) / Percent Direction Average Speed (mph) Average Speed (mph) Difference Northbound 1:45 / 18 mph 01:55 / 18 mph 9% Southbound 1:45 / 18 mph 01:50 / 19 mph 5% Source: Fehr & Peers. Table 5 shows the average and maximum northbound and southbound queue lengths at the two signalized intersections along TIB. Theses calculated values from the microsimulation model are measured in vehicles and are consistent with observed conditions. The average queue lengths during the PM peak hour at all four approaches is not greater than five vehicles. FEHRtPEERS 9 91 • Table 5: 2017 Existing — Intersection Queuing Intersection Northbound: Average / Southbound: Average / Maximum Queue Lengths (veh) Maximum Queue Lengths (veh) 1. TIB / S 144" St 2 vehicles / 9 vehicles 5 vehicles / 17 vehicles 5. TIB / S 152"d St 2 vehicles / 10 vehicles 3 vehicles / 14 vehicles Source: Fehr & Peers. Based on the comparison of results from the microsimulation model with collected data and observed conditions, the model is considered validated to existing conditions. 3.2 Future Baseline Travel conditions along the study corridor were evaluated for future 2030 conditions using the City's travel demand model to forecast changes in traffic demand volumes. The land use in the City's model near the study corridor was updated based on adjustments provided by City staff. The updated land use forecast includes approximately 800 new housing units and 700 new jobs by 2030. Compared with the 2010 estimates in the model, these represent a 40% increase in residential land use and a 55% increase an employment along the study corridor. The resulting 2030 intersection forecasts are between 20% and 25% higher than the 2017 existing counts. The northbound and southbound volumes on TIB through the corridor increase by approximately 200 vehicles per hour in each direction. The study corridor geometry and signal timing data in the 2030 Baseline scenario are consistent with the existing conditions model. Table 6 summarizes the intersection LOS and demand served for the 2030 Baseline scenario. As shown in the table, all intersections operate at LOS D or better and 100% of the vehicular demand is served at the signalized intersections. Compared with existing conditions, average intersection delay increased by approximately five seconds per vehicle at the two signalized intersections. Table 7 shows the corridor travel time and average speed estimates calculated from the microsimulation model. Compared with the existing conditions model, travel times increase by approximately five seconds in each direction with no significant change in average travel speed. Table 8 shows the average and maximum northbound and southbound queue lengths at the two signalized intersections along TIB. Compared with existing conditions, the average queue lengths increased by one to two vehicles while the maximum queue increased by at most five vehicles. 92 FEHRtPEERS 10 Table 6: 2030 Baseline — Intersection LOS and Demand served Study Intersection Intersection LOS / Average Percent Served / Demand Control Control Delay (sec) (veh) 1. TIB / S 144" St Signal D / 44 100% / 2,690 2. TIB / S 146' St Side -street stop D / 26 99%/ 2,240 3. TIB / S 148th St Side -street stop C / 24 99%/ 2,140 4. TIB / S 150th St Side -street stop D / 26 99%/ 2,160 5. TIB / S 152"d St Signal D / 36 100% / 2,520 Source: Fehr & Peers. Table 7: 2030 Baseline — Corridor Travel Time Direction Travel Time (minutes) / Average Speed (mph) Northbound 02:00 / 18 mph Southbound 01:55 / 18 mph Source: Fehr & Peers. Table 8: 2030 Baseline — Intersection Queuing Intersection Northbound: Average / Southbound: Average / Maximum Queue Lengths (veh) Maximum Queue Lengths (veh) 1. TIB / S 144th St 3 vehicles / 13 vehicles 6 vehicles / 20 vehicles 5. TIB / S 152"d St 3 vehicles / 12 vehicles 5 vehicles / 19 vehicles Source: Fehr & Peers. The results for the 2030 Baseline scenario show that there is sufficient capacity along the study corridor to accommodate increased growth while maintaining the same operating conditions that exist currently. Vehicular delay, corridor travel time, and queue lengths are all relatively consistent with the results from the 2017 Existing scenario. 3.3 Project Scenarios The proposed rechannelization along TIB removes one travel lane in each direction and adds bicycle lanes and on -street parking while preserving the two-way left turn lane for accessing businesses along the corridor. Three additional signalized mid -block pedestrian crossings, similar to the existing crossing FEHRtPEERS 11 93 between S 15011 Street and S 152nd Street, are also proposed. This rechannelization was evaluated under both 2017 and 2030 demand conditions. Table 9 shows the resulting intersection LOS and demand served at each study intersection for the rechannel ization scenario using 2017 and 2030 demand volumes. Under both scenarios, the delay significantly increases at S 144t" Street and the demand served falls to approximately 85% with 2030 demand. The total southbound demand at S 144' Street increases to 1,100 vehicles in the 2030 forecast and this demand greatly exceeds the capacity of single traffic lane, which is assumed to be approximately 600 vehicles per hour. While only two intersections operate at LOS F in the 2017 scenario, four of the five are overcapacity and operate with LOS F conditions in the 2030 scenario. Table 9: 2017 and 2030 Project — Intersection LOS and Demand Served 2017: 2017: 2030: 2030: Study Intersection LOS / Average Pct. Served / LOS / Average Pct. Served / Delay (sec) Demand (veh) Delay (sec) Demand (veh) 1. TIB / S 144t" St F / > 150 90% / 2,282 F / > 150 83% / 2,690 2. TIB / S 146th St D / 25 90% / 1,846 F / > 120 82% / 2,240 3. TIB / S 148th St C / 23 91 % / 1,709 F / > 120 84% / 2,140 4. TIB / S 150t" St F / 53 92% / 1,762 F / > 120 84% / 2,160 5. TIB / S 152nd St D / 42 95% / 2,030 E / 75 86% / 2,520 Source: Fehr & Peers. Table 10 shows the travel time results on TIB between S 1441" Street and S 152nd Street for the 2017 and 2030 demand scenarios. In the 2017 scenario, travel times only increase by 20 to 30 seconds with the average speed decreasing by 1 to 2 mph compared with existing conditions. These results show that once vehicles enter the study corridor, vehicular travel speeds are similar to existing conditions. However, the excessive southbound delay experienced by drivers before entering the corridor (more than 8 minutes) is not included in these travel times. Under the 2030 conditions, the travel time for southbound vehicles within the study corridor more than doubles and drivers experience more than 10 minutes of additional delay before even entering the corridor. Table 10: 2017 and 2030 Project — Corridor Travel Time 2017: Direction Travel Time (min.) / Speed (mph) Northbound 02:15 / 16 mph Southbound 02:05 / 17 mph Source: Fehr & Peers. 2030: Travel Time (min.) / Speed (mph) 04:35 / 8 mph 02:50 / 12 mph 94 FEHRtPEERS 12 Table 11 shows the average and maximum queue lengths for the northbound and southbound approaches at the two signalized intersections. Southbound queues longer than 50 vehicles at S 1441h Street extend past S 1401h Street and northbound queues longer than 20 vehicles at S 152nd Street will spillback into the intersection at Southcenter Boulevard. Consistent with the results shown in the previous tables, the rechannel ization has a significant impact on southbound travelers on TIB. Under both 2017 and 2030 scenarios, the average southbound queue at S 144th Street (during the entire PM peak hour) is longer than 50 vehicles. In the 2017 scenario, the maximum northbound queue at S 152nd will spill back into the intersection at Southcenter Boulevard. By 2030, the average queue length would also spillback to this intersection. Within the study corridor on TIB, average vehicles queues are approximately 10 vehicles long in 2017 but are four to seven times longer by 2030. The maximum southbound queue at S 152nd Street extends almost the entire length of the study corridor on TIB in the 2030 scenario. Intersection 1. TIB / S 144th St 5. TIB / S 152nd St Source: Fehr & Peers. Table 11: 2017 and 2030 Project — Intersection Queuing 2017 NB: Avg. / Max Queue Lengths 5veh /24veh 6 veh / >20 veh 3.4 Demand Sensitivity Tests 2017 SB: Avg. / Max Queue Lengths >50 veh / >50 veh 12veh /36veh 2030 NB: Avg. / Max Queue Lengths 38 veh / 60 veh 2030 SB: Avg. / Max Queue Lengths >50 veh / >50 veh >20 veh / >20 veh 79 veh / 104 veh Fehr & Peers performed additional sensitivity tests to determine the volume of traffic that would need to shift to an alternative route for the performance on TIB in the 2030 Project scenario to be similar to performance in the 2017 Existing scenario. If approximately 450 southbound vehicles and 350 northbound vehicles per hour were to shift to alternate routes, the intersection LOS, travel time and queuing along TIB would be similar to existing conditions. This volume is approximately 50% of the demand travelling through the study corridor today, and represents the estimated pass -through volume: non -local traffic that does not have an origin or destination near the study corridor. FEHRtPEERS 95 IF Chapter 4. Diversion Analysis The results from the microsimulation analysis show that under both 2017 and 2030 demand scenarios, TIB will be overcapacity with the rechannelization, especially in the southbound direction during the PM peak hour. The high traffic volumes coupled with the single lane will result in significant delays, even under existing conditions, and as a result, drivers will likely divert to alternate routes including 42nd Avenue S, Military Road S, and Interstate 5 (1-5). Of particular concern to the City is the potential for parallel residential streets (42nd Avenue S and 5111 Avenue S) to see significant increases in traffic due to the rechannelization. Based on the available 2010 counts, the daily volumes on these nearby residential streets are 75 to 85% lower than the daily volumes on TIB. 4.1 Traffic Diversion The City's travel demand model was used to assess what facilities traffic is likely to divert to in response to the increased congestion along TIB after the rechannelization. The results were estimated from the 2030 model scenario since regional facilities are likely to be more congested in the future and this would result in more drivers choosing to divert from TIB to local streets, rather than choose the congested 1-5 route, for example. Figure 3 shows which parallel facilities drivers chose as alternatives to TIB. The results from the model show that a majority of trips avoiding congestion on TIB (approximately 65%) choose to divert to streets within the City of Tukwila. Specifically, the results indicate the following distribution to the main north -south streets in the area: • Military Road S (25%) • 42nd Avenue S (35%) • Macadam Road/51IY Avenue S (5%) Approximately 10% of diverted trips used Des Moines Memorial Drive S via S 133'd Street and 15% of diverted trips used 1-5 via State Route 599. The remaining 10% of diverted trips use a combination of SR 509, 1It Avenue S, 8t" Avenue S, or 24t" Avenue S. If approximately 800 vehicle trips are diverted during the PM peak hour, this would result in an increase of 280 vehicles on 42nd Avenue S and 200 vehicles on Military Road S. Based on the forecasted intersection volumes from the City's Comprehensive Plan, this would increase the traffic on 42nd Avenue S by 40% and on Military Road S by 30% in 2030. 96 FEHRtPEERS 14 Fig 3 L1 PM Peak HourTraffic Diversion ® N Il`ki S S n Buried S 128th St l 9 9 � � s ip R N O v+ N © 26dry Zia •� Renton r� � Rd SW 25% SeaTac 159e� Tukwila 5 154th St ®i South Study Corridor �P^rer Blvd Qb 5 160ti, St � �� Tukwila Pkwy 0 o Strander Blvd C 4.2 Traffic Calming Toolbox One common strategy to combat diversion of regional traffic onto local streets is to employ traffic calming. The Urban Street Design Guide from the National Association of City Transportation Engineers (NACTO) provides a blueprint for designing streets that are safer, more livable, and economically vibrant. The guide provides strategies for how cities can reduce vehicular travel speeds/volumes through physical changes to a roadway or psychological changes to how drivers perceive a roadway. The six images in Figure 4 from NACTO's guide show some of the commonly used strategies for calming traffic on urban streets. These approaches work by introducing vertical or horizontal deflections into the roadway, narrowing a vehicle's travel way, or increasing the likelihood of vehicles yielding to pedestrians and bicyclists on the street. The effectiveness of these strategies in reducing vehicle speeds range from approximately 5-15%. The percentage reduction in traffic volumes due to the implementation of these traffic calming measures would be less than the percent reduction in travel speeds. The diversion of traffic from the rechannel ization of TIB onto parallel roadways could be partially mitigated using any of these traffic calming strategies to decrease the travel speeds on the nearby roadways. However, since drivers would be saving over 5 minutes of travel time compared with travelling through the TIB corridor, the traffic calming measures would need to decrease the average travel speed by over 50% on FEHRtPEERS 15 97 4211 Avenue S and Military Road S to remove the travel time advantages of these facilities. The current speed limits of the roads are 30mph and 35mph, respectively. The combinations of measures that would be required to reduce the travel speed to 15mph for 8 blocks would likely be impractical on a minor arterial/collector street. In general, the common traffic calming measures shown in Figure 4 are designed to encourage vehicles to travel at the posted speed limit rather than to dramatically reduce speeds to a level less than is typically seen on a residential street. Fig 4,1 x Fig 4b, walk/Speed Table Midblock Crosswalk Raised Cross V � g 4c. i , Neckdown/Choker/Pinchpoint e � h` a� Fig 4e. Curbless StreeVlllloonerf . i I � � Fig 4d. Chicane/Serpentine Street 1 r i i 1 Ri To significantly discourage traffic diverting from TIB, more significant countermeasures would be required, likely in addition to some of the traffic calming strategies documented above. Strategies cities use to 98 FEHRtPEERS 16 explicitly deter cut through traffic involve the prohibition of certain traffic movements at key locations along the corridor. Two different approaches that would prohibit northbound and southbound through trips would be intersection diverters or short one-way travel segments. The implementation of these mitigations could be less expensive than other traffic calming treatments since the installations would be limited to key intersections or segments of Military Road or 42nd Avenue S near the vicinity of S 14411 Street. Special consideration would need to be provided for transit vehicles to ensure that existing or planned traffic routes could still be accommodated. Some cities have had limited success with signage that restricts movements for all vehicles except bicycles and buses, but regular enforcement is required for this strategy to be successful. Fig 5. An example of a current pilot study in Bellevue is shown Time of Day Turn Restriction in Figure 5 where there are time of day restrictions in Beuerest surrey place on 10811 Avenue SE, a collector arterial street (not N Downs dissimilar to 42nd Avenue S) to deter traffic from t s ! Downtown Bellevue traveling through a residential area � 4 and encouraging traffic to stay on regional routes like In effect: man -Fri 4-7pm ¢S� Bellevue Way or 11211 Avenue SE. Like in Tukwila, the degree of diversion is partially dependent on traffic SE 16th st congestion on the adjacent freeway (1-405 in this case). In discussions with Bellevue staff, this approach has 7 been successful in reducing traffic on 1081h Avenue SE, but there still tends to be a substantial violation rate of m people making the prohibited movements. This Inatai violation has frustrated area residents who view the treatment as unsuccessful even though overall volumes Restrictions do not apply to transitorbicyclists) have decreased. FEHRtPEERS 17 99 IF Chapter 5. Alternative Design Options Based on the results of the traffic operations and diversion analysis, it is clear that reducing the number of travel lanes on TIB without addressing the southbound PM peak hour congestion or potential diversion to other streets would result in an unacceptable outcome. Working with Tukwila staff, our team identified three potential options to reduce the width of TIB while mitigating or redirecting the traffic congestion and diversion impacts. The options are listed below: 1) Road diet between 1441" Street and 152nd Street with traffic calming mitigation on 42nd Avenue S 2) Road diet between 1161" Street (SR 599) and 152nd Street 3) Hybrid road diet between 1441" Street and 152nd Street with two southbound and one northbound lane Characteristics of each option are described below. Road Diet with Traffic Calming on 4211 Avenue S This option would maintain the general road diet design described in Chapter 1 (one travel lane in each direction with turn lanes at intersections) between 1441" and 152nd Street. To address the likely traffic diversion onto 42nd Avenue S, traffic calming measures are recommended to ensure vehicles travel at a reasonable speed. Given the residential nature of the street and the proximity to Foster High School, we recommend a targeted speed of 25mph on 42nd Avenue S. There are a number of traffic calming devices that can encourage lower speeds, including chokers, and chicanes as shown in the previous section. Below is a picture of a low-cost chicane in Bellevue that is used to manage speed (note that only one car at a time can comfortably pass through the chicane, which is also coupled with a speed cushion. In addition to traffic calming on 42nd Avenue S, traffic calming on Military Road may also be prudent, however, this traffic calming would need to be coordinated with the City of SeaTac. [insert picture] After talking with Tukwila staff, more restrictive traffic calming measures that would prohibit certain movements through physical barriers (half street closures, diagonal diverters) were not selected due their impacts to all users throughout the day. There is the potential for time -of -day movement restrictions, but 100 FEHRtPEERS 18 as noted in the previous chapter, these require occasional enforcement to be successful, which is a draw of police resources.' Benefits: Drawbacks: • Implements the rechannelization as • Does not reduce the substantial originally designed southbound delays at 144t" Street • Provides opportunities for mid -block • Diversion to 42nd Avenue and Military Road crossings will still be an option for people who wish • Slows down vehicles on 42nd Avenue S (and to save time and avoid the southbound potentially Military Road), may slightly delay at 14411 Street reduce diversion Extended Road Diet between 7 761 Street and 752" d Street As noted earlier, as much as half of the traffic on TIB during the PM peak hour is regional traffic that does not have an origin or destination in the City of Tukwila. The largest share of this traffic is travel between Seattle and the Sea-Tac Airport area. The idea behind this option is to discourage regional traffic from using TIB by beginning the road diet at 11611 Street, which is also the southbound onramp to SR 599. By constraining capacity at SR 599, southbound regional trips will be encouraged to use SR 599 and I-5 rather than TIB. Any bottleneck associated with the reduced southbound capacity would be concentrated at this intersection, where there is much more capacity to divert traffic (and reduce overall delays for travelers along TIB) to SR 599. While this option has advantages for Tukwila, it presents a less -desirable option for the regional travelers who would need to eventually merge on the congested 1-5 south corridor. Travelers who are on TIB to access areas in SeaTac or Burien will be inconvenienced with a potentially longer and less direct path, unless they are willing to sit through congestion at the 1161" Street intersection. This option also shifts the diversion/congestion problem from Tukwila to WSDOT. In discussions with City staff, there was some concern that regional partners might be less willing to support funding/grant applications for this and other Tukwila projects if they are negatively impacted from the rechannelization. ' Some cities have investigated whether traffic safety enforcement cameras can be used to issue citations for people violating movement restrictions. However, current Washington Law clearly limits the use of such cameras to the following conditions:(i) Intersections of two arterials with traffic control signals that have yellow change interval durations in accordance with RCW 47.36.022, which interval durations may not be reduced after placement of the camera; (ii) railroad crossings; and (iii) school speed zones. Using the cameras for other purposes would require a change to the law. FEHRtPEERS 19 101 One other downside to this option is that it would require a substantial area of rechannelization, along which there are large stretches without any adjacent land uses or developable parcels to capitalize on the improved streetscape. The costs of fully implementing this rechannelization are likely to be higher than other options due to the length of the corridor. Benefits: • More likely to reduce diversion issues within Tukwila • Better location to divert traffic that would likely result in less delay than the lane drop at 144t" Street • May allow for some additional redevelopment potential north of 144tn Street Drawbacks: Hybrid Road Diet between 7441 Street and 152" d Street • May be substantially more costly to implement due to the length of the corridor • Sections of TIB would likely not benefit from the rechannelization because there are no adjacent land uses • Other cities and regional partners may not be as supportive of funding city projects if they feel they are negatively impacted by this project • Shifts traffic to the congested 1-5 corridor This option focuses on preserving the southbound capacity while still achieving the general goals of the rechannelization of TIB. In general, this design would feature two southbound lanes and a single northbound lane, with a turn lane at key intersections like 144t" and 15211 Street. The benefit of this configuration is that it avoids the PM peak hour congestion and diversion issues since two southbound lanes are preserved. Given that the AM peak hour is of substantially lower magnitude and duration, an additional northbound lane is not needed to maintain adequate operations. Some downsides of this design option include greater difficulty in accommodating mid -block crossings since a median island is not feasible without eliminating on -street parking or other amenities. The additional southbound lane may also result in higher off-peak speeds, making the road somewhat less desirable to walk or bicycle along. In addition, to accommodate the turn lanes at the intersections, the crossing distances would be larger under this option than the other two options, although still less than today's condition. 102 FEHRtPEERS 20 IF Chapter 6. Conclusion The rechannelization of Tukwila International Boulevard between S 1441" Street and S 152" Street to remove one northbound and southbound travel lane and to install bicycle lanes and on -street parking would result in significant congestion for southbound vehicles entering the corridor under both 2017 and 2030 demand scenarios. The existing demand for vehicles travelling through the entire study corridor on TIB exceeds 700 vehicles in both directions during the PM peak hour. This demand is forecasted to increase by over 20% by 2030 due to new residential and commercial development near the study corridor. Removing a travel lane in each direction results in overcapacity conditions, especially for southbound drivers at S 1441" Street. Delay, travel times, and vehicular queuing increase substantially in both 2017 and 2030 scenarios and would likely result in drivers choosing parallel routes as alternatives to TIB. The travel time data and Streetlight OD data provide information on travel behavior for drivers currently using TIB. An analysis of the data suggests that at least 50% of existing travel on the roadway is pass - through trips. These trips represent non -local travel: trips that pass through the corridor without stopping or those not related to nearby residential or commercial land uses. Popular origins and destinations are SeaTac and Central Seattle. Since 2010, the traffic volumes on TIB have increased by 10% to 15% despite limited land use development near the study corridor. The increases in traffic volumes are likely due to spillover from congested regional routes as drivers seek less congested alternatives. If the existing volume of pass -through travel, approximately 800 vehicle trips during the PM peak hour, were to shift to alternative routes, the TIB corridor could accommodate the growth in traffic from planned development with the rechannelization and operate with a similar quality of service to that experienced today. The traffic calming measures that would need to be implemented to prevent traffic from diverting onto 42nd Avenue S and Military Road S after the rechannelization of Tukwila International Boulevard would need to reduce vehicle speeds by at least 50%, compared with posted speed limits. This is beyond the range of effectiveness of most common traffic calming treatments and would require average travel speeds of 15mph on these facilities which would significantly impact local residents who live along these streets. Alternatives to traffic calming measures are physical barriers or turn restrictions that prevent vehicles from using these parallel routes as alternatives to TIB: intersection diverters or short one-way segments. The most effective locations for installation of these preventative measures would likely be in the vicinity of S 1441n Street. While these barriers occupy a small area, they are still an inconvenience for residents who are accustomed to traversing the area on Military Road or 42nd Avenue S. If the proposed rechannelization is pursued, the City could further investigate the optimal design and placement of these devices which would prevent cut -through traffic while maintaining as much connectivity FEHRtPEERS 21 103 as possible for local residents as well as students travelling to Foster High School or Thorndyke Elementary School. As part of a larger outreach program to promote this project, the City could also consider a temporary installation of the lane conversion on TIB to bicycle lanes and traffic calming devices on nearby streets to demonstrate to the local community how the project would be implemented and its potential benefits to all users. This "tactical urbanism" approach would also allow the City to quickly assess traffic operations conditions before and after implementation of the project. The proposed rechannel ization of TIB would necessitate a change in usage and perception for this facility. While the route today serves a high percentage of regional pass -through traffic, the reduction in vehicular capacity would likely limit the facility's usage to local residents and employees. Even with the existing travel demand, a significant volume of trips would shift to alternate parallel routes to avoid the increased congestion along TIB. However, the removal of two travel lanes would allow for the installation of bicycle lanes and on -street parking which would contribute to a more amenable environment for all users. 104 FEHRtPEERS 22 Appendix A: Traffic Counts FEHR,�PEERS 105 106 www.idaxdata.com 01 TUKWILA INTERNATIONAL BLVD &CO-L S 144TH ST Date: Thu, May 18, 2017 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:15 PM to 5:15 PM z O � J Z > w o M w o • O�f IY J Q1 W U Y W 00 Z J ~_Q n N L U S144THST M 1 0 L 1 �0000a 2 4 172 TEV: 1,832 ~ 0 1 52 4 3 • o o O 32� 0� PHF: 0.91 �0 156 S 144TH ST� n 0 5 � t r� <Z0 " O Q 45 V 1 LO LO FNB HV %: PHFEB 2.4% 0.910 WB 0.0% 0.25 2.0% 0.93 SB 1.8% 0.89 TOTAL 2.0% 0.91 Two -Hour Count Summaries Interval S 144TH ST S 144TH ST TUKWILA INTERNATIONAL BLVD TUKWILA INTERNATIONAL BLVD 15-min Rolling Eastbound Westbound Northbound Southbound Start Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 33 0 46 0 0 1 2 0 39 91 2 1 0 176 24 415 0 4:15 PM 0 47 0 40 0 0 0 0 0 45 117 0 1 0 225 26 501 0 4:30 PM 0 29 0 39 0 0 0 0 0 43 89 0 0 1 199 28 428 0 4:45 PM 0 41 0 42 0 0 0 0 0 41 107 4 0 0 179 24 438 1,782 5:00 PM 0 55 0 35 0 0 0 1 1 36 122 0 1 0 183 31 465 1,832 5:15 PM 0 35 0 47 0 1 1 1 0 45 100 0 0 0 169 24 423 1,754 5:30 PM 0 22 1 42 0 1 1 0 1 37 93 1 0 0 182 19 400 1,726 5:45 PM 0 41 0 45 0 0 0 0 0 46 111 0 0 0 147 30 420 1,708 Count Total 0 303 1 336 0 2 3 4 2 332 830 7 3 1 1,460 206 3,490 0 Peak Hour 0 172 0 156 0 0 0 1 1 165 435 4 2 1 786 109 1,832 0 Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total East West North South Total Start 4:00 PM 1 0 4 3 8 0 0 0 0 0 16 7 17 20 60 4:15 PM 2 0 2 7 11 0 1 0 2 3 8 8 5 13 34 4:30 PM 2 0 2 5 9 0 0 0 1 1 17 10 7 10 44 4:45 PM 3 0 3 2 8 0 0 0 0 0 11 4 20 19 54 5:00 PM 1 0 5 2 8 0 2 1 0 3 16 8 20 3 47 5:15 PM 0 0 2 3 5 0 0 0 0 0 6 4 9 7 26 5:30 PM 1 0 1 4 6 0 1 0 0 1 4 8 24 9 45 5:45 PM 1 0 7 3 11 0 0 0 0 0 14 7 32 15 68 Count Total 11 0 26 29 66 0 4 1 3 8 92 56 134 96 378 Peak Hour 8 0 12 16 36 0 3 1 3 7 52 30 52 45 179 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com 107 www.idaxdata.com W% TUKWILA INTERNATIONAL BLVD &CO-L S 146TH ST Date: Thu, May 18, 2017 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:15 PM to 5:15 PM z O F J z Ln � • A I H z 0 000 f- 1 4 S 146TH ST cm i L 0 L 68 i�uu00� >1 8 20 TEV: 1,846 ~ 6 10 A 3 �0 • �_ 0 8� 10 PHF: 0.97 34 o �N ' o 50 S 146TH STn 0 158O <Z0 Q V i 1 1 LO CO O co M FNB HV %: N PHF EB 0.0% 0.83 0 0 n WB 0.0% 0.71 0) to 2.0% 0.92 SB 2.0% 0.93 TOTAL 1.8% 0.97 Two -Hour Count Summaries Interval S 146TH ST S 146TH ST TUKWILA INTERNATIONAL BLVD TUKWILA INTERNATIONAL BLVD 15-min Rolling Eastbound Westbound Northbound Southbound Start Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 4 4 11 0 5 5 17 0 13 129 11 0 25 207 7 438 0 4:15 PM 0 8 1 15 0 8 1 9 0 13 152 11 4 31 211 10 474 0 4:30 PM 0 4 3 11 0 9 3 16 0 8 118 8 1 24 237 9 451 0 4:45 PM 0 3 3 17 0 9 2 13 0 9 149 10 0 27 197 8 447 1,810 5:00 PM 0 5 3 7 0 8 0 30 0 16 143 10 2 27 215 8 474 1,846 5:15 PM 0 2 6 11 0 7 3 22 0 11 148 13 0 31 190 9 453 1,825 5:30 PM 0 4 3 17 0 2 7 16 0 9 155 10 0 37 191 10 461 1,835 5:45 PM 0 2 3 9 0 6 7 25 0 13 165 6 1 36 161 8 1 442 1,830 Count Total 0 32 26 98 0 54 28 148 0 92 1,159 79 8 238 1,609 69 3,640 0 Peak Hour 0 20 10 50 0 34 6 68 0 46 562 39 7 109 860 354 1,846 0 Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total East West North South Total Start 4:00 PM 0 0 4 2 6 0 0 2 0 2 5 11 3 1 20 4:15 PM 0 0 3 7 10 0 0 0 2 2 3 5 1 1 10 4:30PM 0 0 2 5 7 0 0 0 0 0 7 10 0 0 17 4:45 PM 0 0 4 6 10 0 0 0 0 0 6 7 2 0 15 5:00PM 0 0 4 2 6 0 0 2 0 2 6 5 0 0 11 5:15 PM 0 0 2 4 6 0 0 2 0 2 6 6 0 1 13 5:30 PM 0 0 1 5 6 0 0 0 1 1 3 5 1 1 10 5:45 PM 0 0 7 3 10 0 0 0 0 0 2 11 0 0 13 Count Total 0 0 27 34 61 0 0 6 3 9 38 60 7 4 109 Peak Hour 0 0 13 20 33 0 0 2 2 4 22 27 3 1 53 108 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com www.idaxdata.com 03 TUKWILA INTERNATIONAL BLVD &CO-L S 148TH ST Date: Thu, May 18, 2017 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:15 PM to 5:15 PM Z O F J Z o N � o > iY J m O�f U Y o N z Q «J L Co N S 148TH ST 1 l♦ lJ N 1 1 L 37 auu > 7 11 TEV: 1,709 ~ 1 51 A 2 �0 • �_ �_ O • �' `4 4� 6 PHF: 0.95 1—13 u o S 148TH STnn �� t <Z0 V� 0� V 1 M f� r F 1f7 O M L HV %: O PHFEB 0.0% 0.52N WB 0.0% V1� 0.91CD rn NB 2.2% 0.95 SB 1.5% 0.95 TOTAL 1.7% 0.95 Two -Hour Count Summaries Interval S 148TH ST S 148TH ST TUKWILA INTERNATIONAL BLVD TUKWILA INTERNATIONAL BLVD 15-min Rolling Eastbound Westbound Northbound Southbound Start Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 5 3 6 0 3 1 8 5 13 130 4 0 15 204 6 403 0 4:15 PM 0 2 0 5 0 5 0 8 1 10 164 6 0 13 208 5 427 0 4:30 PM 1 3 0 5 0 2 1 9 4 19 119 8 0 12 224 6 413 0 4:45 PM 0 2 2 4 0 3 0 11 3 13 154 9 1 10 205 4 421 1,664 5:00 PM 0 4 4 14 0 3 0 9 5 15 154 8 1 6 220 5 448 1,709 5:15 PM 0 3 0 12 0 1 5 10 1 13 157 5 0 14 194 8 423 1,705 5:30 PM 0 6 2 12 0 4 0 11 2 7 154 6 0 7 197 7 415 1,707 5:45 PM 0 2 2 8 0 1 1 11 3 14 156 11 0 16 154 4 383 1,669 Count Total 1 27 13 66 0 22 8 77 24 104 1,188 57 2 93 1,606 45 3,333 0 Peak Hour 1 11 6 28 0 13 1 37 13 57 591 31 2 41 857 20 1,709 0 Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total East West North South Total Start 4:00 PM 0 0 5 2 7 0 0 0 1 1 3 6 0 1 10 4:15 PM 0 0 3 5 8 0 0 0 0 0 6 8 1 0 15 4:30PM 0 0 5 4 9 0 0 0 1 1 8 8 0 0 16 4:45 PM 0 0 3 3 6 0 0 0 1 1 4 3 1 0 8 5:00PM 0 0 4 2 6 0 0 0 0 0 5 6 0 1 12 5:15 PM 0 0 3 4 7 0 0 2 0 2 5 6 0 0 11 5:30 PM 0 0 2 5 7 0 0 0 3 3 3 8 0 0 11 5:45 PM 0 0 7 3 10 0 0 0 0 0 5 2 0 0 7 Count Total 0 0 32 28 60 0 0 2 6 8 1 39 47 2 2 90 Peak Hour 0 0 15 14 29 0 0 0 2 2 1 23 25 2 1 51 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com 109 www.idaxdata.com 04 TUKWILA INTERNATIONAL BLVD &CO-L S 150TH ST Date: Thu, May 18, 2017 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:15 PM to 5:15 PM z O F v o r >Jzi > J 00 Y � J z � Q 41 O O O S 150TH ST 1 LO lJ 1 0 L 48 fl0000� 22 15 TEV: 1,762 ~ 5 6 1 • 0 6� 10 PHF: 0.94 14 0 •• � N o_ 36 S 150TH ST� � 0 � t r <Z0 0~ Q 0 V < �� O M N F co HV %: N PHF EB 0.0% • 0.76 O 0 o WB 0.0% 0.93 a0o r NB 1.7% 0.93 SB 2.1% 0.95 TOTAL 1.8% 0.94 Two -Hour Count Summaries Interval S 150TH ST S 150TH ST TUKWILA INTERNATIONAL BLVD TUKWILA INTERNATIONAL BLVD 15-min Rolling Eastbound Westbound Northbound Southbound Start Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 1 1 6 0 3 1 6 1 10 140 4 0 11 208 5 397 0 4:15 PM 0 4 4 6 0 3 1 12 1 17 171 4 0 11 197 9 440 0 4:30 PM 0 4 3 8 0 5 2 11 1 13 136 4 0 16 200 12 415 0 4:45 PM 0 2 0 10 0 2 1 13 5 8 162 6 0 14 203 12 438 1,690 5:00 PM 0 5 3 12 0 4 1 12 1 15 169 7 0 19 210 11 469 1,762 5:15 PM 0 4 4 7 0 3 2 8 1 20 159 7 0 18 179 11 423 1,745 5:30 PM 0 6 1 4 0 2 0 5 4 17 148 3 0 15 183 8 396 1,726 5:45 PM 0 6 3 10 0 6 1 7 2 16 164 2 0 13 155 5 390 1,678 Count Total 0 32 19 63 0 28 9 74 16 116 1,249 37 0 117 1,535 73 3,368 0 Peak Hour 0 15 10 36 0 14 5 48 8 53 638 21 0 60 810 44 1,762 0 Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total East West North South Total Start 4:00 PM 0 0 5 1 6 0 0 0 1 1 19 12 0 0 31 4:15 PM 0 0 2 7 9 0 0 0 0 0 7 11 0 0 18 4:30 PM 0 0 3 2 5 0 0 0 0 0 6 16 0 0 22 4:45 PM 0 0 3 9 12 0 0 0 1 1 5 7 0 0 12 5:00 PM 0 0 4 1 5 0 0 2 0 2 11 8 1 0 20 5:15 PM 0 0 2 5 7 0 0 1 0 1 4 10 0 1 15 5:30 PM 0 0 1 6 7 1 0 0 2 3 5 11 0 0 16 5:45 PM 0 0 8 3 11 0 0 0 0 0 0 12 0 0 12 Count Total 0 0 28 34 62 1 0 3 4 8 57 87 1 1 146 Peak Hour 0 0 12 19 31 1 0 0 2 1 3 29 42 1 0 72 1 1 0 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com www.idaxdata.com 05 TUKWILA INTERNATIONAL BLVD &CO-L S 152ND ST Date: Thu, May 18, 2017 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:15 PM to 5:15 PM Z O F J Z N Ln � 00 r J 1a Q Y m Q z J M «J v 11' 00 O S 152ND ST 1 two lJ 1 [�� 0 L 24 .....�uuuu�..> 2 39 TEV: 2,030 53 13 5 • O 12� 62 PHF: 0.95 53 • u o_ 27 S 152ND ST inn 0 t r <Z0 �O 2~ Q 9 d7 O O FNB CO HV %: PHF EB 0.0% 0.84 LU O• 00 WB 0.8% 0.79 00 am 1.5% 0.91 SB 1.9% 0.95 TOTAL 1.5% 0.95 Two -Hour Count Summaries Interval S 152ND ST S 152ND ST TUKWILA INTERNATIONAL BLVD TUKWILA INTERNATIONAL BLVD 15-min Rolling Eastbound Westbound Northbound Southbound Start Total One Hour UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 10 20 7 0 11 15 6 1 40 134 10 1 19 184 16 474 0 4:15 PM 0 13 16 9 0 10 12 4 2 36 200 14 0 14 181 12 523 0 4:30 PM 0 6 14 1 0 11 12 8 3 41 137 16 0 20 180 5 454 0 4:45 PM 0 11 16 10 0 15 19 7 1 48 165 12 0 21 186 10 521 1,972 5:00 PM 0 9 16 7 0 17 10 5 3 45 177 18 0 29 193 3 532 2,030 5:15 PM 0 10 11 5 0 17 17 9 3 51 155 7 0 29 164 5 483 1,990 5:30 PM 0 4 7 2 0 12 19 8 2 44 169 8 0 17 161 12 465 2,001 5:45 PM 0 17 11 3 0 7 11 6 1 43 157 14 0 22 146 7 1 445 1,925 Count Total 0 80 111 44 0 100 115 53 16 348 1,294 99 1 171 1,395 70 3,897 0 Peak Hour 0 39 62 27 0 53 53 24 9 170 679 60 0 0 84 740 304 2,030 0 Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total East West North South Total Start 4:00 PM 0 0 4 1 5 0 0 0 0 0 11 4 2 6 23 4:15 PM 0 0 4 6 10 0 0 1 0 1 22 0 0 1 23 4:30 PM 0 0 3 2 5 1 0 0 0 1 17 3 4 2 26 4:45 PM 0 1 3 7 11 0 0 0 1 1 11 1 1 2 15 5:00PM 0 0 4 1 5 1 0 0 0 1 11 0 0 4 15 5:15 PM 0 0 2 5 7 0 0 1 0 1 13 3 3 8 27 5:30 PM 0 0 3 4 7 0 0 0 0 0 19 1 0 4 24 5:45 PM 0 0 5 3 8 0 0 0 2 2 17 1 2 3 23 Count Total 0 1 28 29 58 2 0 2 1 3 7 121 13 12 30 176 Peak Hour 0 1 14 16 31 2 0 1 1 4 61 4 5 9 79 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com 1 1 1 112 Appendix B: Vissim Worksheets FEHR,�PEERS 114 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 1 Tukwila International Blvd/S 144th St Tukwila International Blvd Road Diet 2017 No Build PM Peak Hour Signal Demand �Volume(vpj Served Volume (vph) I Total Delay (sec/veh) Direction Movement Average Percent Average Std. Dev. LOS Left Turn 166 167 101% 69 10 E Through 405 415 102% 27 5 C NB Right Turn 63 63 99% 11 4 B Subtotal 634 644 102% 36 4 D Left Turn 92 88 95% 67 11 E Through 763 766 100% 37 4 D SB Right Turn 109 107 98% 24 4 C Subtotal 964 960 100% 38 3 D Left Turn 122 126 103% 57 9 E Through 146 155 106% 41 7 D EB Right Turn 101 100 99% 26 8 C Subtotal 369 380 103% 42 7 D Left Turn 78 80 103% 62 12 E Through 198 197 100% 49 6 D WB Right Turn 39 37 96% 32 9 C Subtotal 315 315 100% 50 6 D Total 2,282 2,300 101% 40 2 D Intersection 2 Tukwila International Blvd/S 146th St Side -street Stop Demand Served Volume (vph) Total Delay (sec/veh) Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 46 44 96% 7 4 A Through 562 570 101% 1 0 A NB Right Turn 39 37 94% 2 2 A Subtotal 647 651 101% 1 0 A Left Turn 116 117 101% 5 1 A Through 860 868 101% 2 1 A SB Right Turn 35 32 92% 3 2 A Subtotal 1,011 1,018 101% 3 1 A Left Turn 20 19 96% 21 8 C Through 10 9 86% 19 11 C EB Right Turn 50 43 86% 10 1 A Subtotal 80 71 89% 14 2 B Left Turn 34 35 101% 16 3 C Through 6 5 90% 15 13 B WB Right Turn 68 67 98% 10 1 A Subtotal 108 107 99% 12 1 B Total 1,846 1,846 100% 3 0 A Fehr & Peers 912912017 115 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 3 Tukwila International Blvd/S 148th St Tukwila International Blvd Road Diet 2017 No Build PM Peak Hour Side -street Stop Demand �Volume(vpj Served Volume (vph) I Total Delay (sec/veh) Direction Movement Average Percent Average Std. Dev. LOS Left Turn 70 76 109% 5 2 A Through 591 599 101% 1 0 A NB Right Turn 31 29 92% 2 1 A Subtotal 692 704 102% 2 0 A Left Turn 43 46 107% 4 2 A Through 857 855 100% 1 1 A SB Right Turn 20 21 103% 2 1 A Subtotal 920 922 100% 1 1 A Left Turn 12 13 105% 17 12 C Through 6 5 82% 10 8 A EB Right Turn 28 25 88% 9 2 A Subtotal 46 42 91% 12 4 B Left Turn 13 11 85% 11 7 B Through 1 0 20% 0 0 A WB Right Turn 37 34 91% 10 2 A Subtotal 51 45 88% 11 3 B Total 1,709 1,713 100% 2 0 A Intersection 4 Tukwila International Blvd/S 150th St Side -street Stop Demand Served Volume (vph) Total Delay (sec/veh) Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 61 64 104% 9 3 A Through 638 651 102% 3 1 A NB Right Turn 21 20 96% 3 2 A Subtotal 720 735 102% 4 1 A Left Turn 60 60 100% 6 2 A Through 810 799 99% 1 0 A SB Right Turn 44 43 99% 2 1 A Subtotal 914 902 99% 1 0 A Left Turn 15 14 93% 12 8 B Through 10 9 85% 14 7 B EB Right Turn 36 34 93% 10 2 B Subtotal 61 56 92% 12 2 B Left Turn 14 16 111% 15 4 B Through 5 6 114% 17 17 C WB Right Turn 48 49 103% 10 2 B Subtotal 67 70 105% 12 2 B Total 1,762 1,764 100% 3 0 A Fehr & Peers 116 912912017 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 5 Tukwila International Blvd/S 152nd St Tukwila International Blvd Road Diet 2017 No Build PM Peak Hour Signal Demand �Volume(vpj Served Volume (vph) I Total Delay (sec/veh) Direction Movement Average Percent Average Std. Dev. LOS Left Turn 179 180 101% 54 4 D Through 679 696 103% 22 3 C NB Right Turn 60 59 98% 6 2 A Subtotal 918 936 102% 27 2 C Left Turn 84 79 93% 59 9 E Through 740 739 100% 26 4 C SB Right Turn 30 29 97% 26 11 C Subtotal 854 846 99% 29 4 C Left Turn 39 38 98% 43 11 D Through 62 69 110% 52 5 D EB Right Turn 27 31 114% 36 12 D Subtotal 128 138 108% 45 6 D Left Turn 53 55 104% 42 11 D Through 53 54 101% 45 10 D WB Right Turn 24 24 100% 13 8 B Subtotal 130 132 102% 39 7 D Total 2,030 2,052 101% 30 2 C Fehr & Peers 912912017 117 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 1 Tukwila International Blvd/S 144th St Tukwila International Blvd Road Diet 2017 Road Diet PM Peak Hour Signal Demand �Volume(vpj Served Volume (vph) I Total Delay (sec/veh) Direction Movement Average Percent Average Std. Dev. LOS Left Turn 166 169 102% 102 18 F Through 405 417 103% 42 6 D NB Right Turn 63 61 97% 28 8 C Subtotal 634 647 102% 57 9 E Left Turn 92 72 78% 964 68 F Through 763 569 75% 930 51 F SB Right Turn 109 77 70% 932 66 F Subtotal 964 718 74% 934 54 F Left Turn 122 130 106% 54 6 D Through 146 148 102% 44 6 D EB Right Turn 101 98 97% 32 8 C Subtotal 369 376 102% 44 4 D Left Turn 78 82 105% 62 7 E Through 198 196 99% 47 8 D WB Right Turn 39 35 90% 29 12 C Subtotal 315 312 99% 48 8 D Total 2,282 2,053 90% 361 26 F Intersection 2 Tukwila International Blvd/S 146th St Side -street Stop Demand I Served Volume (vph) I Total Delay (sec/veh) Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 46 45 98% 12 8 B Through 562 569 101% 7 5 A NB Right Turn 39 38 96% 6 4 A Subtotal 647 652 101% 7 5 A Left Turn 116 92 79% 7 2 A Through 860 705 82% 4 1 A SB Right Turn 35 25 73% 4 4 A Subtotal 1,011 822 81% 4 1 A Left Turn 20 19 93% 25 10 D Through 10 8 84% 16 8 C EB Right Turn 50 45 91% 17 5 C Subtotal 80 72 90% 19 6 C Left Turn 34 35 103% 21 7 C Through 6 5 83% 23 28 C WB Right Turn 68 68 100% 18 8 C Subtotal 108 108 100% 20 8 C Total 1,846 1,654 90% 7 2 A Fehr & Peers 118 912912017 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 3 Tukwila International Blvd/S 148th St Tukwila International Blvd Road Diet 2017 Road Diet PM Peak Hour Side -street Stop Demand �Volume(vpj Served Volume (vph) I Total Delay (sec/veh) Direction Movement Average Percent Average Std. Dev. LOS Left Turn 70 72 103% 9 3 A Through 591 600 102% 4 1 A NB Right Turn 31 28 89% 4 1 A Subtotal 692 700 101% 4 1 A Left Turn 43 39 90% 9 3 A Through 857 712 83% 3 1 A SB Right Turn 20 17 85% 4 2 A Subtotal 920 767 83% 3 1 A Left Turn 12 13 108% 23 12 C Through 6 6 103% 18 17 C EB Right Turn 28 27 95% 15 4 B Subtotal 46 46 100% 19 7 C Left Turn 13 11 84% 20 10 C Through 1 0 30% 1 4 A WB Right Turn 37 33 89% 12 2 B Subtotal 51 44 87% 13 3 B Total 1,709 1,557 91% 4 1 A Intersection 4 Tukwila International Blvd/S 150th St Side -street Stop Demand Served Volume (vph) Total Delay (sec/veh) Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 61 66 107% 15 6 B Through 638 645 101% 5 1 A NB Right Turn 21 20 96% 3 3 A Subtotal 720 731 102% 5 1 A Left Turn 60 51 84% 9 4 A Through 810 678 84% 9 12 A SB Right Turn 44 35 80% 7 8 A Subtotal 914 764 84% 9 12 A Left Turn 15 12 79% 35 39 D Through 10 9 89% 25 22 C EB Right Turn 36 35 98% 53 89 F Subtotal 61 56 92% 49 75 E Left Turn 14 16 114% 23 19 C Through 5 5 94% 19 20 C WB Right Turn 48 54 113% 16 5 C Subtotal 67 75 112% 19 7 C Total 1,762 1,626 92% 9 8 A Fehr & Peers 912912017 119 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 5 Tukwila International Blvd/S 152nd St Tukwila International Blvd Road Diet 2017 Road Diet PM Peak Hour Signal Demand �Volume(vpj Served Volume (vph) I Total Delay (sec/veh) Direction Movement Average Percent Average Std. Dev. LOS Left Turn 179 184 103% 55 5 D Through 679 690 102% 32 6 C NB Right Turn 60 61 101% 5 2 A Subtotal 918 935 102% 35 4 D Left Turn 84 71 85% 86 13 F Through 740 638 86% 47 11 D SB Right Turn 30 25 83% 48 27 D Subtotal 854 734 86% 50 11 D Left Turn 39 40 102% 48 5 D Through 62 67 108% 53 6 D EB Right Turn 27 28 104% 29 12 C Subtotal 128 135 105% 47 5 D Left Turn 53 53 99% 52 8 D Through 53 53 101% 40 11 D WB Right Turn 24 26 107% 18 11 B Subtotal 130 132 101% 42 6 D Total 2,030 1,935 95% 42 5 D Fehr & Peers 120 912912017 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 1 Tukwila International Blvd/S 144th St Tukwila International Blvd Road Diet 2030 No Build PM Peak Hour Signal Demand �Volume(vpj Served Volume (vph) I Total Delay (sec/veh) Direction Movement Average Percent Average Std. Dev. LOS Left Turn 170 166 98% 76 13 E Through 570 569 100% 30 5 C NB Right Turn 80 77 96% 17 6 B Subtotal 820 812 99% 38 4 D Left Turn 100 97 97% 77 6 E Through 890 899 101% 40 2 D SB Right Turn 110 108 98% 30 6 C Subtotal 1,100 1,104 100% 43 3 D Left Turn 120 123 103% 55 6 E Through 170 172 101% 46 10 D EB Right Turn 100 99 99% 33 8 C Subtotal 390 394 101% 45 6 D Left Turn 100 101 101% 72 14 E Through 220 221 101% 58 7 E WB Right Turn 60 55 92% 39 14 D Subtotal 380 377 99% 59 9 E Total 2,690 2,687 100% 44 3 D Intersection 2 Tukwila International Blvd/S 146th St Side -street Stop Demand I Served Volume (vph) I Total Delay (sec/veh) Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 50 47 95% 10 5 A Through 740 731 99% 1 0 A NB Right Turn 40 38 94% 2 1 A Subtotal 830 816 98% 2 0 A Left Turn 120 123 103% 7 2 A Through 1,030 1,038 101% 3 1 A SB Right Turn 50 50 100% 4 2 A Subtotal 1,200 1,211 101% 3 1 A Left Turn 30 27 89% 22 7 C Through 10 8 82% 18 6 C EB Right Turn 50 45 91% 11 2 B Subtotal 90 80 89% 16 3 C Left Turn 40 38 96% 20 5 C Through 10 9 94% 26 18 D WB Right Turn 70 67 96% 11 2 B Subtotal 120 115 96% 15 2 B Total 2,240 2,222 99% 4 0 A Fehr & Peers 912912017 121 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 3 Tukwila International Blvd/S 148th St Tukwila International Blvd Road Diet 2030 No Build PM Peak Hour Side -street Stop Demand �Volume(vpj Served Volume (vph) I Total Delay (sec/veh) Direction Movement Average Percent Average Std. Dev. LOS Left Turn 80 87 108% 6 2 A Through 770 762 99% 1 0 A NB Right Turn 40 38 94% 3 1 A Subtotal 890 886 100% 2 0 A Left Turn 40 43 109% 5 2 A Through 1,040 1,035 99% 1 0 A SB Right Turn 30 29 96% 2 1 A Subtotal 1,110 1,107 100% 1 0 A Left Turn 10 10 99% 24 10 C Through 10 8 81% 19 9 C EB Right Turn 40 41 103% 10 2 B Subtotal 60 59 99% 15 3 B Left Turn 30 27 91% 17 5 C Through 10 9 92% 14 6 B WB Right Turn 40 37 91% 11 4 B Subtotal 80 73 91% 15 4 B Total 2,140 2,125 99% 2 0 A Intersection 4 Tukwila International Blvd/S 150th St Side -street Stop Demand I Served Volume (vph) I Total Delay (sec/veh) Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 80 82 102% 10 4 B Through 820 814 99% 3 1 A NB Right Turn 20 20 100% 4 3 A Subtotal 920 916 100% 4 1 A Left Turn 60 63 104% 4 2 A Through 1,000 987 99% 1 0 A SB Right Turn 40 39 98% 2 1 A Subtotal 1,100 1,089 99% 1 0 A Left Turn 20 18 89% 22 10 C Through 10 10 102% 26 13 D EB Right Turn 40 35 88% 13 5 B Subtotal 70 63 90% 17 6 C Left Turn 10 10 102% 21 12 C Through 10 10 95% 22 17 C WB Right Turn 50 53 106% 10 2 B Subtotal 70 73 104% 13 2 B Total 2,160 2,141 99% 3 0 A Fehr & Peers 122 912912017 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 5 Tukwila International Blvd/S 152nd St Tukwila International Blvd Road Diet 2030 No Build PM Peak Hour Signal Demand �Volume(vpj Served Volume (vph) I Total Delay (sec/veh) Direction Movement Average Percent Average Std. Dev. LOS Left Turn 240 246 103% 70 12 E Through 850 841 99% 24 3 C NB Right Turn 70 70 101% 7 3 A Subtotal 1,160 1,158 100% 33 3 C Left Turn 90 89 99% 68 12 E Through 910 899 99% 34 3 C SB Right Turn 40 38 94% 31 12 C Subtotal 1,040 1,026 99% 37 4 D Left Turn 60 62 104% 50 10 D Through 70 75 108% 50 8 D EB Right Turn 30 34 112% 33 17 C Subtotal 160 171 107% 47 8 D Left Turn 70 68 97% 50 5 D Through 60 62 103% 48 8 D WB Right Turn 30 30 100% 14 5 B Subtotal 160 160 100% 44 4 D Total 2,520 2,514 100% 36 3 D Fehr & Peers 912912017 123 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 1 Tukwila International Blvd/S 144th St Tukwila International Blvd Road Diet 2030 Road Diet PM Peak Hour Signal Demand �Volume(vpj Served Volume (vph) I Total Delay (sec/veh) Direction Movement Average Percent Average Std. Dev. LOS Left Turn 170 161 95% 118 15 F Through 570 549 96% 58 11 E NB Right Turn 80 76 96% 40 7 D Subtotal 820 786 96% 68 11 E Left Turn 100 63 63% 1081 97 F Through 890 559 63% 1046 98 F SB Right Turn 110 67 61% 1026 95 F Subtotal 1,100 689 63% 1047 98 F Left Turn 120 117 98% 66 25 E Through 170 167 98% 80 49 E EB Right Turn 100 99 99% 68 55 E Subtotal 390 383 98% 71 40 E Left Turn 100 102 102% 65 14 E Through 220 221 100% 52 4 D WB Right Turn 60 53 89% 34 8 C Subtotal 380 375 99% 54 5 D Total 2,690 2,233 83% 362 27 F Intersection 2 Tukwila International Blvd/S 146th St Side -street Stop Demand Served Volume (vph) Total Delay (sec/veh) Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 50 48 96% 26 14 D Through 740 711 96% 26 19 D NB Right Turn 40 37 92% 24 16 C Subtotal 830 796 96% 26 18 D Left Turn 120 84 70% 41 25 E Through 1,030 746 72% 46 32 E SB Right Turn 50 33 66% 46 50 E Subtotal 1,200 863 72% 45 32 E Left Turn 30 25 82% 312 329 F Through 10 7 74% 241 338 F EB Right Turn 50 42 84% 380 369 F Subtotal 90 74 82% 344 342 F Left Turn 40 35 88% 208 164 F Through 10 9 86% 138 158 F WB Right Turn 70 60 86% 206 156 F Subtotal 120 104 86% 205 160 F Total 2,240 1,836 82% 57 16 F Fehr & Peers 124 912912017 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 3 Tukwila International Blvd/S 148th St Tukwila International Blvd Road Diet 2030 Road Diet PM Peak Hour Side -street Stop Demand �Volume(vpj Served Volume (vph) I Total Delay (sec/veh) Direction Movement Average Percent Average Std. Dev. LOS Left Turn 80 78 97% 16 9 C Through 770 750 97% 9 12 A NB Right Turn 40 38 95% 10 13 A Subtotal 890 866 97% 10 12 A Left Turn 40 29 73% 44 20 E Through 1,040 760 73% 55 20 F SB Right Turn 30 21 71% 43 21 E Subtotal 1,110 811 73% 54 20 F Left Turn 10 6 59% 605 678 F Through 10 8 77% 556 625 F EB Right Turn 40 28 70% 958 662 F Subtotal 60 41 69% 925 666 F Left Turn 30 26 85% 57 13 F Through 10 10 96% 45 36 E WB Right Turn 40 36 90% 46 57 E Subtotal 80 71 89% 51 36 F Total 2,140 1,789 84% 48 14 E Intersection 4 Tukwila International Blvd/S 150th St Side -street Stop Demand Served Volume (vph) Total Delay (sec/veh) Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 80 78 97% 28 9 D Through 820 794 97% 6 2 A NB Right Turn 20 21 105% 4 3 A Subtotal 920 892 97% 8 2 A Left Turn 60 47 78% 40 10 E Through 1,000 730 73% 64 10 F SB Right Turn 40 28 70% 59 13 F Subtotal 1,100 804 73% 62 10 F Left Turn 20 16 78% 746 504 F Through 10 8 75% 911 554 F EB Right Turn 40 27 67% 1052 563 F Subtotal 70 50 71% 974 562 F Left Turn 10 11 112% 68 49 F Through 10 9 92% 48 49 E WB Right Turn 50 56 113% 31 17 D Subtotal 70 77 110% 41 23 E Total 2,160 1,823 84% 58 16 F Fehr & Peers 912912017 125 Vissim Post -Processor Average Results from 20 Runs Volume and Delay by Movement Intersection 5 Tukwila International Blvd/S 152nd St Tukwila International Blvd Road Diet 2030 Road Diet PM Peak Hour Signal Demand �Volume(vpj Served Volume (vph) I Total Delay (sec/veh) Direction Movement Average Percent Average Std. Dev. LOS Left Turn 240 227 94% 106 15 F Through 850 801 94% 81 18 F NB Right Turn 70 65 93% 64 21 E Subtotal 1,160 1,093 94% 85 15 F Left Turn 90 68 75% 102 18 F Through 910 660 72% 69 8 E SB Right Turn 40 29 72% 74 24 E Subtotal 1,040 756 73% 72 8 E Left Turn 60 61 101% 49 12 D Through 70 73 104% 52 7 D EB Right Turn 30 31 103% 31 9 C Subtotal 160 164 103% 48 8 D Left Turn 70 72 103% 57 9 E Through 60 61 101% 50 7 D WB Right Turn 30 33 109% 24 8 C Subtotal 160 165 103% 49 7 D Total 2,520 2,178 86% 75 6 E Fehr & Peers 126 912912017 Appendix 2: Supplemental Traffic Analysis and Traffic Calming Descriptions (March 2019) 127 128 FEHR� PEERS 2019 Volume and Speed Data Collection Traffic volumes and speeds were collected in January 2019 over an entire week at the following ten locations: 1. Tukwila International Boulevard north of S 1261" Street 2. Tukwila International Boulevard north of S 1391" Street 3. Tukwila International Boulevard south of S 1441" Street 4. Tukwila International Boulevard north of S 1501" Street 5. 42nd Avenue S north of S 1391" Street 6. 42nd Avenue S south of S 144t" Street 7. 42nd Avenue S north of S 1501" Street 8. Military Road S north of S 1401" Street 9. Military Road S south of S 1441" Street 10. Military Road S north of S 1501" Street The graphs on the following pages show the daily northbound and southbound traffic volume profiles on Tukwila International Boulevard at S 1441" Street and S 1501" Street for both existing and future conditions. The approximate capacity of TIB under the rechannel ization scenario (700 vph) is also shown as a dashed line. Weekday and weekend volumes are shown separately. The future volume profile was estimated by increasing the existing counts by 25 percent. 1001 4th Avenue I Suite 4120 1 Seattle, WA 98154 1 (206) 576-4220 1 Fax (206) 576-4225 www.fehrandpeers.com 129 March 25, 2019 Weekday Volumes on Tukwila International Boulevard South of S 7441 Street 1,200 1,000 -, 800 . . . , Roadway L— — — — — — — 1 _ - — — — — — — — 600 Capacity . • _ � N - � 400 200 0 P�P�P�P�P�P� P� P�P�P�P�P�Q�Q�Q�Q�Q�Q�Q�Q�Q�Q�Q�Q� Oo .Oo Oo Oo Oo 00 00 00 00 00 00 .Oo .Oo .Oo Oo Oo Oo Oo Oo Oo 00 Oo Oo Oo yam. -v ti' 5- "". `' - '6' -\' %- a. ti°- titi ti` - '6' -N. 'b. C"' ti°' titi' Northbound (existing) Southbound (existing) - - - - - Northbound (future) - - - - - Southbound (future) North of S 150th Street 1,200 1,000 soo Roadway --Capacity — — —— �——----ifS�s�- ---- ,;------- 600 400 200 0 P�P�P�P�P�P�P�P�P�P�P�P�Q�Q�Q�Q�Q�Q�Q�Q�Q�Q�Q�Q� .Oo Oo Oo Oo Oo 00 Oo Oo Oo Oo Oo .00 Oo .Oo Oo Oo Oo Oo Oo Oo Oo Oo Oo Oo ,y ,- , ,. -v ,5. �. h. O. A . %. o. yo. �ti. y. ,. ti. -v �. p . y. O. .\. �. O. yo. yti. Northbound (existing) Southbound (existing) - - - - - Northbound (future) - - - - - Southbound (future) 130 March 25, 2019 �f Saturday Volumes on Tukwila International Boulevard South of S 7441 Street 1,200 1,000 800 Roadway — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — Capacity600 , • - - ' ' 400 .T era . yt� s♦ 200 ata_ ♦'_7 0 P� P� P� P� P� P� P� P� P� P� P� PQ� Q`S Q`S Q`S Q`S Q`S Q`S Q`S Q`S Q`S Q� Q� .00 .00 .ZZ .61 61 61 61 00 61 00 00 .09 .00 .00 .00 .00 00 00 00 00 00 00 00 .00 'y' `y - "5 b h '6 1 'b O 'y 1y �, 'y 'L 3 R h O 1 % O y0 y', Northbound (existing) Southbound (existing) - - - - - Northbound (future) - - - - - Southbound (future) North of S 750th Street 1,200 1,000 800 Roadway — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — Capacity • - - ' ' 600 400 ' 200 a�� 0 P� P� P� P� P� P� P� P� P� P� P� PQ`S Q`S Q`S Q`S Q`S Q`S Q`S Q`S Q`S Q`� Q`� .00 .00 .00 .61 00 00 61 61 00 .00 00 .00 .00 .00 .00 .00 00 00 00 00 00 00 00 .00 'y' 'y - ", P h '6 1 % O 'y yy ,L y L R <-)O 1 lbO y0 y', Northbound (existing) Southbound (existing) - - - - - Northbound (future) - - - - - Southbound (future) 131 March 25, 2019 �f Speed Data The following table summarizes the daily 8511 percentile travel speeds (mph) for the northbound and southbound directions for weekdays and weekends at all data collection locations. Existing (2019) 85" Percentile Travel Speeds Study Location Weekday (Tue-Thu) Northbound Southbound Weekend (Sat -Sun) Northbound Southbound 1. TIB north of S 126' St 47 50 48 51 2. TIB north of S 139' St 46 47 48 49 3. TIB south of S 144th St 37 36 38 37 4. TIB north of S 150th St 39 37 39 39 5.42nd Ave S north of S 139th St 36 36 37 36 6.42nd Ave S south of S 144th St 32 32 34 32 7.42nd Ave S north of S 150th St 33 32 35 34 8. Military Rd S north of S 140th St 39 39 40 40 9. Military Rd S south of S 144' St 32 33 33 33 10. Military Rd S north of S 150' St 34 35 34 35 This analysis looked at both weekday speeds (Tuesday through Thursday) and weekend speeds (Saturday and Sunday.) Speeds at each location were relatively consistent throughout the day as well as across different days of the week, with only minor fluctuations. There was also little variation in the speed data northbound and southbound on all segments. Speeds along northern segments of Tukwila International Boulevard were consistently 10-15 mph faster than those observed to the south. Along TIB between S 144th Street and S 152nd Street, observed speeds were approximately 5 mph faster than on 42nd Avenue S and Military Road S. 132 March 25, 2019 �f Volume Data The tables on the following page show the average weekday and weekend volumes in each direction for the study locations as well as the AM and PM peak hour volumes. Overall, daily volumes on the weekend are between 10-30 percent lower than average daily weekday volumes and there are no discernable AM or PM peak hours on the weekend compared with the typical commute pattern evident during the week. The peak hour directional volumes on TIB are between 700 and 900 vehicles per hour (vph). The peak hour directional volumes on 4211 Avenue S and Military Road S are much lower by comparison and are between 100 to 300 vph. Existing (2019) Daily Traffic Volumes Study Location Weekday (Tue-Thu) Northbound Southbound Weekend (Sat -Sun) Northbound Southbound 1. TIB north of S 126th St 7,646 7,370 5,324 5,255 2. TIB north of S 139th St 8,609 7,234 5,469 5,367 3. TIB south of S 144th St 8,288 8,583 6,638 7,286 4. TIB north of S 150th St 9,386 9,263 7,821 8,146 5.42nd Ave S north of S 139th St 1,246 1,334 933 896 6. 42nd Ave S south of S 144th St 2,774 2,467 2,149 1,730 7. 42nd Ave S north of S 150' St 3,343 3,141 2,655 2,255 8. Military Rd S north of S 140th St 3,712 3,753 3,376 3,276 9. Military Rd S south of S 144' St 2,541 3,024 2,212 2,723 10. Military Rd S north of S 150' St 3,845 3,778 3,901 3,885 Existing (2019) Peak Hour Traffic Volumes Study Location AM Peak Hour (7-8AM) Northbound Southbound PM Peak Hour (4-SPM) Northbound Southbound 1. TIB north of S 126' St 827 226 396 857 2. TIB north of S 139' St 879 247 469 809 3. TIB south of S 144' St 674 317 513 776 4. TIB north of S 150' St 711 362 612 825 5. 42nd Ave S north of S 139' St 113 77 82 158 6. 42nd Ave S south of S 144' St 242 124 194 300 7. 42nd Ave S north of S 150th St 272 164 226 349 8. Military Rd S north of S 140th St 219 181 297 331 9. Military Rd S south of S 144th St 153 154 185 248 10. Military Rd S north of S 150th St 186 196 285 303 133 March 25, 2019 �f Traffic Diversion Analysis The results from our previous microsimulation analysis suggest that under a rechannelization scenario, the volume on TIB would need be to less than approximately 700 vph in each direction for the intersection operations and corridor travel time on TIB to be consistent with how the corridor operates today. Our diversion analysis indicated that approximately 35% of diverted volumes would use 42nd Avenue S and 25%would use Military Road S as alternatives to TIB under the rechannelization scenario. The table shows estimates of how weekday traffic volumes in the peak direction would change on Military Road S and 42nd Avenue S before and after implementation of a rechannelization on TIB. Estimates for 2030 are also provided by increasing the existing volumes by 25%, consistent with growth estimates from the City's travel model. Military Rd S north of S 150th St 42nd Ave S north of S 150th St Northbound (AM) Southbound (PM) Northbound (AM) Southbound (PM) 2079 Existing Volume Before 190 300 270 350 Volume After 190 330 270 400 Difference 0 30 0 50 Percent Change 0% 70% 0% 74% 2030 Future Volume Before 240 380 340 440 Volume After 290 470 410 560 Difference 50 90 70 720 Percent Change 21 % 24% 21 % 27% Under the existing scenario, only traffic in the southbound direction during the PM peak period on TIB would need to shift to alternate routes in order to reduce the volumes below 700 vph. The volumes that are estimated to divert to Military Road S and 42nd Avenue S are less 50 vph, which would increase the volumes on these facilities by 10-15 percent. In the future scenario, traffic from TIB would need to divert during both the AM and PM peak hours and the volumes increases on the two parallel routes would be between 50 and 120 vph, or approximately 20-25 percent. In addition to the increased volumes on the two parallel facilities, another impact to these facilities would be an increase in overall travel speed as drivers shift from TIB. Travel speeds on TIB are 10-15 mph faster than those on Military Road S and 42nd Avenue S and it is likely that drivers would attempt to maintain their previous travel speeds while diverting. The land use along these two parallel routes 134 March 25, 2019 r', is primarily residential and the increases in both traffic volumes and travel speeds would impact these residents and potentially increase the rate and severity of collisions that occur along these corridors. This analysis did not show any impacts on the weekend from the rechannelization on TIB. 135 March 25, 2019 �f Traffic Calming Measures This section describes the potential traffic calming strategies that could be used to mitigate the speed and volume increases from diverted traffic onto 42nd Avenue S and Military Road S. Chicanes A chicane is a series of alternating curves or lane shifts that force a motorist to steer back and forth instead of traveling a straight path.' They have been proven to be effective at reducing both traffic speed and volumes, and they are relatively affordable. Chicanes are considered appropriate on roadways with speed limits of 35 mph or less.z Chicanes do not affect driveway access, though street sweeping may need to be done manually. On 42nd Avenue S and Military Road S, one pair of chicanes per block is recommended. The cost can range from $5,000-$25,000 per pair depending on materials selected. Tukwila could consider chicanes at a low, medium, and high level of effort. • Lowest level of effort — a temporary chicane marked with paint and delineators. While this is the least expensive option (—$5-10k), more motorists will choose not to obey the markings. • Medium level of effort — a temporary or permanent chicane that uses planters and paint. • Highest level of effort — a permanent chicane with curb. Costs vary greatly but will be significantly cheaper if the curb does not impact existing storm drain facilities. Drainage retrofitting and landscaping may represent a major component of the cost. Lowest Level of Effort Medium Level of Effort Highest Level of Effort Temporary chicanes in Bend, OR. Source: Bend Bikes' Temporary chicanes in Philadelphia. Source: Gary Toth' ' httDS://www.ite.ora/Dub/?id=29df6928-0059-96b7-cfb7-c79b3585al7d 2 https://www.ite.ora/pub/?id=29df6928-0059-96b7-cfb7-c79b3585al7d ' https://www.bendbikes.ora/nwl5street/chicanes/ ' https://www.pps.ora/article/top-down-meets-bottom-up-on-philadelphia-streets s http://bike.lacity.ora/anatomy-of-a-bicycle-friendly-street-chicanes/ Permanent chicane in Austin, TX. Source: LADOTS 136 March 25, 2019 Raised Crosswalks Raised crosswalks, also known as speed tables, are long, raised speed humps with a flat section in the middle and ramps on the ends. Raised crosswalks have been shown to reduce speeds and divert 20 percent of average traffic volumes when a series are implemented. They have also been shown to reduce the average crash rate by 45 percent.' Raised crosswalks encourage motorists to yield to pedestrians because they increase pedestrian visibility and force motorists to slow down before going over the speed table. Speed humps are a similar traffic calming treatment, which are more effective at reducing speeds — studies have shown that average speeds between humps are reduced between 20 and 25 percent.' However, speed humps are often not popular with residents due to noise concerns. For this reason, speed humps are not recommended on 42nd Avenue S and Military Road S. While neither roadway currently has any mid -block crosswalks, raised crosswalks could be an effective traffic calming treatment on 42nd Avenue S between S 144th Street and S 142nd Street in front of Foster High School. Example of a raised crosswalk. Source: Scott Batson https://safety.fhwa.dot.gov/speedmgt/ePrimer modules/module3pt2.cfm The cost typically ranges from $2,500-$8,000 per crosswalk, but costs will vary based on the width of the road, drainage conditions, and the type of material used — asphalt is cheaper than brickwork, stamped asphalt, and other materials. Raised Intersections Raised intersections are very similar to raised crosswalks, but they are flat raised areas covering entire intersections that have ramps on all approaches. They are typically installed at signalized or all -way stop controlled intersections with high pedestrian crossing demand, and they are considered appropriate on roadways with speed limits 35 mph or less. 6 https://www.ite.ora/pub/?id=2c8edbfb-Oc48-blf3-c506-9e8e72dd3992 7 https://www.ite.ora/pub/?id=2c815e39-bb70-72a3-4e31-0356ae6af6bO 137 March 25, 2019 Raised intersections make entire intersections more pedestrian -friendly and increase the likelihood that a driver yields to a pedestrian. While raised intersections are likely to reduce through movement speeds at intersections, reduction in mid - block speeds are typically less than 10 percent.' They are also fairly expensive at $15,000-$100,000 each. The City could consider a raised intersection on 42nd Avenue S at S 1441h Street near Foster High School in conjunction with raised crosswalks between S 1441h Street and S 142nd Street. Bulb Outs Example of a raised intersection. Source: NACTO httas://nacto.org/publication/urban-street-design- gu ide/intersections/minor-intersections/raised-intersections/ Bulb outs, also known as curb extensions or chokers, extend the sidewalk or curb line into the street, resulting in a narrower roadway section. If located at an intersection, it is called a corner extension or bulb out, and if located midblock, it is referred to as a choker. They are appropriate for roadways of any speed limit and a variety of functional classifications, i.e. arterials, collectors, and local streets. They encourage lower vehicular speeds by funneling traffic through the pinch point, but they are not thought to be effective for volume reduction.' They are also fairly expensive at $15,000-$100,000 each. Drainage may represent a significant cost. The City could consider installing bulb outs and chokers along 42nd Avenue S and Military Road S. Traffic Diverters Traffic diverters are barriers built at intersections that prevent certain through and/or turning movements. They can be placed across both lanes of traffic as a full diverter or across one lane of traffic as a semi-diverter, though they should be designed to be passable for pedestrians and cyclists. They can be designed to allow emergency vehicle access with mountable curbs, gaps between bollards, removable delineators, etc. One traffic diverter per roadway is recommended. However, diverters are generally considered appropriate on roadways with speed limits 25 mph or less10, so this may be less 8 https://www.ite.ora/pub/?id=2c3e7d2b-Od3a-93b9-af9d-99dce352e79d 9 https://www.ite.ora/pub/?id=2a288a67-Oa3d-OOd2-9e87-c82b9ebd6l7l 10 https://www.ite.ora/pub/?id=2a33066a-c570-9a6a-64b7-8856c5906clO 138 March 25, 2019 r', appropriate for Military Road S. The cost can range from $5,000450,000 each depending on the amount of material needed and drainage needs at the site. Tukwila could consider diverters at a low, medium, and high level of effort. • Lowest level of effort — a temporary diverter marked with paint and delineators. While this is the least expensive option (—$5-10k), more motorists will choose not to obey the markings. • Medium level of effort — a temporary or permanent chicane that uses planters and paint. Even with signage about traffic violation fees, some motorists will risk a ticket and continue to use the roadway. • Highest level of effort — an island with mountable curb. Costs vary greatly but will be significantly cheaper if the curb does not impact existing storm drain facilities. Drainage retrofitting and landscaping may represent a major component of the cost. Lowest Level of Effort Medium Level of Effort Highest Level of Effort Temporary traffic diverters in Seattle. Source: Chris Sullivan/KIRO Radio" Bollard traffic diverters in Berkeley, CA. Source: R Kehlmann12 References for Cost Estimates A more permanent traffic diverter. Source: Flickr - VeloTraffic (2010)13 • https://www.ite.org/technical-resources/traffic-calming/traffic-calming-measures/ • http://www.13edbikeinfo.org/cros/downloads/Countermeasure%2OCosts Report Nov2O13 • https://www.fhwa.dot.gov/publications/research/safety/O11O2/O11O2.pdf " http://mynorthwest.com/710694/traffic-diverters-getting-mixed-reaction/? Z http://berkeleyplaques.orci/e-plaque/traffic-diverters/?cat=39 http://www.pedbikesafe.org[pedsafe/countermeasures detail.cfm?CM NUM=41 139 140 Appendix 3: Preliminary Budget Evaluation Memo (October 2019) 141 142 APPENDIX ## To: City of Tukwila, Fehr & Peers From: KPG Date: 10/22/2019 Re: Tukwila International Boulevard On -Street Parking/Rechannelization — Preliminary Budget Evaluation Project No: 19075 (KPG) The purpose of this document is to provide a preliminary budget evaluation and comparison for the Tukwila International Boulevard (TIB) Rechannelization alternatives. BASELINE PROJECTS The current Capital Improvement Program (CIP) identifies a new signal at S 140th St and TIB. This project is in conjunction with the two Rapid Response Flashing Beacons (RRFB) at S 141st St that were installed in 2019. Projects that could support the safety and placemaking goals identified in the City of Tukwila Comprehensive plan, specifically Chapter 8 — Tukwila International Boulevard District, are RRFB installations at existing intersections as identified in Table 1. The RRFB installations at existing intersections identified in the Baseline Projects do not include ADA improvements or curb bulbs to shorten crossing distances across TIB using curb bulbs because of the current vehicle use of the outside lane. A table showing Baseline Projects has been provided in Table 4 for these projects that could be implemented separately or with any of the rechannelization options. Table 1: Baseline Projects for All Alternatives IMPROVEMENT LOCATION New Signal System S 140th St Rapid Response Flashing Beacons (RRFB) at Existing S 150th St, S 148th St, S 146th St Intersections TUKWILA INTERNATIONAL BOULEVARD RECHANNELIZATION The purpose of this section is to provide a preliminary budget evaluation and comparison for the three Tukwila International Boulevard (TIB) Rechannelization options presented in Fehr & Peers' Report Tukwila International Boulevard Rechannelization Study. These options include: 1. Rechannelization between S 139th Street and S 152nd Street with traffic calming mitigation on side streets a. Installation of on -street parking and bike lanes with pedestrian improvements and traffic mitigation. 2. Rechannelization between 12400 block and S 152nd Street a. Installation of on -street parking and bike lanes with pedestrian improvements between S 139' Street and S 15211 Street. b. Installation of protected bike lanes between S 139th Street and 12400 block. 3. Implementation of off-peak parking in outside lanes of TIB between S 139th Street and S 152nd Street a. Installation of parking signage to enforce peak hour parking restrictions The purpose of the rechannelization of TIB is to slow traffic down, provide on -street parking for adjacent commercial uses, and improve safety for bicyclists and pedestrians. Page 11 143 Additionally, the preliminary budget evaluations for Option 1 and Option 2 incorporate pedestrian safety measures beyond those identified in the Baseline Projects. The additional pedestrian safety measures strengthen the projects to better satisfy the goals for transitioning TIB from a highway to a "main street;" goals from the City of Tukwila Comprehensive plan, specifically Chapter 8 — Tukwila International Boulevard District. OPTION 1 Option 1 would add on -street parking and bike lanes to TIB only from S 152nd St to S 139th St (Figure 1). The existing outside lanes would be converted to 8' parallel parking with a 5' bike lane, while maintaining one travel lane in each direction and the center turn lane. North of S 139th St the road configuration would be unchanged. As part of this option, due to the modification of the outside lane, the existing traffic signal at S 1441h St would need to be upgraded to meet current ADA requirements, including installation of separate push button pedestals at least 10-feet from the existing button location, and audible push button assemblies. The ADA upgrades at this intersection could be combined with the installation of curb bulbs. No improvements to the vehicle traffic signal heads or vehicle detection equipment are anticipated to be required. Improved pedestrian facilities along TIB have been identified by the City through their public outreach and their TIB Subarea Plan. The rechannel ization presents an opportunity to improve pedestrian crossing distances, pedestrian awareness, and connectivity throughout the corridor. The budget estimate incorporates additional pedestrian improvements provided in Table 2: Table 2: Additional Pedestrian Improvements TECHNIQUE LOCATION Curb Bulbs at existing Mid -Block Crossings TIB: between 152nd — 150th between 144th — 142nd between 142nd — 141 St S 141st St Curb Bulbs at New Rapid Response S 150th St, S 148th St, S 146th St Flashing Beacons RRFB Locations As noted in the Fehr & Peers report, traffic diversion is anticipated to occur as a result of the rechannelization limits with Option 1. Preliminary traffic mitigation/calming techniques and their locations have been identified based on similar regional applications and through collaboration with the City of Tukwila and Fehr & Peers in order to establish a project budget. Techniques and locations are tabulated in Table 3 and shown on Figure 3. These measures represent reasonable assumptions for budget purposes; however, the specific techniques, number of installations, and specific locations would need to be developed through a public outreach process and coordination with other City departments. Various traffic calming techniques are described in the Fehr & Peers Report. For budgeting purposes, we have assumed a combination of lower cost techniques (speed humps/cushions) and higher cost techniques (chicanes, traffic circles) will be implemented to mitigate predicted traffic diversion. Page 12 144 Table 3: Preliminary Traffic Mitigation Locations TECHNIQUE LOCATION Chicane (Offset Curb Extensions) Roadway S 1301h St — TIB to 40th Ave S 42nd Ave S — S 144th St to S 150th St Mini Roundabout S 140th St & 37th Ave S Traffic Circle S 135th St & 34th Ave S Speed Humps/Tables/Cushions 40th Ave S: between 137th — 132nd 34th Ave S: between 137th — 140th S 132nd St: between 34th — 32nd S 133rd St: between 32nd — Military Rd S 140th St: between 33rd PI — 35th Raised Crosswalk S 137th St & 37th Ave S S 140th St & 42nd Ave S S 142th St & 37th Ave S Before and after traffic studies, including volume and speed counts, are estimated to cost $35,000 and are recommended and included in the budget estimate as part of the traffic diversion/calming techniques line item. The traffic studies will allow the City to monitor changes in traffic volumes and speeds on adjacent residential streets in order to determine if additional mitigation measures are necessary. Option 1 is anticipated to impact to the surrounding neighborhoods which may require substantial public outreach in the neighborhoods. We have included a public outreach budget of $140,000 to satisfy general outreach efforts regarding the TIB rechannelization and mitigation for Option 1. These efforts may include a series of focus group meetings for traffic mitigation, mailers, website updates, and community open house meetings prior to implementing the rechannelization of TIB. Table 4, below, summarizes the key budget items. See the attached Option 1 Preliminary Budget Estimate for a detailed budget estimate for the improvements identified in Option 1. OPTION 2 Option 2 is identical to Option 1 on TIB from S 152nd St to S 1391h St but with the addition of extending the limits of the restriping of the outside lane to provide a protected bike lane from S 139th St to the 12400 Block (Figure 2). Traffic signal improvements at S 144th St would still be required due to the modification and repurposing of the outside lane of TIB. Parking demand currently decreases outside of the commercial district, north of S 1391h St, which allows the outside lane to transition from a parking lane to a 6' buffer and 6' bike lane. If parking demand increases due to development north of S 139th St, the protected bike lanes may be converted to 8' parallel parking and a 5' bike lane. The rechannelization in Option 2 presents an opportunity to improve pedestrian crossing distances, pedestrian awareness, and connectivity throughout the corridor. The budget estimate for Option 2 incorporates the same pedestrian improvements as outlined in Option 1. According to the Fehr & Peers analysis, this option reduces, but may not eliminate the need for additional traffic calming mitigation in adjacent residential neighborhoods since drivers are anticipated to stay on or divert to regional facilities such as SR 599 and 1-5. Before and after Page 13 145 traffic counts are still recommended and are included in the budget estimate. The traffic counts will allow the City to monitor changes in traffic volumes and speeds on adjacent residential streets in order to determine if additional mitigation measures are necessary. We have included a budget allowance of $100,000 in the event minor additional measures are required as a result of implementing this configuration. Option 2 is anticipated to reduce the impacts to the surrounding neighborhood resulting in lesser public outreach compared to Option 1. We have included a public outreach budget of $95,000 to satisfy general outreach efforts regarding the TIB rechannelization for Option 2. These efforts may include an open house, mailers, and website updates. Table 4, below, summarizes the key budget items. See the attached Option 2 Preliminary Budget Estimate for a detailed budget estimate for the improvements identified in Option 2. OPTION 3 Option 3 adds on -street parking in the outside lanes during non -peak hours between S 13911 Street and S 15211 Street. During periods of peak demand, the roadway will function exactly as it does today, eliminating the need for additional mitigation. This will require the installation of applicable parking signage and an increased effort by law enforcement to monitor and enforce parking users and their time limitations. The costs included in this memorandum do not include the operational costs associated with the additional enforcement required to enforce the parking restrictions. Additional costs for towing of illegally parked vehicles is also not included. Enforcement, if timed parking restrictions are implemented, including towing and impounding of vehicles, is a policy decision to be provided by the Council should Option 3 be selected. Option 3 allows the City to study the traffic behaviors during the non -peak hours while the travel lanes are reduced. The traffic behaviors could be considered prior to implementing a more permanent solution such as Option 1 or 2. Option 3 does not allow the installation of curb bulbs as described in Options 1 and 2 because vehicle use of the outside lanes during peak travel times would result in curb bulbs extending into the lane. Pedestrian safety improvements implemented in Option 3 can include enhanced crossing awareness in the form of RRFB's and channelization at existing intersections. The crossing enhancements would be similar to the existing crossings throughout the TIB corridor which consists of crosswalk markings, median refuge island, and RRFBs. Option 3 only changes the use of TIB for selected periods of time throughout the day, resulting in lesser public outreach need compared to other rechannelization options. We have included a public outreach budget of $23,500 to satisfy general outreach efforts regarding the TIB plan for Option 3. These efforts may include mailers and website updates. Before and after traffic counts are recommended to monitor traffic patterns and inform future rechannelization options based on data collected after the outside lane conversion has been implemented. Table 4, below, summarizes the key budget items. See the attached Option 3 Preliminary Budget Estimate for a detailed budget estimate for the improvements identified in Option 3. Page 14 146 SUMMARY Option 1 would require significant phasing, public outreach, and funding to address the anticipated traffic diversion. Option 1 is estimated to require the largest budget. Option 2 could achieve the same goals as Option 1, is expected to reduce the traffic diversion impacts to the adjacent neighborhoods and is estimated to require a lower budget than Option 1. Options 1 and 2 provide the City with an opportunity transition TIB from a highway to a main street by providing on -street parking for adjacent business, spurring redevelopment throughout the corridor, and improving pedestrian safety by slowing down traffic speeds. Option 3 provides a low-cost solution that could be monitored and studied prior to implementation of a more permanent solution such as Options 1 or 2. Option 3 would require additional enforcement to monitor and enforce the parking limitations, which is not included in the budgets shown below. A Preliminary Budget Summary is provided in Table 4 with detailed breakdown and assumptions on the following pages. Table 4: Preliminary Budget* Summary Option 1 Option 2 Option 3 RECHAN FROM S RECHAN FROM S CONVERTIBLE Baseline Projects 152ND ST - S 152ND ST - 12400 OUTSIDE LANE 139TH ST BLOCK ITEM Total Cost Total Cost Total Cost Total Cost Rechannelization/On- Street Parking & - $ 360,000.00 $ 540,000.00 $ 260,000.00 Bicycle Lanes 144th Signal $ 300,000.00 $ 300,000.00 - Improvements 140th Signal $ 1,316,250.00 - - - Installation Pedestrian Crossing/Safety $ 234,000.00 $ 1,700,000.00 $ 1,700,000.00 Improvements Traffic Mitigation/Calming - $ 2,040,000.00 $ 230,000.00 $ 70,000.00 Techniques TOTAL $ 1,550,250.00 $ 4,400,000.00 $ 2,770,000.00 $ 330,000.00 Note: Total cost is subject to change based upon public outreach and final design of rechannelization, pedestrian improvements, public outreach and traffic mitigation/calming techniques. *Budget provided is based on 2019 dollars Page 15 I� Figure I:Typical Section 1 W Z Q J W H — cC C az O 8 J W .7. H ix L 4) Z=, W H 4+ —U W z J Y W Q cc H Um Page 16 Ur Y Z J M W X 0 W � W Z Q J W Y m Cr W D LL CD L O W Z Z Q J CD W Q V > p m 0 = Y z O C� O Q J W *� M NMCD afZ W Z C W L- O LU O N _ T- I LLJ �w F Gl _ 3 W LL LL a, D CO W Z Q J W Y CO � Y Z J Ln W XD WE75 Figure 2: Typical Section 2 Page 17 149 150