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HomeMy WebLinkAboutWS 2024-04-15 COMPLETE AGENDA PACKETw Tukwila City ❖ WORK Council Agenda SESSION ❖ VIOLA kJ =4ti 4. `''�n\ r/2 Thomas McLeod, Mayor Councilmembers: ❖ De'Sean Quinn ❖ Tosh Sharp Marty Wine, Interim City Administrator ❖ Armen Papyan ❖ Jovita McConnell Mohamed Abdi, Council President ❖ Dennis Martinez ❖ Hannah Hedrick 1905 ON -SITE PRESENCE: TUKWILA CITY HALL COUNCIL CHAMBERS 6200 SOUTHCENTER BOULEVARD REMOTE PARTICIPATION FOR THE PUBLIC: 1-253-292-9750, ACCESS CODE: 56095437# Click here to: Join Microsoft Teams Meeting For Technical Support: 1-206-433-7155 Monday, April 15, 2024; 5:30 PM 1. CALL TO ORDER 2. BUSINESS ITEMS a. Update on Annual Overlay & Repair Program. David Baus, Project Manager b. Update on Neighborhood Traffic Calming Program. Cyndy Knighton, Senior Program Manager - Transportation c. Introduction to Six -Year Transportation Improvement Program (TIP) Cyndy Knighton, Senior Program Manager - Transportation Pg.1 Pg.91 Pg.115 3. ADJOURNMENT This agenda Remote is available at www.tukwilawa.gov, and in alternate formats with advance notice for those with disabilities. taped, and available at www.tukwilawa.gov) Tukwila Council meetings are audio/video 4ipe If you are in need of translation or interpretation services at a Council meeting, ��„`,Q please contact us at 206-433-1800 by 12:00 p.m. on the meeting date. TO: FROM: BY: CC: DATE: SUBJECT: ISSUE Presentation City of Tukwila Thomas McLeod, Mayor INFORMATIONAL MEMORANDUM City Council Hari Ponnekanti, Public Works Director/City Engineer David Baus, Project Manager Mayor Thomas McLeod April 12, 2024 Annual Overlay & Repair Program of the City's Annual Overlay Program. BACKGROUND Tukwila owns, operates, and maintains just over 200 lane miles of paved asphalt roadways. Public Works must understand and be able to forecast which roads need maintenance before full repair is needed. Normal pavement maintenance is done in the form of an overlay, which can be done at a fraction of the cost of a complete overhaul or replacement of failed pavement and subgrade. One dollar spent for maintenance saves eight dollars from being needed to reconstruct a road. Staff maintains a database that includes dates when roads have been overlaid and current pavement conditions. That database allows staff to project when road sections may need an overlay. A key piece of data is the Pavement Condition Index (PCI) of the road surface. A PCI study is conducted using pavement management consultants every 4 or so years. The study is made up from data collected by a van driving all roads in the City looking for signs of deterioration and distress such as cracking, rutting, surface wear, humps, bumps, and sags. DISCUSSION The most recent PCI Report from 2020 indicates the leading cause of pavement failure comes from: heavy side -loading garbage and recycling trucks; school buses; and delivery vehicles — a typical pattern seen across most cities. The attached PCI Report discusses the current conditions of Tukwila's street network and how the PCI rating was developed and applied. The Report also shows that Tukwila's overall average pavement condition score is slightly above the national average but will require more than the current $1.05M annual construction budget to maintain the strong number. The executive summary conclusion from the 2020 Report says: "The Tukwila network has an average PCI of 65.6 and a backlog of 1.3%, with most of the network landing in the Very Good PCI range. With the City's existing budget, the network conditions will degrade into the high 50s PCI range and backlog will continue to grow over time. It is worth noting that the City does have a fair amount of streets approaching the end of their lifespan where overlays can be effective representing a percentage of the network at the steepest part of their deterioration curves." FINANCIAL IMPACT The Annual Overlay Projected funding comes from the Solid Waste Utility Tax. Tukwila is not eligible for most overlay grants but has been recently awarded federal grants for three roads on the National Highway System. ATTACHMENTS • CIP Page 12 • 2020 Pavement Condition Report and relevant exhibits 1 2 CITY OF TUKWILA CAPITAL PROJECT SUMMARY 2023 to 2028 PROJECT: Annual Overlay and Repair Program Project No. 80010401 DESCRIPTION: Select, design and construct asphalt and concrete pavement overlays of arterial and residential streets. JUSTIFICATION: Preserve and maintain the street structure in a safe and useable state by resurfacing before failure which also minimizes costs. Some individual sites may be coordinated with water, sewer, and surface water projects. STATUS: Each year various sections of roadway throughout the City are designed and constructed for asphalt overlay. MAINT. IMPACT: Reduces annual maintenance. COMMENT: Ongoing project. Only one year actuals shown in first column. FINANCIAL Through Estimated (in $000's) 2021 2022 2023 2024 2025 2026 2027 2028 BEYOND TOTAL EXPENSES Design 316 150 150 150 150 150 150 150 150 1,516 Land (R/W) 0 Const. Mgmt. 43 200 200 200 200 200 200 200 200 1,643 Construction 970 1,050 1,050 1,050 1,050 1,050 1,150 1,150 1,300 9,820 TOTAL EXPENSES 1,329 1,400 1,400 1,400 1,400 1,400 1,500 1 1,500 1,650 12,979 FUND SOURCES Awarded Grant 0 Proposed Grant 0 Mitigation Actual 0 Mitigation Expected 0 Solid Waste Utility Tax 1,329 1,400 1,400 1,400 1,400 1,400 1,500 1,500 1,650 12,979 TOTAL SOURCES 1,329 1,400 1,400 1,400 1,400 1,400 1,500 1,500 1,650 12,979 2023 - 2028 Capital Improvement Program ® ,M 12 3 4 C7� Of T u r w ! ! A Pavement Analysis 5 - Year Post Rehab PCI: $1,050,000 Annual Budge by Segment White Center Heights Park Pond Burien Lake Label Legend (when applicable) 1234 GISID 1234 Project ID Legend 0-10 red 11 -20 21 -30 31 -40 41 -50 51 - 60 yellow 61 -70 71 -80 81 -90 91 - 100 green City Limits IMS Infrastructure Management Services 2020 ASHINGTON Arbo ke KIN INTER 4 I RPC) S 112th St 1286 Bow Lake Plc TE NATIO-P 1057 uwamish River 1440 1432 1435 1061 1431 1434 436 S 160th S 164th I IIF I J Foster Golf Course Po mish 9 Minkler Blvd Lake Washington Black River i Tukwila, WAS Pavement Survey 2020 5 6 4.2 TUKWILA NETWORK CONDITION IMAGERY The images presented below provide a sampling of the Tukwila streets that fall into the various condition categories with a discussion of potential rehabilitation strategies. Very Poor (PCI = 0 to 25) — Complete Reconstruction 62nd Avenue from 151st Street to South 151st Street (GISID 1004, PCI = 25) — Rated as Very Poor, this street displays spreading base failure as evidenced by the severe alligator cracking and patching. It is also worth noting that the patching along the left hand side of the street has severely deteriorated as evident by the alligator cracking surrounding the patched areas. A mill and overlay on this street would not be suitable as the base has failed and would not meet an extended service life of at least 15 years. This street requires a full reconstruction and should be carefully monitored. Deferral of reconstruction of streets rated as Very Poor will not cause a substantial decrease in pavement quality as the streets have passed the opportunity for overlay -based strategies. Due to the high cost of reconstruction, Very Poor streets are often deferred until full funding is available in favor of completing more streets that can be rehabilitated at lower costs, resulting in a greater net benefit to the City. This strategy however must be sensitive to citizen complaints forcing the street to be selected earlier. In addition, this type of street can pose a safety hazard for motorists, since severe potholes and distortions may develop. It is important to consistently monitor these streets and check for potholes or other structural deficiencies until the street is eventually rebuilt. IMS Infrastructure Management Services Tukwila_Report Page 15 7 Fair (PCI = 50 to 60) — Thin to Moderate Overlays Interurban Avenue From Macadam Road to Gateway Drive (GISID 1998, PCI = 53) — Rated in the Fair category, these streets require thin to moderate overlays for asphalt when they enter their need year (generally within 2-3 points of the lower PCI in the defined range). Several distresses are present, but tend to be more localized and moderate in severity, and non -load related (primarily longitudinal and transverse cracking and raveling). On this segment of road, the signs of deterioration are evident in the right hand travel lane of the pavement and are moderate in severity indicating the base has not yet failed along the entire length of roadway. The curb line is straight through the sidewalk could benefit from some preventative maintenance to prevent damage from weed intrusion. Asphalt streets rated as Fair tend to receive a lower priority when developing a rehabilitation program. If deferred, the rehabilitation cost would only increase by about $3 to $5/yd2, again depending on the functional classification, in about 5 to 10 years. This delay represents a 20% difference over the time stated. Thus, the cost of deferral is low when compared to deferring a thick overlay to a reconstruction with a two to threefold increase in cost. IMS Infrastructure Management Services Tukwila_Report Page 18 8 Tukwila, WA Pavement Management Analysis Report August, 2020 City of Tukwila, WA Attn.: Bryce Corrigan,KPG Project Manager 3131 Elliott Avenue Suite 400 Tukwila, WA 98121 IMS Infrastructure Management Services 8380 S. Kyrene Rd., Suite 101, Tempe, AZ 85283 Phone: (480) 839-4347, Fax: (480) 839-4348 www.imsanalysis.com Infrastructure Management Services TABLE OF CONTENTS 1.0 EXECUTIVE SUMMARY & RECOMMENDATIONS 1 2.0 PRINCIPLES OF PAVEMENT MANAGEMENT 3 2.1 Pavement Preservation 3 2.2 Economic Impacts of Maintenance & Rehabilitation 5 3.0 THE PAVEMENT MANAGEMENT PROCESS 6 3.1 Functional Class Review 6 3.2 Assembly of Data into Projects 10 3.3 Field Survey Methodology 12 4.0 TUKWILA SURVEY PAVEMENT CONDITION 14 4.1 Understanding The Pavement Condition Index 14 4.2 Tukwila Network Condition Imagery 15 4.3 Evaluating the Pavement Quality and Backlog 22 4.4 Tukwila Network Condition Distribution 23 4.5 Condition By Functional Classification 27 4.6 Structural and Load Associated Distress Analysis 28 5.0 REHABILITATION PLAN AND BUDGET DEVELOPMENT 30 5.1 Key Analysis Set Points and Pavement Performance Curves 30 5.2 Fix All and Annual Estimates 34 5.3 Network Budget Analysis Models 36 5.4 Post Rehabilitation Condition 39 5.5 True Cost of Underfunding of a Roadway Network 42 5.6 Network Recommendations and Comments 43 APPENDED REPORTS Following Page 43 Appendix A Appendix B Appendix C Appendix D Street Inventory and Condition Summary $1.05M Street Rehabilitation Program by Segment $1.05M Street Rehabilitation Program by Year Full -Sized Maps IMS Infrastructure Management Services Tukwila_Report Page i 10 APPENDED MAPS Located on Thumb Drive Functional Classification by Segment Pavement Condition Index by Segment Pavement Condition Rating by Segment Using Descriptive Terms Assembled Projects Pavement Condition Rating by Project Using Descriptive Terms $1.05M/year Rehab Plan Budget $1.05M/year Post Rehab PCI Map IMS Infrastructure Management Services Tukwila_Report Page ii 11 Abbreviation or Acronym Definition $k Dollars in thousands ($,000) $M Dollars in millions %SP Percent Spreadability - component of deflection analysis AC Asphalt Concrete - asphalt streets, flexible pavements, also know n as ACP ACP Asphalt Concrete Pavement - asphalt streets, flexible pavements, also know n as AC ART Arterial roadway functional classification ASTM American Society of Testing Methods Avg Average BCI Base Curvature Index - component of deflection analysis Brk Break CAL Coarse Aggregate Loss CDV Corrected Deduct Value - part of the ASTM D6433 PCI calculation COL Collector roadw ay functional classification Crk Crack DefICON Deflection Condition - structural load analysis based on traffic loading and deflection DMD Dynamic Maximum Deflection - temperature corrected deflection Dvdd Slab Divided Slab DynaCON Dynamic Condition - structural layer analysis ft or FT Foot ft2 or FT2 Square foot FunCL Functional Gassification FWD Falling w eight deflectometer GC! Gravel Condition Index GFP Good - Fair - Poor GIS Geographic Information System GISID GIS segment identification number H&V Horizontal and Vertical IRI International Roughness Index Jt Joint L&T Longitudinal and Transverse LAD Load associated distress LOC Local roadw ay functional classification - same as RES LOG Lip of Gutter m Metre or meter M Moderate m2 square metre or square meter MART Major arterial roadway functional classification Max Maximum Max DV Maximum Deduct Value MCOL Major collector roadway functional classification mi or M Mile Ivan Minimum MnART Minor arterial roadway functional classification IvhCOL Minor collector roadway functional classification MOD Moderate NLAD Non -load associated distress OCI Overall condition index, also know n as PCI Olay Overlay PART Primary arterial roadway functional classification Pavetype Pavement Type PCC Portland Cement Concrete - concrete streets PCI Pavement Condition Index - generic term for OCI R&R Remove and replace RART Rural arterial roadw ay functional classification PWF Priority Weighting Factor Recon Reconstruction Rehab Rehabilitation RES Local roadw ay functional classification - same as LOC RI or RCI Roughness Index S Strong SART Secondary arterial roadway functional classification SCI Surface Curvature Index - componenent of deflection analysis SDI Surface Distress Index SI Structural Index STA Station or chainage Surf Trtmt Surface Treatment TDV Total Deduct Value W Weak IMS Infrastructure Management Services Tukwila Report Page iii 12 1.0 EXECUTIVE SUMMARY & RECOMMENDATIONS PROJECT SUMMARY In 2020 IMS Infrastructure Management Services, LLC (IMS) was contracted by the City of Tukwila to conduct a pavement condition assessment and analysis update on approximately 80.5 centerline miles of City maintained asphalt roadways. IMS mobilized their Laser Road Surface Tester (RST) to conduct an objective assessment using industry standard pavement distress protocols such as those found in ASTM D6433-11. At that time, the City's network average Pavement Condition Index was found to be a 66 and the City's backlog (roads below a PCI of 40) was at only 1 %. See section 4 for more information C&G & Drainage, 21.3, 15% City of Tukwila, WA Network Valuation (Asset, $M, %) Sidewalks & Ramps, 24.2, 17% Signs & Striping, 1.2, 1% Landscaping, 1.2, 1% Total Mileage = 80.5 Miles Total Network Valuation = $145.1M Cost Per Mile = $1802/Mile Figure 1- Replacement Value of Roadway Network As seen in Figure 1, Tukwila has just over 80 centerline miles of roadway, encompassing nearly 1.6M square yards of pavement surfacing, which is predominantly asphalt. At an average replacement cost for a typical roadway just over $1.8M per mile, not including the value of the land, the City has over $145M invested in its paved roadway network. IMS Infrastructure Management Services Tukwila_Report Page 1 13 SUMMARY METRICS OF HEALTH Pavement Condition Index (PCI) — The PCI score is a ranking assessment on the overall health of a pavement segment on a scale of 0 to 100. The network average PCI is a good global indicator of a network's overall health. (Explained in section 4) Percent of Excellent Roads — Roads with a condition category of Excellent are those that score between a PCI of 85 to 100. Backlog —Backlog is the Very Poor and Poor roads (between a PCI of 0 and 40) that represent a portion of the network in need of extensive rehabilitation such as full and partial reconstruction. Using sound pavement management and finance principles, a very healthy network will have a backlog of 10% or less. Tukwila met two out of three of the metrics for evaluating the quality of its roadway network. ✓ Tukwila's network average pavement condition score is slightly above the national average currently seen by IMS of 60 to 65, with the City's average scoring a 65.6. o The number of streets rated Excellent is below the minimum recommended target of 15% at 6% ✓ The backlog amount is below the average value of 12% at 1.3%. BUDGET SCENARIOS See section 5 for more information The current annual budget for Tukwila is $1.05M per year dedicated to pavement preservation and rehabilitation. This will grow the backlog to 12% while reducing the average PCI to a 59 over 5 years. Please note this number is an annual budget average across all 5 years of the analysis horizon. The PCI control budget of $1.22M per year and will maintain the network average PCI at a 60 while increasing the backlog to 11%. EXECUTIVE SUMMARY CONCLUSION The Tukwila network has an average PCI of 65.6 and a backlog of 1.3%, with most of the network landing in the Very Good PCI range. With the City's existing budget, the network conditions will degrade into the high 50s PCI range and backlog will continue to grow over time. It is worth noting that the City does have a fair amount of streets approaching the end of their lifespan where overlays can be effective, representing a percentage of the network at the steepest part of their deterioration curves. IMS Infrastructure Management Services Tukwila_Report Page 2 14 2.0 PRINCIPLES OF PAVEMENT MANAGEMENT 2.1 PAVEMENT PRESERVATION Preservation of existing roads and street systems has become a major activity for all levels of government. Because municipalities must consistently optimize the spending of their budgets, funds that have been designated for pavement must be used as effectively as possible. The best method to obtain the maximum value of available funds is through the use of a pavement management system. Pavement management is the process of planning, budgeting, designing, evaluating, and rehabilitating a pavement network to provide maximum benefit with available funds. A pavement management system is a set of tools or methods that assist decision makers in finding optimal strategies for providing and maintaining pavements in a serviceable condition over a given time period. The intent is to identify the optimum level of long-term funding to sustain the network at a predetermined level of service while incorporating local conditions and constraints. Pavement Quality } rG rtnent Very Good Good Fair Marginal Paor Very Poet /I 69o-drop in quality in dC% of life $1 Suvia view Costs $8 if delayed Off% drop in quality In 1 b' of life Time Figure 2 — Pavement Deterioration and Life Cycle Costs As shown as Figure 2, the streets that are repaired while in good condition will cost less over their lifetime than those left to deteriorate to a poor condition. Without an adequate routine pavement maintenance program, streets require more frequent reconstruction, thereby costing millions of extra dollars. The key to a successful pavement management program is to develop a reasonably accurate performance model of the roadway, and then identify the optimal timing and rehabilitation strategy. The resultant benefit of this exercise is realized by the long term cost savings and increase in pavement quality over time. As illustrated in Figure 2, pavements typically deteriorate rapidly once they hit a specific threshold. A $1 investment after 40% lifespan is much more effective than deferring maintenance until heavier overlays or possibly reconstruction are required just a few years later. IMS Infrastructure Management Services Tukwila_Report Page 3 15 Once implemented, an effective pavement information management system can assist agencies in developing long-term rehabilitation programs and budgets. The key is to develop policies and practices that delay the inevitable total reconstruction for as long as practical yet still remain within the target zone for cost effective rehabilitation. That is, as each roadway approaches the steepest part of its deterioration curve, apply a remedy that extends the pavement life, at a minimum cost, thereby avoiding costly heavy overlays and reconstruction. Figure 3 illustrates the concept of extending pavement life through the application of timely rehabilitations. Pavement Quality Pavement Life Cycle Curve Target Zone for Pavement Rehabilitation #•'...Increased Pavement Life '•. •k • •'•F • emeri# pert n}an ce Tim e Figure 3 — Pavement Life Cycle Curve Ideally, the lower limit of the target zone shown in Figure 3 would have a minimum PCI value in the 60 to 70 range to keep as many streets as possible requiring a thin overlay or less. The upper limit would tend to fall close to the higher end of the Very Good category — that is a pavement condition score approaching 85. Other functions of a pavement management system include assessing the effectiveness of maintenance activities, new technologies, and storing historical data and images. For Tukwila, a prioritization methodology based on pavement condition, pavement materials, functional class, and strength rating was used to analyze the network condition and develop the proposed 5 year rehabilitation plan. The analysis methodologies and data collection technologies were based on ASTM D6433 Standard Practice for Roads and Parking Lots Pavement Condition Index Surveys (hereinafter ASTM D6433) for assessment of pavement surface condition and the International Roughness Index (IRI) for quantification of pavement roughness on all City streets. These measurements of pavement quality are combined to form an overall 0 to 100 Pavement Condition Index (PCI), with 100 being the best. IMS Infrastructure Management Services Tukwila_Report Page 4 16 2.2 ECONOMIC IMPACTS OF MAINTENANCE & REHABILITATION The role of the street network as a factor in the City's well-being cannot be overstated. In the simplest of terms, roadways form the economic backbone of a community. They provide the means for goods to be exchanged, commerce to flourish, and commercial enterprises to generate revenue. As such, they are an investment to be maintained. The overall condition of an agency's infrastructure and transportation network is a key indicator of economic prosperity. Roadway networks, in general, are one of the most important and dynamic sectors in the global economy. They have a strong influence on not only the economic well-being of a community, but a strong impact on quality of life. Well -maintained road networks experience multiple socioeconomic benefits through greater labor market opportunities and decreasing income gap. As a crucial link between producers and their markets, quality road networks ensure straightforward access to goods and drive global and local economies. Likewise, higher network quality has a strong correlation to improvements in household consumption and income. Roads also act as a key element to social cohesion by acting as a median for integration of bordering regions. This social integration promotes a decreased gap in income along with diversity and a greater sense of community that can play a large role in decreasing rates of poverty. Conversely, deterioration of roads can have adverse effects on a community and may bring about important and unanticipated welfare effects that the governments should be aware of when cutting transportation budgets. Poor road conditions increase fuel and tire consumption while shortening intervals between vehicle repair and maintenance. In turn, these roads result in delayed or more expensive deliveries for businesses and consumers. Economic effects of poor road networks, such as time consuming and costly rehabilitation, can be reduced if a proactive maintenance approach is successfully implemented. To accomplish this, a pavement assessment and analysis should be completed every few years in an effort update the budget models and rehabilitation plans. As shown below, the IMS Laser Road Surface Tester (featured in Figure 4) was mobilized to Tukwila to conduct an objective survey. Figure 4 — Laser Road Surface Tester (RST) IMS Infrastructure Management Services Tukwila_Report Page 5 17 3.0 THE PAVEMENT MANAGEMENT PROCESS 3.1 FUNCTIONAL CLASS REVIEW As part of the scope of this assignment, the functional classification designations currently used in the Tukwila pavement management program were adopted for their use in the pavement analysis. Although there is no uniform standard for classifying pavement into functional classes, The Federal Highway Administration (FHWA), American Public Works Association (APWA) and Institute of Transportation Engineers (ITE) offer some broad guidelines on how to assign classifications that were followed in this study. The City's functional classification definitions used in the assessment are as follows: 1. Principal Arterial (PART) — all cross City corridors consisting of 2 to 4 or more lanes, generally spaced at 1 mile intervals with daily traffic counts generally exceeding 20,000 vehicles per day. Major cross City corridors with a landscaped median were also assigned to Principal Arterials. 2. Minor Arterial (MnART) — Continuous and discontinuous cross city and inter -district corridors that are 2 to 4 lanes across and generally have a centerline stripe or a designated bus route. The ADT generally falls in the 10,000 to 20,000 vehicle per day range. They are typically spaced on the 1/2 or mile section line and on occasion, may have a short non -landscaped median. 3. Collector (COL) — Continuous and discontinuous cross City and inter -district corridors that are 2 to 4 lanes across and generally have a centerline stripe or a designated bus route. The ADT generally falls in the 1,000 to 10,000 vehicle per day range. They are typically spaced on the 1/2 or 1/4 mile section line and on occasion, may have a short non -landscaped median. Major collectors are also assigned to streets segments leading to, or adjacent to, a major traffic generator site such as a regional shopping complex. Collectors form the entrance to communities and may have a decorative landscaped median of short duration. 4. Local (LOC) — These are the majority of the street segments consisting of all residential roads not defined above or as industrial/commercial. IMS Infrastructure Management Services Tukwila_Report Page 6 18 The paved roadway network consists of 4 functional classes, covering approximately 80.5 miles of pavement. The average pavement condition index (PCI) of the roadway network is a 65.6 and the network's primary pavement type is asphalt. The following table and Figure 5 summarize the functional classification splits within the system. City of Tukwila, WA Network Summary by Functional Class } tf. Y i3 s" i Co z a ` a a Uo Segment (Block) Count All Streets 772 88 106 119 460 Asphalt 772 88 106 11 B 460 Network Length (It): All Streets 424,955 68,822 75,039 65,880 215,214 Asphalt 424,955 68,822 75,039 65,880 215,214 Network Length (mi): All Streets 80.5 13.0 14.2 12.5 40,8 Asphalt 80.5 13.0 14.2 12.5 40.8 Average Width (ft): All Streets 34.1 55.5 41.3 33.5 24.9 Asphalt 34.1 55.5 41.3 33.5 24.9 Network Area (yd2): All Streets 1,610,389 424,563 344,088 245,128 596,590 Asphalt 1,610,369 424,563 344,088 245,128 596,590 Current Pavement Condition All Streets 66 65 67 63 65 Index (CPU) Asphalt 66 65 67 63 65 Pavement Condition Index All Streets 66 66 68 64 65 (Surveyed PCI) Asphalt 66 66 68 64 65 Current Backlog (%) All Streets 1 Percentage of Network with a PCI 40 Current Network Index All Streets 65 Managable Network Index Surface Distress Index (SDI) All Streets 65 60 65 63 69 7116/20 Asphalt 65 60 66 63 69 Roughness Index (RI) All Streets 66 76 70 65 58 7716120 Asphalt 66 76 70 65 58 IMS Infrastructure Management Services Tukwila_Report Page 7 19 City of Tukwila, WA Functional Classification Distribution By Area (FunCL, 000's Sq Yds,%) Principal Arterial, 424.6, 26% Collector, 245.1, 15% _Minor Arterial, 344.1, 22% Figure 5 — Functional Class Distribution by Mileage Total Mileage=80.5 Miles Total Area =1610k Sq Yards As discussed later in this report, the functional classifications also play a critical role in the rehabilitation candidate selection process as Arterials are generally given preference over other rehab candidates due to their higher traffic counts and steeper deterioration curves. IMS Infrastructure Management Services Tukwila Report Page 8 20 The following figure (Figure 6) highlights the functional classifications used for the Tukwila roadway network. An electronic version of this map is appended to this report. Pc,v rti r1t A nn!ysis "Liiuruf'.. r . 1e2.nerli f 1 F.TA. WA 41/eflif Figure 6 — Tukwila Functional Classification Designation IMS Infrastructure Management Services Tukwila_Report Page 9 21 3.2 ASSEMBLY OF DATA INTO PROJECTS Tukwila's Geographic Information System (GIS) was used as the basis for segmenting the roadway network on a block -by -block basis. Each segment was assigned a unique identifier referred to as a GISID, establishing a one-to-one relationship between the GIS and the street inventory. The segments form the basic building block of the pavement management system and are where all attribute and condition data are stored. The centerline segments were aggregated together within the pavement management system to form logical projects that the analysis and rehabilitation program are developed against. • Arterial projects run from major intersection to major intersection up to 1 mile in length. • Similar to arterials, collector streets within a neighborhood were aggregated together to form a single project where practical. • Local streets along a homogenous route were aggregated together along with adjacent side streets to form a small neighborhood based approach. Segments were joined only when the pavement condition and functional classification were homogeneous in nature such that when joined they have a relatively uniform condition that may be rehabilitated using a single strategy. The following figure (Figure 7) highlights the projects, used for the analysis. An electronic version of this map is appended to this report. IMS Infrastructure Management Services Tukwila_Report Page 10 22 694' TLJ WUU A Pavement Analysts LPwii-n SEMITE- "Ilk COMA (NM pthkUrenkL AMP Figure 7 — Tukwila Assembled Projects IMS Infrastructure Management Services Tukwila_Report Page 11 23 3.3 FIELD SURVEY METHODOLOGY Following a set of predefined assessment protocols matching the pavement management software (ASTM D6433), a specialized piece of survey equipment — referred to as a Laser Road Surface Tester (Laser RST, pictured on page 5) — is used to collect observations on the condition of the pavement surface, as well as collect high definition digital imagery and spatial coordinate information. The Laser RST surveys each local street from end to end in a single pass, while all other roadway classifications are completed in two passes. Key pavement condition data elements collected by the Laser RST include: Surface Distress Index — The Laser RST collects surface distress observations based on the extent and severity of distresses encountered along the length of the roadway following ASTM D6433 protocols for asphalt and concrete pavements. The surface distress condition (cracking, potholes, raveling, and the like) is considered by the traveling public to be the most important aspect in assessing the overall pavement condition. Presented on a 0 to 100 scale, the Surface Distress Index (SDI) is an aggregation of the observed pavement defects. Within the SDI, not all distresses are weighted equally. Certain load associated distresses (caused by traffic loading), such as rutting or alligator cracking on asphalt streets, or divided slab on concrete streets, have a much higher impact on the surface distress index than non -load associated distresses such as raveling or patching. Even at low extents and moderate severity — less than 10% of the total area — load associated distresses can drop the SDI considerably. ASTM D6433 also has algorithms within it to correct for multiple or overlapping distresses within a segment. For this project, extent and severity observations were collected, processed, and loaded into the pavement management software. Within the software, the following distresses, listed in order from greatest to lowest impact, are presented as a 0 to 10 rating for review and reporting: • Alligator Cracking — Alligator cracking is quantified by the severity of the failure and number of square feet. Even at low extents, this can have a large impact on the condition score as this distress represents a failure of the underlying base materials. • Wheel Path Rutting — Starting at a minimum depth of '/4 inch, wheel path ruts are quantified by their depth and the number of square feet encountered. Like alligator cracking, low densities of rutting can have a large impact on the final condition score. • Longitudinal, Transverse, Block (Map), and Edge Cracks — These are quantified by their length and width. Longitudinal cracks that intertwine are the start of alligator cracking. • Patching — Patching is quantified by the extent and quality of patches. When the majority of a roadway surface is covered by a patch, such as a large utility replacement, the rating of the patch is minimized. All potholes are rated as patches. • Distortions — All uneven pavement surfaces, such as depressions, bumps, sags, swells, heaves, and corrugations, are included as distortions and are quantified by the severity and extent of the affected area. • Raveling — Raveling is the loss of fine aggregate materials on the pavement surface and is measured by the severity and number of square feet affected. IMS Infrastructure Management Services Tukwila_Report Page 12 24 • Bleeding — Bleeding is the presence of free asphalt on the roadway surface caused by too much asphalt in the pavement or insufficient voids in the matrix. The result is a pavement surface with low skid resistance and is measured by the amount and severity of the area. • Similar distresses were collected for concrete streets including divided slab, corner breaks, joint spalling, faulting, polished aggregate, and scaling. Roughness Index — Roughness is recorded following the industry standard "International Roughness Index" (IRI), a measure of the change in elevation over a distance expressed as a slope and reported in millimeters/meter. The IRI value is converted to a 0 to 100 score and reported as the Roughness Index (RI) as follows: RI = (11 — 3.5 x In(IRI)) x 10 In(IRI) is the natural logarithm of IRI. In common terms, a newer street would generally have a Roughness Index above 85, while one due for an overlay would be in the range 40 to 70. Failed streets typically have roughness values below 40. Structural Index — The network of streets was not tested for structural adequacy, instead, the relationship between the final pavement condition score and amount of load associated distresses was analyzed and each pavement section assigned a Weak, Moderate or Strong strength rating. The assigned structural index (30, 60 or 80 for weak, moderate and strong respectively) was not used in determining the overall pavement condition score, but simply to classify the pavement strength and aid in selecting appropriate rehabilitation strategies. Pavement Condition Index (PCI) — Following our field surveys, the condition data is assembled to create a single score representing the overall condition of the pavement. The Pavement Condition Index (PCI) is calculated as follows: PCI = 33% Roughness Index + 67% Surface Distress Index Development of the pavement management plan and budgets were completed using Tukwila - specific rehabilitation strategies, unit rates, priorities, and pavement performance curves. The process was iterative in its attempt to obtain the greatest efficiency and cost benefit. IMS Infrastructure Management Services Tukwila_Report Page 13 25 4.0 TUKWILA SURVEY PAVEMENT CONDITION 4.1 UNDERSTANDING THE PAVEMENT CONDITION INDEX The following compares the Pavement Condition Index (PCI) to commonly used descriptive terms. Divisions between the terms are not fixed, but are meant to reflect common perceptions of condition. 100 - Pavement Condition Index (PCI) 90 - 80 - 70 60 50 40 30 - 20 - City of Tukwila, WA Pavement Condition Definitions Using Common Terms Excellent - Routine and preventative maintenance, some crack and joint sealing, loca€zed repairs Very Good - Surface treatments (slurry, micro surface, chip seals), PCC loca €lzed remove and replace, crack seal and joint sealing Good - Surface treatments with localized repair to thin overlays, PCC slight panel replacement Fair - Thin to moderate overlays with some remove and replace, PCC moderate panel replacement Marginal - Progressively thicker overlays with remove and replace, PCC extensive panel replacement Poor -Thick overlays to partial reconstruction {surface removal, compaction, overlay), PCC extensive panel replacement and grinding Very Poor- Full reconstruction and base stabilization 10 - 0 0 5 10 15 20 25 30 35 40 45 50 Time (Years) Figure 8 — Understanding the Pavement Condition Index (PCI) Score The following table details a general description for each of these condition levels with respect to remaining life and typical rehabilitation actions: Relative Remaining PCI Range Description Life Definition 85 — 100 Excellent 15 to 25 Years Like new condition — little to no maintenance required when new; routine maintenance such as crack and joint sealing. 70 — 85 Very Good 12 to 20 Years Routine maintenance such as patching and crack sealing with surface treatments such as seal coats or slurries. 60 — 70 Good 10 to 15 Years Heavier surface treatments, chip seals and thin overlays. Localized panel replacements for concrete. 40 — 60 Marginal to Fair 7 to 12 Years Heavy surface -based inlays or overlays with localized repairs. Moderate to extensive panel replacements. 25 — 40 Poor 5 to 10 Years Sections will require very thick overlays, surface replacement, base reconstruction, and possible subgrade stabilization. 0 — 25 Very Poor 0 to 5 Years High percentage of full reconstruction. IMS Infrastructure Management Services Tukwila_Report Page 14 26 4.2 TUKWILA NETWORK CONDITION IMAGERY The images presented below provide a sampling of the Tukwila streets that fall into the various condition categories with a discussion of potential rehabilitation strategies. Very Poor (PCI = 0 to 25) — Complete Reconstruction 62nd Avenue from 151st Street to South 151st Street (GISID 1004, PCI = 25) — Rated as Very Poor, this street displays spreading base failure as evidenced by the severe alligator cracking and patching. It is also worth noting that the patching along the left hand side of the street has severely deteriorated as evident by the alligator cracking surrounding the patched areas. A mill and overlay on this street would not be suitable as the base has failed and would not meet an extended service life of at least 15 years. This street requires a full reconstruction and should be carefully monitored. Deferral of reconstruction of streets rated as Very Poor will not cause a substantial decrease in pavement quality as the streets have passed the opportunity for overlay -based strategies. Due to the high cost of reconstruction, Very Poor streets are often deferred until full funding is available in favor of completing more streets that can be rehabilitated at lower costs, resulting in a greater net benefit to the City. This strategy however must be sensitive to citizen complaints forcing the street to be selected earlier. In addition, this type of street can pose a safety hazard for motorists, since severe potholes and distortions may develop. It is important to consistently monitor these streets and check for potholes or other structural deficiencies until the street is eventually rebuilt. IMS Infrastructure Management Services Tukwila_Report Page 15 27 Poor (PCI = 25 to 40) — Last Opportunity for Surface Base Rehabilitation Boeing Access Road from Martin L King Jr Ramp to Martin L King Way (GISID 1975, PCI = 35) — Rated as Poor, this segment still has some remaining life before it becomes a critical reconstruction need. As evident in the imagery, most of the cracks have been properly sealed. On this street, the base is showing signs of failure in areas exhibiting alligator/fatigue cracking. The severely cracked areas are isolated and do not persist throughout the entire segment length and cross section. These areas should be dug out and structurally patched to attain the maximum life from any potential rehabilitation efforts. If left untreated, within a short period of time, a full reconstruction would be required. On arterial roadways, Poor streets often require partial to full reconstruction — that is removal of the pavement surface and base down to the subgrade and rebuilding from there. On local roadways, they require removal of the pavement surface through grinding or excavation, base repairs, restoration of the curb line and drainage, and then placement of a new surface. In general, the service life of Poor streets is such that if deferred for too long, it would require a more costly reconstruction. Streets rated as Poor are typically selected first for rehabilitation as they provide the greatest cost/benefit to the City — that is the greatest increase in life per rehabilitation dollar spent. IMS Infrastructure Management Services Tukwila_Report Page 16 28 Marginal (PCI = 40 to 50) — Progressively Thicker Overlays Fun Center Way from East Interurban Avenue to South West Grady Way (GISID 1364, PCI = 48) — Rated as marginal with a PCI score at the lower range between Marginal and Poor streets. Marginal streets have distresses that tend to be localized and moderate in nature — that is they do not extend the full length of the segment and can be readily dug out and repaired. This street segment highlights this characteristic as the failed area does not quite extend the full length or width of the roadway and is still serviceable. However, it also highlights the relationship between base and pavement quality. Placing an overlay on this street without repairing the base would not achieve a full 15 year life as the failure would continue to occur over time. Structural patching of the failed areas along localized rehabs would permit a full width grind and inlay on this street segment and return it to full service. The curb lines are straight and drainage is functioning well. Marginal streets that display high amounts of load associated distresses are selected as a priority for rehabilitation as they provide the greatest cost/benefit to the City. If left untreated, Marginal streets with high amounts of load associated distresses would deteriorate to become partial reconstruction candidates. Marginal streets that are failing due to materials issues or non -load associated failures may become suitable candidates for thick overlays if deferred, without a significant cost increase. IMS Infrastructure Management Services Tukwila_Report Page 17 29 Fair (PCI = 50 to 60) — Thin to Moderate Overlays Interurban Avenue From Macadam Road to Gateway Drive (GISID 1998, PCI = 53) — Rated in the Fair category, these streets require thin to moderate overlays for asphalt when they enter their need year (generally within 2-3 points of the lower PCI in the defined range). Several distresses are present, but tend to be more localized and moderate in severity, and non -load related (primarily longitudinal and transverse cracking and raveling). On this segment of road, the signs of deterioration are evident in the right hand travel lane of the pavement and are moderate in severity indicating the base has not yet failed along the entire length of roadway. The curb line is straight through the sidewalk could benefit from some preventative maintenance to prevent damage from weed intrusion. Asphalt streets rated as Fair tend to receive a lower priority when developing a rehabilitation program. If deferred, the rehabilitation cost would only increase by about $3 to $5/yd2, again depending on the functional classification, in about 5 to 10 years. This delay represents a 20% difference over the time stated. Thus, the cost of deferral is low when compared to deferring a thick overlay to a reconstruction with a two to threefold increase in cost. IMS Infrastructure Management Services Tukwila_Report Page 18 30 Good (PCI = 60 to 70) — Surface Treatments to Thin Overlays Macadam Road from 149th Lane to 150th Street (GISID 2064, PCI = 62) — Rated as Good with the primary cause of deterioration the transverse and longitudinal cracking, as well as patching. It also displays small amounts of load associated distresses that can easily be removed to restore the visual appearance of the roadway. The existing cracks should be sealed and the pavement surface restored, with a heavier surface treatment such as microsurfacing or double slurry to fully waterproof the pavement and cover the crack sealant. The occasional dig out and replacement may be required to correct localized deficiencies. Alternatively, depending on the extent of the distressed areas, base strength and drainage, a thin overlay may be applied. Asphalt streets rated as Good are ideal candidates for thinner surface -based rehabilitations and local repairs. Depending on the amount of localized failures, a thin edge mill and overlay, or possibly a surface treatment, would be a suitable rehabilitation strategy for streets rated as Good. Streets that fall in the high 60 - low 70 PCI range provide the greatest opportunity for extending pavement life at the lowest possible cost, thus applying the principles of the perpetual life cycle approach to pavement maintenance. The adjacent photo is a great example of a street segment (not a Tukwila Road) that displayed low load associated distresses and thus, high structural characteristics, and once the distressed areas were replaced, a slurry seal was applied. The patching accounted for less than 5 to 10% of the total area and resulted in a good looking, watertight final surface at a much lower cost than an overlay with less disruption to the neighborhood and curb line. The patches were paver laid and roller compacted. IMS Infrastructure Management Services Tukwila_Report Page 19 31 Very Good (PCI = 70 to 85) — Surface Treatments and Localized Rehabilitation West Valley Highway from Strander Boulevard to 180th Street (GISID 1293, PCI = 73) — Rated as Very Good, this road displays minor amounts of transverse cracking and patching. The surface is non - weathered, and the base is still strong. This street is an example of a candidate for preventative maintenance and light weight surface treatments to extend the life of a roadway. Asphalt streets rated as Very Good generally need lightweight surface -based treatments such as surface seals, slurries, chip seals or microsurfacing. Routine maintenance such as crack sealing and localized repairs often precede surface treatments. The concept is to keep the cracks as waterproof as possible through crack sealing and the application of a surface treatment. By keeping water out of the base layers, the pavement life is extended without the need for thicker rehabilitations such as overlays or reconstruction. Surface treatments also tend to increase surface friction and visual appearance of the pavement surface but do not add structure or increase smoothness. Surface treatments may include: • Double or single application of slurry seals (slurries are a sand and asphalt cement mix). • Microsurfacing — asphalt cement and up to 3/8 sand aggregate. • Chip seals and cape seals (Chip seal followed by a slurry). Additional cost benefits of early intervention include: • Less use of non-renewable resources through thinner rehabilitation strategies. • Less intrusive rehabilitation and easier to maintain access during construction. • Easier to maintain existing drainage patterns. IMS Infrastructure Management Services Tukwila_Report Page 20 32 Excellent (PCI = 85 to 100) Southcenter Parkway (GISID 1343, PCI = 93) — Rated as Excellent, displaying little to no surface distresses. The ride is smooth and the surface is non -weathered and the base is strong. In a couple of years, this street segment would be an ideal candidate for routine maintenance activities such as crack sealant rehabilitation. In terms of pavement management efficiency, a program based on worst -first, that is starting at the lowest rated street and working up towards the highest, does not achieve optimal expenditure of money. Generally, under this scenario, agencies can not sufficiently fund pavement rehabilitation and lose ground despite injecting large amounts of capital into the network. The preferred basis of rehabilitation candidate selection is to examine the cost of deferral of a street, against increased life expectancy. IMS Infrastructure Management Services Tukwila_Report Page 21 33 4.3 EVALUATING THE PAVEMENT QUALITY AND BACKLOG The concept of the Pavement Condition Index (PCI) score, backlog percentage and number of streets rated as Excellent must be fully understood in order to understand and develop an effective pavement management program. These three metrics should fall into certain ranges in order to measure the quality and long term viability of a network. The PCI score indicates the overall pavement condition and represents the amount of equity in the system; it is the value most commonly considered when gauging the overall quality of a roadway network. It may also be used to define a desired level of service: that is, an agency may wish to develop a pavement management program such that in five years the overall network score meets a set minimum value. Obviously, the higher the PCI score the better off the overall network condition is. Agencies with an average PCI score above 80 (when considering surface distress, roughness and possibly strength) are rare and found only in a few select communities. Less than 1 in 20 communities surveyed by IMS have that high of a condition average. Averages between 65 and 80 are indicative of either newer networks, or ones that have an ongoing pavement rehabilitation program and tend to be fully funded. Scores between 60 and 65 are common and represent a reasonable average providing a satisfactory balance between levels of service and funding, and when taken with the other two metrics may represent a well -managed and funded network. A minimum score of 60 means that overall the network falls at the lower end of the range where light weight surface treatments and thin overlays are the standard rehabilitation practice. Below a 60 means an agency has to rely on more costly rehabilitations and reconstructions to address condition issues. At the upper end of the condition scale, a minimum of 15% of the network should be rated as Excellent. Generally, at or above 15%, means that a noticeable percentage of the roadway network is in like new condition, requiring only routine maintenance. While higher percentages of streets rated as Excellent are certainly desirable, the annual cost to maintain rates at higher multiples is often cost prohibitive. Below 15% means the agency is struggling to effectively rehabilitate their network on an annual basis. The 15% marker represents a cost effective balance between annual investment and satisfactory level of service. Backlog roadways are those that have dropped sufficiently in quality to the point where surface based rehabilitation efforts would no longer prove to be cost effective. These roadways are rated Poor or Very Poor and will require either partial or total reconstruction. Backlog is expressed as the percentage of roads requiring reconstruction as compared to the network totals. It is the backlog, however, that defines the amount of legacy work an agency is facing and is willing to accept in the future. It is the combination of the three metrics that presents the true picture of the condition of a roadway network, and conversely defines improvement goals. Generally, a backlog of 10% to 15% of the overall network is considered manageable from a funding point of view with 12% being a realistic target. Fifteen percent (15%) is used as a control limit to indicate the maximum amount of backlog that can be readily managed. Backlog rates below 10%, again are certainly desirable, but financially unachievable for a large percentage of agencies. Backlogs approaching 20% or more tend to become unmanageable, unless aggressively checked through larger rehabilitation programs, and will grow at an alarming rate. At 20% a tipping point has been met and the backlog tends to increase faster than an agency's ability to reconstruct their streets. IMS Infrastructure Management Services Tukwila_Report Page 22 34 4.4 TUKWILA NETWORK CONDITION DISTRIBUTION Figure 9 presented below shows the distribution of pavement condition for the roadway network in Tukwila. The average PCI for the network is 65.6. While direct comparisons to other agencies are difficult due to variances in ratings systems, Tukwila is slightly above average when compared to other agencies recently surveyed by IMS, which typically fall in the 60 to 65 range. Percentage of Network by Area 30 25 20 15 10 5 0 City of Tukwila, WA Current Pavement Condition Index (PCI) Distribution byArea Current Network Average Condition =65.6, Backlog=1.3% 0to10 10to20 20to30 30to40 40 to 50 50 to 60 60 to 70 70 to 80 80 to 90 90 to 100 Pavement Condition Index (PCI) Figure 9 — Roadway Network Present Status Current FCI Late= 7/16/2020 • This is reflective of a moderately aged network that has had some roadway renewal effort. • Simultaneously, the City has a moderate sample of streets that are approaching the end of their life where surface based rehabilitations, such as overlays, can be effective. • Traditionally we expect to see a bell curve that is skewed to the right and centered between a PCI of 60 and 70. The Tukwila network curve illustrated above follows this norm and shows the positive impact of recent roadway renewal effort over the last several years. IMS Infrastructure Management Services Tukwila_Report Page 23 35 The following graph (Figure 10) plots the same pavement condition information, but instead of using the actual Pavement Condition Index (PCI) value, descriptive terms are used to classify the roadways. • Six percent (6%) of the network can be considered in Excellent condition and require only routine maintenance. l4 d m • Thirty-two percent (32%) of the network falls into the Very Good classification. These are roads that benefit most from preventative maintenance techniques such as microsurfacing, slurry seals and localized panel repairs. • Thirty-two percent (32%) of the streets are rated as Good and are candidates for lighter surface - based rehabilitations such as thin overlays or slight panel replacements. • Twenty-four percent (34%) of network can be considered Fair to Marginal condition representing candidates for progressively thicker overlay -based rehabilitation or panel replacements. If left untreated, they will decline rapidly into reconstruction candidates. • The remaining one percent (1%) of the network is rated as Poor or Very Poor, meaning these roadways have failed or are past their optimal due point for overlay or surface -based rehabilitation and may require progressively heavier or thicker forms of rehabilitation (such as extensive panel replacement, surface reconstruction or deep patch and paving) or total reconstruction. 35 30 25 20 5 0 City of Tukwila, WA Current Pavement Condition Rating Using DescriptiveTerms Current Network Average Condition =65.6, Backlog=1.3% V Po or(0 to 25) Poor (25 to 40) Marginal (40 to 50) Fair (50 to 60) Good (60 to 70) V Good (70 to 85) Excellent (85 to 100) Current Pavement Condition Using Descriptive Terms Curre nt FCI Late= 7/16/20 Figure 10 — Roadway Network Present Status Using Descriptive Terms IMS Infrastructure Management Services Tukwila_Report Page 24 36 Figures 11 and 12 present the surveyed condition of the streets using PCI and Good -Fair -Poor descriptive terms, respectively. Electronic versions of these maps are appended to this report. Pnvomonr A: iulysu R. a rrx'ni.I:ka. Figure 11 — Tukwila by Segment Using Pavement Condition Index (PCI) /MS Infrastructure Management Services Tukwila_Rcport Page 25 37 F.gvenlenl Analysis r}esrfiprlve :Fri o-..r.e.„r. 1 o.n.1w an4 M— r �a re Oiti Figure 12 — Tukwila Pavement Condition by Segment Using Descriptive Terms IMS Infrastructure Management Services Tukwila_Report Page 26 38 4.5 CONDITION BY FUNCTIONAL CLASSIFICATION Figure 13 highlights the pavement condition distribution for the arterial, collector, and local streets. Keep in mind that arterial roadways, the streets that have the majority of traffic use and link various parts of the city together, may be considered the thoroughfares of the city and during the budget development process, should receive the highest priority when selecting rehabilitation candidates. • The principal arterial network has an average PCI of 65 • The minor arterial network has an average PCI of 67 • The collector network has an average PCI of 63 • The local network has an average PCI of 65 45 40 35 m 30 a CO Y 25 O O ▪ ) 20 0 O) by ▪ 15 a 10 City of Tukwila, WA Current Pavement Condition Rating Using DescriptiveTerms By Functional Class • Principal Arterial, PCI = 65 • Minor Arterial, PCI =67 • Collector, PCI = 63 Local, PCI =65 V Poor(0 to 25) Poor (25 to 40) Marginal (40 to 50) Fair(50 to 60) Good (60 to 70) V Good (70 to 85) Excellent (85 to 100) Pavement Condition Using Descriptive Terms Figure 13 — Condition Rating by Functional Classification Current FCI Late= 7/16/20 /MS Infrastructure Management Services Tukwila_Report Page 27 39 4.6 STRUCTURAL AND LOAD ASSOCIATED DISTRESS ANALYSIS Structural testing and analysis was not performed for the City of Tukwila. Instead, analysis of the cause of pavement failure for these street segments was completed by examining the types of distresses that have caused the PCI score to drop. Surface distresses may be categorized into two classifications — load associated distresses (LADD) and non -load associated distresses (NLAD). Load associated distresses are those that are directly related to traffic loading and structural capacity. Non -load associated distresses are those that result from materials or environmental issues including shrinkage (transverse) cracking, bleeding and raveling. Generally, load associated distresses affect the overall condition score more than non -load associated distresses — as is the case in Tukwila. For asphalt streets, roadways were classified as Weak, Moderate, or Strong. The purpose of the structural analysis is twofold: • The structural analysis provides input into which performance curve each segment is to use — performance curves are used to predict pavement deterioration over time. • Structural analysis assists in rehabilitation selection by constraining inadequate pavement sections from receiving too light of a rehabilitation and conversely, identifying segments suitable for lighter weight treatment. Figure 14 plots the relationship of the load associated distresses (shown in red) against pavement condition. As can be seen from the plot, at higher PCI scores, most pavements fall into the moderate strength classification as the distresses have not yet begun to manifest themselves into severe failures. As the PCI score drops, the load associated distresses typically affect the PCI score to a higher degree with more segments being classified as weak. Conversely, segments that have a declining PCI score and low LADD, are classified as strong as they display few load associated failures. High PCI score (above 60) rehab selections should focus on pavement preservation activities such as surface treatments or thin overlays, possibly with some localized pavement repairs and crack sealing. The sum of the Load -Associated Distress deducts (LADD) is also used to qualify the appropriate rehabilitation strategy selection in addition to the overall pavement condition score. For example, a street that has a good PCI score (that is between 60 and 70) and is displaying relatively low load associated distress deducts would be a suitable candidate for a surface treatment in place of a thin overlay in that the PCI score is more influenced by materials issues such as transverse cracking or raveling. Overall, the low amounts of streets exhibiting weak performance can generally be attributed to poor subgrade conditions, insufficient pavement thickness and increased traffic loading — in particular heavy, side -loading garbage and recycling trucks (an unintended consequence of green initiatives) along with school buses and delivery vehicles. The average weight of these vehicles coupled with tire pressure and configuration today compared to those from a few decades ago has increased drastically. IMSInfrastructure Management Services Tukwila_Report Page 28 40 • The upper black diagonal line identifies segments that have a high ratio of load associated distresses compared to their PCI score. These segments are classified as weak. • The lower black diagonal line identifies segments that have a low ratio of load associated distresses compared to their PCI score and are classified as strong. • Segments that fall between the two lines are assigned a moderate pavement strength. The sum of the Load -Associated Distress deducts (LADD) is also used to qualify the appropriate rehabilitation strategy selection in addition to the overall pavement condition score. Sum of Distress Deducts (LADD) 100 90 80 70 60 50 40 30 20 10 0 0 V Poor - Pavement Poor Condition ' Marginal City of Index Versus I Fair Tukwila, Sum of Load I Good WA Load Associated I V Good Excellent Distress Deducts 1 Moderate Pavements • Weak Pavements Load Associated Distress Dedu is (LADD) - Strong Pavements 10 20 30 40 50 60 Pavement Condition Index (PCI) 70 80 Figure 14 — Pavement Condition Index versus Sum of Distress Deducts 90 100 IMS Infrastructure Management Services Tukwila_Report Page 29 41 5.0 REHABILITATION PLAN AND BUDGET DEVELOPMENT 5.1 KEY ANALYSIS SET POINTS AND PAVEMENT PERFORMANCE CURVES Pavement management analysis requires user inputs in order to complete its condition forecasting and prioritization. A series of operating parameters were developed in order to create an efficient program that is tailored to the City's needs. Some of the highlights include: • The pavement performance curves that are used to predict future pavement condition. Asphalt streets are classified as weak, moderate, or strong, and then assigned the appropriate pavement performance curve based on their functional classification to use in the analysis. The concept of load associated distresses does not apply to concrete streets. • The shape of performance curves reflect the concept of deferred maintenance and salvage life. Instead of dropping to an absolute PCI value of 0 after 40 years of service, the curves are designed to become asymptotic to the age axis and have a whole life of approximately 50 to 60 years depending on pavement type. This indicates the notion that once a street deteriorates past a specific threshold — about a PCI of 20, age becomes less important in rehab selection. • Priority ranking analysis uses prioritization for rehabilitation candidate selection. It is designed to capture as many segments in their need year based on the incremental cost of deferral. The higher the functional classification of a street, the higher priority a segment is given. Rehabilitation Strategies and Unit Rates The rehab strategies and unit rates used in the pavement analysis can be found on the following page. Some important parameters include: • Rehab Code and Activity — The assigned identifier and name to each rehabilitation strategy. The term "RR" refers to "Remove and Replace", otherwise known as Structural Patching. When this term is present, additional funds have been assigned to the strategy to allow for an increased amount of preparation work and patching. The relative terms of thin, moderate and thick are used to describe the overlay thickness. This is to facilitate consistency in the naming convention, but does not imply the same material thickness has to be used for each functional classification. The recommended rehab activities for any given PCI range may vary due to pavement strength and functional classification. For example, an arterial between a PCI of 50 to 60 may receive a thin to moderate overlay, while a local access road may only receive a chip seal or thin overlay. • Unit Rates — The rehab costs are presented on a per square yard basis for each pavement type, functional class, and rehabilitation activity combination. The rates were developed using typical national averages for similar activities and adjusted for Tukwila's location and unique conditions. An additional burden to all costs was also added to cover City overheads, design and engineering and inspection. Costs for peripheral concrete rehab (valley gutters, inlets, approaches, etc.) have not been included in the analysis. IMSInfrastructure Management Services Tukwila_Report Page 30 42 The unit rates are reflected in the network value, final budgets, and average cost/mile for doing work in Tukwila. City of Tukwila, WA Rehabilitation Strategies and Unit Rates Rehab Code Rehab Activity Rehab Group 1 s c critical PCI (Need Year) All 5 Routine Maintenance 85 100 100 Asphalt 10 Slurry Seal 1 Seal Coat 80 82 85 Asphalt 20 MicroSurtace 1 Chip Seal 70 73 80 Asphalt 23 MicroSurface 1 Chip Seal + Strctrl Ptch 70 73 80 Asphalt 26 MicroSurlace 1 Chip Seal + Strctrl Ptch 60 63 70 Asphalt 39 Edge Mill + Thin Overlay (1.5 - 2.0) 60 63 70 Asphalt 33 Edge Mill + Thin Overlay (1.5 - 2.0) + Strctrl Ptch 60 63 70 Asphalt 36 Edge Mill + Thin Overlay (1.5 - 2.0) + Strctrl Ptch 50 54 60 Asphalt 49 EMIFWM + Moderate Overlay (2.0 - 3.0) 50 54 6D Asphalt 43 EMIFWM + Moderate Overlay (2.0 - 3.0) + Strctrf Ptch 50 54 60 Asphalt 46 EMIFWM + Moderate Overlay (2.0 - 3.0) + Strctrl Ptch 40 44 50 Asphalt 59 FWM + Thick Overlay (> 2.0 - 3.0) 40 44 50 Asphalt 53 FWM + Thick Overlay (> 2.0 - 3.0) + Strctrl Ptch 40 44 50 Asphalt 56 FWM + Thick Overlay (> 2.0 -3.0) + Strctrl Ptch 25 30 40 Asphalt 69 Surf Recon + Base Rehab 1 FWM + Strctrl Ptch + Olay 25 3D 40 Composite 65 Surf Recon + PCC to Base1FWM + Strctrl Ptch + Clay 25 36 40 Asphalt 70 ACP Full Depth Reconstruction 0 15 25 Composite 75 Full Depth Recon + PCC to Base 0 15 25 Concrete 510 PCC Jnt Rehab & Crk Seal 80 82 1DD Concrete 520 PCC Localized Rehab 70 73 80 Concrete 523 PCC Localized Rehab + Grind 70 73 80 Concrete 530 PCC Slight Pnl Rplcmnt (<10%) 60 63 70 Concrete 533 PCC Slight Pnl Rplcmnt (<10%) + Grind 60 63 70 Concrete 540 PCC Moderate Pnl Rplcmnt (< 20%) 50 54 60 Concrete 543 PCC Moderate PnI Rplcmnt (< 20%) + Grind 50 54 6D Concrete 550 PCC Extensive Pnl Rplcmnt (<33%) 40 44 50 Concrete 553 PCC Extensive PnI Rplcmnt (<33%) + Grind 40 44 5D Concrete 560 PCC Partial Reconstruction 25 36 40 Concrete 570 PCC Full Depth Reconstruction 0 15 25 N N ro 9 d tii. Local Unit Rate (Sryd2) 0.00 0.00 0.00 0.00 0.00 4.50 5.00 4.80 4.70 4.60 6.70 7.25 7.25 7.00 6.75 8.25 8.00 7.75 7.75 9.00 8.75 8.50 8.50 24.50 24.00 23.25 22.75 26.50 25.75 25.25 24.50 28.25 27.75 27.00 25.50 34.50 33.00 32.00 31.00 36.50 35.00 34.00 32.50 38.50 37.00 36.00 34.50 37.50 45.50 43.50 41.50 39.50 48.00 45.50 43.50 41.50 50.00 48.00 46.00 43.50 75.50 72.00 69.00 65.50 80.50 77.00 73.50 70.00 102.50 100.00 97.50 95.50 1 1 1.00 109.00 106.00 104.00 9.75 9.50 925 9.00 21.75 21.00 20.25 19.50 21.75 21.00 20.25 19.50 46.50 44.50 42.50 40.50 46.50 44.50 42.50 49.50 74.00 70.00 66.00 62.00 74.00 70.00 66.00 62.00 108.00 100.50 94.00 87.00 108.00 100.50 94.00 87.00 138.00 131.00 123.00 1 16.00 218.00 204.00 190.00 177.00 22.25 29.75 62.50 66.50 93.00 101.00 8.75 18.75 Figure 15 - Rehab rates by Functional Class *Unit rates vary slightly between functional classes Min PCI, Critical PCI, and Max PCI - These define the Pavement Condition Index (PCI) range applicable to the rehab selection. The Critical PCI defines when a segment is in its need year and is deemed to be critical, otherwise if deferred, the street declines in PCI past the point which the rehabilitation is no longer appropriate. Generally the Critical PCI falls 2 to 4 points higher than the minimum PCI applicable for each rehab activity. IMS Infrastructure Management Services Tukwila_Report Page 31 43 Figure 16 graphically presents the application of pavement rehabilitations for asphalt streets by PCI. The Rehab numbers are simply placeholders that separate each rehabilitation project identified on the chart above. For example, Rehab 56 is a Thick Overlay + Structural Patch. Unit rates increase slightly between functional classes to reflect increase costs in pavement thickness, traffic control, and striping. Structural Index (SI) or Strength Rating 100 90 30 70 Zone2 Strong Pavements Rehab (56) Thick Overlay Strctrl Ptch Zone 3 Zone4 Zones Zone6 'Zone7 Rehab (4S) Moderate Overlay + Strctrl Ptch Rehab (36) — Thin Overlay Strctrl Ptch Rehab (26) Micro 1 Chip Seal + Strctrl Ptch Rehab (20) — Micro l Chip Seal Zone8 60 — 50 40 30 Moderate Pavements Rehab (56) Thick Overlay + Strctrl Ptch Rehab (50) Thick Overlay Rehab (40) Moderate Overlay Rehab (30) Thin Overlay Rehab (23) Micro 1 Chip Seal + Strctrl Ptch Rehab (70) Full ACP Recap Rehab (10 Slurry/Se I Rehab (5) Routine Maintenance Rehab (60) Surf ACP Recon Rehab (53) Thick Overlay + Strctrl Ptch Rehab (43) Moderate Overlay + Strctrl Ptch Rehab (33) Thin overlay + Strctrl Ptch Rehab (26) Micro / Chip Seal + Strctrl Ptch Weak Pavements 20 • 10 City of Tukwila, WA Pavement Condition Index (PCI) Versus Strength With Applied Rehabilitation Strategies forAsphalt Pavements M 0 10 20 30 40 50 60 70 Pavement Condition Index (PCI) Figure 16 — Asphalt (ACP) Rehabilitation Strategies Selection and Prioritization of Rehab Candidates 80 90 100 The City's pavement management program incorporates a series of user defined values to prioritize and select the street segments for rehabilitation. The rehab selection order is not worst first, but rather designed to capture as many segments in their need year based on the incremental cost of rehab deferral. A Street is considered to be in its need year when it has reached its maximum service life and any further deferral would require a heavier and more costly rehabilitation. The rehab program has been designed to maximize the increased service life for each rehabilitation dollar spent on a segment. Other factors included in the prioritization process focus on: • Need Year — streets are only selected when they have expended their service life and are optimal for rehab selection. IMSInfrastructure Management Services Tukwila_Report Page 32 44 • Functional Classification — generally priority is given to higher functional classifications as they provide greater benefits to a larger group of users • Pavement Strength — weaker streets are prioritized higher than stronger ones as they deteriorate faster. • Area — a very slight increase in priority is given to larger projects over smaller ones. The net result is a program that favors thick overlays, followed by partial reconstruction projects then full reconstruction projects (more for safety reasons than cost -benefit). These are then followed by surface treatments and lastly by moderate to thin overlays. The programmed deterioration curves illustrated in Figure 17 are designed to integrate the pavement condition distribution performance curves for the network, with the applied rehabilitation strategies and their expected life cycle. Different color performance curves are meant to represent the full suite of curves assigned to segments based upon their functional class, pavement type, and strength. It is important to recognize that even though all streets fall into specific rating categories and their respective rehabilitation strategies, it is not until a street falls to within a few points of the lower end of the range that it will become a critical need selected for rehabilitation. 100 90 80 U 70 o_ 60 50 0 U != 40 E 30 o_ 20 10 0 City and of Tukwila, PCC Performance WA Curves „ ACP • ACP Curve-1 ACP Curve-2 144 •� ‘11111111111111111116.. -ACP Curve-3 ACP Curve-4 �' ,+`� ~•�` -ACP Curve-5 Curve-6 -ACP - - 0 10 20 30 40 Time (Years) 50 Figure 17 - Performance Curves 60 70 IMS Infrastructure Management Services Tukwila_Report Page 33 45 5.2 FIX ALL AND ANNUAL ESTIMATES Three different approaches may be taken to identify and confirm the amount of funds the City needs to set aside each year to maintain the roadway network at its current condition. All three are completed externally to the pavement management system and are simply used to validate the final results. Option 1 — Estimated Life Cycle Cost Based on Network Value An approximate value for the annual street maintenance budget may be quickly determined by taking the total value of Tukwila's roadway network, estimated at $145M, and dividing that by the ultimate life of a roadway — approximated to be 50 years. By this method, the annual budget is estimated at $2,900,000. Please note, the 50 year lifespan of the roadway is the theoretical life of the roadway surface from construction, until the point at which there not usable surface remaining, it is not simply the lifespan of the pavement surface until the next overlay. Rehabilitation Estimate Based on Network Valuation Pavement Type Network Ultimate Life Life Cycle Cost Valuation ($) Span (yrs) ($/Yr) Asphalt Network 145,009,000 50 2,900,000 City of Tukwila, WA Network Totals: 145,009,000 2,900,000 Option 2 — Estimated Life Cycle Cost Based on Current Condition A second method to validate the annual budget is to identify the average network PCI and associated rehabilitation requirements, and then estimate the number of miles required to be rehabilitated each year based on a typical life cycle for that rehabilitation activity. For Tukwila, the average PCI for asphalt roads is 66, which places the Tukwila asphalt network in the Edge Mill + Thin Overlay, at an average cost of $23.55/yd2. Based on this estimate the City needs to spend approximately $2,107,337/year to maintain the current condition average. Rehabilitation Estimate Based on Network Average Condition Pavement Average Blended Average Condition Rehab Rehab Life Miles to do Unit Rate Cost per Life Cycle Pavement Type Index (PCI) Code Rehab Activity Cycle (Yrs) Each Year ($lyd2) Mile ($!) Cost ($!Yr) Asphalt Network 66 30 Edge Mill + Thin Overlay (1.5 - 2.0) 18 4.5 23.55 471,300 2,107,337 City of Tukwila, WA Network Totals: 2,107,337 IMS Infrastructure Management Services Tukwila_Report Page 34 46 Option 3 - Estimated Life Cycle Cost Based on Network Deficiency The third methodology to confirm the required amount of annual funding is to identify the current network deficiency, that is the amount required to rehabilitate all streets in the network assuming unlimited funding, and then divide by the typical life cycle of each rehabilitation activity. This is referred to as the Fix All Estimate and Life Cycle Cost. The rehab strategies listed in the table are generic in nature and not necessarily the final set that was applied to Tukwila. For Tukwila, the Fix All Estimate for the network deficiency is approximately $34M and the Life Cycle Cost is $1.97M/year, broken down as follows: City of Tukwila, WA Rehabilitation Estimate Based on Current Network Deficiency and Life Cycle Cost Rehab Activity Life Network % of Principal Minor Cycle Life Cycle Total ($) Total Arterial Arterial Collector Local (Yrs) Cost ($/Yr) 10 Slurry Seal/ Seal Coat 761,000 2.2 175,700 427,280 0 157,980 5 152,200 23 MicroSurface/Chip Seal + Strctrl Ptch 2,895,100 8.5 386,910 540,340 373,820 1,594,040 8 361,900 26 MicroSurface / Chip Seal+ Strctrl Ptch 518,300 1.5 518,260 0 0 0 8 64,800 30 Edge Mil1+ Thin Overlay (1.5 - 2.0) 7,453,000 21,8 674,460 1,989,830 1,796,670 2,992,060 ▪ 18 414,100 33 Edge Mill+ Thin Overlay (1.5 - 2.0) + Strctrl Ptch 3,055,400 9.0 2,407,990 340,720 186,010 120,660 18 169,700 36 Edge Mill+ Thin Overlay (1.5 - 2.0) + Strctrl Ptch 83,900 0.2 0 0 0 83,930 18 4,700 40 EM/FWM+ Moderate Overlay (2.0 - 3.0) 11,757,800 34,5 2,388,090 2,004,540 3,313,380 4,051,790 ▪ 23 511,200 43 EM/FWM + Moderate Overlay (2.0 - 3.0) + Strctrl Ptch 2,279,400 6.7 1,699,250 580,140 0 0 23 99,100 50 FWM + Thick Overlay (> 2.0 - 3.0) 3,970,600 11.6 797,930 612,080 0 2,560,560 28 141,800 53 FWM+Thick Overlay (>2.0-3.0)+Strctrl Ptch 1,105,400 3.2 1,105,440 0 0 0 28 39,500 56 FWM + Thick Overlay (> 2.0 - 3.0) + Strctrl Ptch 234,800 0.7 0 0 0 234,770 28 8,400 Total Asphalt and Composite Network: 34,114,700 100.0 10,154,030 6,494,930 5,669,880 11,795,790 1,967,400 IMSInfrastructure Management Services Tukwila_Report Page 35 47 5.3 NETWORK BUDGET ANALYSIS MODELS An analysis containing a total of 10 profile budget runs plus a Do Nothing options was prepared for Tukwila. The analysis results are summarized below: • Do Nothing (illustrated in Figure 20) — This option identifies the effect of spending no capital for 5 years. After 5 years, this scenario results in a network average PCI drop from a 66 to a 54 and a dramatic increase in backlog to 17% • Client Budget (Green Line) — this represents the City's current annual budget of $1.05M annually dedicated to pavement preservation and rehabilitation. This level of funding will result in a network average PCI score of 59 and a backlog increase to 12%. • Steady State PCI — this is simply the funds required to maintain the current network average PCI at a 66. The annual budget required to do so is on the order of $2.42M annually, however backlog (Very Poor & Poor roadways) continues to climb to 6%. • Backlog Control Budget — A budget designed to maintain the City's current backlog at 5%. The results of the analysis are summarized in Figure 18 below. The X-axis highlights the annual budget, while the Y-axis plots the 5 Year Post Rehab Network Average PCI value. The diagonal blue line is the results of the pavement analysis (the Tukwila model profile). 90 85 80 O =a }75 Y 70 `o _a 65 01 O a 60 55 City of Tukwila, WA Five Year Post Rehab PCI Versus Annual Budget Analysis Start Date = 1/1/2021 Analysis Period 2021 to 2025 r Maintain Current Backlog: Final PCI= 83, Backlog = 1%, Annual Budget =$6430k/Yr Recommended Budget: Final PCI = 75, Backlog = 3%, Annual Budget = $4425k/Yr Backlog Control Budget: PCI = 67, Backlog = 5%, Annual Budget = $2803k/Yr Steady State PCI: Final PCI = 66, Backlog = 6%, Annual Budget = $ 2420k/Yr PCI Control Budget: PCI = 60,Backlog= 11%, Annual Budget = $1220k/Yr Tukwila Budget: PCI= 59, Backlog = 12%, Annual Budget = $1050k/Yr Current PCI = 65.6 (2020) 50 0 1,000 2,000 Control PCI = 60 1 I Tukwila has a Backlog controlled network 1 I I 1 I ! I I I 1 I 1 I 1 ! I I I I I 1 I I I 1 I I 1 1 I 1 1 1 I 1 1 I 1 1 I 1 1 I 1 1 I 3,000 4,000 5,000 6,000 7,000 Annual Budget Each Year for Five Years ($1,000/Yr) Figure 18 — 5 Year Post Rehab Network PCI Analysis Results IMSInfrastructure Management Services Tukwila_Report Page 36 48 Figure 19 presents the resultant network backlog against annual budget. Similar to Figure 18, but instead of plotting the average PCI score, the blue diagonal line represents the total backlog after 5 years. The lower the backlog the better, with a maximum of 12% recommended Post Rehab Network Percentage Backlog% (PCI <40) 20 15 10 5 City of Tukwila, WA Five Year Post Rehab Backlog (°%) Versus Annual Budget Arelysis Date = 7/16/2020 Arelysis Period 2021 to 2025 —Tut:wla Budget: PCI = 59, Backlog = 12%, Annual Budget = $1050kfYr —PCI Control Budget: PCI = 60, Backlog = 11 %, Annual Budget = $1220k[Yr Steady State PCI: Final PCI = 66, Backlog = 6%, Annual Budget = $2420k[Yr — — Backlog Cortrol Budget: PCI = 67, Backlog = 5%, Annual Budget = $2800k[Yr — — Recommended Budget: Final PCI = 75, Backlog = 3%, Annual Budget = $4425kfYr — — Maintain Current Backlog: Final PCI = 83, Backlog = 1%, Annual Budget = $6430kfYr Current Bac klog =1,3% (2020j 1,000 2,000 3,000 4,000 Cortrol Backlog =S% Tukwila has a Bac klog co nt rolled retmork �kfaBAnafy�s�e5ylts 5,000 Annual Budget Each Year for Five Years ($1,000fYr) Figure 19 — 5 Year Post Rehab Network Backlog Results 6,000 7,000 IMSInfrastructure Management Services Tukwila_Report Page 37 49 Figure 20 presents the analysis results on an annual basis. This shows that if the budget falls below $2.42M/year (Steady State Budget), over time the overall condition of the roads will deteriorate as backlog continues to grow. Network Average Pavement Condition Index 100 95 City of Tukwila, WA Annual Condition for Various Budget Levels - Analysis Date = 7/16/2020 90 - Fix All Budget = $36.1M Over 5 Years i Steady State PCI: Final PCI = 66, Backlog = 6%, Annual Budget = Tukwila Budget: PCI= 59, Backlog 12°%, Annual Budget i = = Do Nothing _ ar Tukwila has a Backlog controlled network DU Start 2021 2022 2023 2024 Year 2025 Figure 20— 5 Year Annual PCI IMSInfrastructure Management Services Tukwila_Report Page 38 50 5.4 POST REHABILITATION CONDITION The following figure (Figure 21) compares the current network condition distribution (red) against what the 5-year post rehabilitation distribution would be at with a budget of $1.05M/year (blue) As can be seen in the plot, the Tukwila budget will reduce the overall network's PCI average and increase the amount of roads rated as Marginal and Poor. 40 35 30 m 25 m 0 20 N z 0 l4 15 0) u 0 City of Tukwila, WA Post Rehab Pavement Condition Comparison Current Condition Versus Selected Budget Analysis Period 2021 to 2025 Current Network Average Condition =65.6, Backlog=1.3% Post Rehab Network Average Condition=59.1, Backlog= 11.5% Annual Budget=$1050 k/Y ar V Poor (0 to 25) Poor (25 to 40) Marginal (40 to 50) Fair(50 to 60) Good (60 to 70) V Good (70 to 85) Excellent (85 to 100) Pavement Condition Using Descritive Terms Analysis Late= 1/1/2021 Figure 21 — Five -Year Post Rehabilitation Condition Distribution Three metrics are used to evaluate the quality of a roadway network, they are: Average Condition — should be between 60 and 65 at a minimum Percentage of Backlog — target 12%, should be less than 15%, must be less than 20% Percentage of Streets Rated as Excellent — should be greater than 15% /MS Infrastructure Management Services Tukwila_Report Page 39 51 Figures 22 and 23 present the current Tukwila recommended budget network rehabilitation plan by year and activity. Electronic versions of these maps are appended to this report. �Ik1A!! • Pave n nt Anah•sis +eol Rehotl Pain } 051.},00.1 AnnuUI rI. d !' :. 1l�IIILL, rYci fa-d �uMM • .— n as 511 1E014..FT4PX .d nnlarJADO. . •1T.LIF 11 • ti k6Y1JY A1%•'19P Figure 22 — $1.05M/Year Rehabilitation Plan by Activity and Year IMS Infrastructure Management Services Tukwila_Report Page 40 52 Pavement Analyst 5 - Bor P4$f R Gfti PCI' .I ,0,50104 Afuwal Budget ksy Snxnou! 1,30L. L.A. • F. Figure 23 — $1.05M/Year Post Rehabilitation PCI by Segment IMS Infrastructure Management Services Tukwila_Report Page 41 53 5.5 TRUE COST OF UNDERFUNDING OF A ROADWAY NETWORK Funding of roadway rehabilitation is an exercise in identifying the balance between available funding and the desired level of service that is right for each agency. There are no hard rules for what is the definitive level of funding as this is a decision for local elected officials, based on their priorities and practices. However, the true costs of over and underfunding must be presented in order to provide decision makers with all the information available to base the decisions upon. Tukwila has a considerable investment in their paved roadway network with a combined replacement value (just for the streets, not right of way) exceeding $36M. Spreading this cost over a 50 year period (the expected ultimate life of a roadway) means that an annual investment on the order of $2.42M per year would be required — not including the cost of maintenance, deterioration ,repair curbing, drainage, tree roots, sidewalks or ADA ramps. Government Accounting Standards Board Statement 34 requires that agencies who collect taxes (local, business, property or gas taxes) for the purpose of maintaining long term infrastructure assets (such as roads) be good stewards of those assets by either accounting for them financially on the City's balance sheet, or implement a methodology to manage and fund them to a locally defined level of service. The condition of a roadway network may be equated to equity in a depreciating asset. Regular payments to that asset must be made in order to maintain the equity at a constant level. Should those payments fall short, the equity must eventually be replaced through a large influx of capital in order to make the investment whole again. Roadway networks are no different. Long term underfunding of rehabilitation and maintenance is the direct equivalent of removing equity from an asset — eventually it must be repaid through total reconstruction. The following table compares the real cost of the various budgets against the Do Nothing and Steady State options. City of Tukwila, WA Equity Removal Summary Starting PCI: 66 Five Year Post Rehab Fix All PCI: 86 Fix All PCI Increase: 20 Five Year Fix All Total Cost ($): r 36,142,000 Cost Per PCI Point (Total Cost ! PCI Increase, $ipt) 1,770,000 Equity Removal Based On PCI Restoration For PCI Controlled Agencies Model: Do Nothing $750k Annual $1500k Annual $2250k Annual Steady State Annual Budget ($kfYear): 0 750 1500 2250 2420 Starting PCI 66 66 66 66 66 Final PCI 55 58 61 65 66 PCI Drop: 11 8 4 1 0 Cost to Replace Equity (PCI Drop X $11,1, $): 18,894,000 13,476,000 7,881 ,000 1,489,000 0 6 Year Budget Expenditure ($): 0 3,750,000 7,500,000 11 ,250,000 12,100,000 Total 5 Year Cost ($): 18,894,000 17,226,000 15,381 ,000 12,739,000 12,100,000 Cost Over Steady State Budget ($): 6,794,000 5,126,000 3,281 ,000 639,000 0 Additional Annual Cost Over Steady State ($year): 1,368,800 1,026,200 656,200 127,800 0 IMS Infrastructure Management Services Tukwila_Report Page 42 54 5.6 NETWORK RECOMMENDATIONS AND COMMENTS The following recommendations are presented to Tukwila as an output from the pavement analysis, and must be read in conjunction with the attached reports. 1. Tukwila should adopt a policy statement to maintain PCI at or above a 60 while keeping backlog below 15%. An annual budget of $1.05M (dedicated to pavement rehabilitation) will achieve a network average PCI of 59 and backlog of 12%. An annual budget of $2.42M (dedicated to pavement rehabilitation) will achieve a network average PCI of 66 and backlog of 6%. 2. The full suite of proposed rehabilitation strategies and unit rates should be reviewed annually as these can have considerable effects on the final program. 3. No allowance has been made for network growth. As the City expands or increases the amount of paved roads, increased budgets will be required. 4. No allowance has been made for routine maintenance activities such as asphalt crack sealing, pothole filling, sweeping, striping or patching within the budget runs and analysis. These costs are assumed to be outside the pavement management costs. 5. 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(0 N N 0 0 N CO(D CO (D CO CO CO CO CO CO CO CO CO (D CO (D N (D (D N CO CD In In TukwilaWA2020_ESA_ Rev2, Inventory, 8/21/2020 re Management Se Condition Summary d E (0 z d d to a a; T (0 E E 7 M 0 O 0 c 0 < 0 0 0 H � T d U u) (lada) lad luaw6aS luaaan3 (ay1N) slonpaa ssaals!a peo1-uoN (aavi) slonpaa ssaals!a OOSsy peol 6u!leb uo!l!puo3 6upea 1l6uaalS (Iad) xapui ulpua luawaned (IS) xopui !eanl3nalS (!y) xapu! ssaug6noa (Ias) xapui ssaals!a a0e}In5 (ZPA) easy luawaned (ZPA) eaay PPy (71) 416uai luawaned (II) L1 P!M luawaned i3und pal ;S 01 ;oei1S waj faai3S u0 aISI°J M (0 O-(0 (0 W (0 W W N N (00 0) M M T M W W (W0 i( (00 M N N 00 7 (0 (0 7 7 W (0 N (N (0 (W0 O- W I( IW W (0 W N i0 M W M W M 0) 0- M 7 c0 O c0 N M x-r M 7,-N N O O N O O,_O M O N O N N W O('0 (0 r W M (0 0 7 M N O W M 7 O W M N O O M N 7 O 0) 0) 0) 0) M 0) 0- N M (O O 00 W 7 7 (O 7 00 (O N I- N 0) O 7 N N MNN NNM ,-N N N N N N 7 N N N M,-N N N M N N M N N N N N M N a a a s a o a a o a o o L mc c 11”U0 a0 a LIL IL a mc a a mc mc a a a acca" a d U > > >> ww iw> IL LLLL o L L L IL a s L a i 2 a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a@ a a a a a a a O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O o 0 0 0 0 0 o 0 o 0 0 0 0 0 0 O) (0 N M O N O N M N O) 0) N N 7 N 0 0) 1- W W W 1- N M Of O W M 7 M M (O (O M O O M O) W N M M W I� W n 00 W 00 00 N N W O) O) W N 7 00 00 W N W N N N W 7 W W N 7 (O N N N N W 1. 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N N N N N N M M co co co 7 7 7 7 7 7 7 7 7 M 10 c0 c0 c0 c0 c0 c0 c0 10 cy co co co N M M M M M M M M co co co co co co co co co co co co co co co co co M co co co M O c0 M N 10 O Is 7 0 Is Is M N CO CO Is 7 N M Is O a- CO 0 M N 7 (0 O N M 0 7 0 CO 7 10 M 1- 7 10 0 0 N N N 0 CO O 0)10 N 0 Na-)O 0 7 7 Is COc0 0 0 0 0 0 0 0 M M CDO M M M M M 7 0 CO CO N 7 O 0 7 0) Is O O 1` 1` r 7 7 7 1O 7 NNNNNNNNNN n Is O O Is NNNN r 0 0 N N N TukwilaWA2020_ESA_ Rev2, Inventory, 8/21/2020 re Management Se 65 Condition Summary 0 E 0 z 0) 0 U) >, 9 0) () T (0 E E 7 0 0 < U !d � 3 0 z H � L- C) (lada) lad luaw6aS luaaan3 (ayiN) slonpaa ssaals!a peo1-uoN (aavi) slonpaa ssaals!a OOSsy peol 6u!leb uop!puo3 6upea yl6uaalS (Iad) xapui ulpua luawaned (IS) xopui !ea nlonalS (!y) xapu! ssaug6noa (1as) xapui sseals!a eoe}Jn5 (ZpR) easy luawaned (ZP/() eaay PPy (31) 4i6uai luawaned (II) 47P!M luawaned -13und laaa4S 01 ;oei1S waj faai3S u0 CO O CO CO (O CO Of CO (O CO 0) (0 CO CO O CO CO CO CO CO 0) 0) CO O N CO CO N- 7 CO O 7 CO CO O N CO O O( 7 CO N CO 7 7 CO If) CO CO r 0( 7 CO 7 0( 0( 0( 0( CO N N CO 7 CO CO N N CO N N t- CO 0- CO CO CO CO Of P- 0• t- N CO O 7 r 0 0 M 7 N N 0 7 0) N 7 M.M N M M M N M 0 M N- N CO CO 7 7 7 7 7 CO N co co 7 co co M O N 0) 7 M N N- O O M O W N- O M M,_O Go N 7 0] O O,-N 7 0,-O M G N o) n 0 0 O O M N 7 M M M N 7 7 M M a-N M N M N N M N N N M N N N M N M M M a(0 o c a a (0 a a c a c c c c c a p a (0 a a a a a a a a a a a a a c a a a a s 7m`59`0 7LL7(0o`07`(000Oo5ii(`m7577(33 000V0V0$33(_ VV > m i >wi iwwGoG M > > > > > > > > > > > > -0-0m a a a a m a a a a a a a a a a a a a a a a C. a a a a a a a m a a a a a a a a a a a a m 0 0 0) 0 0 0 0 0) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 E O O O O O O O d 0 0 0 0 0 0 0 0 0 O O a) 2222222222222222222222(7)2222222222222222222 n (00 (M0 N 00 V N (70 N (CO (00 n O) er (00 7 O) O) OOf 00) (00 N N 00 V COO W n n COO n N n 00 n CaO- 00 (MO 00 00) n n 00 CaO- CN0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 CO CO O O CO O (O (O (O CO (O (O (O (O (O (O (O (O O O (O (O CO CO CO CO CO CO CO CO CO (O (O CD CO CD CD CD (o (o O CD CD O (o (o (o CO (0 a ((0 (0o r a G0 W (7o N G0 (00 W o0O (No N W W oo oo (Go OOO N n Go (Go (o N N N G0 ((0 n oo r� n n On W (o (Oo (7o ((0 n r CO CO O N N (O N O N N O O (O (O CO r (O CO 7 CO O r O CO (O O M 7 M O O 7 O 7 CO (O (O (O O 4o (O O (O a 7 (O LO r 0• 0• 0) LO (O 7 0) 0) 0) 0) h- (O Go (O Go N- 00 r r r O (O r a0 r Oo Go (O O O r O r (O (O (O LONCOCON O M M O N M W O (O r r O COa O (O N 7 0 CO CDO O N CO CO I,- 0, CO 0)0 0 0) W 0) N a 7 h O r a M a co N 7 ("> n n co1, co aOO CO (O N N a,(O N N N N Lc, CO O CO CD CDN M N O co co co CD N (O CD(o co 0 7 n M (V (O N CO(O N co 7 7 (V N O a N a M coI.-O ((0 40 40 M O) N a a 0) I� r O a N N M N a-a-N N N N CO 8 r O co co 7 0 co h co co co (- r N 7 N 7^ N 7 0 (- O U) of O O M 1* O 2 M O M O O (O O U7 7 CO N (- r N a- a- COM N N N CO a- 7 N CO N 7 CO CO(O (- N N O r N 7 0 O O COCO CO N CO CO a 4o O N N CO CD(O O O CO CD CD CD 0)7 O CO CO O CO O M M (O 7 N CO (O — COO CO COOo M O 7 CO 0 0 M O 4o M 0- N 7 a-(O (O (O a-a-a-N M N N a-7 M Oo (0 M N N 7 O,-O 0- ,-0- N M M O O O O O 4o N N N N 7 (O (O N 0 7 CO O N CO 0 7 (O a Go Go (O I- a Go Go Go (O Go a s (O (O (O CO (O (O O CO O O N CO M N M M M M N N N N M N a-N N a-N N N N N N N N N N N N N N N M M N N N N N N N M M M M M N 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 (0 (0 (0 (0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U U 0 0 0 0 0 0 0 U U U U U (0 U U U U U U U U U U U U U U U U U U U U U U U U U U U U U U U 0 0 U U U U U U U 0) 0) 0) 0) 0) U 0) 0) 0) 0) 0) p) p) p) p) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0-- o 0 0 0 0 0 0 0 00 O O O O O J O O O O O O O O O SOUTH END 0) 0) U C J U) (o(n (o U)U)()dyzNzU)d(o (oa(oaa a' ina m J'o c c a c m m N(i c7 0 m m m() N(i() (7) (7) L L L L N C C L_ w L w J C L L L L L 2.� t> 00 L co L L y L L c a - z L L L , a-5 L 0 (O I� O N N aa 2 O 2 N N- (O O r N N N Q C V% 6 O O U) V 7 N w O C aa O co O M M M a a a 7 a 1- a 1-= M j d N_ M_ C U (O n M M N N_ a W M 7 7 a a a 7 a (O 0. U) U) U) U) (0 U) U) CO 0 CO 0 ("O) U) U) CO CO CO CO C N U) U) a U) M U) U) U) U) U) V co U) N co U) U) co co U) U) U) CO c y @� CO 0 CO 0 0) 0) m a 0 N 0 U Q a 0 co m — c 0 0 L (0 (15(nuo(n(n(n(n0a(n(n(ncozininzainaa�-ain z z r'm (n a L L L L a a L L L C w L L w L L Y C L(0 a a J w L L w L L a L L U L L L a L L L N— (O I- co O- N N O W O J= coo a= O t` 0` a co •C N N C V= CO O= (O (O V) N 7 (O ¢ 5 O O- N a (O CO co N CO CO M a a a a M M M = 1-.-.- 1- j N_ E co_ N U 0 I-.- M_ I-. 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CO O 0) 0) V 0 CO 0- CO 0 0 CO 00 N N a 0 0) N 0 CO M CO CO CO O 00 N N V V N N 1,- N CO CO O I'. CO CO a fO N- N- CO N- N- N- CO N N 0) CO I. N- CO 0- O 0) O 0) CO 0) CO CO O a a I.-00 10 .0 a (0 N- ? CO CO N 00 a° O a a c" 0- O N co I� O a 00 0`- M—— N (0 (0 O) (O co O r N (0 N co co co O M r co co M•- co o N a 00 O 0) I'- 0 0 N N 0) a N I. CO N. M n 0) I. 0) c0 0 CO O a a 0 0 0) 0) CO O O) CO 0) 0 CO N O M co0)M M N M N a-a-N N N a-a-N M .- N a- 0) N a-M M M N a-M a N a-M N a s m a s a a a c c a a a c c a c a m m a m a o c c -o a a E 0 0 a c a 0 0 a 0 0 0 a E d o o a o 2 2 0 a 0 c c o a c a o c _d ' 0 U( u. 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I. N. N. N. N. N. N. N. N. CO CO CO CO O O O W N N N 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 CO 0 (0 (0 0) 0) 0. O a M N a CO 0) CO 0 CO 0 0- O 0- 0) COc- 0 CO N 0) O N CO N M N 0- CO CO 0- a O N CO a s CO0 CO 0) 0. a) co C0 0 (0 0 0- CO 0- 0 0 0 0 ON CO 0- CO CO 0 0 N. CO CO r N N N N CO CO a N CO C O O CO CO CO N 0. (O CO N 0) a a a a a a a a 0) O O N O a a O O O O NNNN M 0. CO CO 0) 0 0 0 TukwilaWA2020_ESA_ Rev2, Inventory, 8/21/2020 re Management Se Condition Summary to E (0 z d to u) a a0. 0 T co E E ) 0 O O < R 3 0 a) c • L- C) (lada) lad luaw6aS luaaan3 (ay1N) slonpaa ssaals!a peo1-uoN (aavi) slonpea ssaals!a OOSSV peol 6u!leb uo!l!puo3 6upea yl6uaalS (lad) xapu! ulpua luawaned (IS) xapu! !eanlonalS (!y) xapu! ssauy6noa (las) xapu! sseals!a eoe}1n5 (ZpR) easy luawaned (ZPA) eaay PPy (ll) 416uei luawaned (II) L1 P!M luawaned i3unj 1aaJ;s o aaai;s U10.13 faailS u0 alSl0 ✓ CO CO N. CO N. CO (N.0 O CO V O N. 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V N V CO V N O°000 >> O 0 s s s s 0 0 0 0 0 a a a a 0 a a a a 0 O 0 o 0 0 0 0 0 0 0 0 0 0 O O O o CD CD IL IL IL IL CD CD CD CS CS CS CS CS CS CD CS CS ILIL�.7'cD a a c m 0 c o o a c c 0 c 0 O LL ,E)IL O O O 0 m U 10 U U LL M� ,C.D0-00> a a0 0 a a a a a a a a a a a a a a a a a a a a a a a a a a -0 ,a a a a a a a -0 cc, a a a a@ a a a a a O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o d o 0 0 0 0 0 o 0 o 0 0 o 0 o 0 0 0 0 10 t0 1- CO 1- 1- 1- CO V V CO Of Of Of NCO Is N n n N N 0) 00 O Is 10 Is 00 0, 0, 0 Is 10 aD O N CO N N n CO CO Is Is Is N N N 1s 0 n CO CO CO CO CO CO Is CO CO N N CO CO Is CO N 0 V 0 0 CO V V V 1` 0 0 0 0 0 CO 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O O O (O (O (O (O (O (O (O (O (O (O (O (O (O (O (O (O (O (O (O (O (O (O CO CO CO CO CO CO CO CO CO CO CO CO CO CO (O CO (O CO CO (O (O N (VO a 10 (0 ,11 r t` CO a COMCOO(00 CO (00 co r 10 co c0 t` (00 (00 (00 CO V (MO IM- 10- (00 a co a 1CO N0 00) (V0 100 c00 t` COMr CO (1) (00 CO ,11 a 100 10 CO co V V co O 1- (O N (O CO CO V N V CO 0 CO CO CO 10 V 0 (O CON 1- 1- 0 1` N Tr CO N CO N r N O CO CON CO 0 1- CO N- CO 10 (O V V 1- CO N- 1- (O (O 1- CO (O CO (O CO CO CO (O (O CO (O CO V V 10 CO M V CO CO V V h V V CO (O O O M (0 M 10 1- CO CO M O 0) (0 1- N O V 1- co O O O (0 O O V 0 M V CO 0) M (0 0 10 (- V V 0 10 O M M M N t0 O N O) N V (0 M O) 10 (O N CO (0 1- N N 0 N N M N 0 O CO (0 M N 0 M 0 0 O (O N. 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N W n V M N M V M O 1� n W N W N M W O N 1� M N M n N W I- W V M N W M 1. n O M M r V N W N N 1, N N N V W V N M V V V M M M M V V N M M M W M W M c0 M N M M M M 1� W W M W W W N V W M W W W W M V M N M 0 0 0 0 0 0 0 M M TukwilaWA2020_ESA_ Rev2, Inventory, 8/21/2020 re Management Se Condition Summary m E m z m to T .0 a 0 T E E N 0 0 0 Q U m 3 0 m H 0 T d U (lada) lad luaw60S luaaan3 (ay1N) slonpaa ssaals!a peo1-uoN (aavi) slonpea ssaals!a oossy peol 6u!leb uo!l!puo3 6upea yl6uaalS (Iad) xapui ulpua luawaned (IS) xopui !ea nlonalS (!y) xapu! ssaug6noa (Ias) xapui sseals!a eoe}InS (Zp<) easy luawaned (Zp<) eaay ppy (ll) 416uai luawaned (ll) 4lP!M luawaned 1Ound )aaa;S 01 pails wad faa�3S 1.10 aISI°J cac 0 N n n 000<Mc n I- m n<M0<<0 m<<0 n ao 00 W 000 W W rn<- 00<<00<0 N<<0<Mc 0)<c �N W vn0ML <<0'0'n o a a W W m O) h a s a m m o m a M W N N M N N- M a m a- O a W O a O M N ao W N a 0) W'rW U <C) O a W 0 00 0) '- N W W N N W N' M W O I i M O I. N N r O 0 W O O <0 O O <0 I. N - N — N N N N N M a M M <0 M N M N N M a M M M c c c c a a a c a aaaaa c c O OOO O O 0 a a a c a a a a a a a CD N N CD CD CD 0 0 0 a a a -0 0 0 0 0 0 0 N 8 0 0 N U< 8 8 8 8 0 0 N N N N N N N (7 (� 2 2 U<0 2 O 8 8 m 8 N 0 IL LL 8 IL lL O U U U U U U U U U d LL >>>>>> >> > »I I » M>, > a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a a@ a m m m a a a 0 0 0 0 0 0 0 o2222222222222222222222222222222222222 0 o o 0 o 0 0 0 0 0 0 0 0 0 0 0 o 0 o o 0 o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ca0 W c0 n n W W 00 n n 0Oi n W t0 W t0 n 00 ao W 0W0 W 0W0 W 0ai n 0No N N <00 <00 <a0 (0 W <a0 va°) <W0 a 0 0 <00 u0)) W <n 0) r 0000000000000000000000000000000000000000000000 <0 <0 <0 <0 W W W W M W W M W W W W W W W W W W W W W M W W M W W W W W W W W W M <0 M M M W W W 0.-<W0 � <00 <M0 W W 01.-- W W W Wo <<o W <<o W W rn (0 rn rn rn (0rn N- 1,- W <o <0 <<o 0 N <<o <o <00000 0 m <<o 1"- W O N- ((o 00 W N O T < I- W N N N O N 0) I- M M W I0 0) 0J I0 W W W M O 0) a M W W W I� W W O M W a 0) N N W I� r W T W I� r T r <0 <0 <0 W I,-W W W W W W W W r m W W W W I,- M W W W - a r W W a W W a n 0 W N M M W ,-O O M I` O O O W O M M W W O W N M O W M 0 O 00 O N 00 0 a 0 0 a O N N a O M M a W O M M a W O M W 0 0 0) M h a O h O a W O W W a W N O O W,-W a N I� N,-a O a O W m N a W O M I N M O 0. a W h M h N W W N a M �i eiM��Nr<,.� W N��co ai <h�aMeiMaei vi ni ai a r; Mviaa��i�� Wai��ni�rnr�rn OOMMy W W M W O <0 N W <00 r N <M a O O <Wo W PO') W 0 <M r W O N W,- O 0 M O % 7)W .-- N O M a W O O M W N,-N N N N M N N N M W a M N a N N M W+ W 0)0 0 <+) I� 0 0 <`07 0 0 N << j <00 N n I- 0) N M M 00 n N _W W W 0) N 00 00 00 00 00 N N N N a a a a 00 00 00 00 00 00 00 00 00 00 00 00 00 00 N 00 00 00 00 00 N M N N N N 00 00 00 N M M 00 00 m m m m m m m m m m '8 8 '8 '8 m m m m m m m m m m m m m m m m m m m m m m m 8 8 8 m m m r r r r .0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 d 0 0 0 a`) m r r r r r Q Q Q Q m m m m r r r r r r r r r r a a a a a a a a m a a a a r m to to to m m Q Q Q m Q m Q Q m m m m o 0 0 0¢¢¢¢¢¢¢¢¢¢¢¢¢¢¢¢¢¢ o¢¢¢¢¢ o 0 0 0 0 o m m m o m o m m a a a O. J J J J o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 J 0 0 0 0 o J J J J J J O. O. O. J a J O. O. 'U 'U 'U 'U c c c c c c c c c c C_ C_ C_ C_ C_ C_ C_ C_ C_ C_ C_ C_ C_ 'U 'U 'U 'U U U EEEE 222 co m m (I) (i) ❑ Y Y M O T 3 w a' N w > 'O 72,833 N (A (�4747 aa> > aaO �iga3N 0 o oil m�x�❑ �_'� m(A .�Qmm�� 1111 m m< Q E E E 00 L> c0 < m d m c0 0 0 3 m m d T Z Q m 0 m— m rn-- N N m m ;� m N m L C <0 C C 0 0 'O $ +L° C a LL LL<0 U1 W m 0 LL Y LL=` C-= L C a L L 0) 0) d d Y a' -o W O d M J LL J J O O N 0 O N y <0 H a@ N N m M N O m m .� , c OO > ><0<0 �<n > '—¢ d000 m mN❑ > a y><A <mi> o p mm. . <O <Np <00 <WO 7 7 N N-- — (.0 > m ,-Z 2, 0 W a C L , N N 0~ "0 Y❑ W m Y Y (n c c (� N (ow. mm LL Q¢V V3¢ QH o°,3,HH m w W N 47 to as>2 aap d Locoa a E<0<0 Y C (0 m ❑ ❑ „wow 1.- . tt O Y Y M O N 3 w a' cn 0) -0 m 8 C 0 0 a (n v (n 0 o o a y C=> j Z a .� .� Y E 0000 L m 00 L C <Y`0 c c 0 0 a a 0 c3 a a a y 0. w t w = <6 0 2 2 2 a' (WO O) d W LL J J O O N N w N N N d �0 m a a (n d (n @_ O N N W. N¢ W m O of a m m^ Y 0 o a �' N E. v0i >> H w 3 m m W W o) N (0 0 C C Q C 0 L 0 0 Q> (A j N (n (n (n 0 W n ❑ ❑ ❑ coo a a m a a a a a a Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y T a a a a a a m m>>>>>> m m m m m m m m a a a a a a a a a a a a a a a a a a m m m m m m m a a o 0 o m m m m m m 0 0 222000000 0`) 0`) 0`) 0`) 0`) 0`) 0`) 0`) a`) a`) a`) a`) a`) a`) a`) a`) a`) a`) a`) a`) a`) a`) a`) a`) a`) a`) ` 2 2 2 V 0 0 a a m m m d d m m m m m m L L L L t t t t 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 <0 c c c c c c a a L L L L L L L L L L L L L L L L L L m m m m m m m2 2��E O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 to (n (n (n (n (n (n m m>>>>>> H H W WWWWWWW W WWWWWWWWWWWWWWW W O 0) W W a 0 0) W O W W W a M W N M W a M W M N W M 0 W W a N 0 a W 0) a N a N M a W N N N W <0 O W W 0) W W I� 0) 0) W n n a W 0 0 0 0 0 0 0 0) 0) W a� 0 0 N W W W I- W W a W W W a W W W N a a W W M M 0- M M M M M M N N M W N N 0 0 0 0 0 TukwilaWA2020_ESA_ Rev2, Inventory, 8/21/2020 re Management Se 74 Condition Summary (lada) lad luaw6aS luaaan3 (ay1N) slonpaa ssaals!a peo1-uoN (aavi) slonpaa ssaals!a OoSSV peol 6u!leb uo!l!puo3 6upea yl6uaalS (lad) xapu! ulpua luawaned (IS) xapu! !eanlon. s (!y) xapu! ssaug6noy (las) xapui sseals!a eoe}Jns (ZpR) easy luaWaned (ZPA) eaay ppy (ll) y16uei luaWaned (II) L1 P!M luaWaned -13und 1004S 01 laaalS Wad pain u0 alSI°J CO M N 0 0 0 Of N COM CO M O) a n CO a N N a t0 O N CO a M CO N O N n CO N CO CO N n a CO to r co CO CO CO CO n CO N CO CO a CO n CO 00 CO n co M n CO n n n CO co n (o N M a 0 o CO M CO M CO C' x- n a tO 0) N CO tO CO CO tO tO N n a M M M CO tO O O to n N M 0) M in O N Lc) 5) O n O M to N n(0 7 0 co LC/ N 0 CO 0 0 N M N CO a N 0) M N N N M N N M a CO CO LO .- N it) N .- M M M N a m a a a a a m a a a a a a a a a a a 0 a a- o C a o 0 0 o a a a o 0 a a C o 0 0 0 0 0 0 0 0000000000 o a a 0 LL C7 C7 ly > � U, C7 C7 C7 C7 CD CD CD C7 0 LL 0 0 � CD > CD C7 (7 (7 li ao (7 (7 (.) 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A Pavement Analysis 5 - Year Post Rehab PCI: $1,050,000 Annual Budge by Segment White Center Heights Park Pond Burien Lake Label Legend (when applicable) 1234 GISID 1234 Project ID Legend 0-10 red 11 -20 21 -30 31 -40 41 -50 51 - 60 yellow 61 -70 71 -80 81 -90 91 - 100 green City Limits IMS Infrastructure Management Services 2020 ASHINGTON Arbo ke KIN INTER 4 I RPC) S 112th St 1286 Bow Lake Plc TE NATIO-P 1057 uwamish River 1440 1432 1435 1061 1431 1434 436 S 160th S 164th I IIF I J Foster Golf Course Po mish 9 Minkler Blvd Lake Washington Black River i Tukwila, WAS Pavement Survey 2020 85 a;ry°j urw !! WASHINGTON Pavement Analysis 5- Year Rehab Plan $1,050,000 Annual Budget by Rehab Year and Activity Burien `I Lake 0 Puc Sourru West Seattle eservo Arbor Lake Label Legend (when applicable) 1234 GISID 1234 Project ID Legend Rehab Activity Edge Mill + Thin Overlay (1.5 - 2.0) FWM + Thick Overlay (> 2.0 - 3.0) FWM + Thick Overlay (> 2.0 - 3.0) + Strctrl Ptch MicroSurface / Chip Seal + Strctrl Ptch Rehab Year 2021 2022 2023 2024 2025 City Limits IMS Infrastructure Management Services 2020 86 rGI Acres Golf GOurse Pond Duw. is 1 Wate ay KI G INTE S 112th St S 133rd St Bow Lake Angle Lake S 124th St I I III I —1— Du mish Fs',,S 151st St Minkler Blvd Lake Washington MUN AIR Tukwila, WAI Pavement Survey 2020 WASHINGTON ,Pavement Analysis Assembled Projects by Project ID rsiter IIINS It ite rots,Ipo iir I 1111111 GI Acres [arrelt 111111 ■ rano 1116, ..1 carepo ram 16._ itrem ra&i. / immido di a. minapirk raillia 1111E1 LIE ME Rs ' 1.\.‘ Label Legend (when applicable) 1234 GISID 1234 Project ID 0.25 0.5 1 Miles Puget Sound IMS Infrastructure Management Services 2020 KING INTERN IRPORT Foster Golf Co e Pond Duwamish Lake Washington Black RENTON MUNICIPAL AIRP RT Tukwila, WAS Pavement Survey 2020 87 WASHINGTON Pavement Analysis Functional Classification by Segment Label Legend (when applicable) 1234 GISID 1234 Project ID Legend Collector Local Minor Arterial Principal Arterial City Limits 0.25 0.5 Puget Sound IMS Infrastructure Management Services 2020 88 Arbor Lake S,C Pes ( Mo s at may / \ KING rCO INT RNA <o SEA LE-TAC 1 VTERNATIO ORT JLJ uwamish River Angle Lake S 144th S S 160th St S 164th St I in S 166th St Foster Golf Course Pond S 147th St Minkler Blvd S 151st S Tukwila Pkw Lake Washington Black RENTON MUNICIPAL AIRP RT Tukwila, WAS Pavement Survey 2020 { 1 4'irliKW!! off\ %dui; te- WASHINGTON Pavement Analysis Pavement Condition (Descriptive GFP) by Segment West Seattle eservo i i 1 kit n .., J _A • ill i pi Er o irs w ite en er 111111111 Ilill Park Pond Heights 1 go 1 pi il oil _.. -II, moll rem ) \ Voir , or, i kvall rollihikto 11111151111 ..,M1 di IR.," liric)111111 11 mii‘111 iminefirm t ii___ !APRIL. . Mild% r • ■ di wk d mil ' r- _,...d. I '''' L imir., mimm.v.... imonimul= 17- %IA iii Label Legend (when applicable) 1234 GISID 1234 Project ID Legend Condition Rating (Descriptive GFP) 0- 25 Very Poor 26 - 40 Poor 41 - 50 Marginal 51 - 60 Fair 61 - 70 Good 71 - 85 Very Good 86 - 100 Excellent City Limits 0 0.25 0.5 Miles. NORT Duk ate,6 \ \ A 18 KIN � INTER 00 I IS \\\ e\COUNTY 987 s6fi 002 o0 � 133rd � ,> 11 1 e3o ri 1111 C�K pes 0 .es• TIONAL 78 I!1 _, mini am Era If in • 7 NET 85 1601 86 1809 08 . 1605 ,. 00 r TM' 130 500 35 zon 50 1806 30 1076 111111111 1!111.111111 11111111111111 80 S 160th St 1802 797 18 20 /7 00 1802 'sj4 Evir 11111111, NMI 111 1001116 Now= ulu'iUIIII morpoi Foster Golf Course Pond iI mish River 17 co .3I 188 S 147th St • 58 98 03 1665 Minklpr Rio 30 120 0 - 30 65 720 1212 0 Lake Washington Black River 2812. 05 1-1 I -1 T IMS Infrastructure Management Services 2020 Tukwila, WAI Pavement Survey 2020 89 1[$ / \':,, \�`a����dyh TUrvv!! W A S H I N G T O N Pavement Analysis Pavement Condition Index (PCI) 4 Current PCI by Segment White Center Heights Park Pond Burien Lake Label Legend (when applicable) 1234 GISID 1234 Project ID Legend 0-10 red 11 -20 21 -30 31 -40 41 -50 51 - 60 yellow 61 -70 71 -80 81 -90 91 - 100 green City Limits 0 0.25 0.5 IMS Infrastructure Management Services 2020 90 1 Miles NORTH Arbor Lake 'Glean Acres Golf Curse / `Du Wat L'I 112th S Bow Lake SEATTL -TAC i MA1 — INTER TIONAL AIR1PO T-� r 1 Angle Lake 144th St S 164th S Foster Golf Cour e Fond; ,' Du Amish Rn 14T 1252 Lake Washington BIacP River Tukwila, WAS Pavement Survey 2020 TO: FROM: BY: CC: DATE: SUBJECT: ISSUE Introduce the City of Tukwila Thomas McLeod, Mayor INFORMATIONAL MEMORANDUM City Council Hari Ponnekanti, Public Works Director Cyndy Knighton, Senior Program Manager — Transportation Thomas McLeod, Mayor April 12, 2024 Update on the Neighborhood Traffic Calming Program Neighborhood Traffic Calming Program and update Council on the current status. BACKGROUND In 2005, staff developed a Traffic Calming program that was presented to the Transportation Committee for approval. Using that early program, two pilot projects were done to test out the interest of the residents and that eventually generated high interest from the residents and elected officials. Late 2018, the Council approved Resolution 1955, adopting the current Neighborhood Traffic Calming Program (NTCP). The NTCP was developed to be an equitable, repeatable program that would be prioritized based on data and available funding. While not explicitly included, past Councils have encouraged geographic equity as well as demographic. Additionally, the program was designed to ease implementation, with minimum hurdles, for the lowest level of treatment types. The program includes two levels of treatment approaches. Level I improvements are passive traffic control treatments that can be implemented quickly and inexpensively and are often all that is needed to address neighborhood complaints. Level II treatments are physical devices, often permanently installed, which require more extensive design efforts and are costlier. Additionally, Level II treatments require coordination with emergency services and approval from the Council. Emergency services are included as Level II devices as they can negatively impact response times. Requests for treatment consideration can come to staff using just about any avenue. The City's website has an NTCP page with a form to fill out. Emails directly to staff can be added into the overall list of requests. It's common that elected officials hear directly from residents and pass along their concerns, which are then added. There are around 100 requests on the NTCP list at this time. DISCUSSION Funding for the program was first provided in the 2019 budget year in the Capital Improvement Plan under Traffic Calming/Residential Safety Improvements, Project No. 80010301. During 2019 and into the first quarter of 2020, multiple requests had calming and safety treatments installed. The budget was eliminated after the first quarter of 2020 due to cutbacks associated with the Covid-19 pandemic. Late 2021, American Recovery Plan Act (ARPA) funds were used to restore funding for the NTCP and staff presented a list of Top-10 Recommended NTCP projects that would be the primary focus for the program. In 2022, the Project Manager position that managed the NTCP was vacated due to retirement and the position was filled with a new person. Unfortunately, the new employee chose to return to his previous employer after just 5 months, and the position has been vacant ever since. The City is currently trying to fill this position at this time. Other staff have continued to work on the NTCP as available. https://tukwilawa.sharepoint.com/sites/mayorsoffice/cc/council agenda items/public works/ntcp intro & update/a. info memo - ntcp introduction & update 4-15- 24.docx 91 INFORMATIONAL MEMO Page 2 The Top-10 list does not follow the steps outlined in the NTCP but was rather developed as a plan to address needs given the challenging economic conditions and have a plan that was approved for ARPA fund expenditure. In December 2023, staff provided an update on the NTCP to the Transportation and Infrastructure Services Committee. All of the projects identified in the Top-10 list have either been completed or are underway at this time. FINANCIAL IMPACT Continued funding after the ARPA funding expires at the end of 2024 will be needed to continue this program. Funding a staff position to manage the NTCP is also necessary to return to levels provided prior to the 2020 pandemic. RECOMMENDATION Information Only. ATTACHMENTS • Resolution 1955: Neighborhood Traffic Calming Program • 2019 — Q1 2020 NTCP Accomplishments • December 2023 TISC NTCP Update https://tukwilawa.sharepoint.com/sites/mayorsoffice/cc/Council Agenda Items/Public Works/NTCP Intro & Update/a. INFO MEMO - NTCP Introduction & Update 4-15-24.docx 92 City of Tukwila Washington Resolution No. G� A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF TUKWILA, WASHINGTON, ADOPTING THE "CITY OF TUKWILA NEIGHBORHOOD TRAFFIC CALMING PROGRAM." WHEREAS, one of the top concerns of Tukwila community members is speeding and other dangers associated with motor vehicles; and WHEREAS, the City of Tukwila desires to reduce the negative effects of motor vehicle use, alter driver behavior, and improve conditions for non -motorized street users; and WHEREAS, the adopted Tukwila Comprehensive Plan recommends implementation of a neighborhood traffic calming program in both the Transportation Element and the Residential Neighborhoods Element; and WHEREAS, the City Council desires to document a transparent, predictable and equitable process for implementing effective traffic calming measures in neighborhoods throughout the City; NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF TUKWILA, WASHINGTON, HEREBY RESOLVES AS FOLLOWS: The "City of Tukwila Neighborhood Traffic Calming Program," as evidenced in Exhibit A, is adopted. PASSED BY THE CITY COUNCIL OF THE CITY OF TUKWILA, WASHINGTON, at a Special Meeting thereof this f (1tJ day of e) C 0 n, h4 /' , 2018. ATTEST/AUTHENTICATED: Christy O'F1at erty, MMC, City APPROVED AS TO FORM BY: L-4q,„j v--)" Rachel B. Turpin, City'Attorney Verna ell Coun it President Filed with the City Clerk: ID— 5 Passed by the City Council: ) jT , r Resolution Number: j G UCS Attachment: Exhibit A — City of Tukwila Neighborhood Traffic Calming Program W:\Word Processing\Neighborhood Traffic Calming Program 11-30-18 LH:bjs Page 1 of 1 93 94 CITY OF TUKWILA PUBLIC WORKS DEPARTMENT NEIGHBORHOOD TRAFFIC CALMING PROGRAM Adopted December 10, 2018 By Resolution No. 1955 95 Table of Contents OBJECTIVES 1 PROCESS STEPS 1 INITIATING A REQUEST 1 PRELIMINARY EVALUATION 2 SOLUTION ALTERNATIVES 2 No Action 3 Level I 3 Level II 3 PROCESS FOR QUALIFYING FOR LEVEL II TREATMENTS 3 PLAN DEVELOPMENT 4 PROJECT FUNDING 4 PROJECT DESIGN AND CONSTRUCTION 5 EVALUATION 5 RE -ENROLLMENT 5 APPENDICES APPENDIX A: DEFINITIONS OF TYPES OF STREETS APPENDIX B: PRIORITY RANKING WORKSHEET i 96 Introduction Traffic conditions on residential streets greatly affect neighborhood livability. Speeding and unnecessary through -traffic in neighborhoods create safety hazards on residential streets. The City of Tukwila Public Works Department has developed a Neighborhood Traffic Calming Program (NTCP) to guide City staff and inform residents about the procedures for implementing traffic calming on residential streets and collector streets. The NTCP is designed for local residential streets and collector arterials only. The NTCP does not apply to local or arterial streets in commercial areas or to streets classified as principal or minor arterials. As defined by the Institute of Transportation Engineers (ITE), traffic calming is the application of measures which can be taken which reduces the negative effects of motor vehicle use, alters driver behavior and improves conditions for non -motorized street users. The City's NTCP outlines a process for staff and residents to carry out a traffic calming program. It provides a way to objectively prioritize traffic calming requests. These procedures incorporate prioritization, planning, evaluation, implementation, and maintenance of the traffic -calming devices in residential areas. It also combines the four E's — Education, Engineering, Enforcement and Emergency Services. Obiectives The primary goal of the City's NTCP is to improve the livability of the local streets and residential collectors. The City has identified the following objectives: • Provide alternative solutions to reduce vehicular speeds and accidents on residential streets. • Endorse safe and pleasant conditions for motorists, bicyclists, pedestrians, and residents of neighborhood streets. • Provide a means for a collaborative working relationship between City staff and neighborhood residents in development of traffic calming measures. • Discourage use of residential streets for cut -through vehicular traffic. Process Steps Initiating a Request Request for traffic calming assistance can come from a resident's association or from concerned individuals. Requests can be made in writing by clearly stating the problem and location, accompanied with completed application which is provided by the City. The request can be made by either mailing or emailing the request to the Public Works Department. The request must include a contact name, address, phone number and email. 1 97 Staff will then acknowledge the completed application in writing to the resident's association or to the contact person listed in the application. An application fee could be implemented in the future to offset some of the costs involved. Preliminary Evaluation Each street in the community is a part of the larger roadway network that connects residents to each other, work, schools, goods, services and the countless destinations to which drivers and pedestrians travel daily. Common issues within neighborhoods include speeding, traffic volumes, and the utilization of neighborhood streets as a cut -through route, among others. In order to ensure that traffic calming concerns are addressed in an equitable manner, staff must assess the situation by reviewing the request and determining if the area qualifies for treatment using set criteria. The primary purpose of a preliminary evaluation is to determine whether the speeding or accident situation is significant enough to warrant further study. At this stage, staff collects data to analyze it to determine whether: • The roadway is eligible for traffic calming treatment. o Only residential streets classified as collector arterial or local access are eligible. • City recorded data supports the problem identified in the application. o Speeding: Traffic counts are taken to determine if 15% of the motorists travel at 5 mph or more above the posted speed limit This is also referred to as the 85th percentile speed being at or above 5 mph over the speed limit. o Volume: Traffic counts also collect the number of daily vehicles on a street. This information is used to determine the best type of solution and is used to rank project priorities. o Traffic Accidents: The number of accidents for over a three-year period is collected and studied. The Public Works Director has the discretion to move an application forward or to address any safety issues discovered outside of the NTCP process. If the analysis confirms that a traffic problem exists based upon the above criteria, the Public Works Department will conduct a traffic calming study as explained in the following sections and staff calculates the priority score for the street segment using the Priority Worksheet in Appendix C. A written response back to the contact person with the findings of the preliminary evaluation is generally provided within 60 calendar days of the request. Solution Alternatives The solution alternatives are defined into three levels. 2 98 No Action After data collection and analysis is complete, any location not meeting the above criteria will be determined to not be eligible for any NTCP assistance. Staff will inform the applicant in writing that their request does not meet the City criteria for action and the request will be closed. Level I The first level improvement for traffic calming that should be considered are passive traffic control treatments, known as Level I. Level I improvements are less restrictive measures, and do not require a vote of the affected residents. The improvements used in Level I include: trimming bushes to allow better sight distance; pavement markings and striping; increased police enforcement; traffic speed display signs; neighborhood awareness campaigns; and education. This reduces the need for installing physical devices on every local street. If a marked crosswalk is recommended for installation where ADA-compliant ramps do not currently exist, the improvement will be automatically treated as a Level II solution. Level II Level II improvements should be considered only after Level I treatments have been in place for a minimum of 6 months and data collection and analysis indicate the problem(s) has not been resolved, or as determined by the Public Works Director. Level II improvements focus on physical devices such as speed cushions, traffic circles, and chicanes to calm traffic. These solution alternatives are much costlier than Level I and are generally permanent. Therefore, a more detailed evaluation is required and approval by key depai liiients and impacted area residents is required before the implementation. The detailed evaluation includes as follows: • The speed, volume and accident history collected during the preliminary evaluation. • Collect new traffic speed and volume data and accident history for the past three consecutive years. • Other factors such as proximity to schools, parks and other pedestrian generators, lack of sidewalks, accessibility, presence of bicycle facilities, and other roadway characteristics. • Identify users of the affected streets. • Identify traffic and major pedestrian generators, such as schools, parks and shopping centers. • Analyze street use with respect to street classification. • Document any other relative factors. Process for Qualifying for Level II Treatments If the traffic problem(s) has not resolved with Level I treatments, an impact area is established by staff after identifying users of the affected street(s), identifying major traffic generators such as schools and parks, analyzing the actual street use with respect to roadway classification, and any other relative factors. The impact area includes the location requesting treatment as well as other streets in the immediate area that could be impacted by Level II treatment installation. 3 99 Plan Development Once an area has been selected for a traffic -calming project, steps need to be taken to determine solutions. The applications are prioritized based on the scores. The highest-ranking applications will be given priority in moving forward into Plan Development, as funding allows. Since Level I solutions are simpler in scope, the solution formulation process can usually be handled by staff. Public meetings are not usually required, although some type of public communication is beneficial and recommended. Level II improvements require a more comprehensive plan development due to the higher cost and impact of the actions taken. A public meeting with all affected residents may be held, as determined by the Public Works Director. The initial public meeting will: • Discuss the steps to develop a traffic -calming plan. • Gather additional information regarding traffic problems and related neighborhood needs. A ballot may be provided to each resident, either in person or via the postal service, to vote to indicate support of the NTCP plan. The implementation plan must receive at least 2/3 approval of all residents on the impacted street in order to proceed. In addition to the community support, the approval of the following public officials is required: • City Police and Fire Departments • City Council Once the necessary level of support is documented, projects may be funded and constructed according to their prioritization and as available staffing and budget permits. In cases where a Level II request does not receive sufficient support, the project is dropped from the list and the next highest ranked project can go through the same process. Residents in an area where a project has been dropped are able to resubmit their request for the following program year. Project Funding The number of traffic -calming projects undertaken each year depends on the City's budget and staffing availability. The City Council's Transportation & Infrastructure (or successor) Committee will be kept apprised on projects both proposed and selected on a regular basis, and the City Council will be notified of the NTCP's progress and expenditures at least every six months. In some cases, landscaping, maintenance and necessary easement dedication may be the responsibility of the residents or the homeowner's association. If this is the case, an agreement must be signed between the City and residents before the project is implemented. 4 100 Project Design and Construction Once traffic -calming treatments have been determined, the City's staff or a consultant develops the detailed plan, based on the study and the residents' input. The traffic calming device will be installed. In some situations, a test installation may be warranted to assure that the device is both effective and truly desired by the community. In this case, within three to twelve months after installation, staff evaluates how well the test installation performed in terms of the defined problems. Evaluation An evaluation shall be conducted between six months to one year after the implementation of any permanent traffic calming devices. Speed, volume and collision data is collected and compared with the data collected before the installation of the traffic -calming device. The data collection should be done at approximately the same time of year as the original data collection. Re -enrollment If additional traffic calming treatments become necessary in the future due to changes in traffic patterns unrelated to the NTCP treatments, requests can be made for a new enrollment 12 months or more after the last evaluation period has been completed. The submission will be treated as a new request beginning with preliminary evaluation and will follow the NTCP process. Any future traffic calming treatments will be scored and ranked along with all other active requests and are subject to funding and staffing availability. 5 101 Appendices 102 Appendix A: Definitions of types of streets The City's Transportation Element of the Comprehensive Plan defines the street functional classifications. For the sake of this program, only residential local streets and collector arterials are eligible for NTCP treatments. Streets in commercial areas or which are classified as principal or minor arterials are not eligible for treatments under this program. Traffic calming on principal and minor arterials is very different than on residential streets, requiring substantial design, permitting, environmental approval, and budget in order to construct. These calming projects are developed into standalone capital improvement projects. Local streets (typical speed limit 25 mph) serve local circulation needs for motor vehicles, bicycles, and pedestrian traffic and provide access to residences and some businesses. Local streets are not intended to carry significant volumes of through traffic. Sixty to 80 percent of the roadway network is considered local streets. Collector arterials (typical speed limit 30-35 mph) are typically streets that provide access between local service streets or from local streets to thorough -fares. Collectors often carry some through traffic. Collectors in residential areas are eligible for NTCP treatments whereas collectors in commercial areas are not. Five to 10 percent of the roadway network is classified as collector arterials. Minor arterials (typical speed limit 30-40 mph) are streets which are typically wider and may have more lanes than collectors which connect the smaller arterial streets to destinations or to the regional roadway network. Minor arterials carry a large percentage of through traffic as well as traffic from the local area. Ten to 20 percent of the streets in network are minor arterials. Principal arterials (typical speed limit 35-50 mph) are major streets and highways that provide regional connections between major destinations. Speeds are higher, access and traffic control favors providing fast and smooth movement on the arterial over the lower classified streets. Five to 10 percent of a roadway network is classified as principal arterials. 103 LEGEND Roadway Classification Freeway Principal Minor • Collector [Ill City of Tukwila cui Potential Annexation Area 5 NOT TO SCALE 5 1 Julh S- -------S:o<lh Si--- j Saran Fond N41mk1cr Blvd Lake Longajp Way I / lll� 104 ROADWAY CLASSIFICATION Appendix B: Priority Ranking Worksheet Location: Date: Staff Name: Cate ' or Accidents: Five points for each recorded accident over the past three years. Three additional points will be added for each accident with a recorded injury. Data Score Volume: Average weekday traffic volume divided by 100, rounded up to the nearest whole number. Maximum of 7 points possible. Speed: Five points for every mph greater than 5mph above the posted speed or (85th percentile speed - posted speed limit - 5) x 5 points. Sidewalks: Five points if there is not a continuous sidewalk on one side of residential streets or both sides of collectors. Pedestrian Generators: Five points for every K-12 school on and 2 points for school property within 500 ft of the subject street. Three points for other major pedestrian generator on the subject street. Major pedestrian generators may include parks, community centers, senior housing, or other uses with significant pedestrian traffic. Total Points: 105 106 Location Safety issue(s) Requester Cost Status Level Complete? Rapid Rectangular Flashing Beacons 5/19/2019 5/1/2018 rn r O N r a) Cr r 0 N r — 0) LED Enhanced Stop Signs 1 1 °) C Cn e� 0 N v- \ F Cn t� 0 N \ 1/1/2020 CS) r 0 N r — CS) rn r 0 N r O 10/1/2019 I rn r 0 N r \ O 2/1/2020 2/1/2020 rn t� 0 N \ rn r 0 N r \ rn t� 0 N \ rn r 0 N r \ rn r 0 N r \ 3/1/2019 Speed Cushions rn r O N r 6) School Zones CD r O N r 6i rn O N r 12/1/2019 I rn O N O r rn O N O r r O N r ti ✓(partial) TBD Design reviewed/not recommended TBD X _A 1 di 1 $0 Marked and signed crossing completed 1 ✓ NNNNNN r r r r r r r r r r Driver Speed Feedback Signs i S.148th St at 4400 blk * Speeding Tuk-Works $6,000 2 Radar signs installed 1 r r r r r N N N N r r N- Installed two RRFB crossings, radar sign southbound RRFB is installed, 2 radar signs installed RRFB designed/installed Completed Design drafted Design drafted n/a Completed 2019 by TSD 1 sign installed for EB 144th at 58th/design for 4-way 3 signs installed 4 signs installed 1 sign eastbound 2 signed installed for east and west 2 signed installed for east and west reviewed/converted 3-way to all -way stop 1 sign installed for WB 1 sign installed for WB 2 signed installed for east and west 2 Radar signs installed 2 Radar signs installed 2 Radar signs installed 2 Radar signs installed 2 Radar signs installed. 4 speed cushions installed 1 speed cushion installed, 1 under consideration $23,591 Completed- new flashers, marked crossing, curbing Design completed/construction in 2020 Installed new and replaced old lighting with LED Installed parking prohibitions near SE corner Speeding not confirmed. No action taken O O CCD NEF? 0 O 000`0Z$ TBD TBD 0000000000 0000000000 0000000000 N Cf3 Cfl Cf3 W Cf3 N Cf3 K3 (A-H3 N N d, N H3 N) Cfl ea Cfl ea Cfl ea C0 ea Cfl ER O (a TBD $15,000 N r N ER O 69 $0 c0 m D Q TSD Tuk-Works Staff/Historical Tuk-Works Staff/Historical Tuk-Works Tuk-Works Tuk-Works Tuk-Works Tuk-Works Tuk-Works Legacy Seatac Tuk-Works Staff/Historical Tuk-Works Tuk-Works Tuk-Works Tuk-Works Tuk-Works Tuk-Works Tuk-Works Impact school S.144th St at 44th PI S School Crossing safety/xing Tuk-Works Miscellaneous 62nd at City Hall Pedestrian crossing safety Tuk-Works Staff/Historical Tuk-Works Tuk-Works Tuk-Works Pedestrian crossing safety School Crossing safety Crossing safety/marked xing Pedestrian crossing safety Pedestrian crossing safety School Crossing/marked xing Failure to obey stop sign Failure to obey stop sign Failure to obey stop sign Speeding, stop sign request 4 way stop safety 4 way stop safety 4 way stop safety Failure to obey stop sign Failure to obey stop sign Failure to obey stop sign Speeding/school bus stop safety Speeding Speeding Speeding Speeding Speeding Speeding School Zone safety Pedestrian/Bicycle safety Safety lighting Sight distance/Safety Speeding TIB at S.141st St S.144th St at 46th Ave S S.144th St at 37th Ave S 65th Ave S at Southcenter Blvd 62nd Ave S at Southcenter Blvd S.150th St at Thorndyke Elementary 58th Ave S at S.144th St 37th Ave S at S.137th St 37th Ave S at S.140th St 53rd Ave S at S.170th St S.133rd St at 32nd Ave S S.135th St at 32nd Ave S I S.147th at 57th Ave S Military Rd at S.133rd I S.170th at 53rd S.144th at 56th Ave S Macadam Rd S at 13700 blk S.164th St at 4700 blk 42nd Ave Sat 11900 blk S.140th St at 3500 blk S.130th St at 37th Ave S 153rd Ave S at S 140th S.148th St at 4400 blk * S.148th St (Impact Charter Schools) 53rd/52nd Trafffic circulation revision 65th, Scblvd and 62nd 42nd Av S at S.140th 44th Ave S at 11800 blk 107 Location Safety issue(s) Requester Cost Status Level Complete? NTCP Design Contract 3/31/2020 3/31/2020 3/31/2020 3/31/2020 3/31/2020 LED Enhanced Stop Signs 3/31/2020 3/31/2020 3/31/2020 3/31/2020 3/31/2020 Crosswalk Safety Flags installed 3/31/2020 3/31/2020 3/31/2020 3/31/2020 3/31/2020 3/31/2020 3/31/2020 3/31/2020 3/31/2020 Miscellaneous Expenditures by Shops > > > > > > > > > > > > > > > > > > > N Q O Q N r N r r r r r r r r r r r r r r Design completed/construction with 2020 Overlay Design completed/construction with 2020 Overlay Design completed/construction with 2020 Overlay Design completed/construction with 2020 Overlay Design completed/construction with 2020 Overlay 1 sign installed for NB 1 sign installed for EB 1 sign installed for WB 1 sign installed for EB 2 signs installed for NB Completed Completed Completed Completed Completed Completed Completed J Completed Completed J n/a f6 C fS C f6 C RI C to 7, yq $2,250 p NNNLO N E!> in N Efi p N d4 p toEft 2 r 00Z$ O O to O O ce O O O O EA O O Ee O O O O Ee O O 0 M EA- C`, $32,100 Staff/Historical Staff/Historical Staff/Historical Staff/Historical Staff/Historical Tuk-Works Tuk-Works Tuk-Works Tuk-Works Tuk-Works Staff/Historical Staff/Historical Staff/Historical Staff/Historical Staff/Historical Staff/Historical Staff/Historical Staff/Historical Staff/Historical Year to date School Crossing/marked xing Non -compliant ramp in school zone Pedestrain safety Failure to yield ROW Narrow road, drop off Failure to obey stop sign Failure to obey stop sign Failure to obey stop sign Failure to obey stop sign Failure to obey stop sign Pedestrain safety Pedestrain safety Pedestrain safety Pedestrain safety Pedestrain safety Pedestrain safety Pedestrain safety Pedestrain safety Pedestrain safety S.150th St at 46th Raised Crosswalk New ADA ramp at Impact charter Sch 53rd/52nd/137th traffic revision New Stop sign 44th/S.140th 54th Ave S Additional Gaurdrail 51st at S.160th NB S.160th at 51 st EB S.160th at 42nd WB S.170th at 53rd EB 40th Ave S at EMW NB 61st at Tukwila Parkway 4634 Southcenter Blvd 144th Crosswalks at SHAG 144th at 37th RRFB S.148th school crossing S.150th/42nd Signal S.146th at 46th RRFB Interurban at S.149th RRFB Gateway Drive at BECU 108 City of Tukwila Allan Ekberg, Mayor Public Works Department - Hari Ponnekanti, Director/City Engineer INFORMATIONAL MEMORANDUM TO: Transportation and Infrastructure Services Committee FROM: Hari Ponnekanti, Public Works Director/City Engineer BY: Cyndy Knighton, Senior Program Manager CC: Mayor Ekberg DATE: December 1, 2023 SUBJECT: Neighborhood Traffic Calming Program Project No. 82310301 Year End Report ISSUE Update the Council on the achievements of the Neighborhood Traffic Calming Program for 2023. BACKGROUND Ever since 2021, when ARPA funding was made available to the City, and specifically the Neighborhood Traffic Calming Program, staff, and our consultant, KPG-Psomas, has been mostly focusing on the Top-10 Recommended NTCP Projects list developed in late 2021. The 2021 priority was to purchase normal stock items used in traffic calming, such as LED street signs, speed feedback signs, and Rectangular Rapid Flashing Beacon (RRFB) units. In 2022, staff and KPG focused efforts in Allentown, the TCC, three elementary schools, S Ryan Way, and the S 144th S/46th Avenue S intersection. DISCUSSION Building on the work completed in 2022, staff and KPG have continued building on the work completed in 2022 and have begun additional work on the rest of the Top-10 list. Staffing changes have reduced the amount of time available to work on the NTCP, but work has continued addressing every project on the Top-10 list. Some study will carry into 2024 to complete the planning and engineering; however, the construction of the new raised crosswalk and RRFB on 42nd Ave S at the S 119th Street Pedestrian Bridge is expected to be fully complete and operational this year. When all the study efforts are complete, staff will discuss the findings with the Council and will prioritize which projects move into construction in 2024 and beyond. Grants are not readily available for traffic calming projects, except for the Transportation Improvement Board's Complete Street program. A new call for projects under that program is expected in late spring, and staff will apply for funding. FINANCIAL IMPACT N/A RECOMMENDATION Information only. ATTACHMENTS • Staff Top-10 Recommended NTCP Projects • Top-10 Locations Map 109 Status Update for the Neighborhood Traffic Calming Program — December 2023 A. Allentown Neighborhood • Completed study. • Submitted two grant applications to fund safety, traffic calming, and pedestrian improvements. • Completed memo for the closure of the 42nd Avenue S bridge over the Duwamish River. • Constructed raised crosswalk with RRFB on 42nd Avenue S at 119th Street pedestrian bridge. B. and D. Tukwila Elementary School and Cascade Elementary School • Collected transportation count and speed data. • Met with representatives from the two schools to understand their issues and needs. • Developed draft set of improvements for both schools. • In 2024, we will share draft improvements with schools and finalize improvements. C. Impact Charter School Safety Improvements • Collected transportation count and speed data. • ADA and signage design for 148th Street completed in 2022. • In 2024, we will meet with school representatives and develop improvements. E. Tukwila Community Center Pedestrian Crossing Safety Improvements • Project completed. RRFBs installed on 124th Street at 44th Avenue and at 46th Avenue. F. Macadam Road S Speed and Safety Improvements • Collected transportation count and speed data. • Developing list of safety and traffic calming improvements. G. Southcenter Boulevard/65th Avenue S Pedestrian Safety Improvements • Completed preliminary design and submitted TIB grant application in 2023. H. Citywide Residential Speed Limit Review • Reviewed state and City of Tukwila laws related to citywide speed limits. • Reviewed case studies for cities that have reduced local street speed limit to 20 mph. • Documented findings in a draft memo. • In 2024, we will evaluate select arterials for potential speed limit reductions. I. S Ryan Way Pedestrian Safety Improvements • Preliminary design complete. • In 2024, City will pursue grant funding for improvements. J. S 144th Street/46th Avenue S ADA Ramps • Improvements constructed in 2022. 110 V w O L a a U H Z a) c a) E E 0 U GJ cC O Q 0 H 4J 4-, N Modified 6/03/2022 Original Cost Updated Cost Updated Cost Project Details Potential Treatment Options Status Estimate Range Estimate Range o 0 0 00 Lo .N. 0 0 o 0 0 0 MIA_ o 0 o 00 i/} 0 - 0cc o 00 i/} 0 o 0 —, V) C 0 c^ O 0 C M Z -0 0 0 0 = + Vl i C on m no CO ca O 0 0 E W cc 7 'a O NN +, v ,—I cr coo co +, 0 0 0 o 0 0 00 00 Lf1 Lc)" 0 0 0 0 0 0 0 0 0 ui 0 M 00 i/} 00 {/'} 0 00 • Draft Transportation Safety Study completed. • Conducted public outreach meetings on 3/22/22 and 4/26/22. • Submitted WSDOT Pedestrian and Bicycle Program Grant application in 5/2022. • New traffic counts are being done to evaluate improvements. • Transportation Safety Study initiated 5/2022. • Collecting transportation counts and speed data before the end of the school year. • Improvements are expected to be installed in 2023. • Transportation Safety Study initiated 5/2022. • Collecting transportation counts and speed data before the end of the school year. • Proposed private development may provide ADA ramp improvement on S 146th Street. • Transportation Safety Study initiated 5/2022. • Collecting transportation counts and speed data before the end of the school year. • Improvements are expected to be installed in 2023. • Design completed for RRFBs, curb extensions and ADA ramps at 44th Avenue S and 46th Avenue S. • Installation scheduled for summer 2022. Since 2018, five individual requests for traffic calming have been recorded in the NTCP list of requests; additional traffic complaints have been made to the City over prior years. Addressing traffic safety concerns in Allentown is a top priority for the City. Level 1: Improved signage; radar feedback signs; pavement marking modifications. Level 2: Sidewalks; curb extensions; raised crosswalk; traffic calming; and remove the eastbound right -turn slip lane and reconfigure the S 124th Street/50th Place S intersection. Since 2018, 12 traffic calming requests have been made in the Tukwila Hill neighborhood, with a significant number near Tukwila Elementary School. Common complaints have been about speeding and crosswalk or pedestrian safety. Additionally, the Council has asked for proactively addressing or anticipating concerns, specifically around school zones. Some improvements have been made around Tukwila Elementary School already but more improvements are needed. Level 1: School Zone beacons; improved signage; radar feedback signs; pavement marking modifications. Level 2: Curb extensions; RRFB installation; ADA ramp upgrades; improved illumination. A request specific to the newly opened Impact Charter School was received in 2019. The request was to provide a signed school zone, which Tukwila has provided signs marking school crossings on S 148th Street. ADA-compliant ramps have not been installed at the marked school crossings. The charter school has expanded their site to the north which requires creating a school zone on S 146th Street and other potential improvements for children's safety. Additionally, the Council has asked for proactively addressing or anticipating concerns, specifically around school zones. Level 1: Improved signage for school zones on S 148th Street and S 146th Street; crosswalk installations. Level 2: ADA ramp improvements; RRFB installations; curb extensions. Since 2018, the Cascade View neighborhood has seen 9 requests for traffic calming. Four of the requests were about speeding, school crossing and pedestrian safety at locations around the Cascade View Elementary School. 85th Percentile speeds of "30MPH have been recorded, but analysis is needed to identify if speeding occurs during the 20MPH-active school zone period. Additionally, the Council has asked for proactively addressing or anticipating concerns, specifically around school zones. Level 1: Improved signage for school zones on S 148th Street and S 146th Street; crosswalk installation. Level 2: ADA ramp improvements; curb extensions; enhanced crosswalk treatments. The City Council has expressed desire for the NTCP to have a proactive element in addressing traffic calming and safety needs throughout the City. The TCC is a well -utilized facility by the Allentown neighborhood as well as the entire City and surrounding area. Concerns over the pedestrian crossings on S 124th Street have been raised by staff and residents in the past, along with the larger complaints of speeding in Allentown. Increasing pedestrian visibility to improve safety in this high - use area is a recommended top priority for the NTCP. Level 1: Improve pedestrian crossing signage. Level 2: RRFB installations; upgrade ADA ramps; curb extensions; improved illumination. Study neighborhood -wide volume, speed, classification and safety issues. Identify and design Level 1 and Level 2 treatments throughout Allentown. Address pedestrian mobility, crosswalk safety concerns, speeding, sight distance, and upgrade School Zone signage. Provide school crossing improvements, establish school zone on S 146th Street, if needed. Provide school crossing improvements, observe operating speeds, if necessary establish speed zone. Upgrade School Zone signing, design and install pedestrian crossing improvements. Install pedestrian safety improvements on S 124th Street at 44th Avenue S and 46th Avenue S. A Allentown Neighborhood Speed and Safety Study B Tukwila Elementary School Safety Improvements C Impact Charter School Safety Improvements D Cascade View Elementary School Safety Improvements E Tukwila Community Center Pedestrian Crossing Safety Improvements 111 H u a) 0 L a 1- z TT c E E 0 u a, cc 0 a 0 1- 1- 9- ca Modified 11/28/2023 Original Cost Updated Cost Updated Cost Project Details Potential Treatment Options Status Estimate Range Estimate Range 0 0 O m ' O 0 O 0 0 O rn o 0 O 0 o 0 0 0 0 O o 0 0 0 Hi 0 0 tri 0 N o 0 0 0 0 pl. HN 0 r.j A 0 m H 0 m H 0 m H 0 m H c O LJ + C Lu O a o Y Y Lf 0 r-I al 0 0 00 0 tn.co 00 0 O O0 O Hi VT 0 0 O Ol 00 O Ln tn. 0 0 0 O 0 Ln 0 0 o ' O O Hi l/} 0 0 O O L!1 Hi i - 0 0 00 enm 11 1 ' 0 l0 l0 N f0 O H • Design to begin in 2/3Q. • Funding available for design of full signal in 2022 CIP. • Design to begin in 2022. • Will consider signage improvements for interim in 2/3Q. • Not started yet. • Transportation Safety Study for improved signage and safety improvements may begin in 2/3Q. • Construction of improvements possible in 2023. • Design at 50% with construction to be done with the 2022 Annual Overlay Project. At least five requests for traffic calming, specific to speeding (and some secondary reasons) have been made since 2018. A radar feedback sign was placed near the 13700 block in 2019 but requests have continued to be made. Additional analysis is warranted to determine what other improvements could be used to address the speeding, especially where Macadam Road has extremely limited sight distance due to the curvy nature of the roadway. Level 1: Improved signage; LED chevron signs; channelization modifications. Level 2: Staff identified the need for improvement pedestrian safety at this location several years ago. Southcenter Boulevard is a S- lane roadway with known speeding issues along with curves that restrict sight distance. A high pedestrian usage at this intersection accessing the King County Metro bus stop that services both the Rapid Ride F-Line and Route 150, both workhorses of the south County transit network, justifies improving pedestrian crossing safety. This intersection is slated for full signalization in the future, but interim pedestrian safety improvements should be considered sooner. Level 1: Improved signage for pedestrian crossing Level 2: RRFB installation; ADA ramp upgrades; improved illumination As part of the City Council's expressed desire to proactively look at traffic calming needs, a full review of the residential street posted speed limits is recommended by staff. State law establishes city speed limits at 25MPH unless an engineering study is completed to justify higher speed limits. Most residential streets are posted at 25MPH today, but there are many that are posted at 30MPH or 35MPH. Likely, those speed limits are legacies of past annexation areas, where a speed study was completed by King County. The general impression Staff has is that most residents and elected officials would be happier with lower speed limits. City of Seattle has also recently lowered all speed limits nearly city-wide to be 25MPH. Level 1: Modify speed limit ordinance; as needed; install new signs; as needed. Level 2: Two requests for traffic calming to address speeding and pedestrian crossing safety in the Ryan Hill area have been made in 2021. New developments are coming forward that will increase the residential population of this part of the City with multi- family developments. The speed concerns, especially along S Ryan Way, coupled with the new housing developments increasing the likelihood of increased pedestrian activity, warrants this analysis be recommended as a top priority. Level 1: Improved signage. Level 2: Curb extension, improved illumination. The Tukwila School District requested school crossing safety improvements at this intersection in 2017. A new Rectangular Rapid Flashing Beacon was installed in 2019. At the time the RRFB was installed, the City was also submitting a grant application for the 46th Avenue S Safe Routes to School project, which would improve pedestrian safety between this intersection south to S 150th Street, and would include either a raised pedestrian crosswalk at the RRFB or install ADA- compliant curb ramps. The grant was not awarded. State law requires ADA ramps be brought up to current standards anytime a new signal, including the RRFB, is installed. Since grant monies for the larger improvement are not expected in the short term, staff recommends this as a priority to comply with all state and federal laws regarding ADA requirements. Level 1: Level 2: ADA upgrades to ramps at RRFB (not done at time of RRFB installation due to budget constraints). Design and install treatments addressing speeding and curve safety north of S 144th Street. Design and install pedestrian safety improvements Identify residential streets with speed limits currently above 25MPH. Conduct volume, speed and safety review. Recommend changes to speed limits, as necessary. Safety study on S Ryan Way from MLK Jr. Way to east city limits, focusing on speeding and pedestrian safety. Recommend Level 1 and Level 2 improvements. Design and construct improvements. Design and install ADA-compliant ramps at the intersection. F Macadam Road Speed and Safety Improvements G Southcenter Boulevard/65th Avenue S Pedestrian Safety Improvements H City-wide Residential Speed Limit Review I S Ryan Way Pedestrian Safety Improvements J S 144th Street/46th Avenue S ADA Ramps 112 S 152nd St o-I-e S 52nd PI f m Wig Blvd Corporate C porate Minkler BI¢dr Upland Dr City of Tukwila S Not to Scale Vicinity Map 8 King County — Disclaimer: The location of features and boundaries are approximate and are intended for reference only. Data is based on best information available. U:\PW Eng\GIS General Maps\Streets_11 x17_Sept2018.mxd Date: 09/09/18 By: R. Linsao 13 114 TO: FROM: BY: CC: DATE: SUBJECT: ISSUE Introduce the City of Tukwila Thomas McLeod, Mayor INFORMATIONAL MEMORANDUM City Council Hari Ponnekanti, Public Works Director Cyndy Knighton, Senior Program Manager — Transportation Thomas McLeod, Mayor April 12, 2024 Annual Six Year Transportation Improvement Program Primer annual exercise of developing a Six Year Transportation Improvement Program. BACKGROUND The Transportation Improvement Program (TIP) is updated annually as required by the Revised Code of Washington (RCW) 35.77.010. The TIP is adopted by resolution after a public hearing at the local agency level and incorporated into regional and state TIPs. The TIP must be done by June 30th of each year. Once a city or county adopts a local TIP, it is submitted to both the Metropolitan Planning Organization (MPO) - in Tukwila's case, Puget Sound Regional Council (PSRC) - and the Washington State Department of Transportation (WSDOT). PSRC and WSDOT synthesize a fiscally constrained plan with projects of regional significance to be included in the regional TIP. The Statewide TIP (STIP) is a four-year prioritized multimodal transportation program compiled of state, local, tribal and public transportation projects that include highways, streets, roads, rail, transit - hubs, park & rides, bridges, sidewalks, bike lanes, trails and safety. Projects programmed in the STIP are the highest priority for the available funding, to preserve and improve the state's transportation network and achieving the national goals established in the Moving Ahead for Progress in the 21 st Century Act (MAP-21) and continued through the Infrastructure Investment and Jobs Act/Bipartisan Infrastructure Law (IIJA/BIL) for FFYs 2022-2026. DISCUSSION From Tukwila's perspective, the TIP is primarily a financial planning document for projects competing for grants. Any project submitted for federal grant funding, and some state grant funds, must be included in the local, regional, and state adopted TIPs. The TIP is a rolling plan showing various funding sources: grants, developer and local funds. Projects "roll" as funds or stages occur (design report, final design and construction). Tukwila's TIP and Capital Improvement Program (CIP) list many of the same transportation -related projects. The TIP generally lists only those transportation -related projects planned within the next six years that are deemed regionally significant or that have grant funding awarded or expected. The TIP is scheduled for adoption on June 26, 2023. FINANCIAL IMPACT None. RECOMMENDATION Information Only. ATTACHMENTS • Current Six Year TIP https://tukwilawa.sharepoint.com/sites/mayorsoffice/cc/council agenda items/public works/tip intro for 4-14 council worksession/a. info memo - 6 year tip primer 4-15- 24.docx 115 116 Six Year Transportation Agency: Tukwila County: King d) 0 Z MPO/RTPO: PSRC RW Required z Environmental Type L 0 0 Total Length 0 0 0 Utility Codes Improvement Type Resolution No. Amendment Adopted co N co O Hearing co ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID / 1037(004) TUK-62 42nd Ave S Bridge Replacement 42nd Ave S over the Duwamish River Interurban Ave S to Northern end of bridge Replace the existing 42nd Ave S steel truss bridge. The replacement will require preliminary engineer design, right-of-way, and construction phases. The new structure will meet current road and bridge design standards. The replacement structure configuration will be two through -lanes, possibly a turn pocket, and include sidewalks. Priority Number Functional Class o Total Funds 2,600,000 100,000 28,913,500 0 0 0 ri M Local Funds 1,100,000 0 0 1,113,500 L0 State Funds 0 0 17,000,000 17,000,000 State Fund Code MAW Federal Funds O 86,500 O 13,500,000 O O 0 in O O _r O Federal Fund Code STBG(UL) m m Totals Phase Start Year (YYYY) V V V N O N O N 0 N N N Phase L a 1Y CN c Status CO CO CO FY c 3 LL Expenditure Schedule 5th & 6th 0 0 0 o 4th 0 0 0 0 3rd 0 O 13,500,000 13,500,000 2nd O O 15,636,500 15,636,500 800,000 O O O O O O O O O O O O N Phase L a RW CN Totals Report Date: May 04, 2023 117 Six Year Transportation Agency: Tukwila County: King a) 0 Z MPO/RTPO: PSRC RW Required } Environmental Type Total Length 0 M 0 Utility Codes Improvement Type , 0 Resolution No. Amendment Adopted M N co O Hearing M ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID WA-1111: 46th Avenue Safe Routes to School 46th Avenue S S 150th Street to S 144th Street Design and construct curb, gutter and sidewalk on the west side of 46th Avenue S, including curb bulb -out at the SE corner of 46th Avenue S/S 144th Street with raised crosswalk across S 144th Street with RRFB. Priority Number Functional Class 0 Total Funds 270,000 240,000 2,070,000 2,580,000 Local Funds 0 20,000 410,000 520,000 0 0 0 rn State Funds 180,000 220,000 0 2,060,000 0 0 0 CO 0 State Fund Code SRTS SRTS SRTS Federal Funds 0 0 0 C. Federal Fund Code Totals Phase Start Year (YYYY) V V 1-0 N O N O N 0 N N N Phase L a iy CN ) c v c Status a a a 7 LL Expenditure Schedule 5th & 6th 0 0 0 o 4th 0 0 0 o o o O O L M 2nd o o 2,070,000 2,070,000 270,000 240,000 0 510,000 (0 Phase PE RW CN Totals Report Date: May 04, 2023 118 Six Year Transportation Agency: Tukwila County: King MPO/RTPO: PSRC RW Required z Environmental Type co W Total Length Utility Codes Improvement Type _ Resolution No. Amendment Adopted co N co O Hearing co ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID WA05409 Allentown Truck Reroute Project to Study alternatives for truck access to reroute outside of residential neighborhood. Priority Number Functional Class 00 Total Funds 0 0 0 0 O 0 0 0 0 O O Local Funds 0 0 0 0 0 0 0 0 0 0 o 0 O State Funds State Fund Code O Federal Funds O Federal Fund Code Phase Start Year (YYYY) N O N J a N re 0) 0) Expenditure Schedule O O O O O 12 L O O O O O 0 O O O O O O J a N l6 0 Report Date: May 04, 2023 119 Six Year Transportation 1 ing C t Agency: Tukwila County: King MPO/RTPO: PSRC RW Required z Environmental Type Total Length Utility Codes Improvement Type co O Resolution No. Amendment Adopted M N co O Hearing M ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID WA-05405 Americans with Disabilities Act (ADA) Improvements Various locations to Design and construct ADA compliant upgrades to City infrastructure in conjunction with a City developed plan. Priority Number Functional Class 0 o 0 10 Total Funds 0 0 O 0 0 0 co Local Funds 0 0 0 Lri O State Funds State Fund Code O Federal Funds O Federal Fund Code Phase Start Year (YYYY) J —J (0 Expenditure Schedule Report Date: May 04, 2023 120 Six Year Transportation 1 ing C t Agency: Tukwila County: King a) 0 Z MPO/RTPO: PSRC RW Required z Environmental Type Total Length Utility Codes co 0 0 0 0i Improvement Type co 0 Resolution No. Amendment Adopted co N co O Hearing co ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID WA-07746 Andover Park E/Minkler Blvd Intersection Andover Park E Minkler Blvd to Construct left turn lanes on Andover Park East and reconstruct traffic signal Priority Number Functional Class m Total Funds 134,000 0 0 0 0 1,570,000 1,714,000 Local Funds 134,000 10,000 1,570,000 1,714,000 State Funds 0 0 0 0 State Fund Code Federal Funds O O O O Federal Fund Code Totals Phase Start Year (YYYY) 2025 2025 2026 Phase PE ct CN = c c LL Status u) u) a Expenditure Schedule 5th & 6th o o O 0 4th o o O 0 3rd O O 1,570,000 1,570,000 134,000 O O 144,000 0 C. O C N C. C. C. 0 N Phase L a Et CN Totals Report Date: May 04, 2023 121 Six Year Transportation 1 ing C t Agency: Tukwila County: King a) 0 Z MPO/RTPO: PSRC RW Required co Environmental Type Total Length 0 O 0 Utility Codes a Improvement Type co 0 Resolution No. Amendment Adopted M N co O Hearing M ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID WA-15107 Andover Park East/Industry Dr Intersection Andover Park E Industry Drive to Design and construct traffic signal with Andover Park East left turn lanes and crosswalks. Priority Number Functional Class o Total Funds 75,000 O 0 0 0 657,000 742,000 Local Funds 75,000 10,000 657,000 742,000 State Funds O O O O State Fund Code Federal Funds O O O O Federal Fund Code Totals Phase Start Year (YYYY) 2025 2025 2026 Phase PE Lt CN = c Status cn cn a 3 LL Expenditure Schedule 5th & 6th 0 C. C. 0 4th 0 0 0 0 3rd O o 0 657,000 O O r Ln O 2nd 75,000 0 0 85,000 0 0 O 0 0 C. 0 N Phase L a Et CN Totals Report Date: May 04, 2023 122 Six Year Transportation 1 ing C t Agency: Tukwila County: King MPO/RTPO: PSRC RW Required z Environmental Type Total Length Utility Codes Improvement Type co O Resolution No. Amendment Adopted co N co O Hearing co ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID WA-03731 Annual Bridge Inspections and Repairs Various City Street to Perform load ratings and bi-annual inspections as well as construct necessary repairs and maintenance Priority Number Functional Class r Total Funds 0 0 co co 0 Co I M Local Funds O 0 O ui v co O State Funds State Fund Code Co Federal Funds Federal Fund Code Phase Start Year (YYYY) J —J 0) Expenditure Schedule O 0 .1 N (0 r m (0 l0 a J J N co 0 Report Date: May 04, 2023 123 Six Year Transportation 1 ing C t Agency: Tukwila County: King MPO/RTPO: PSRC RW Required z Environmental Type Total Length Utility Codes co 0 0 0 0i Improvement Type co 0 Resolution No. Amendment Adopted co N co O Hearing co ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID WA-03733 Annual Overlay and Repair Program Various City Streets to Repair, rehabilitate, and overlay City streets as needed in an annual program Priority Number Functional Class CO Total Funds O 0 co co 0 0 0 0 co 0 0 Local Funds 0 O 0 0 10 oo 0 0 0 0 cn co co O State Funds State Fund Code O Federal Funds Federal Fund Code Phase Start Year (YYYY) J —J (0 0) Expenditure Schedule Report Date: May 04, 2023 124 Six Year Transportation 1 ing C t Agency: Tukwila County: King MPO/RTPO: PSRC RW Required z Environmental Type Total Length Utility Codes a Improvement Type v Resolution No. Amendment Adopted co N co O Hearing co ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID WA-15104 Annual Traffic Signal Program Varies to Design and construct traffic signal upgrades and repairs of signals that exceed routine maintenance work;loop replacement, head replacement, and controllers. Replace direct bury cable for existing lighting system. Priority Number Functional Class Oo Total Funds 0 0 0 O 0 0 0 Local Funds O O O 0 0 O O O 0 0 0 O State Funds O State Fund Code O Federal Funds O Federal Fund Code Phase Start Year (YYYY) Expenditure Schedule 0 O O 0 0 co aa t O 0 0 0 O M O O O 10 L v O O O O O O O 12 L O O O O M O O O O co O O O O O O O co O O O J J Report Date: May 04, 2023 125 Six Year Transportation 1 ing C t Agency: Tukwila County: King a) a 0 Z MPO/RTPO: PSRC RW Required co Environmental Type Total Length 0 N O Utility Codes co 0 0 0 0i Improvement Type co 0 Resolution No. Amendment Adopted M N co O Hearing M ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID WA-15109 E Marginal Way S (BAR - S 112 St) E Marginal Way S Boeing Access Road to S 112th St Design and construct curb, gutter, drainage, lighting, turn lanes, and traffic control. Priority Number Functional Class o Total Funds 288,000 700,000 2,430,000 3,418,000 Local Funds 288,000 420,000 1,460,000 2,168,000 State Funds 0 280,000 970,000 1,250,000 State Fund Code TIB TIB Federal Funds O O O O Federal Fund Code Totals Phase Start Year (YYYY) 2025 2029 2029 Phase PE Lt CN am c Status a a a 3 LL Expenditure Schedule 5th & 6th 170,000 700,000 2,430,000 3,300,000 4th o o O 0 3rd O O O 0 2nd O O O 50,000 0 C. O LS, C. C. C. 0 N Phase L a Et CN Totals Report Date: May 04, 2023 126 Six Year Transportation 1 ing C t Agency: Tukwila County: King MPO/RTPO: PSRC RW Required z Environmental Type Total Length 0 0 0 0 Utility Codes Improvement Type v Resolution No. Amendment Adopted co N co O Hearing co ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID TUK-63 Keeping South King County Moving with TDM South King County Various to Various This project will help people access sustainable transportation options that reduce drive -alone travel and traffic congestion in South King County. TDM programming and services will be provided to residents, workers, visitors, employers, property managers, and students in Tukwila and the partnering jurisdictions of Burien, Des Moines, Kent, Renton, and SeaTac. The program will target those willing and able to try sustainable modes of transportation at activity centers (community hubs, commercial areas, business parks, multifamily housing complexes, and educational institutions). Examples of activity centers include the Tukwila International Boulevard District, Southcenter, and Sea-Tac Airport. The TDM Program will work in partnership with transit agencies, nonprofits, employers, and community organizations to reach priority populations through trusted channels. The project aims to reduce 542,997 vehicle trips and 8,093,549 vehicle miles traveled. Priority Number Functional Class 00 Total Funds 672,000 168,000 840,000 Local Funds 0 0 0 State Funds 0 0 840,000 O 0 O 0 N CO CO CO s— State Fund Code WSDOT OTHER Federal Funds O O 0 Federal Fund Code Totals Phase Start Year (YYYY) V V N C\J O N O N 13) c c c Phase ALL ALL Status u) u) LL Expenditure Schedule O O O O 0 O O 0 0 0 0 _O c‘" m N co a Report Date: May 04, 2023 127 Six Year Transportation Agency: Tukwila County: King d) 0 Z MPO/RTPO: PSRC RW Required z Environmental Type L 0 Total Length 0 1) co O Utility Codes Improvement Type v O Resolution No. Amendment Adopted co N co 0 Hearing co ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID WA-1111( Macadam Rd S Complete Streets Project Macadam Road S 150th Street to S 144th Street Design and construction of a complete street on Macadam Road. Road widening and rechannelization to add 5-foot bike lanes and 5-foot sidewalks on both sides of the roadway. Includes illumination, curb, and storm drainage. Priority Number Functional Class r Total Funds 400,000 100,000 3,100, 000 3,600,000 Local Funds o 300,000 360,000 oo io 0 0 State Funds 350,000 O 2,800,000 3,240,000 0 0 0 an State Fund Code Ped/Bike Program Ped/Bike Program Ped/Bike Program Federal Funds O O O O Federal Fund Code Totals Phase Start Year (YYYY) V V Lo N O N O N 0 N N N Phase L a iy CN ) c v c Status a a a 7 LL Expenditure Schedule 5th & 6th 0 0 0 0 4th 0 0 0 0 0 0 0 0 L co 2nd 0 0 3,100,000 O O 0 O O M 400,000 O O O 0 500,000 O O N Phase PE RW CN Totals Report Date: May 04, 2023 128 Six Year Transportation 1 ing C t Agency: Tukwila County: King MPO/RTPO: PSRC RW Required z Environmental Type Total Length 0 0 O Utility Codes Improvement Type co 0 Resolution No. Amendment Adopted co N co O Hearing co ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID WA-13494 S 119th St Pedestrian Bridge Painting S 119th Street West bank Duwamish River to East bank Duwamish River Ongoing maintenance of the S 119th Street Pedestrian Bridge in the Allentown/Duwamish neighborhoods. Painting of bridge is outstanding maintenance needed. Priority Number Functional Class o Total Funds 0 0 0 O O N 0 O 0 O O N 0 0 0 0 O Local Funds 0 0 0 0 O N O State Funds O State Fund Code O Federal Funds O Federal Fund Code Phase Start Year (YYYY) N O N Z 0 Vl ra a R O H Expenditure Schedule O ogj t O O L v O O M O O O 0 O O N O O O O O N O N O m HJ as s a Z 0 Report Date: May 04, 2023 129 Six Year Transportation Agency: Tukwila County: King MPO/RTPO: PSRC RW Required co Environmental Type Total Length 0 0 0 Utility Codes co 0 0 0 0i Improvement Type co 0 Resolution No. Amendment Adopted co N co O Hearing co ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID WA-15108 S 133 St/SR599 Southbound Intersection S 133rd Street SR 599 SB Ramp to Design and construct intersection improvements, which could include a new traffic signal or a roundabout, lighting, pedestrian facilities, and drainage. Priority Number Functional Class "o Total Funds 300,000 50,000 2,070,000 2,420,000 Local Funds 300,000 50,000 2,070,000 2,420,000 State Funds O O O O State Fund Code Federal Funds O O O 0 Federal Fund Code Totals Phase Start Year (YYYY) CO CO 2029 N O N O N N Phase L a 1Y CN CD c Status a a a =a c a U. Expenditure Schedule 5th & 6th 300,000 50,000 2,070,000 2,420,000 4th o O o O 3rd O O O O 2nd O O O O O O O O N Phase a ry CN Totals Report Date: May 04, 2023 130 Six Year Transportation Agency: Tukwila County: King MPO/RTPO: PSRC RW Required z Environmental Type W 0 Total Length 0 co N o Utility Codes Improvement Type N Resolution No. Amendment Adopted co N co 0 Hearing co ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID WA03782 S 144th St Bridge Sidewalks S 144th Street 51 st Ave S to 53rd Ave S Widen existing sidewalks on bridge over 1-5 between 51 st Ave S and 53rd Ave S Priority Number Functional Class r Total Funds 579,000 2,690,000 3,269,000 Local Funds 79,000 388,000 467,000 State Funds 0 0 0 State Fund Code Federal Funds 500,000 2,302,000 2,802,000 Federal Fund Code STBG(UL) SRTS 1 Totals Phase Start Year (YYYY) 2026 N 0 N Phase W a CN ) c Status cn a =a c 3 U. Expenditure Schedule 5th & 6th 0 0 0 4th 0 0 0 0 2,690,000 O O co c\i. 3rd 579,000 0 579,000 2nd O O 0 O O 0 5 a- C.) PE CN Totals N l6 s a Ls) a) 0 Report Date: May 04, 2023 131 Six Year Transportation 1 ing C t Agency: Tukwila County: King MPO/RTPO: PSRC RW Required z Environmental Type Total Length 0 0 co O Utility Codes Improvement Type , 0 Resolution No. Amendment Adopted co N co O Hearing co ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID WA-1111� S 152nd Street Safe Routes to School S 152nd Street Tukwila International Blvd to 42nd Avenue S Design and construct curb, gutter and sidewalks on both sides including widening pavement width by 3 feet to construct on -street parking lane on north side of street. Priority Number Functional Class as Total Funds O 0 115 O 0 0 I O Local Funds 0 0 0 115 00 0 O O Lri co State Funds O 0 0 0 0 N M 0 0 O 0 O N State Fund Code m 1- O Federal Funds O Federal Fund Code Phase Start Year (YYYY) Z U (0 d Expenditure Schedule Report Date: May 04, 2023 132 Six Year Transportation Agency: Tukwila County: King MPO/RTPO: PSRC RW Required z Environmental Type Total Length O O O o Utility Codes Improvement Type v N Resolution No. Amendment Adopted M N co O Hearing M ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID TUK-64 South King County TDM South King County N/A to N/A This project will provide TDM programming and services at selected activity centers in Tukwila and partnering South King County jurisdictions. Activity centers include community hubs, commercial areas, business parks, multifamily housing complexes, and educational institutions. For example, places such as Tukwila International Boulevard District, Southcenter, and Sea-Tac Airport. By providing transportation resources and incentives, the project will encourage people to choose sustainable transportation options that reduce drive -alone travel and traffic congestion in South King County. TDM services will be provided to residents, commuters, and visitors, targeting those willing and able to try sustainable modes of transportation. The program will work in partnership with partner agencies, nonprofits, employers, and community organizations. Priority Number Functional Class o Total Funds O O Local Funds N M N Ln L() State Funds State Fund Code W 1- 0 Federal Funds Federal Fund Code 0 2 Phase Start Year (YYYY) N O N a V) ra 0) co Expenditure Schedule O O O O O 12 ) M O O O J a N 0_ Report Date: May 04, 2023 133 Six Year Transportation 1 ing C t Agency: Tukwila County: King MPO/RTPO: PSRC RW Required z Environmental Type Total Length Utility Codes Improvement Type N Resolution No. Amendment Adopted co N co O Hearing co ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID WA-13495 Southcenter Blvd/65th Avenue S Signal Southcenter Boulevard 65th Avenue S to Design and construct a new traffic signal at the Southcenter Boulevard/65th Avenue S intersection to improve level of service and safety. Priority Number Functional Class o Total Funds 200,000 0 0 0 1,200,000 0 0 0 Local Funds 200,000 500,000 700,000 State Funds 0 500,000 500,000 State Fund Code TIB Federal Funds O O O Federal Fund Code Totals Phase Start Year (YYYY) V N O N 2025 am c_ c 3 LL Phase PE CN Status a Expenditure Schedule 5th & 6th C. C. 0 4th C. C. 0 3rd C. C. 0 C. C. 0 C N C. 1,000,000 1,100,000 0 C. O O N Phase W a CN Totals Report Date: May 04, 2023 134 Six Year Transportation 1 ing C t Agency: Tukwila County: King MPO/RTPO: PSRC RW Required z Environmental Type Total Length 0 0 O O Utility Codes Improvement Type v Resolution No. Amendment Adopted M N co O Hearing M ' N_ O A. PIN/Project No. B. STIP ID C. Project Title D. Road Name or Number E. Begin & End Termini F. Project Description G. Structure ID WA-13491 Transportation Demand Management Implementation to Provision of TDM services to Commute Trip Reduction -affected employment sites. Facilitate employer reporting and records associated with biennial CTR survey. Engage CTR employment sites with opportunities for improvement and remain connected via technical meetings with other CTR jurisdictional representatives. Priority Number Functional Class o Total Funds 88,526 46,650 135,176 Local Funds O O 0 State Funds (0 46,650 135,176 N co O co State Fund Code WSDOT WSDOT Federal Funds co co O Federal Fund Code Totals Phase Start Year (YYYY) V N O N 2025 rn Phase ALL ALL Status co d 'v c 7 LL Expenditure Schedule O O O O O O .1 N N J J Total Funds o O M YY co co Local Funds State Funds co O O 00 N co N Federal Funds O 0 O N O h f0 Grand Totals for Tukwila rn 4) cn 0 Report Date: May 04, 2023 135 136