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HomeMy WebLinkAboutPlanning 2013-05-23 Complete Transportation Background ReportCity of Tukwila Background Report for the Transportation Element of the Comprehensive Plan Update FEHR PEERS p City of Tukwila Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations Prepared for: City of Tukwila Public Works Department Cyndy Knighton, Senior Transportation Engineer 6300 Southcenter Boulevard Tukwila, WA 98188 DRAFT Prepared by: Fehr & Peers 1001 4th Avenue, Suite 4120 Seattle, WA 98154 May 2012 FEHR PEERS TABLE OF CONTENTS EXECUTIVE SUMMARY 1 CHAPTER 1. INTRODUCTION 3 CHAPTER 2. EXISTING TRANSPORTATION CONDITIONS 5 Study Area 5 Street Classification 5 North /South Arterials 5 East/West Arterials 5 Pedestrian and Bicycle Facilities 9 Transit 9 Sound Transit 9 King County Metro 13 Tukwila Transit Master Plan 14 Park and Ride Lots 14 Freight and Heavy Rail Transportation 15 Train Volumes 15 Existing Railroad Rights of Way 15 Truck Transportation 16 Transportation Safety 18 Traffic Volumes 23 Southcenter Mall Trip Generation 23 Transportation System Operations Analysis 27 Methodology 27 Results 33 CHAPTER 3. 2030 FORECAST ASSUMPTIONS AND METHODOLOGY 65 Land Use Assumptions 65 Transportation Network Assumptions 69 2030 Model Review 69 CHAPTER 4. 2030 INTERSECTION LEVELS OF SERVICE 75 Congested Intersections 83 Signalized Intersections 83 Unsignalized 84 Pedestrian and Bicycle Conditions 84 CHAPTER 5. 2030 RECOMMENDED IMPROVEMENTS 85 LOS Methodology Options for Roads 87 TIF Zone 1 2030 Recommended Transportation Improvements 97 Recommended Improvements in TIF Zone 1 100 TIF Zone 2 Recommended Transportation Improvements 137 Recommended Improvements in TIF Zone 2 139 TIF Zone 3 Recommended Transportation Improvements 143 Recommended Improvements in TIF Zone 3 146 TIF Zone 4 Recommended Transportation Improvements 173 Recommended Improvements in TIF zone 4. 175 ii APPENDICES Appendix A: Multimodel Level of Service Analysis Report Appendix B: Pedestrian Segment LOS Results Appendix C: City of Tukwila Land Use Forecasts Appendix D: 2030 Revenue Forecasts for Transportation Capital Projects Appendix E: Detailed Cost Estimate Sheets Appendix F: Other Projects Reviewed but not Recommended iii LIST OF FIGURES Figure 1 - Study Area 6 Figure 2 - Roadway Classification 7 Figure 3 - Speed Limits 8 Figure 4 - Existing Pedestrian and Bicycle Facilities 10 Figure 5 — Designated Bicycle Friendly Routes 11 Figure 6 - Existing Transit Facilities 12 Figure 7 - Heavy Vehicle Percentages 17 Figure 8 - 2009 Average Daily Traffic (ADT) Volumes 24 Figure 9 - Daily Traffic Volume Trends — 1994 -2009 25 Figure 10 - Southcenter Cordon Volumes — 1994 -2009 26 Figure 11 - Study Segments 29 Figure 12 - Study Intersections 30 Figure 13 — Citywide Pedestrian Corridor LOS Results 34 Figure 14 - Key Map (Zones) 35 Figure 15A — 2010 Intersection and Roadway Automobile Level of Service (Zone 1) 36 Figure 15B — 2010 Bicycle Level of Service (Zone 1) 37 Figure 15C — 2010 Pedestrian Level of Service (Zone 1) 38 Figure 16A — 2010 Intersection and Roadway Automobile Level of Service (Zone 2) 39 Figure 16B — 2010 Bicycle Level of Service (Zone 2) 40 Figure 16C — 2010 Pedestrian Level of Service (Zone 2) 41 Figure 17A — 2010 Intersection and Roadway Automobile Level of Service (Zone 3) 42 Figure 17B — 2010 Bicycle Level of Service (Zone 3) 43 Figure 17C — 2010 Pedestrian Level of Service (Zone 3) 44 Figure 18A — 2010 Intersection and Roadway Automobile Level of Service (Zone 4) 45 Figure 18B — 2010 Bicycle Level of Service (Zone 4) 46 Figure 18C — 2010 Pedestrian Level of Service (Zone 4) 47 Figure 19A — 2010 Intersection and Roadway Automobile Level of Service (Zone 5) 48 iv Figure 19B — 2010 Bicycle Level of Service (Zone 5) 49 Figure 19C — 2010 Pedestrian Level of Service (Zone 5) 50 Figure 20A — 2010 Intersection and Roadway Automobile Level of Service (Zone 6) 51 Figure 20B — 2010 Bicycle Level of Service (Zone 6) 52 Figure 20C — 2010 Pedestrian Level of Service (Zone 6) 53 Figure 21 — Study Segments with a Bicycle, Pedestrian or Automobile Level of Service of `E' or `F' 54 Figure 22 — 2010 Midday and Saturday Intersection Level of Service (Zones 1 and 2) 60 Figure 23 — 2010 Southcenter Corridor Level of Service 62 Figure 24 — Household Growth 67 Figure 25 — Employment Growth 68 Figure 26 — Screenline Map 71 Figure 27 — Citywide Screenlines 72 Figure 28 — Study Intersections 73 Figure 29 — 2030 AM Peak Hour Levels of Service 79 Figure 30 — 2030 PM Peak Hour Levels of Service 80 Figure 31 — 2030 Midday and Saturday Peak Hour Levels of Service 81 Figure 32 — 2030 Southcenter Corridor Level of Service 82 Figure 33 — Transportation Impact Fee Zone 1 Transportation Improvements 99 Figure 34 — Transportation Impact Fee Zone 2 Transportation Improvements 138 Figure 35 — Transportation Impact Fee Zone 3 Transportation Improvements 145 Figure 36 — Transportation Impact Fee Zone 4 Transportation Improvements 174 v LIST OF TABLES Table 1 — Sound Transit Link Light Rail Headways 9 Table 2 — Southcenter King County Metro Bus Routes 13 Table 3 — Tukwila King County Metro Bus Routes 14 Table 4 — Tukwila Park and Ride Lot Utilization 15 Table 5 — Roadway Segments with Above Citywide Average Collision Rates 19 Table 6 — Intersections with Above Average Collision Rates 20 Table 7 — Intersection Pedestrian and Bicycle Collision Analysis (2004 -2009) 21 Table 8 — Roadway Segment Pedestrian and Bicycle Collision Analysis (2004 -2009) 22 Table 9 — Southcenter Mall Trip Generation 23 Table 10 — Input Data Requirements — Pedestrian and Bicycle LOS Calculations 28 Table 11 — Definition of Intersection Levels of Service 31 Table 12 — 2010 AM and PM Peak Intersection Level of Service 56 Table 13 — 2010 Midday and Saturday Intersection Level of Service 59 Table 14 — 2010 Southcenter Corridor Level of Service 63 Table 15 — 2010 and 2030 Land Use Summary for City of Tukwila 65 Table 16 — PM Peak Hour Traffic Growth at Southcenter Screenlines 70 Table 17 — PM Peak Hour Traffic Growth Projected at Citywide Screenlines 70 Table 18 — 2030 AM and PM Peak Intersection Level of Service 75 Table 19 — 2030 Midday and Saturday Intersection Level of Service 78 Table 20 — Recommended Transportation Improvements by Priority (Costs in Thousands) 88 Table 21 — Recommended Transportation Improvements in TIF Zone 1 97 Table 22 — S 180th Street/Andover Park West PM Peak Hour Intersection Operations 105 Table 23 — Recommended Transportation Improvements in TIF Zone 2 137 Table 24 — Recommended Transportation Improvements in TIF Zone 3 143 Table 25 — Recommended Transportation Improvements in TIF Zone 4 173 vi City of Tukwila: Background Report for the Transport Transportation Analysis and 2030 Improvement Recan May 2012 EXECUTIVE 1614p , 1%;17.- /it ilif1111111M111 YtJrfll�,ll� Irr The Transportation Element of the City of Tukwila's Comprehensive Plan is used to ensure that adequate transportation infrastructure is provided to accommodate future land use growth as required by the Growth Management Act. An important component to fulfilling the transportation goals and policies outlined in the Transportation Element is an assessment of existing and future transportation system performance. This report highlights a multimodal assessment of existing and future transportation operations and suggests a list of recommended improvements to ensure that Tukwila's residents and visitors can conveniently access all areas in the City for years to come. This Background Report is divided into two main parts: Existing Conditions and Future Conditions. The first part focuses on the existing conditions of Tukwila's transportation system and highlights how well the current system accommodates travel by bicycle, pedestrian, and automobile modes. As described in Chapter 2, Tukwila's transportation system generally accommodates auto travel well, with just a handful of locations operating at a poor automobile level of service (LOS). However, the pedestrian and bicycle modes are not well served, with many corridors in the city operating poorly. In many ways, the existing performance of the transportation system reflects how performance has historically been evaluated —with a strong bias towards auto travel. A key feature of this new analysis is a focus on other modes, notably pedestrian and bicycle travel. While there are also means to assess transit LOS, this was not a focus of this analysis since the City of Tukwila does not have any control over transit service. This assessment uses the latest methodologies from the Transportation Research Board to assess multimodal level of service (MMLOS) and represents the first widespread use of this technique in the State of Washington. Through the application of the MMLOS method, the City has gained an understanding of its results and applicability, as well as its limitations. These limitations principally are 1) inability to consider urban form; 2) the lack of sensitivity to terrain; and 3) lack of consideration of other principal bicycle and /or pedestrian amenities. Given these limitations, the City should establish policy guidelines related to how the results of the MMLOS analysis should be interpreted. The second part (Chapters 3 -5) of this document focuses on future year automobile travel and LOS. MMLOS analysis was not performed under 2030 conditions since the MMLOS techniques are largely focused on the present physical conditions as opposed to future travel demands and therefore 2030 MMLOS conditions would be about the same unless there were major changes to the pedestrian and bicycle facilities. Using the results of the existing conditions MMLOS and 2030 auto LOS analyses, a set of transportation system improvements was developed. Cost estimates and revenue projections were calculated and a final set of cost - constrained, prioritized multimodal projects was developed. The recommended transportation improvement project list in this report combines input from City staff, its consultants, the City's current Transportation Improvement Program, and the City's Walk and Roll nonmotorized transportation plan. It is expected that this list of projects will form the foundation for future transportation investments in the City. FEHR i EER. 11111 111111111 City of Tukwila: Background Report for the Transport Transportation Analysis and 2030 Improvement Repo May 2012 This page intentionally left blank. FEHR i EER City of Tukwila: Background Report for the Transport Transportation Analysis and 2030 Improvement Recan May 2012 CHAPTER 1. INTRODUCTION One of the most important, yet underappreciated elements of daily life is travel. People must travel to meet nearly every need: work, recreation and social activities, eating, and shopping. The fact that mobility affects quality of life and economic vitality is barely noticed until travel becomes difficult. To meet this need for mobility, the City of Tukwila plans, develops, and maintains the transportation network in the City. The transportation system includes everything from roadways and sidewalks, to bicycle lanes and trails. In addition, the City works in conjunction with other agencies like the Washington State Department of Transportation and King County Metro to provide connections to the regional highway system and services like public transit. Ultimately, Tukwila is committed to providing a transportation system that is efficient, convenient, and safe for all users. Tukwila's Vision for Transportation Given the importance of travel, a long range vision for the transportation system is critical to ensure that future residents of Tukwila have good access to jobs, services, and recreation. The Transportation Element of Tukwila's Comprehensive Plan represents the City's vision for transportation. The Transportation Element identifies goals and policies to help achieve that vision and it also defines a transportation funding program for implementation. The last update of the Transportation Element occurred in 2005. Since that time, a number of major roadway projects from the previous plan were completed, Sound Transit commenced Link Light Rail service in the city, the economic climate in the region has changed, and the Tukwila South area has been annexed. Considering all these changes, the City determined that it was time to update the Transportation Element. In addition to updating the Transportation Element to reflect the changes above, it is the goal of the City to incorporate a more multi -modal emphasis in the Transportation Element. A key element of this approach is the implementation of a "Complete Streets" concept where travel by all modes — walking, bicycling, transit, and cars /trucks —is accommodated throughout Tukwila. Background Report As a basis for updating the Transportation Element of the Comprehensive Plan, Fehr & Peers has prepared this Background Report. The intent of the Background Report is to provide the technical details to assist City staff and decision makers in identifying and prioritizing the transportation capital project needs. These new transportation projects will provide the infrastructure necessary to accommodate the next 20 years of growth in the City and will also help Tukwila's transportation network mature into a more multimodal system. The Background Report covers all modes of transportation that are provided in the City. However, as transit services are provided by King County Metro and Sound Transit, the report does not include extensive evaluation of transit services in the City. To facilitate project identification, the Background Report includes the following: • An inventory and description of the existing transportation system for all modes (pedestrian, bicycles, roads, and transit) • Existing conditions level of service analysis for pedestrians, bicycles, roadways, and intersections. • Forecasts of future traffic growth and its impacts to the transportation network in Tukwila. • Assessment of how future traffic growth might impact the ability to meet concurrency requirements. FEHR EER „ / /-4 1ougovi 11 1111111111111111 0 11 City of Tukwila: Background Report for the Transport Transportation Analysis and 2030 Improvement Repo May 2012 • Transportation improvement projects identified as needed to satisfy City's concurrency standards. • Integration of the bicycle and pedestrian projects identified in the Walk and Roll Plan. • Descriptions of recommended transportation projects. • Project prioritization framework. • A strategy that identifies funding resources for prioritized projects. In addition to providing technical information to help identify and prioritize potential projects, it is envisioned that the Background Report will assist the City in developing the Capital Improvement Program and the Transportation Improvement Program. Also, information in the Background Report can be used for applying for various Federal and State grants. City of Tukwila: Background Report for the Transport Transportation Analysis and 2030 Improvement Recommerid' 1 jr CHAPTER 2. EXISTING TRANSPORTATION CONDITIONS As part of developing a comprehensive transportation network for the City of Tukwila, it is important to understand the existing conditions of the transportation system. The most recent Transportation Element was updated as a part of the Comprehensive Plan update in 2005. Since that time there have been several major changes in Tukwila, including the approval and annexation of Tukwila South, a major development area along Southcenter Parkway south of S 180th Street and substantial retail development in the Southcenter area. The purpose of this chapter is to document how the changes to local and regional land use patterns have affected the transportation system as of 2011. This chapter summarizes the current operations of the transportation network for all modes: vehicles, pedestrians, bicycles, and transit. STUDY AREA The study area is the entire City of Tukwila, as shown in Figure 1. In some cases, the analysis is focused on the Southcenter area of the City, which is defined as the area bounded by 1 -405 to the north, S 180th Street to the south, 1 -5 to the west and SR 181 (W Valley Highway) to the east. Much of the future residential and employment growth within Tukwila is planned for this area, and it has unique traffic characteristics due to the concentration of commercial activity. STREET CLASSIFICATION The roadway network within the City of Tukwila is composed of freeways, principal, minor, and collector arterials, and local access streets as shown in Figure 2. North /south freeways include Interstate 5 (1 -5), State Route (SR) 599 and a portion of SR 99. East -west freeways include 1 -405 which runs east from 1 -5 into Renton and SR 518, which serves as a westerly extension of 1 -405 between 1 -5 and Burien. Figure 3 displays the speed limits along the main roadways within Tukwila. Although not exhaustive, the following list summarizes the main arterials throughout the city. North /South Arterials The following arterials run through Tukwila: • East Marginal Way S (principal and minor arterial) • Martin Luther King Jr. Way S (principal arterial) • Tukwila International Boulevard /Pacific Highway S (principal arterial) • W Valley Highway (principal arterial /state route) • Klickitat Drive (minor arterial) • Southcenter Parkway (minor arterial) • Andover Park West (minor arterial) • Andover Park East (minor arterial) East/West Arterials • S Boeing Access Road (principal arterial) • Southcenter Boulevard (principal and minor arterial) • Tukwila Parkway (minor arterial) • Strander Boulevard (minor arterial) • S 180th Street (principal and minor arterial) 111111111111111 I I " 11111 11111111 S 93rd St 511215 5t rit ![ 5 115th r i St 5124th 5t 45132nd 5t.. 5 144th 5t Tukwila PkwY aker Blvd of,#'thc0"C&tP"r Strand) r Blvd I „0 NMinkler Blvd LEGEND City of Tukwila Potential Annexation Area I� m uN N NOT TO SCALE 050505,111 5 200th 5t....... 5 20405 5t FEHR''PEERS CITY OF TUKWILA - STUDY AREA FIGURE 1 5 93rd St 96th St S Bee' ces 112thSt I "' / / !l 115132nd St.+P` Sduthce Tukwila Pkwy raker Blvd Strander Blvd LEGEND Roadway Classification xiµ Freeway weee. Principal ..kkkk. Minor Cdlector City of Tukwila '6fid�����nwa Potential Annexation Area I�muauumm� N NOT TO SCALE FEHR''PEERS CITY OF TUKWILA - ROADWAY CLASSIFICATION FIGURE 2 INprppBp1Npll1; ti 11/11.1 IuI. 593rd St s kw, st r' "I Ill... 2[h St uu�r0N16\Y�IHI�O& 5124th 5t 5 144th 5t — ji4 UUUmuuuuuuuuuuuul�NIII�WII st j' MEIIIIIIIIIIWIIIIIIIIIIII.160th - ��� tLkBd �I't �T ci 8 d kB'M�N IByw,w,yw Illlllll11111r IIIIIIIIIIIIIIIIIIIIIIIIIIIII NMinkler Blvd LEGEND 5180th Sli ∎i. muuvvo.mmmmai -- Speed Limit (MPH) 50 uuuuuuuuu 45 uuuuuuuuuuuuuu 40 uuuuuuuluuuuuu 35 uunuou 30 [1:::::11 City of Tukwila [6ihxu12 Potential Annexation Area I�Nu.uamuu.ul� N NOT TO SCALE Ssi0 uuuuuuuuu of �oPl u u 11° a9lf 5 2045 5t FEHR'PEERS \\fpse2\data2\2010Prajects\SE10 -0181 00_TU kwila_TransElementlGraph Ics\GI S1MXD\Apnl_2012\fig03_spee2 mxd CITY OF TUKWILA - SPEED LIMITS FIGURE 3 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 PEDESTRIAN AND BICYCLE FACILITIES In January 2009, Tukwila completed an extensive study of the CityÓs pedestrian and bicycle systems and summarized the findings in Walk and Roll, which is the CityÓs non-motorized transportation plan. Based Figure 4 on the data in the Walk and Roll plan, displays the existing pedestrian and bicycle facilities 1 Figure 5 along arterial streets in Tukwila and shows the CityÓs designated bicycle friendly routes. The City has recommended a comprehensive network of bicycle friendly routes, but only a small portion of those routes currently have facilities such as bike lanes. As capital improvement projects occur along these routes, the City plans to incorporate bike lanes. Sidewalks exist along most arterials, but there are some gaps, especially outside of Southcenter, the CityÓs urban center. Some arterials have paved shoulders rather than sidewalks. Many residential neighborhoods have gaps between pedestrian facilities. In some areas, the existing pedestrian and bicycle facilities do not meet current City standards. Figure 4 However, these non-standard areas are not shown on . TRANSIT Figure 6 Transit service in the City of Tukwila is provided by King Count depicts transit routes and facilities within the study area. Sound Transit Sound TransitÓs Link light rail line has one station within Tukwila located on International Boulevard and Southcenter Boulevard/S 154th Street near the SR 518 interchange. Trains currently operate between the Sea-Tac Airport station and Westlake Station in Downtown Seattle. Trains run from approximately 5 AM to 1 AM Monday through Saturday and 6 AM to midnight on Sundays and holidays. Headways are shown Table 1 in . TABLE 1 – SOUND TRANSIT LINK LIGHT RAIL HEADWAYS Weekdays Weekends & Holidays Time Headway in Minutes Time Headway in Minutes 5:00 AM Î 6:00 AM 5:00 AM Î 6:00 AM 15 15 (Saturday only) 6:00 AM Î 8:30 AM 7.5 6:00 AM Î 8:00 AM 15 8:30 AM Î 3:00 PM 10 8:00 AM Î 10:00 PM 10 3:00 PM Î 6:30 PM 7.5 10:00 PM Î midnight 15 Midnight Î 1:00 AM 6:30 PM Î 10:00 PM 10 15 (Saturday only) 10:00 PM Î 1:00 AM 15 Sound Transit, 2010. Sound Transit also runs the Sounder commuter train between Tacoma and Everett on weekdays. The train stops at the Tukwila Station located at S Longacres Way just east of W Valley Highway and south of I-405. The current station is temporary and will be replaced with a larger station in the future. Seven trains 1 The Walk and Roll plan considered streets other than arterials; however Figure 4 focuses only on the facilities present on the arterial street system. 9 Lake Washington S 93rd St S 112th St 99 5 599 509 5 405 518 S Longacres Way Baker Blvd 518 Tukwila Pond 509 181 5 S 180th St S 180th St LEGEND Existing Trails Existing Sidewalks Existing Bike Lanes Paved Shoulders City of Tukwila Potential Annexation Area N S 204th St NOT TO SCALE CITY OF TUKWILA - EXISTING PEDESTRIAN AND BICYCLE FACILITIES FIGURE 4 Lake Washington S 93rd St S 112th St 99 5 599 509 5 405 518 S Longacres Way Baker Blvd 518 Tukwila Pond 509 181 5 S 180th St S 180th St LEGEND Bicycle Friendly Routes City of Tukwila Potential Annexation Area N S 204th St NOT TO SCALE CITY OF TUKWILA - DESIGNATED BICYCLE FRIENDLY ROUTES FIGURE 5 \\fpse2\data2\2010Projects\SE10-0181.01_Tukwila PedBike LOS\Graphics\Draft\GIS\MXD\fig05_bike_frd_routes.mxd 124 154 173 Lake Washington S 93rd St 600 S 112th St 99 5 600 150 193 280 154 599 124 128 509 150 154 128 161 129 280 5 Tukwila 128 International Blvd. Station 150 405 518 A S Longacres Way 156 128 Tukwila Tukwila Station Transit Baker Blvd 156 (Sounder/Amtrak) Center 155 128 140 518 140 Tukwila Pond 509 181 5 193 150 LEGEND S 180th St S 180th St 128 Metro Transit Route 155 A Metro RapidRide A Line 150 Sound Transit Link Light Rail Station Sound Transit Link Light Rail Line Sound Transit Sounder/Amtrak Station Park-n-Ride Location City of Tukwila Potential Annexation Area 180 N S 204th St NOT TO SCALE CITY OF TUKWILA - EXISTING TRANSIT ROUTES AND FACILITIES \\Fpse03\fpse2\Data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\fig06_transit_temp.mxd FIGURE 6 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 run northbound in the morning and southbound in the afternoon and two trains run southbound in the morning and northbound in the afternoon. Amtrak inter-city service also serves Tukwila Station. Several Sound Transit Express buses have stops close to Tukwila (such as at Sea-Tac airport), but not within the city limits. King County Metro The Southcenter area of the City is served by King County Metro transit routes reaching West Seattl Downtown Seattle, Burien, Kent, and Renton. The routes, neighborhood destinations, and headways are Table 2 shown in . Headways for all five lines remain the same throughout the day exception of Route 155 operate every day of the week. Route 155 does not operate on Sundays. TABLE 2 – SOUTHCENTER KING COUNTY METRO BUS ROUTES Route Destinations Headway in Minutes (6 AM – 6 PM) 128 Admiral District, West Seattle Junction, Delridge, South Seattle Community 30 College, White Center Transfer Point, Highline Specialty Medical Center, Riverton Heights, Tukwila International Blvd Station, and Southcenter 140* Burien Transit Center, Riverton Heights, Tukwila International Blvd Station, 15 Southcenter, Tukwila Station, South Renton Park & Ride, and Renton Transit Center Downtown Seattle Transit Tunnel, Stadium Station, SoDo, SoDo Station, Tukwila 150 15 Park & Ride, Southcenter, Kent Boeing, Regional Justice Center, and Kent Station 155 Fairwood, Cascade Vista, Valley Medical Center, and Southcen 156 Sea-Tac, McMicken Heights, Southcenter, and Tukwila Station 30 Source: King County Metro, 2010. Note: *Route 140 will be replaced with the RapidRide F Line in September 2013. Table 3 Additional routes serving Tukwila outside of Southcenter are summarized in . Several of these routes have peak periods outside the typical 6-9 AM and 3-6 PM (for example, Route 124 is geared toward early morning Boeing shifts). In addition, several routes run only in the peak direction. Headways Table 3 shown in are for each routeÓs peak direction during its peak period. Route 124 runs every day of the week. All remaining routes run only on weekdays and Route 28 13 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 3 – TUKWILA KING COUNTY METRO BUS ROUTES Route Destinations AM Headway PM Headway in Minutes in Minutes 124 Downtown Seattle, SoDo, Georgetown, Duwamish Boeing, Riverton Heights, 18 20 and Tukwila Link Station 129 Boulevard Park, Riverton Heights, and Tukwila Link Station 37 38 Federal Center South, Duwamish Boeing, Tukwila Park & Ride, and 39 38 154 Sounder Station 161 Lake Meridian Park & Ride, Glencarin, Kent East Hill, Valley Med34 33 Tukwila Park & Ride, and Downtown Seattle 193 First Hill Express-Swedish (Cherry Hill) Medical Center, Harborv24 30 Swedish Hospital, Virginia Mason Hospital, Tukwila Park & Ride, Park & Ride, Kent-Des Moines Park & Ride 280 South Renton Park & Ride, Tukwila, SoDo, Downtown Seattle, Belle75* Transit Center, Coal Creek Parkway Freeway Station, Kennydale, and Renton. 600 Downtown Seattle, and Group Health Cooperative 20 24 Source: King County Metro, 2010. Note: *Route 280 is a night owl bus, running from approximately The Tukwila Link Station is the terminus for MetroÓs new RapidRide A Line, a bus rapid transit route that began service on October 2, 2010. The line runs south to Federal Way along Pacific Highway S (International Boulevard) and reaches the following destinations: McMicken Heights, Sea-Tac, Midway, Redondo Heights Park and Ride, Federal Way Transit Center, and the Federal Way/S 320th Street Park and Ride. The A Line runs every day of the week from 4:15 AM to 10:00 PM. Weekday he between 7:00-9:00 AM and 2:00-6:00 PM are 10 minutes. All other hours of service operate at 15 minute headways with the exception of 4:15-4:45 AM on weekends and holidays which operates at 30 minute headways. Tukwila Transit Master Plan In April 2005, Tukwila adopted the Transit Master Plan, which is a component of the Comprehensive Plan Update. The goal was to improve and maximize usage of all transit service in the area, make service faster, more effective, and help Tukwila meet its development potential. The report identified approaches to improving system ridership, cost effectiveness, and cost efficiency. It determined a future route network to meet anticipated demand for service. Park and Ride Lots Five park and ride lots serve the City of Tukwila. The locations and number of spaces are listed below. Tukwila International Boulevard Station Î 600 spaces Tukwila Surface Lot at Tukwila Station Î 208 spaces Tukwila Park & Ride main lot at Interurban Avenue S/I-5 interchange Î 255 spaces Tukwila Park & Ride auxiliary lot at Interurban Avenue S/I-5 interchange Î 41 spaces The Church by the Side of the Road at Tukwila International Boulevard/S 148th Street Î 28 spaces 14 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 The King County Metro Park and Ride Utilization Report provides an indication of the typical occupancy Table 4 of TukwilaÓs lots, as shown in . Lots with at least 80 percent utilization are considered Ðhigh utilizationÑ lots by King County Metro. Three of TukwilaÓs park and ride lots met the high utilization criteria in the fourth quarter of 2010: Tukwila International Blvd Station (98 percent), Tukwila Surface Lot (90 percent), and the Tukwila Park & Ride auxiliary lot (95 percent). Of all 131 lots countywide, 46 met the high utilization criteria (35 percent). In the fourth quarter of 2009, the Tukwila Park & Ride main lot also exceeded 80 percent. The Church by the Side of the Road park and ride lot is the smallest in Tukwil well as the least used. TABLE 4 – TUKWILA PARK AND RIDE LOT UTILIZATION 2009 Fourth 2010 Fourth Lot Location Capacity Quarter Utilization Quarter Utilization Tukwila International Blvd Station 600 80% 98% Tukwila Station 208 80% 90% Tukwila Park & Ride main lot 255 95% 76% Tukwila Park & Ride auxiliary lot 41 100% 95% The Church by the Side of the Road 28 18% 17% Source: King County Metro, 2011. Note: Monthly counts taken by Metro and Sound Transit staff are averaged to calculate quarterly utilization. FREIGHT AND HEAVY RAIL TRANSPORTATION Train Volumes Railroad tracks owned by the Burlington Northern Santa Fe (BNSF) and Union Pacific (UP) run north/south through Tukwila. These rail networks carry international and domestic cargo to inland markets and serve the Port of Seattle to the north and the Port of Tacoma to the south. BNSF has a multi-modal storage yard in the manufacturing and industrial area in northern Tukwila. BNSF operates approximately 2 35 trains per day through Tukwila, and Union Pacific operates ap Both Amtrak and Sound TransitÓs Sounder Commuter Rail use the BNSF tracks. Amtrak runs 10 passenger trains per day, and Sound Transit runs 18 commuter trains each weekday. Existing Railroad Rights of Way Railroad ownership generally falls into one of two categories: 1. Mainlines that are operated and controlled by the railroad company, the State Department of Transportation and the Interstate Commerce Commission. 2. Industrial Spurs that are operated and controlled by the railroad company and private property owners BNSF and UP both operate on mainline tracks along the eastern edge of the City. A number of industrial spur lines traverse the Southcenter area, including two north/south lines east of Andover Park East and 2 Federal Railroad Administration, 2010. 15 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Andover Park West and three shorter north/south lines in the blocks between Minkler Boulevard and Triland Drive and Southcenter Parkway and Andover Park West. The east/west spurs provide access from the mainline to the vicinity of the Tukwila Pond Park, south of Strander Boulevard, and also parallel Minkler Boulevard and S 180th Streets between Southcenter Parkway and Andover Park West. In December 1993, the City of Tukwila commissioned a report on the feasibility of converting certain railroad corridors within the Southcenter area to a multi-purpose pedestrian/bicycle trail system. That study (prepared by MacLeod Reckord) reported that ownership of rights of way along the railroad spur lines must be determined through a title search in order to be fully accurate. Additional information is available through the King County AssessorÓs Office, which somet way or easements on specific tax parcels. In general, it remains the CityÓs intent to convert abandoned rail spurs onto multi-use trails as the land uses in Southcenter transition over time. Truck Transportation Given TukwilaÓs location at the crossroads of two major interstate highways, and the prevalence of manufacturing, warehousing, and commercial activities in the City, many streets experience high truck Figure 7 volumes. displays the daily proportion of truck traffic on key streets i the highest truck percentage, 15 percent, are W Valley Highway south of Stander Boulevard, Interurban Avenue S north of SR 509, and E Marginal Way S north of Boeing A 16 Lake 15% Washington S 93rd St S 112th St 99 5 11% 15% 5% 599 3% 4% 509 7% 5% 4% 5 12% 5% 405 518 S Longacres Way Baker Blvd 6% 8% 518 Tukwila Pond 509 7% 181 5 5 15% 9% S 180th St S 180th St 7% 12% 6% LEGEND Heavy Vehicle Percentage 15% City of Tukwila Potential Annexation Area N S 204th St NOT TO SCALE CITY OF TUKWILA - HEAVY VEHICLE PERCENTAGES FIGURE 7 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TRANSPORTATION SAFETY The City of Tukwila provided collision data on city-owned streets for a six year span between 2004 and 2009 for the following analysis. During this period, the Tukwila police department received reports of 1,409 collisions. These collisions resulted in four fatalities, 372 injuries, and 1,077 property-damage only Tables 56 (PDO) collisions. and summarize the number of collisions occurring at each roadway 3 segment and intersection for those locations that fell above the citywide average collision rate. Table 5 As shown in the , the citywide average collision rate for roadway segments is 1.63 collisions per million vehicle miles of travel (MVMT). In comparison, the 2009 Washington State Collision Data Summary (WSDOT 2010) found the statewide urban area average collision rate to be 2.03 collisions per Table 6 MVMT and the King County average collision rate to be 2.17 collisions per MVMT. shows the Tukwila citywide average intersection collision rate is 0.40 collisions per million entering vehicles (MEV). WSDOT does not publish intersection collision rates. The collision data indicated that there was a collision involving a fatality at each of the following study locations over the six year analysis period: The intersection of S 124th Street & 42nd Avenue S Along Interurban Avenue S between Southcenter Boulevard and 58th Avenue S (midway between Southcenter Boulevard and I-5) Along E Marginal Way S between S 130th Street and S 128th Stree 3 Collision rates were calculated on 23 roadway segments and at 5intersections by dividing the total number of collisions per facility by the total traffic flow at the facility over the six year analysis span. Six year average traffic flows were estimated using 2009 PM peak hour traffic volumes and peak hour-daily and daily-annuaconversion factors. This analysis assumes no change in traffic flow over the past six years, which is reasonable given the historical traffic trends discussed in the next section. Citywide average collision rates were calculated based on the volume-weighted collision rates for both intersections and roadway segments. 18 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 5 – ROADWAY SEGMENTS WITH ABOVE CITYWIDE AVERAGE COLLISION RATES Collision 123 Location CrashesFatalitiesInjuriesPDOs ADTRate Andover Park W from Strander Boulevard to Baker 64 0 15 50 11,563 6.80 Boulevard 42nd Avenue S from S 164th Street to S 160th Street 26 0 9 17 6,620 4.27 Andover Park E from Strander Boulevard to Minkler 47 0 18 32 11,915 3.74 Boulevard Macadam Road S from Southcenter Boulevard to S 16 0 2 14 3,210 3.00 152nd Street Andover Park E from Strander Boulevard to Baker 28 0 3 25 11,642 2.84 Boulevard S Boeing Access Road from E Marginal Way S to I-5 90 0 20 72 2 Andover Park W from S 180th Street to Triland Drive 19 0 6 14 9,780 1.83 Interurban Avenue S from Southcenter Boulevard to 58th 74 1 14 61 20,170 1.64 Avenue S Notes: The citywide average roadway segment collision rate is 1.63 collisions per million vehicle miles of travel. The statewide urban average collision rate is 2.03 collisions per MVMT and the King County average collision rate is 2.17 per MVMT. 1 PDO = property damage only 2 ADT = average daily traffic (weekdays) 3 Collision Rate = roadway segment collision rate per million vehicle miles of travel Source: Tukwila Police Department, 2010. 19 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 6 – INTERSECTIONS WITH ABOVE AVERAGE COLLISION RATES Collision 123 ID Location CrashesFatalitiesInjuriesPDOs ADTRate 32 Tukwila Parkway & Andover Park E 44 0 14 32 19,640 1.06 55 S 144th Street & 42nd Avenue S 24 0 5 19 11,610 0.98 16 Strander Boulevard & Andover Park W 54 0 10 44 27,910 0.92 58 S 144th St & Macadam Road S 9 0 1 8 5,040 0.85 S Boeing Access Road & Martin Luther King Jr. 88 77 0 23 56 45,520 0.80 Way S 34 Southcenter Boulevard & W Valley Highway 103 0 26 77 61,080 0 23 Baker Boulevard & Andover Park W 27 0 9 19 17,640 0.72 86 S Boeing Access Road & E Marginal Way S 55 0 7 48 37,980 0.6 31 Tukwila Parkway & Andover Park W 30 0 15 20 21,400 0.66 90 S 102nd Street & E Marginal Way S 26 0 8 18 18,650 0.66 17 Strander Blvd & Andover Park E 37 0 5 32 27,270 0.64 87 S Boeing Access Road & I-5 SB Off-ramps 43 0 15 29 32,790 0.6 67 Interurban Avenue S & Gateway Drive 30 0 10 21 23,720 0.60 65 Interurban Avenue S & 48th Avenue S 20 0 5 16 16,960 0.56 35 W Valley Highway & I-405 SB Ramps 37 0 10 28 31,580 0.55 70 S 124th Street & 42nd Avenue S 9 1 1 7 7,790 0.55 47 S 160th Street & 42nd Avenue S 9 0 2 7 8,060 0.53 57 S 144th Street & 53rd Avenue S 6 0 0 6 6,190 0.46 21 Klickitat Drive & Southcenter Parkway 33 0 3 30 35,020 0.45 75 S 130th Street & Macadam Road S 3 0 1 2 3,410 0.42 Notes: The citywide average intersection collision rate is 0.40 collisions per million entering vehicles (MEV). 1 PDO = property damage only 2 ADT = average daily traffic (weekdays) 3 Collision Rate = intersection collision rate per million enteri Source: Tukwila Police Department, 2010. 20 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 The project team also reviewed collisions between vehicles and pedestrians and between vehicles and Tables 78 bicycles. and summarize the intersection and roadway segment locations where and bicycle collisions occurred during the 2004-2009 study period. Count data of a typical weekdayÓs total AM and PM peak hour pedestrian and bicycle crossings are included to give a general indication of the level of pedestrian and bicycle activity at each intersection. Note that the collisions did not necessarily occur during a peak hour. This data provides context to the number of collisions recorded in the past six years. Busier intersections are more likely to have collisions due to the increased number of potential auto/pedestrian/cyclist conflicts. Pedestrian and bicycle flow data were not available along the roadway segments. TABLE 7 – INTERSECTION PEDESTRIAN AND BICYCLE COLLISION ANALYSIS (2004-2009) 2004-2009 Total Daily AM & PM Peak Pedestrian/Cyclist Hour Pedestrian & Bicycle 1 ID Location Collisions Crossings 23 Baker Boulevard & Andover Park W 3 164 67 Interurban Avenue S & Gateway Drive 2 30 62 Interurban Avenue S & 52nd Avenue S 1 157 55 S 144th Street & 42nd Avenue S 1 136 16 Strander Boulevard & Andover Park W 1 80 92 S 96th Place & E Marginal Way S 1 69 93 S 124th Street & E Marginal Way S 1 51 3 S 180th Street & Andover Park E 1 22 35 W Valley Highway & I-405 SB Ramps 1 19 94 S 150th Street & 42nd Avenue S 1 17 90 S 102nd Street & E Marginal Way S 1 16 24 Baker Boulevard & Andover Park E 1 15 11 Minkler Boulevard & Andover Park E 1 13 21 Klickitat Drive & Southcenter Parkway 1 12 57 S 144th Street & 53rd Avenue S 1 10 31 Tukwila Parkway & Andover Park W 1 7 75 S 130th Street & Macadam Road S 1 7 34 Southcenter Boulevard & W Valley Highway 1 4 32 Tukwila Parkway & Andover Park E 1 3 1 Pedestrian and bicycle counts were collected in Summer 2009. Th represent the total pedestrian and bicycle crossings during the AM and PM peak hours on a typical weekday. Source: Tukwila Police Department, 2010 (collision data) and Fehr & Peers, 2010 (pedestrian/bicycle crossings data). 21 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 8 – ROADWAY SEGMENT PEDESTRIAN AND BICYCLE COLLISION ANALYSIS (2004-2009) Location Pedestrian/Cyclist Collisions Andover Park W from Strander Boulevard to Baker Boulevard 2 Interurban Avenue S from SR 5 to 48th Avenue S 2 42nd Avenue S from S 164th Street to S 160th Street 2 Interurban Avenue S from Southcenter Boulevard to 58th Avenue S Interurban Avenue S from 58th Avenue S to 57th Avenue S 1 E Marginal Way S from S 130th Street to S 128th Street 1 Macadam Road S from S 144th Street to S 138th Street 1 42nd Avenue S from S 144th Street to S 142nd Street 1 Source: Tukwila Police Department, 2010. Tables 78 As shown in and , none of the traffic fatalities during the study period involve cyclist. As would be expected, most of the pedestrian/cyclist collisions did result in injuries since pedestrians and cyclists are not as physically protected as motorists. For the most part, the intersection and roadway segments where pedestrian and bicycle collisions occurred over the last six years involved only a single event. However, three collisions involving pedestrians or cyclists occurred over the last six years at the Baker Boulevard/Andover Park West intersection and there were two collisions at each of the following intersections and segments: Intersection of Interurban Avenue S and Gateway Drive Andover Park West from Strander Boulevard to Baker Boulevard Interurban Avenue S from SR 5 to 48th Avenue S 42nd Avenue S from S 164th Street to S 160th Street 22 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TRAFFIC VOLUMES Figure 8 displays average daily traffic (ADT) volumes throughout Tukwila in 2009. Southcenter Mall Trip Generation Average daily traffic exceeds 30,000 vehicles along S Boeing Access Road, Martin Luther As Southcenter continues to develop (for example, the King Jr. Way, Tukwila Parkway, and S 180th mall expansion), more land uses are present within Figure 9 Street. displays daily traffic volume the same area. In this circumstance, trip generation trends on key roads throughout the city from tends to grow at a diminishing rate due to a well 1994 to 2009. Despite the occasional peak or known phenomenon called trip internalization. Trip valley, volumes have remained fairly flat over internalization increases in areas with a more diverse the previous fifteen years. This is in spite of set of land use since residents and visitors can go to a substantial growth in Southcenter and variety of destinations within the same area. increases in freeway traffic. The following table compares peak hour trip Employment within the Southcenter area generation estimates from the Institute of grew by nearly 17 percent from 1990 to 2000, Transportation Engineers, the City of Tukwila travel but then dropped by 12 percent between model, and actual counts from 2009. 2000 and 2008. Traffic levels within the Southcenter area have shown far less variation than the fluctuations in employment. TABLE 9 – SOUTHCENTER MALL TRIP GENERATION A cordon was used to analyze traffic volumes Trips (Number of Vehicles Entering or Exiting in the Southcenter area. This method Southcenter Mall) Peak Hour involves creating an imaginary boundary line ITE Model Counts around the outer edges of a study area. Traffic volumes are counted on the roads that AM 834 1,612 622 cross the cordon lines. The volume, or PM 4,329 5,430 4,507 counts, is combined to obtain a total volume. Saturday 5,507 N/A 5,074 Figure 10 shows how traffic crossing a Source: Institute of Transportation Engineers, Trip Generation, 8th Ed. cordon into Southcenter has changed over Note:Peak hour within 7-10 AM for the morning, 4-7 PM for the Figure 10 the same period. In general, afternoon, and 12-3 PM for Saturday. shows a slight increase in traffic between 1994 and 2007, with peaks and valleys in As is typical, the travel model tends to overestimate traffic generally following broader economic trip generation for large retail centers like Southcenter. trends. The substantial drop in traffic during Therefore, raw trip generation numbers from the travel 2008 and 2009 reflects the most recent model are post-processed to more accurately economic recession. In contrast, traffic represent the specific situation. volumes on I-5 at the SR 518/SR 405 interchange grew by ten percent from 1994 to 2009. 23 Lake Washington S 93rd St S 112th St 99 5 599 509 5 405 518 S Longacres Way Baker Blvd 518 Tukwila Pond 509 5 S 180th St S 180th St LEGEND Average Daily Traffic (2011) Average Daily Traffic (2009) City of Tukwila Potential Annexation Area N S 204th St NOT TO SCALE CITY OF TUKWILA - EXISTING AVERAGE WEEKDAY TRAFFIC (AWDT) VOLUMES \\FPSE2\Data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\fig08_2009_vols_12locs.mxd FIGURE 8 Klickitat Drive volume West of 53rd Avenue S Southcenter Parkway volume North of Minkler Boulevard Tukwila Parkway volume West of 61st Avenue S Andover Park West volume South of Strander Boulevard 50,000 50,000 45,000 50,000 50,000 45,000 45,000 45,000 40000 35,000 30000 ^5,000 20,000 15,00 10,000 5,000 1 40000 1 40000 _ 1 40000 35,000 "�a� 35,000 { 35,000 30000 ^5,00 ^0,000 - �.-�- '- 30000 ^5,000 ^0,000 30000 ^5,000 -._ ^0,000 ..- -- -- 5., = -" -,--- _ r - _ a e -` 15,000 15,000 15,00 a . - 10,000 10,000 10,000 5,000 5,000 5,000 volume S 180th Street East of Sperry Drive volume Interurban Avenue South of 42nd Avenue S volume Interurban Avenue North of Fort Dent Way volume East Marginal Way South of S 126th Street 50,000 45,000 40000 35,000 50,000 50,000 50,000 45,000 45,000 45,000 '��- 40000 40000 40000 35,000 35,000 35,000 ,5,000 a000 15,000 10,000 5,000 ,5,000 ,5,000 _ _ - -�- -' _ ,5,000 a000 -� a000 15,000 10,000 15,000 10,000 . _ _ -fir. 15,000 10,000 �. 5,000 - - _ '> - - 5,000 5,00 0 0 0 0 East Marginal Way volume South of 96th Place West Valley Highway volume North of Strander Boulevard Tukwila International Boulevard volume North of S 139th Street Boeing Access Road volume West of 1 -5 SB Off Ramp 50,000 50,000 50,000 50,000 45,000 45,000 45,000 45,000 .. 40,000 ? 40,000 _ °b - 4�,��� 4000 35,000 35,000 -„,,. : '` =`�� 35,000 35,000 30000 30000 30000 30000 ,5,000 = ` : � '.- ,5,000 ,5,000 ,5,000 X0000 -t°" X0000 a000 , a000 15,000 _ - 15,000 15,000 15,000 10,000 10,000 10,000 10,000 5,000 5,000 5,000 5,000 0 0 0 0 FEHR'PEERS CITY OF TUKWILA - DAILY TRAFFIC VOLUME TRENDS - 1994 -2009 FIGURE 9 Southcenter Cordon Volume Chart V067.7716 180,000 170,000 160,000 150,000 140,000 130,000 120,000 110,000 100,000 90,000 80,000 157,800 161,300 170,000 165,100 163,500 164,500 59,600 45,700 /ttbr 146,500 123,200 year • 0 0 • 0 0 0 0 0 0 0 0 ▪ 0 0 0 0 0 Li) oo O oo 0 0 0 Southcenter: Cordon Locations * 1, 61st Avenue 5 at 1-405 2, 1-405 On Ramp from Tukwila Parkway 3, 68th Avenue 5 at 1-405 • Strander Boulevard at Green River 5, 5 180th Street at Green River • Andover Park West south of 5 180th Street 7, Southcenter Parkway south of 5 180th Street • 5 178th Street west of Southcenter Parkway 9, 1-5 Northbound Off Ramp to Southcenter Parkway 10, Klickitat Drive at I5 0 0 * Cordon counts are designed to calculate the total vehicle volumes entering and leaving an area by collecting data at all major access and egress locations. LEGEND Entry & Exit Location ji City of Tukwila 7,> St Minkler Blvd I .4 II S 180th St Tukwila Pkwy Baker Blvd Strander Blvd 0"! 0 -c 41 N I NOT TO SCALE FEHRt PEERS CITY OF TUKWILA - SOUTHCENTER CORDON VOLUMES - 1994-2009 FIGURE 10 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TRANSPORTATION SYSTEM OPERATIONS ANALYSIS This section presents the methodology and results of the transportation systems operations analysis completed on corridors and intersections throughout Tukwila. Methodology The operations of the transportation system in Tukwila were anal methodologies, described below. The Transportation Research Boar 2010 Highway Capacity Manual (HCM) defines the methodologies to calculate multimodal level of service (MMLOS) for auto, bicycle, transit, and pedestrian modes along roadway corridors. These methods were originally developed as part of National Cooperative Highway Research Program (NCHRP) Report 616, but were adopted into the 2010 HCM as this project was underway. The MMLOS methodologies were applied to a set of major arterial roadways in the City of Tukwila to calculate LOS for pedestrian, bicycle, and auto modes during the PM peak hour. Note that transit LOS was not calculated as part of this study since the City has no control over the transit service provided by King County Metro and Sound Transit. Pedestrian and Bicycle Level of Service The methodology for computing the Pedestrian and Bicycle LOS is Table 10 summarizes the key data inputs for pedestrian and bicycle modes. A more detailed description Appendix AFigure of the Pedestrian and Bicycle LOS methodology is described in the memoranda in . 11 shows the MMLOS analysis corridors. Auto Segment Level of Service Auto LOS is based on the average number of stops per mile and the presence of left turn lanes at signalized and unsignalized intersections along the roadway segment. Stops per mile are calculated 4 using the volume to capacity (v/c) ratio and signal progression of the through movement at the segmentÓs downstream intersection. With the exception of the presence of left-turn lanes at unsignalized intersections along the segment, auto LOS is completely dependent on the characteristics of the intersection located at the downstream end of the roadway segment. Roadway characteristics such as lane width or presence of street trees are not included in the methodology. Auto Intersection Level of Service Corridor MMLOS techniques describe the traffic operations characteristics along a segment of roadway, but cannot identify operational deficiencies at intersections. Therefore, major intersections in Tukwila were analyzed using standard techniques from the 2000 HCM. Under the 2000 HCM, LOS at a signalized intersection is measured in terms of average delay per vehicle in seconds and is rated with letters A through F, where ÐFÑ indicates the most congestion. Average delay is also reported for four-way stop- controlled intersections. The delay of the worst movement is reported for two-way stop-controlled Table 11 intersections. shows the correspondence between delay and LOS, as defined by 2000 HCM. Figure 12 displays the study intersections analyzed using this methodology. 4 Signal progression is a term from the highway capacity manual, which describes the quality of signal coordination on a one to five scale. Signal progression of one represents very poor progression where vehicles are stopped by most traffic signals, while five represents exceptional progression where vehicles can proceed along a corridor with few stops or delays. 27 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 10 – INPUT DATA REQUIREMENTS – PEDESTRIAN AND BICYCLE LOS CALCULATIONS Ped. Data Category Input Data Element Bicycle Mode Mode Traffic Mid-segment flow rate (motorized vehicles) X X Characteristics Percent heavy vehicles X Pedestrian flow rate X Percentage of on street parking occupied X X Geometric Downstream intersection width X Design Segment length X X Number of through lanes X X Width of outside through lane X X Width of bicycle lane X X Width of paved outside shoulder X X Median type and curb presence X X Number of access point approaches X Presence of a sidewalk X Total walkway width X Effective width of fixed objects X Buffer width X Spacing of objects in buffer X Other Pavement condition rating X Distance to nearest signal-controlled crossing X Legality of mid-segment pedestrian crossing X Prop. of sidewalk adjacent to window, building or fence X Performance Motorized vehicle running score X X Measures Pedestrian delay X Bicycle delay X Pedestrian LOS score for intersection X Bicycle LOS score for intersection X Source: Highway Capacity Manual, 2010. 28 Lake 64 Washington S 93rd St 67 66 69 63 68 S 112th St 70 65 99 5 43 52 41 44 62 599 61 34 48 40 60 51 31 55 38 509 59 39 58 37 5 30 54 35 49 46 47 36 405 518 33 42 53 32 21 22 S Longacres Way 20 24 2 57 Baker Blvd 19 11 25 85 56 16 18 518 50 Tukwila Pond 509 7 4 181 5 5 10 23 1 6 9 3 S 180th St S 180th St 15 12 LEGEND 28 Study Segment City of Tukwila Potential Annexation Area 27 29 N 26 S 204th St 13 NOT TO SCALE CITY OF TUKWILA - MMLOS STUDY SEGMENTS \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\fig11_studySegs.mxd FIGURE 11 Lake Washington S 93rd St 92 91 90 88 87 86 S 112th St 8584 99 5 82 81 79 93 70 599 69 78 74 75 68 66 67 65 77 64 63 62 509 61 57 54 55 56 58 5 50 51 52 48 35 49 41 40 42 39 34 405 518 38 43 36 33 37 28 32 29 S Longacres Way 30 31 27 25 47 26 Baker Blvd 45 22 2324 21 20 18 95 13 14 15 16 518 17 Tukwila Pond 509 12 181 5 19 9 10 11 7 S 180th St 3 S 180th St 1 2 4 56 LEGEND Study Intersection 1 City of Tukwila Potential Annexation Area N S 204th St NOT TO SCALE CITY OF TUKWILA - STUDY INTERSECTIONS (EXISTING CONDITIONS) \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\fig12_studyInts.mxd FIGURE 12 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 11 – DEFINITION OF INTERSECTION LEVELS OF SERVICE LOS Delay per Vehicle in Seconds Signalized Unsignalized A 10 10 B >10-20 >10-15 C >20-35 >15-25 D >35-55 >25-35 E >55-80 >35-50 F >80 >50 Highway Capacity Manual, 2000. Southcenter Corridor Level of Service The City of TukwilaÓs Comprehensive Plan sets the standards for concurrency. In the Southcenter area, corridor level of service is calculated as the average delay of given key intersections along each corridor. The 11 corridors, and corresponding intersections, are displayed in Figure 23 in the results section. For all areas outside Southcenter, the City calculates LOS at intersections, rather than corridors. Bicycle Level of Service Bicycle LOS is a weighted average of study segment LOS and intersection LOS. Bicycle segment LOS is based on vehicle volume, vehicle speed, number of lanes, percent heavy vehicles, parking conditions, 5 lane and shoulder widths, pavement quality, and number of unsignalized conflicts. Bicycle intersection 6 LOS is based on vehicle volumes, bicycle crossing distance, and . Bicycle LOS is not influenced by grades or other factors such as weather that may make bicycling physically difficult or less appealing. Corridors with no bicycle facilities are not necessarily worthy of a poor rating if it is not warranted by other influential factors. 5 Unsignalized conflicts are defined as unsignalized side street and driveway intersections. 6 Lane geometry refers to the physical layout of the roadway such as number and width of lanes . 31 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Pedestrian Level of Service Pedestrian LOS is influenced by vehicle speed and volume, presence of on-street parking, length of traffic 7 signal cycle, sidewalk width, buffer and barrier presence , shoulder or bike lane width, sidewalk and intersection geometry, and cross street speed and volume. Pedestrian LOS does not take adjacent l use into consideration. It is also not influenced by grade or other factors such as weather that may make walking less attractive. Similar to bicycle LOS, pedestrian LOS is based on a weighted average of the segment and intersection LOS. Pedestrian LOS combines intersection and segment characteristics to provide one LOS score. In certain circumstances, this can lead to segments with poor or missing pedestrian facilities to receive a higher overall score than might otherwise be expected due to the influence of the intersection LOS score. An alternative method of using this methodology to examine pedestrian corridors was considered, but ultimately not used as it is not compliant with how the HCM 2010 MMLOS was developed and intended to Figure 13 be used. This method was to only report the segment LOS score. details the results of Appendix B examining pedestrian facilities on a segment-only basis, with further results detailed in . Limitations of the Methodology The 2010 HCM MMLOS methodology represents a major change in how LOS is calculated for pedestrian and auto modes. The new methodology is a break from the capacity-based approach described in the 2000 HCM, which was only applicable to extremely crowded areas like airports, sports events, or busy sidewalks like those of New York or Chicago. While the Ðexperience-basedÑ pedestrian and bicycle LOS methodology described above is more appropriate for locations like Tukwila, a review of the methodology identifies several limitations: 8 1. Inability to consider urban form: Research has indicated that urban form influences peopleÓs decision to walk or cycle, as opposed to driving a car. Namely, attractive walking and cycling environments that include street trees, public seating, and street-oriented attractive building facades, can all improve the quality of the walking or cycling experience. In developing the pedestrian and bicycle LOS methodology, the 2010 HCM did not include factors related to urban form and therefore the methodology cannot speak the appropriateness of different types of bicycle or pedestrian facilities in pedestrian oriented areas like Southcenter. 2. Lack of data on terrain: The 2010 HCM methodology is narrowly focused on the width of public right-of-way dedicated to pedestrian and bicycle travel and does not consider terrain factors like grades when assessing LOS. Tukwila has several areas with substantial grades that are inappropriate for bicycle travel and could be difficult to traverse on foot. In these areas, the 2010 HCM MMLOS analysis may indicate that pedestrian or bicycle enhancements may be desirable, but considering the terrain, sidewalks or bicycle lanes may be unreasonable. 7 A buffer is an area (typically landscaped) between the edge of the sidewalk and the edge of the roadway. A barrier is a design feature that physically separates the pedestrians from the traffic stream. A barrier can be a railing, a low wall, or a row of closely spaced trees. 8 Explaining Changes in Walking and Bicycling Behavior: Challenges for Transportation See: Krizek, K., et. al., ResearchDoes the Built Environment , Environment and Planning B: Planning and Design 36 (4), pp. 725-740, 2009. Influence Physical Activity? Transportation Research Board Special Report 282, 2005. 32 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 3. Certain amenities are not considered: The 2010 HCM methodology does not consider pedestrian and bicycle enhancements like lighting, seating, or bicycle racks. In some circumstances, the pedestrian and bicycle environment could be substantially enhanced through the inclusion of these amenities, however the 2010 HCM methodology cannot evaluate their benefit. Given these limitations, the City should establish policy guidance related to how the results of the MMLOS analysis should be interpreted. Specifically, MMLOS results could be used in conjunction with complete street design guidelines which specify minimum requirements for the roadways, bicycle facilities, and sidewalks in different areas of the City. These design guidelines should be sensitive to neighborhood characteristics like current and planned urban form roadway functional classification (including modal priority), and available right-of-way. As part of this transportation assessment, the MMLOS results were used to prioritize the projects recommended in the Walk and Roll plan and to identify several new bicycle and pedestrian improve 3). Results Figure 14 Multiple figures are used to summarize transportation system ope summarizes the six subareas of the city that are used to display results. Figures 1520 through display the results by zone. Each zone has three figures associ 9 displaying automobile LOS (both MMLOS corridor and intersection), one displaying bicycle LOS, and Figure 21 one displaying pedestrian LOS. highlights those study segments with an auto, bicycle, or Figure 21 pedestrian level of service of E or F. Note that on , the directions used to identify pedestrian segments refer to the sidewalk adjacent to the given directionÓs traffic flow. 9 Only the MMLOS corridor results are included in Figures 15 throuThe Southcenter auto corridor level of service calculated using the methodology required by the Comprehensive Plan is presented later. 33 Lake Washington S 93rd St S 112th St 99 5 599 509 5 405 518 S Longacres Way Baker Blvd 518 Tukwila Pond 509 181 5 S 180th St S 180th St LEGEND Level of Service A - BE C F D 1 1 City of Tukwila Potential Annexation Area N Note: Level of Service on roadway segments S 204th St NOT TO SCALE are PM ONLY, and by direction. CITY OF TUKWILA - PEDESTRIAN SEGMENT-ONLY LEVEL OF SERVICE \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\fig14_pedLOS2.mxd FIGURE 1 Lake Washington S 93rd St Section 6 S 112th St 99 5 Section 4 599 Section 3 509 5 Section 5 405 518 S Longacres Way Section 1 Baker Blvd 518 Tukwila Pond 509 181 5 S 180th St S 180th St Section 2 LEGEND City of Tukwila Potential Annexation Area N S 204th St NOT TO SCALE CITY OF TUKWILA - KEY MAP (SECTIONS) \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\fig13_keyMap_noS.mxd FIGURE 1 Southcentel- Blvd G 1 LEGEND Level of Service ❑ A - B • E ❑ C ® F D Q Study Intersection • Signalized • Unsignalized AM Level — • PM Level of Service of Service 0 N NOT TO SCALE Tukwila Pkwy tij Note: Level of Service on roadway segments are PM ONLY, and by direction. Baker BI�id Stiancler Blvd e S Long ac res Way FEHR PEERS \ \fpse2 \data2 \2010Projects \SE 10- 0181.00_Tukwi la_Trans E lement\ Graphics \GIS \MXD \April_2012 \fig 15A_los_sec 1 _I NT_has h_Switch. mxd CITY OF TUKWILA - 2010 INTERSECTION AND ROADWAY SEGMENT LEVEL OF SERVICE (SECTION 1) FIGURE 15A Southcenter Blvd 1 LEGEND Level of Service ❑ A - B D 0 ❑ C • E N Note: Level of Service on roadway segments • F NOT TO SCALE are PM ONLY, and by direction. Baker BI,,c1 Stianclei Blvd S Long acres Way FEHR PEERS \ \fpse2 \data2 \2010Projects \SE 10- 0181.00_Tukwi la_Trans E lement\ Graphics \GIS \MXD \April_2012 \fig 15B_los_zone 1 BIKE has h.mxd CITY OF TUKWILA - 2010 BICYCLE LEVEL OF SERVICE (SECTION 1) FIGURE 15B 1 Southcenter Blvd LEGEND Level of Service ❑ A - B D ❑ C • E N SouthcenterPk Tukv„ - 'vy Note: Level of Service on roadway segments • F NOT TO SCALE are PM ONLY, and by direction. 2_ - Baker Blvd Strander Blvd S Long ac res Way 1 FEHR PEERS \ \fpse2 \data2 \2010Projects \SE 10- 0181.00_Tukwi la_Trans E lement\ Graphics \GIS \MXD \April_2012 \fig 15C_los_zone 1 _P ED_hash. mxd CITY OF TUKWILA - 2010 PEDESTRIAN LEVEL OF SERVICE (SECTION 1) FIGURE 15C LEGEND 22 Level of Service A - BD F 24 23 CE 21 Study IntersectionAM LevelPM Level 1 of Serviceof Service Signalized 18 Unsignalized 13 14 15 16 17 Tukwila Pond 5 12 181 19 9 10 11 7 3 1 2 4 5 6 Note: Level of Service on roadway segments are PM ONLY, and by direction. \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Gra LEGEND Level of Service A - BD CE F Tukwila Pond 5 181 Note: Level of Service on roadway segments are PM ONLY, and by direction. \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Gra LEGEND Level of Service A - BD CE F Tukwila Pond 5 181 Note: Level of Service on roadway segments are PM ONLY, and by direction. \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Gra LEGEND Note: Level of Service on roadway segments Level of Service are PM ONLY, and by direction. 599 A - B E 75 C 68 F 66 67 D Study Intersection 1 65 77 Signalized 64 Unsignalized 63 AM LevelPM Level of Serviceof Service 62 61 57 56 58 5 518 35 41 40 42 39 34 405 38 43 36 33 37 32 29 30 31 27 \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Gra LEGEND Level of Service 599 A - BD CE F Note: Level of Service on roadway segments are PM ONLY, and by direction. 5 518 405 \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Gra LEGEND Level of Service 599 A - BD CE F Note: Level of Service on roadway segments are PM ONLY, and by direction. Note: Level of Service on roadway segments are PM ONLY, and by direction. 5 518 405 \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Gra Note: Level of Service on roadway segments are PM ONLY, and by direction. FEHR PEERS \ \fpse2 \data2 \2010Projects \SE 10- 0181.00 Tukwila Trans E lement \Graphics \GIS \MXD \April 2012 \fig 18Alossec4I NT has h. mxd CITY OF TUKWILA - 2010 INTERSECTION AND ROADWAY SEGMENT LEVEL OF SERVICE (SECTION 4) FIGURE 18A LEGEND Level of Service ❑ A -B ® D 0 ❑ C • E N ® F NOT TO SCALE S 132nd St II,St s1301', cc cc S 133idSt =` Note: Level of Service on roadway segments are PM ONLY, and by direction. S 124(5 St FEHR PEERS \ \fpse2 \data2 \2010Projects \SE 10- 0181.00_Tukwi la_Trans E lement\ Graphics \GIS \MXD \April_2012 \fig 18B_los_zone4_BI KE_has h.mxd CITY OF TUKWILA - 2010 BICYCLE LEVEL OF SERVICE (SECTION 4) FIGURE 18B LEGEND Level of Service ❑ A -B ® D 6 ❑ C • E N ® F NOT TO SCALE r S 132nd St 1 5 130th 5t 0 S 133idSt Note: Level of Service on roadway segments are PM ONLY, and by direction. S 124th St FEHR PEERS \ \fpse2 \data2 \2010Projects \SE 10- 0181.00 Tukwila Trans E lement \Graphics \GIS \MXD \April 2012 \fig 18Closzone4P ED hash. mxd CITY OF TUKWILA - 2010 PEDESTRIAN LEVEL OF SERVICE (SECTION 4) FIGURE 18C 66 67 Note: Level of Service on roadway segments 599 5 are PM ONLY, and by direction. 65 77 64 63 62 61 57 54 55 56 58 5 50 51 52 48 518 49 41 40 42 39 38 43 LEGEND 405 29 Level of Service 30 A - BE C 47 F D 45 22 Study Intersection 1 21 Signalized Unsignalized 13 14 15 AM LevelPM Level of Serviceof Service \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Gra Note: Level of Service on roadway segments 599 5 are PM ONLY, and by direction. 5 518 405 LEGEND Level of Service A - BD CE F \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Gra Note: Level of Service on roadway segments 599 5 are PM ONLY, and by direction. 5 518 405 LEGEND Level of Service A - BD CE F \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Gra LEGEND Note: Level of Service on roadway segments are PM ONLY, and by direction. Level of Service A - BE C F D Study Intersection 1 Signalized Unsignalized AM LevelPM Level of Serviceof Service 92 91 90 88 87 86 99 85 84 5 82 81 79 \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Gra LEGEND Level of Service A - BD CE F Note: Level of Service on roadway segments are PM ONLY, and by direction. 99 5 \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Gra LEGEND Level of Service A - BD CE F Note: Level of Service on roadway segments are PM ONLY, and by direction. 99 5 \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Gra Lake Washington S 93rd St Westbound Pedestrian (part) 66 Northbound Bicycle 68 S 112th St 65 99 Northbound and Southbound 5 Bicycle and Pedestrian 41 Southbound Pedestrian (part) 599 34 Southbound Pedestrian (part) Southbound Bicycle 31 Southbound Pedestrian (part) Southbound 55 Bicycle 38 509 Southbound Bicycle 37 Eastbound and Westbound Bicycle 5 Northbound Automobile; 30 Southbound Pedestrian and Automobile Eastbound Pedestrian Eastbound Pedestrian 33 405 518 32 22 S Longacres Way Eastbound and Westbound Bicycle Baker Blvd 19 Westbound Pedestrian 11 25 5 Northbound Bicycle 518 Northbound Bicycle Tukwila Northbound Pond 509 7 Bicycle 181 Northbound Bicycle; 5 Northbound (part) and Southbound Pedestrian 23 Westbound Pedestrian (part) 1 Northbound Bicycle 3 Westbound Pedestrian S 180th St S 180th St 15 12 Westbound Bicycle Eastbound Pedestrian (part) LEGEND Study Segment City of Tukwila Potential Annexation Area Note: Directions used to identify pedestrian segments refer to the sidewalk adjacent to the given direction's traffic flow. N S 204th St NOT TO SCALE CITY OF TUKWILA - STUDY SEGMENTS WITH A BICYCLE, PEDESTRIAN OR AUTOMOBILE LEVEL OF SERVICE OF 'E' OR 'F' FIGURE 21 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Multimodal Segment Level of Service No roadway segments operate at LOS F for automobiles. However, four corridors operate at LOS F for bicycles: S 180th Street from W Valley Highway to Southcenter Parkway in Interurban Avenue S from 58th Avenue S to Southcenter Boulevard in the southbound direction Martin Luther King Jr. Way between the east and north city limits in both directions Baker Boulevard between Andover Park East and Andover Park West in both directions One corridor operates at LOS F for pedestrians: Martin Luther King Jr. Way from the north city limit to the east city limit in the southbound direction Intersection Level of Service Table 12. The LOS results for the weekday morning and afternoon peak hours are shown in For this study, the peak hour is defined by the highest traffic volumes for one hour during a given peak period as follows: For weekdays - 7 to 10 AM for the morning; 11 AM to 2 afternoon peak period and for the weekend - 12 to 3 PM on Saturd In the AM peak period, all but two of the signalized intersections operate at LOS C or better and no signalized intersections operate at LOS F. The two intersections operating at LOS E are: Intersection 34, Southcenter Boulevard and W Valley Highway Intersection 69, 42nd Avenue S and Interurban Avenue S In the morning, the only unsignalized intersection that falls below LOS D is S 133rd Street at the SR 599 ramps which operates at LOS F. During the PM peak hour, nearly 90 percent of signalized interse intersections operate at LOS F and four operate at LOS E. These intersections include: Intersection 5, S 180th Street and W Valley Highway (LOS F) Intersection 34, Southcenter Boulevard and W Valley Highway (LO Intersection 10, Minkler Boulevard and Andover Park West (LOS E) Intersection 13, Strander Boulevard and Southcenter Parkway (LO Intersection 15, Strander Boulevard and 61st Place S (LOS E) Intersection 16, Strander Boulevard and Andover Park West (LOS E) There are five unsignalized intersections that operate at LOS F and two that operate at LOS E during the PM peak hour: Intersection 55, S 144th Street and 42nd Avenue S (LOS F) 55 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Intersection 77, S 133rd Street and SR 599 Ramps (LOS F) Intersection 28, Tukwila Parkway and the Northwest Mall Drivewa Intersection 26, Andover Park West and Northeast Mall Driveway (LOS F) Intersection 20, Andover Park West and the Tire Center Driveway (LOS F) Intersection 82, S 116th Street and E Marginal Way (LOS E) Intersection 25, Southcenter Parkway and Northwest Mall Driveway (LOS E) TABLE 12 – 2010 AM AND PM PEAK INTERSECTION LEVEL OF SERVICE AM Peak PM Peak ID Location Delay LOS Delay LOS (seconds) (seconds) Signalized 1 S 180th Street / Southcenter Parkway 9.1 A 53.5 D 2 S 180th Street / Andover Park W 18.4 B 43.3 D 3 S 180th Street / Andover Park E 5.7 A 21.4 C 4 S 180th Street / Sperry Drive 9.3 A 31.0 C 5 S 180th Street / W Valley Highway 33.0 C 121.6 F 6 S 180th Street / 72nd Avenue S 6.2 A 12.7 B 7 Saxon Drive / Andover Park E 5.6 A 8.5 A 9 Minkler Boulevard / Southcenter Parkway 3.7 A 13.5 B 10 Minkler Boulevard / Andover Park W 20.3 C 62.3 E 11 Minkler Boulevard / Andover Park E 15.5 B 18.6 B 12 S 168th Street / Southcenter Parkway 1.9 A 5.6 A 13 Strander Boulevard / Southcenter Parkway 12 B 56.5 E 14 Strander Boulevard / Southcenter Mall SW Driveway 2.5 A 54.9 15 Strander Boulevard / 61st Place S 7.1 A 65.6 E 16 Strander Boulevard / Andover Park W 11 B 56 E 17 Strander Boulevard / Andover Park E 16.8 B 39.4 D 18 Strander Boulevard / W Valley Parkway 15.7 B 38.5 D 19 Wig Boulevard / Southcenter Boulevard 1.0 A 7 A 21 Klickitat Drive / Southcenter Parkway 10 A 36.1 D 22 I-5 Exit 153 Off-ramp / Southcenter Parkway 7.5 A 34.1 C 23 Baker Boulevard / Andover Park W 3.4 A 16 B 24 Baker Boulevard / Andover Park E 6.7 A 15.7 B 27 Longacres Way / W Valley Highway 12.5 B 14 B 29 Tukwila Parkway / 61st Avenue S 14.9 B 27.0 C 30 Tukwila Parkway / I-405 NB On-ramp 2.1 A 14.2 B 31 Tukwila Parkway / Andover Park W 5.8 A 23.9 C 32 Tukwila Parkway / Andover Park E 8.9 A 24.3 C 56 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 12 – 2010 AM AND PM PEAK INTERSECTION LEVEL OF SERVICE AM Peak PM Peak ID Location Delay LOS Delay LOS (seconds) (seconds) 33 I-405 NB Ramps / W Valley Highway 26.6 C 21.7 C 34 Southcenter Boulevard / W Valley Highway 62.5 E 176.6 F 35 I-405 SB Ramps / W Valley Highway 26.7 C 40.9 D 36 Southcenter Boulevard / 68th Avenue S 15.3 B 47.2 D 38 Southcenter Boulevard / 61st Avenue S 10.9 B 42.6 D 39 Southcenter Boulevard / Macadam Rd. S 9.7 A 8.6 A 41 Southcenter Boulevard / I-5 SB Off-ramp 14.3 B 20.7 C 48 Southcenter Boulevard / 42nd Avenue S 16.5 B 21.2 C Southcenter Boulevard / Tukwila International 23.3 49 Boulevard C 39.2 D 50 S 150th Street / 42nd Avenue S 8.6 A 6.4 A 51 S 152nd Street / Tukwila International Boulevard 16.3 B 23 C 54 S 144th Street / Tukwila International Boulevard 17.1 B 29.1 C 61 58th Avenue S / Tukwila International Boulevard 8.2 A 9.1 A 62 52nd Avenue S / Interurban Avenue S 10.9 B 10.1 B 64 I-5 SB Off-ramp / Interurban Avenue S 14.3 B 16.8 B 65 48th Avenue S / Interurban Avenue S 9.3 A 11.8 B 66 SR-599 Off-ramp / Interurban Avenue S 24.7 C 24.3 C 67 Gateway Drive / Interurban Avenue S 26.9 C 34.4 C 68 SR-599 NB On-ramp / Interurban Avenue S 4.9 A 17.4 B 69 42nd Avenue S / Interurban Avenue S 64.6 E 40.1 D 79 S 116th Way / Tukwila International Boulevard 21 C 31.2 C 81 E Marginal Way / Interurban Avenue S 26 C 30.2 C 85 S 112th Street / Tukwila International Boulevard 10.2 B 23.8 C 86 Boeing Access Road / E Marginal Way 22.2 C 44.6 D 87 Boeing Access Road / I-5 SB Off-ramp 30.9 C 21 C 88 Boeing Access Road / Martin Luther King Way 34 C 48.4 D 90 S 102nd Street / E Marginal Way 3.5 A 7 A 91 S Norfolk Street / E Marginal Way 6.2 A 6.8 A 92 S 96th Pl. / E Marginal Way 5.1 A 15.4 B 93 S 124th Street / E Marginal Way 6.6 A 21.4 C Unsignalized 37 Southcenter Boulevard / 65th Ave S 15.7 C 27.7 D 40 Southcenter Boulevard / I-405 SB Off-ramp 7.1 A 28.8 D 42 SR 518 WB On-ramp / Klickitat Drive 7 A 10.4 B 43 SR 518 EB Off-ramp / Klickitat Drive 13.3 B 24.1 C 45 I-5 SB On-ramp / Klickitat Drive 8.1 A 15.6 C 57 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 12 – 2010 AM AND PM PEAK INTERSECTION LEVEL OF SERVICE AM Peak PM Peak ID Location Delay LOS Delay LOS (seconds) (seconds) 47 S. 160th Street / 42nd Avenue S 10.8 B 19.1 C 52 Military Road S / 152nd Street S 8.0 A 9.6 A 55 S 144th Street / 42nd Avenue S 9.2 A 53.6 F 56 S 144th Street / Macadam Road S 9.2 A 14.1 B 57 S 144th Street / 53rd Avenue S 10.3 B 12.1 B 58 S 144th Street / Macadam Road S 10.9 B 12.3 B 63 I-5 NB On-ramp / Interurban Avenue S 13 B 12.0 B 70 S 124th Street / 42nd Avenue S 13.4 B 24.1 C 74 S 130th Street / East Marginal Way 13.5 B 15.8 C 75 S 130th Street / Macadam Rd S 9.8 A 10.4 B 77 S 133rd Street / SR 599 Ramps >150 F >150 F 78 128th Street S / E Marginal Way 14.1 B 13.6 B 82 S 116th Street / E Marginal Way 28.9 D 41.9 E 84 S 112th Street / E Marginal Way 19.6 C 21.7 C 20 Andover Park W / Tire Center Driveway 6 A 93.5 F 25 Southcenter Parkway / Northwest Mall Driveway 6.4 A 35.3 E 26 Andover Park W / Northeast Mall Driveway 6.4 A 21.1 C 28 Tukwila Parkway / Northwest Mall Driveway 6 A >150 F 95 Andover Park W / Southeast Mall Driveway 4.3 A 52.9 F Fehr & Peers, 2010. 58 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Intersections within Southcenter were analyzed in the midday of both weekdays and Saturday. The LOS Table 13Figure 22 results are shown in and . Midday LOS is good in most locations with all but two intersections operating at LOS D or better. The intersection of Tukwila Parkway and the Northwest Mall Driveway operates at LOS F. On Saturday, all signalized intersections operate at LOS D or better, but two unsignalized intersections operate at LOS F: Southcenter Parkway and the Northwest Mall Driveway Tukwila Parkway and the Northwest Mall Driveway TABLE 13 – 2010 MIDDAY AND SATURDAY INTERSECTION LEVEL OF SERVICE Midday Saturday ID Location Delay Delay LOS LOS (seconds) (seconds) Signalized 1 S 180th Street / Southcenter Parkway 27.9 C 21.0 C 9 Minkler Boulevard / Southcenter Parkway 21.0 C 22.3 C 12 S 168th Street / Southcenter Parkway 8.8 A 5.6 A 13 Strander Boulevard / Southcenter Parkway 33.7 C 52.0 D 14 Strander Boulevard / Southcenter Mall SW Driveway12.6 B 30.7 15 Strander Boulevard / 61st Place S 20.7 C 30.6 C 16 Strander Boulevard / Andover Park W 35.7 D 45.5 D 19 Wig Boulevard / Southcenter Boulevard 9.0 A 9.6 A 21 Klickitat Drive / Southcenter Parkway 22.5 C 37.3 D 22 I-5 Exit 153 Off-ramp / Southcenter Parkway 24.0 C 41.8 D 23 Baker Boulevard / Andover Park W 15.1 B 15.6 B 29 Tukwila Parkway / 61st Avenue S 32.5 C 32.0 C 30 Tukwila Parkway / I-405 NB On-ramp 11.1 B 20.2 C 31 Tukwila Parkway / Andover Park W 16.1 B 19.0 B 38 Southcenter Boulevard / 61st Avenue S 48.0 D 49.0 D Unsignalized 20 Andover Park W / Tire Center Driveway 14.6 B 24.8 C 25 Southcenter Parkway / Northwest Mall Driveway 47.7 E 88.0 F 26 Andover Park W / Northeast Mall Driveway 32.5 D 25.2 D 28 Tukwila Parkway / Northwest Mall Driveway 120.8 F >150 F 95 Andover Park W / Southeast Mall Driveway 21.9 C 39.5 E Fehr & Peers, 2010. 59 518 38 405 28 29 30 31 25 26 22 Baker Blvd 23 21 20 95 13 14 15 16 Tukwila Pond 181 5 12 19 9 LEGEND Level of Service A - BE C F D Study Intersection 1 Signalized Unsignalized MiddaySaturday LevelLevel of Serviceof Service S 180th St 1 N NOT TO SCALE CITY OF TUKWILA - 2010 MIDDAY AND SATURDAY INTERSECTION LEVEL OF SERVICE FOR SOUTHCENTER AREA \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\fig22_los_zone1_MID_SAT2_arc10.mxd FIGURE 22 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Southcenter Corridor Level of Service Figure 23 displays the corridor level of service for the Southcenter area using the methodology established in the 2005 Comprehensive Plan Update. Calculations for the corridor level are shown in Table 14 . All eleven Southcenter corridors operate at LOS E or better, meeting concurrency standards. Nine corridors operate at LOS D or better; the two corridors operating at LOS E are: S 180th from Southcenter Parkway to W Valley Highway (Corridor W Valley Highway from Southcenter Boulevard to Strander Boulevard (Corridor #11) 61 405 1 11 4 3 2 5 AverageAverage CorridorLOSDelay 1/  2 5  5 3/ 4/  5 5 6 5 7/  8/ 9/ 6 10 9 7 11 9 9 LEGEND Level of Service 8 A - BE C F D Corridor Studied Intersection XX Corridor ID N 10 NOT TO SCALE CITY OF TUKWILA - 2010 SOUTHCENTER CORRIDOR LEVEL OF SERVICE \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\fig23_LOS_Corridors_2010.mxd FIGURE 23 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 14 – 2010 SOUTHCENTER CORRIDOR LEVEL OF SERVICE Corridor ID Location Intersection ID Control Average Average Delay Delay LOS 2927.0 30 14.2 61st Avenue S Bridge/Tukwila Parkway from 1 26.9 C Southcenter Boulevard to Andover Park W 31 23.9 38 42.6 13 56.5 Southcenter Parkway/Strander Boulevard from 2 45.3 D 1 Nordstrom Entrance to 61st Place S 22 34.1 16 56.0 Andover Park W from Tukwila Parkway to 3 32.0 C 23 16.0 Strander Boulevard 31 23.9 17 39.4 Andover Park E from Tukwila Parkway to 4 26.5 C 24 15.7 Strander Boulevard 32 24.3 13 56.5 14 54.9 15 65.6 Strander Boulevard from Southcenter Parkway 5 51.8 D to W Valley Highway 16 56.0 17 39.4 18 38.5 2 43.3 Andover Park W from Strander Boulevard to S 6 53.9 D 10 62.3 180th Street 16 56.0 3 21.4 Andover Park E from Strander Boulevard to S 7 26.5 C 11 18.6 180th Street 17 39.4 1 53.5 Southcenter Parkway from S 168th Street to S 8 24.2 C 9 13.5 180th Street 12 5.6 9 13.5 Minkler Boulevard from Southcenter Parkway to 9 31.5 C 10 62.3 Andover Park E 11 18.6 1 53.5 2 43.3 S 180th Street from Southcenter Parkway to W 10 60.0 E Valley Highway 3 21.4 5 121.6 18 38.5 27 14.0 W Valley Highway from Southcenter Boulevard 11 62.7 E to Strander Boulevard 33 21.7 34 176.6 1 This corridor also contains a new traffic signal at the Double Tree Hotel entrance. When counts were taken, this signal was not in operation. Fehr & Peers, 2010. 63 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 This page intentionally left blank. 64 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 CHAPTER 3. 2030 FORECAST ASSUMPTIONS AND METHODOLOGY The previous chapter summarized existing transportation conditions (2010) focused on vehicle, pedestrian, and bicycle modes. The following three chapters of this document describe the operations of the transportation system under 2030 conditions. Future traffic operation conditions were analyzed usi the quantitative methods described in the existing conditions document. Using the results of operation analyses, recommendations to improve the transportation system in the City were developed. This chapter describes the assumed changes in land use patterns and the transportation network changes that are expected between now and 2030. The process to update the travel model is also described. The next chapter describes the projected traffic LOS results for the study intersections across the City. Analysis periods include the AM and PM peak hours, as well as weekday midday, and Saturday peak hours in the Southcenter area. The purpose of the Chapter 4 analysis is to identify traffic deficiencies that would occur between now and 2030, without additional roadway improvements. Pedestrian and bicycle LOS analysis was not prepared in 2030 since, unlike auto LOS, pe based on their demands. Therefore, if no physical changes are anticipated between now and 2030, the pedestrian and bicycle LOS will approximately be the same as the existing conditions. The last chapter provides a list of recommended projects designed to improve pedestrian, bicycle, and auto LOS. The recommended projects are prioritized based on the LOS improvement needs, funding availability, potential for grant funding opportunities, and the CityÓs land use goals. LAND USE ASSUMPTIONS Land use forecasts for 2030 are provided by the Puget Sound Regional Council (PSRC) and are based Table 15 on regional population and employment growth forecasts. summarizes the citywide forecasts for total households and employment and compares the 2030 forecasts to the 2010 land use estimates that Figures 2425 were used to calibrate the travel model. and summarize the growth in households and employment in each Traffic Analysis Zone (TAZ) within the City. TABLE 15 – 2010 AND 2030 LAND USE SUMMARY FOR CITY OF TUKWILA 2010 2030 Percent Growth Total Households 7,440 12,300 65% Employment (workers) 47,540 75,210 58% Source: City of Tukwila, 2011. As described in the existing conditions document, the Tukwila travel demand forecasting model has a finer land use zone system (TAZs) than the PSRC travel model. This additional level of detail allow travel demand forecasting model to produce more accurate results; however, an additional step is required to develop the fine-grained land use forecasts. As shown in the table above, households and employment in Tukwila are expected to grow by 65 and 58 percent, respectively, over the next 20 years. This estimate is based on the PSRC growth forecasts fo the regional model TAZs within the City. In order to accommodate the CityÓs higher resolution TAZ system, Tukwila staff allocated the PSRC growth to each TAZ in the city based on the availability of Figures 2425 vacant and redevelopable lands. As shown in and , substantial development is expected in 65 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 the Tukwila South area, between S 180th and S 200th Streets. In that area, approximately 400 new households and 13,000 new jobs are expected to be added by 2030. Southcenter Î 1,400 new households and 4,200 new jobs North West Valley Highway Corridor Î 1,400 new households and 3 Boeing Field Area Î 1,800 new jobs Growth in the areas outside of city limits are based on the data from the PSRC 2030 land use forecasts. 66 83 Lake 81 Washington S 93rd St 82 80 71 79 73 S 112th St 78 99 72 70 5 77 69 68 67 75 76 74 599 64 65 66 63 57 60 61 62 33 58 5556 59 34 509 51 53 50 52 54 32 49 43 44 5 45 42 48 29 46 31 30 41 47 28 40 405 518 21 38 20 39 S Longacres Way 37 2 22 1 Baker Blvd 4 36 3 518 355 7 8 Tukwila 6 Pond 181 509 19 9 10 5 12 11 13 15 23 14 17 LEGEND 16 Household Growth (2010-2030) 18 S 180th St S 180th St 0 - 15 24 15 - 50 26 27 50 - 100 25 100 - 200 > 200 Traffic Analysis Zone (TAZ) 104 City of Tukwila Potential Annexation Area 103 N S 204th St NOT TO SCALE CITY OF TUKWILA - 2010 - 2030 HOUSEHOLD GROWTH \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\fig24_hhGrowth.mxd FIGURE 24 83 Lake 81 Washington S 93rd St 82 80 71 79 73 S 112th St 78 99 72 70 5 77 69 68 67 75 76 74 599 64 65 66 63 57 60 61 62 33 58 5556 59 34 509 51 53 50 52 54 32 49 43 44 5 45 42 48 29 46 31 30 41 47 28 40 405 518 21 38 20 39 S Longacres Way 37 2 22 1 Baker Blvd 4 36 3 518 355 7 8 Tukwila 6 Pond 181 509 19 9 10 5 12 11 13 15 23 14 17 LEGEND 16 Employment Growth (2010-2030) 18 S 180th St S 180th St 0 - 50 24 50 - 200 26 27 200 - 450 25 450 - 1,500 > 1,500 Traffic Analysis Zone (TAZ) 104 City of Tukwila Potential Annexation Area 103 N S 204th St NOT TO SCALE CITY OF TUKWILA - 2010 - 2030 EMPLOYMENT GROWTH \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\fig25_empGrowth2.mxd FIGURE 25 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TRANSPORTATION NETWORK ASSUMPTIONS Based on information from the Tukwila Public Works department, the following roadway projects were included in the 2030 transportation network. The extension of Strander Boulevard from W Valley Highway to Oakesdale Avenue in Renton Signalization of the S 144th Street / 42nd Avenue S intersection Signalization of the 133rd S Street / SR 599 Ramp intersection Reconfiguration of the Klickitat Drive / Southcenter Parkway intersection and realignment of Southcenter Parkway from the I-5 northbound off-ramp to Strander Boulevard Widening of Southcenter Parkway from S 180th Street to S 200th Street Restriping of Baker Boulevard to include a three-lane cross-section with bicycle lanes In addition to roadway improvements, the 2030 model incorporates significant changes to transit both in Tukwila and in the region as a whole. Under 2030 conditions, it is assumed that Link Light Rail will extend from the University District in Seattle to S 200th Street in SeaTac. 2030 MODEL REVIEW In the existing conditions section, the Tukwila travel modelÓs performance was evaluated and validated by comparing traffic counts to the travel modelÓs estimate of traffic flow across screenlines. These same screenlines were also used to evaluate the performance of the 2030 model by verifying whether the level of growth in traffic across the screenlines is consistent with growth in land use and historical growth in traffic. Table 16Table 17 As shown in and , growth in traffic across the screenlines is fairly modest despite a substantial amount of new development in Tukwila South and moderate development in the Southcenter area. Most of the growth in traffic is focused on the Southcenter Area, including north/south corridors of Southcenter Parkway, Andover Park East and Andover Park West, which reflects the development pattern described above. Historic trends have shown low levels of traffic growth over the last ten years despite significant expansions of retail development in the Southcenter area. However,the Tukwila South development is an order of magnitude larger than other recent developments in Tukwila. Therefore, the traffic growth projected in the Southcenter area would mostly contributed by the Tukwila South Figures 2627Figure 28 development. and shows the screenline map and shows the location of the study intersections. 69 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 16 – PM PEAK HOUR TRAFFIC GROWTH AT SOUTHCENTER SCREENLINES 2010 Traffic 2030 Model Percent Total Percent Annual Screenline Counts Volumes Growth Growth Screenline Location ID NB/EBSB/WBNB/EB SB/WBNB/EB SB/WB NB/EBSB/WB 1 East-West, North of Strander 3,771 3,871 5,082 5,515 34.7% 42.4% 1.5% 1.8% Boulevard 2 East-West, North of Minkler 3,492 3,550 4,398 4,075 25.9% 14.8% 1.2% 0.7% Boulevard 3 East-West, North of S 180th 2,743 3,244 3,639 4,027 32.7% 24.1% 1.4% 1.1% Street 4 North-South, West of 3,001 3,257 3,411 4,043 13.7% 24.1% 0.6% 1.1% Andover Park W 5 North-South, West of 2,768 2,924 3,018 3,556 9.0% 21.6% 0.4% 1.0% Andover Park E 6 North-South, West of W 2,700 2,251 3,139 2,921 16.2% 30.0% 0.8% 1.3% Valley Highway Total 18,47519,097 22,686 24,13822.8% 26.4% 1.0% 1.2% IN OUT IN OUT IN OUT IN OUT 1 7 Southcenter Mall Cordon2,573 2,089 2,820 2,480 9.6% 18.2% 0.5% 0.9% 1 See the definition of a cordon on page Source: City of Tukwila travel model and counts, Fehr & Peers 20 TABLE 17 – PM PEAK HOUR TRAFFIC GROWTH PROJECTED AT CITYWIDE SCREENLINES 2010 Traffic 2030 Model Percent Total Percent Annual Screenline Counts Volumes Growth Growth Screenline Location ID NB/EBSB/WBNB/EB SB/WBNB/EB SB/WB NB/EBSB/WB 8 North-South, East of 9,777 8,621 11,156 10,082 0.7% 0.8% Southcenter 12.4% 14.5% 9 North-South, West of SR-99 1,520 1,323 1,564 1,377 2.8% 3.9% 0.1% 0.2% 10 East-West, North End of City 7,437 11,895 8,413 13,08611.6% 9.1% 0.6% 0.5% East-West, North of SR-599 / 11 8,858 12,661 9,982 14,20011.3% 10.8% 0.6% 0.6% I-5 Junction 12 North-South, West of I-5 4,708 4,333 4,963 5,175 5.1% 16.3% 0.3% 0.9% Total 32,30038,833 36,078 43,92010.5% 11.6% 0.6% 0.6% Source: City of Tukwila travel model and counts, Fehr & Peers 20 70 405 4 5 7 7 6 1 1 181 5 22 LEGEND 1 Screenline 3 3 N 6 45 NOT TO SCALE Note: #7 is the Southcenter Mall Cordon CITY OF TUKWILA - SCREENLINE MAP FOR SOUTHCENTER AREA FIGURE 26 \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\fig04_screenline.mxd Lake Washington S 93rd St 10 10 S 112th St 99 5 11 599 11 509 12 9 5 8 9 405 12 518 S Longacres Way Baker Blvd 518 Tukwila Pond 509 181 5 5 S 180th St S 180th St 8 LEGEND 1 Screenline City of Tukwila Potential Annexation Area N S 204th St NOT TO SCALE CITY OF TUKWILA - SCREENLINE MAP FOR AREAS OUTSIDE SOUTHCENTER AREA FIGURE 27 Lake Washington S 93rd St 92 91 90 88 87 86 S 112th St 8584 99 5 82 81 79 93 70 599 69 78 74 75 68 66 67 65 77 64 63 62 509 61 57 54 55 56 58 5 50 51 52 48 35 49 41 40 42 39 34 405 518 38 43 36 33 37 32 29 S Longacres Way 30 31 27 47 Baker Blvd 45 22 2324 21 18 13 14 15 16 518 17 Tukwila Pond 509 12 181 5 19 9 10 11 7 S 180th St 3 S 180th St 1 2 4 5 6 LEGEND Study Intersection 1 City of Tukwila Potential Annexation Area 96 97 N S 204th St NOT TO SCALE CITY OF TUKWILA - STUDY INTERSECTIONS FOR 2030 CONDITIONS \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\fig28_studyInts.mxd FIGURE 28 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 This page intentionally left blank. 74 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 CHAPTER 4. 2030 INTERSECTION LEVELS OF SERVICE The intersection levels of service (LOS) for 2030 were calculated with the same method used to obtain existing LOS using Synchro and SimTraffic. Volumes were generated by the 2030 Tukwila travel demand model. To reduce model error, a technique known as the Ðdifference methodÑ was used to develop the 2030 traffic forecasts. The difference method adds the travel modelÓs estimated growth in traffic between 2010 and 2030 conditions to the 2010 traffic counts taken at eac much of the model error by using existing traffic counts as the basis of the forecast rather than direct model output. The analysis assumed that all signal timings for intersections i next 20 years; however, cycle lengths were not adjusted. Synchro was used to optimize the signal timings. The 2030 intersection LOS was computed for AM and PM peak hour conditions across the entire City. Midday and Saturday peak periods were analyzed only for signalized intersections in the Southcenter Figures 29, 30, and31 area. LOS results are shown in . Summaries of intersection LOS can be found in Tables 18and 19 . The following section contains a more detailed discussion of e operating at LOS F for any of the peak periods. Corridor LOS was also calculated for designated corridors in the Southcenter area. These results are Figure 32. shown in TABLE 18 – 2030 AM AND PM PEAK INTERSECTION LEVEL OF SERVICE AM Peak PM Peak ID Location Delay LOS Delay LOS (seconds) (seconds) Signalized 1 S. 180th Street / Southcenter Parkway 21.4 C 131.5 F 2 S. 180th Street / Andover Park W 33.6 C 94.7 F 3 S. 180th Street / Andover Park E 8.8 A 30.4 C 4 S. 180th Street / Sperry Drive 11.0 B 26.9 C 5 S. 180th Street / West Valley Highway 48.6 D >150 F 6 S. 180th Street / 72nd Avenue S. 6.4 A 15.6 B 7 Saxon Drive / Andover Park E 6.6 A 9.6 A 9 Minkler Boulevard / Southcenter Parkway 3.1 A 17.3 B 10 Minkler Boulevard / Andover Park W. 13.1 B 30.7 C 11 Minkler Boulevard / Andover Park E. 10.6 B 17.0 B 12 S. 168th Street / Southcenter Parkway 14.6 B 26.3 C 13 Strander Boulevard / Southcenter Parkway 17.9 B 46.3 D 14 Strander Boulevard / Southcenter Mall SW Driveway 3.1 A 22.4 Strander Boulevard / 61st Place S. 25.9 C 15 22.6 C 16 Strander Boulevard / Andover Park W. 29.2 C 54.9 D 17 Strander Boulevard / Andover Park E 30.0 C 40.5 D 18 Strander Boulevard / W Valley Highway 46.1 D >150 F 75 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 18 – 2030 AM AND PM PEAK INTERSECTION LEVEL OF SERVICE AM Peak PM Peak ID Location Delay LOS Delay LOS (seconds) (seconds) 19 Wig Boulevard / Southcenter Parkway 3.7 A 11.5 B 21 Klickitat Drive / Southcenter Parkway 16.2 B 28.9 C 22 I-5 Exit 153 Off-ramp / Southcenter Parkway 14.2 B 61.5 E 23 Baker Boulevard / Andover Park W 5.0 A 15.1 B 24 Baker Boulevard / Andover Park E 5.6 A 11.7 B 27 Longacres Way / W Valley Highway 10.8 B 18.8 B 29 Tukwila Parkway / 61st Avenue S 18.9 B 35.3 D 30 Tukwila Parkway / I-405 NB On-ramp 5.6 A 16.4 B 31 Tukwila Parkway / Andover Park W 11.7 B 17.6 B 32 Tukwila Parkway / Andover Park E 23.6 C 23.9 C 33 I-405 NB Ramps / W Valley Highway 59.9 E 48.2 D 34 Southcenter Boulevard / W Valley Highway 42.3 D 111.6 F 35 I-405 SB Ramps/Fort Dent Way / Interurban Avenue S38.9 D 57.0 36 Southcenter Boulevard / 66th Avenue S 18.3 B 120.9 F 38 Southcenter Boulevard / 61st Avenue S 18.5 B 71.1 E 39 Southcenter Boulevard / Macadam Rd. S 7.4 A 11.8 B 41 Southcenter Boulevard / I-5 SB Off-ramp 16.3 B 29.5 C 48 Southcenter Boulevard / 42nd Avenue S 16.9 B 29.0 C Southcenter Boulevard / Tukwila International 49 Boulevard 23.9 C 58.9 E 50 S 150th Street / 42nd Avenue S 7.0 A 6.4 A 51 S 152nd Street / Tukwila International Boulevard 17.1 B 29.1 54 S 144th Street / Tukwila International Boulevard 18.5 B 35.5 D 55 S 144th Street / 42nd Avenue S 7.1 A 11.4 B 61 58th Avenue S / Tukwila International Boulevard 8.9 A 8.9 A 62 52nd Avenue S / Interurban Avenue S 10.1 B 12.3 B 64 I-5 SB Off-ramp / Interurban Avenue S 17.7 B 32.9 C 65 48th Avenue S / Interurban Avenue S 11.7 B 13.7 B 66 SR-599 Off-ramp / Interurban Avenue S 23.1 C 21.2 C 67 Gateway Drive / Interurban Avenue S 26.3 C 29.5 C 68 SR-599 NB On-ramp / Interurban Avenue S 7.9 A 23.7 C 69 42nd Avenue S / Interurban Avenue S 35.4 D 36.7 D 77 S 133rd Street / SR 599 Ramps 8.2 A 7.8 A 79 S 116th Way / Tukwila International Boulevard 24.5 C 38.4 D 81 E Marginal Way / Interurban Avenue S 28.3 C 27.4 C 85 S 112th Street / Tukwila International Boulevard 12.1 B 37.1 D 86 Boeing Access Road / E Marginal Way 26.8 C 63.4 E 76 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 18 – 2030 AM AND PM PEAK INTERSECTION LEVEL OF SERVICE AM Peak PM Peak ID Location Delay LOS Delay LOS (seconds) (seconds) 87 Boeing Access Road / I-5 SB Off-ramp 32.5 C 20.7 C 88 Boeing Access Road / Martin Luther King Way 40.0 D 61.4 E 90 S 102nd Street / E Marginal Way 2.9 A 5.6 A 91 S Norfolk Street / E Marginal Way 5.8 A 6.7 A 92 S 96th Pl. / E Marginal Way 4.5 A 12.8 B 93 S 124th Street / E Marginal Way 6.3 A 18.2 B 96 S 200th Street / Orillia Road S 22.0 C 18.1 B 97 S 200th Street / Southcenter Parkway 61.7 E 48.9 D Unsignalized 37 Southcenter Boulevard / 65th Ave S 12.0 B 17.5 C 40 Southcenter Boulevard / I-405 SB Off-ramp 22.7 C >150 F 42 SR 518 WB On-ramp / Klickitat Drive 7.1 A 11.3 B 43 SR 518 EB Off-ramp / Klickitat Drive 13.7 B 26.2 D 45 I-5 SB On-ramp / Klickitat Drive 8.2 A 17.5 C 47 S 160th Street / 42nd Avenue S 11.1 B 24.3 C 52 Military Road S / 152nd Street S 7.9 A 10.0 A st 56 S 144th Street / Macadam Road S / 51 Ave S 8.6 A 17.6 C 57 S 144th Street / 53rd Avenue S 10.2 B 19.9 C 58 S 144th Street / Macadam Road S 10.5 B 16.3 C 63 I-5 NB On-ramp / Interurban Avenue S 12.8 B 13.5 B 70 S 124th Street / 42nd Avenue S 12.7 B 26.1 D 74 S 130th Street / E Marginal Way 16.0 C 29.3 D 75 S 130th Street / Macadam Rd S 9.8 A 11.2 B 78 128th Street S / E Marginal Way 14.9 B 12.4 B 82 S 116th Street / E Marginal Way 27.8 D 36.6 E 84 S 112th Street / E Marginal Way 21.1 C 29.8 D Fehr & Peers, 2010. 77 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Table 18 provided level of service for 2030 weekday AM and PM peak hours. Due to the density of retail and commercial land uses in the Southcenter area, 2030 Midday an also calculated for signalized intersections in this area. Results from this analysis are provided as Table 19. TABLE 19 – 2030 MIDDAY AND SATURDAY INTERSECTION LEVEL OF SERVICE Mid-day Saturday ID Location Delay Delay LOS LOS (seconds) (seconds) Signalized 1 S 180th Street / Southcenter Parkway 103.8 F 144.5 F 9 Minkler Boulevard / Southcenter Parkway 62.0 E 110.5 F 12 S 168th Street / Southcenter Parkway 13.8 B 6.1 A 13 Strander Boulevard / Southcenter Parkway 28.7 C 72.1 E Strander Boulevard / Southcenter Mall SW 14 Driveway 11.3 B 39.2 D 15 Strander Boulevard / 61st Place S 25.0 C 34.9 C 16 Strander Boulevard / Andover Park W 49.5 D 76.9 E 19 Wig Boulevard / Southcenter Parkway 14.8 B 7.0 A 21 Klickitat Drive / Southcenter Parkway 24.8 C 61.1 E 22 I-5 Exit 153 Off-ramp / Southcenter Parkway 23.6 C 122.8 F 23 Baker Boulevard / Andover Park W 21.0 C 26.0 C 29 Tukwila Parkway / 61st Avenue S 37.5 D 53.6 D 30 Tukwila Parkway / I-405 NB On-ramp 15.8 B 47.0 D 31 Tukwila Parkway / Andover Park W 16.3 B 23.1 C 38 Southcenter Boulevard / 61st Avenue S 57.5 E >150 F Fehr & Peers, 2010. 78 Lake Washington S 93rd St S 112th St 99 5 599 509 5 405 518 S Longacres Way Baker Blvd 518 Tukwila Pond 509 181 5 LEGEND Intersection Type Signalized Intersection S 180th St S 180th St Unsignalized Intersection Intersection Level of Service A - BE C F D 1 City of Tukwila Potential Annexation Area N S 204th St NOT TO SCALE CITY OF TUKWILA - 2030 AM PEAK HOUR INTERSECTION LEVEL OF SERVICE \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\fig29_studyInts_AM_LOS_2030.mxd FIGURE 29 Lake Washington S 93rd St S 112th St 99 5 599 509 5 405 518 S Longacres Way Baker Blvd 518 Tukwila Pond 509 181 5 LEGEND Intersection Type Signalized Intersection S 180th St S 180th St Unsignalized Intersection Intersection Level of Service A - BE C F D 1 City of Tukwila Potential Annexation Area N S 204th St NOT TO SCALE CITY OF TUKWILA - 2030 PM PEAK HOUR INTERSECTION LEVEL OF SERVICE \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\fig30_studyInts_PM_LOS_2030.mxd FIGURE 30 518 38 405 29 30 31 22 Baker Blvd 23 21 13 14 15 16 Tukwila Pond 181 5 12 19 9 LEGEND Level of Service A - BE C F D Study Intersection 1 Signalized Unsignalized MiddaySaturday LevelLevel of Serviceof Service S 180th St 1 N NOT TO SCALE CITY OF TUKWILA - 2030 MIDDAY AND SATURDAY INTERSECTION LEVEL OF SERVICE FOR SOUTHCENTER AREA \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\fig31_los_zone1_MID_SAT_2030.mxd FIGURE 31 405 1 11 4 3 2 5 AverageAverage CorridorLOSDelay 1 5  2 5 5 3/  4/ 5 9 6 C 7/  8 9 9 5 6 10 C 7 11 C 9 LEGEND Level of Service 8 A - BE C F D Corridor Studied Intersection XX Corridor ID N 10 NOT TO SCALE CITY OF TUKWILA - 2030 SOUTHCENTER CORRIDOR LEVEL OF SERVICE \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\fig32_LOS_Corridors_2030.mxd FIGURE 32 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 CONGESTED INTERSECTIONS The following intersections are anticipated to operate at LOS E periods analyzed. Signalized Intersections Intersection 1: S 180th Street & Southcenter Parkway The signalized intersection of S 180th Street and Southcenter Parkway is expected to operate at LOS F for PM, midday, and Saturday peak periods in 2030. While this intersection performed well under existing conditions, the new employment and housing growth forecasted in Tukwila South is expected to substantially increase the demand through the intersection. The current split phase signal operation of the intersection is not conducive to the anticipated high volume. Intersection 2: S 180th Street & Andover Park West The signalized intersection of S 180th Street and Andover Park West is expected to operate at LOS F during the PM peak hour. With the anticipated growth in Tukwila South, a larger demand is expected to be placed on the S 180th Street corridor. New development is also expected along Andover Park West south of S 180th Street, increasing demand on the northbound approach to the intersection. These increases in demand are responsible for the poor LOS. Intersection 5: S 180th Street & W Valley Highway The signalized intersection of S 180th Street and W Valley Highway is expected to operate at LOS F during the PM peak hour. This intersection was estimated to operate at LOS F under existing conditions as well. With the anticipated growth in Tukwila South, an even greater demand is expected to be placed on this intersection. Intersection 9: Minkler Boulevard & Southcenter Parkway The signalized intersection of Minkler Boulevard and Southcenter Parkway is forecast to operate at LOS F during the Saturday peak hour in 2030. Increases in the demand southbound through, and westbound left movements contribute to the poor LOS. The increase in demand at this intersection, along with the Southcenter Parkway corridor is due to the development along Southcenter Parkway south of S 180th Street. Intersection 18: Strander Boulevard & W Valley Highway The intersection of Strander Boulevard and W Valley Highway is expected to operate at LOS F during the PM peak hours in 2030. The inclusion of the Strander Boulevard extension from W Valley Highway to Oakesdale Avenue in the 2030 model leads to increased demand on LOS. Intersection 22: I-5 Exit Off-ramp & Southcenter Parkway The signalized intersection of the I-5 northbound off-ramp and Southcenter Parkway is projected to operate at LOS F during the 2030 Saturday peak hour. Increased volumes on the north, south, and east approaches result in poor operations at this intersection. 83 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Intersection 34: Southcenter Boulevard & W Valley Highway The signalized intersection of Southcenter Boulevard and W Valley Highway would continue to operate at LOS F during the PM peak in 2030, as it does under existing conditions. With increases in demand at the intersection in all directions forecasted for 2030, operations are expected to remain at LOS F. Intersection 36: Southcenter Boulevard & 68th Avenue S The intersection of Southcenter Boulevard and 68th Avenue S is expected to operate at LOS F during the PM peak hour in 2030. An increase in volume on the northbound approach results in additional intersection delay. This increase in volume results from the forecasted growth in employment and housing in the Southcenter area. Intersection 38: Southcenter Boulevard & 61st Avenue S The intersection of Southcenter Boulevard and 61st Avenue S is forecast to operate at LOS E durin PM peak hour and LOS F during the Saturday peak hour in 2030. Due to the increase in employment and housing in the Southcenter area and Tukwila South, traffic demand at this intersection is expected to increase. The vehicle queues from the Tukwila Parkway and 61st A contribute to the LOS F operations. Unsignalized Intersection 40: Southcenter Boulevard & I-405 SB Off-ramp The intersection of Southcenter Boulevard and the I-405 SB off-ramp is expected to operate at LOS F during the PM peak hour in 2030. The poor LOS can be attributed to the northbound left turn movement. The forecasted growth in demand of the eastbound movements on Southcenter Boulevard cause more conflicts with the northbound left movement resulting in increased delay. PEDESTRIAN AND BICYCLE CONDITIONS Section 1 of this report identified a number of pedestrian and bicycle facilities throughout the City that operated poorly under existing conditions. In some cases, the poor operations were caused by rough pavement or other issues that could be addressed through routine maintenance. However, in other cases, the poor operations were caused by the lack of an adequate facility for bicycles or pedestrians. Since pedestrian and bicycle LOS is dictated by the physical space available to pedestrians or bicycles (as opposed to estimated flows), the findings in the Existing Conditions Analysis are similar to what would be determined under 2030 conditions (assuming no improvements were 84 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 CHAPTER 5. 2030 RECOMMENDED IMPROVEMENTS Chapter 2 identified existing deficiencies in the bicycle, pedestrian, and roadway network. Chapter 4 identified additional deficiencies projected under 2030 conditions. This section describes recommended roadway improvements that have been developed to address or lessen the degree of existing or future deficiencies on the bicycle, pedestrian, and roadway networks. When developing the recommended improvement projects for this chapter, City of Tukwila staff and its consultant focused on meeting the four main objectives outlined in the CityÓs Comprehensive Plan: Improve and sustain residential neighborhood quality and livability Redevelop and reinvigorate the Tukwila International Boulevard Redevelop and Reinvigorate the industrial areas along East Marginal Way Support a thriving Urban Center as a true regional concentration of employment, housing, shopping and recreational opportunities As a reflection of these goals, the improvement projects identified in this chapter include a mix of neighborhood-scale projects, major arterial upgrades, improved bicycle and pedestrian connections, and substantial investments in the Southcenter Urban Center. It should be noted that the improvements presented in this chapter are not intended to be a comprehensive list of all transportation projects that may be needed over the next 20 years. Rather, this report focuses on arterials and collector streets. The City of Tukwila has other programs that focus on smaller-scale neighborhood improvements and frontage improvements associated with commercial and industrial redevelopment. To ensure consistency with existing plans, the projects in the 2012-2017 Transportation Improvement Program (TIP) were also reviewed. As described in this chapter, some of the TIP projects were consistent with, or complementary to, the recommendations identified as part of this technical process to update the Transportation Element and were included in the recommended proj projects in the TIP are not recommended since they do not address deficiencies found as part of this analysis. The TIP projects recommended for removal are identified at the end of this chapter. Recommended projects are organized according to the Tukwila Tran which they are located, and are organized as such in the following sections. The projects are organized from south to north, and east to west within the each TIF Zone, and are assigned a priority of A, B, or C. Priority A projects are the highest priority, and priority C are those not recommended at this time before 2030. The number system combines these three elements in the format of 1.1.C. The first digit is the TIF Zone, the second is the geographic project number, and the final letter designates the priority. Project prioritization was assigned based on segments or intersections with poor LOS where feasible improvements were identified. Additionally the projects strive to be reasonably balanced between mod and prioritize projects in the existing TIP and grant feasible projects. Cost Estimates To complement the list of recommended improvements, cost estimates are also provided. As with all planning-level cost estimates, these are preliminary and are expected to change based on specific alignments and details that can only be determined during final design. Tables at the beginning of each section provide a summary of the improvement measuresÓ estimated costs. Figures show the project locations within each TIF zone. Following the cost estimate table, each recommended project is described in detail to assist in future planning and the development of upcoming Transportation Improvement Program project lists. Additionally, recommended projects from the 2009 Walk and Roll P policies outlined in the CityÓs Comprehensive Plan and the concept of Ðcomplete streets,Ñ which provides 85 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 mobility for all users and all modes. Walk and Roll improvements focus on bicycle and pedestrian projects. The recommended projects (A-B projects, including TIP and Walk a previous chapter have estimated costs of $91,690,000 in TIF Zone1, $13,322,000 in TIF Zone 2, $36,552,000 in TIF Zone 3, and $36,666,000 in TIF Zone 4. The total cost of all recommended projects is estimated at $178,230,000. Appendix E presents the summary cost sheets for projects as estimated by Fehr & Peers. Costs for TIP and Walk and Roll projects were taken from their respective documents. Note that estimates for TIP and Walk and roll projects are planning level estimates and do not h estimation documents as the projects recommendations fully detailed in this report. Projected Revenue Forecasts Estimated transportation revenue forecasts for 2011-2030 for Tukwila were developed. Full revenue Appendix D forecast details are included as in this document. Revenue forecasts are broken into two main components: 1) existing revenue and 2) potential additional revenue sources. Existing revenue sources for transportation capital improvements (including grants, sales tax, real estate excise tax, and other sources), estimates of revenue over the 2011-2030 time period range from a low of $71,042,000 to a high of $104,493,000. In terms of potential additional revenue sources, three sources were identified. These sources are 1) implementing a transportation benefit district, 2) voted general obligation bonds, and 3) councilmanic bonds. Estimates of revenue over the 2011-2030 time period for these additional sources range from a low of $85,927,000 to a high of $187,187,00 revenue for capital from existing and potential sources ranges from $156,969,000 to $291,680,000. The average of this range is $224,325,000. Based on total estimated project costs, the City will not have adequate capital revenue under existing sources to support all recommended projects. However, utilizing other potential sources of revenue could potentially generate sufficient capital to finance the recommendations. Given that there is uncertainty regarding future revenue and whether the City Council will adopt any of the potential additional revenue sources, the recommended project list was further refined to match the Table 20 existing revenue forecasts. This list of projects and costs is provided in below. Additional Appendix F projects which were considered but not recommended are provided . Options for Concurrency The 1990 Growth Management Act (GMA) requires each local jurisdiction to identify facility and service needs based on level of service standards for transportation facilities and services. Level of service standards are used to judge the performance of the transportation system. The GMA further requires that a transportation element include specific actions and requiremen facilities or services that are below an established level of service standard. It also requires that system expansion needs must be identified for at least ten years, based on the traffic forecasts for the adopted land use plan and level of service standards. For the needs, a financing plan must be developed. If probable funding falls short of meeting identified needs, the jurisdiction is given two options: 1) t additional funding, and/or 2) to reassess the land use assumptions. Under the GMA it is also possible to lower the LOS standards. The relationship between LOS standards, increased travel, and land use assumptions is referred to as ÐconcurrencyÑ. 86 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 The concept of concurrency can be illustrated with a three-legged stool. Each leg is City characterized as follows: Growth Leg 1 - Growth Leg 2 - Traffic congestion (measured with the level of service standards) Leg 3 - Resources needed to fund new capital facilities Capital Traffic Capital The stool must be balanced. If it is standing Traffic Facilities Congestion Facilities upright, then growth is occurring concurrent with Congestion ($) ($) needed facilities. If the three-legged stool is slanted or tipped, then actions must be taken to keep growth balanced correctly with available funding and standards. To stabilize the stool, the City must take one of the following three options: 1. Reduce growth by denying or delaying land use permit applications 2. Increase funding for new facilities 3. Change the level of service standard LOS Methodology Options LOS Methodology Options for Roads LOS Measuring Method -Volume to capacity ratio The GMA allows each local jurisdiction to choose a -Delay LOS method and standards. The text box on the -Average travel time/travel speed right shows the different LOS methodology options. Generally, one can define a method by selecting an LOS Measuring Period option from each section of the table. For example, -PM peak one hour the LOS could be measured in terms of delay for -AM peak one hour averaged PM peak two hours and applied to -Noon peak one hour signalized intersections to calculate level of service. -Weekend peak one hour -Averaged PM peak two hours Tukwila currently measures LOS in Southcenter by -Averaged PM peak three hours averaging LOS along corridors. Outside of LOS Applied Location Southcenter, LOS is based on individual intersection -Signalized intersections performance. -Arterial intersections (including unsignalized intersections) -Corridor average -Area average of intersections -Screenlines -Arterial segments 87 City of Tukwila: Background Report for the Transportation Element of Transportation Analysis and 2030 Improvement Recommendations May 2012 \\\ TABLE 20 — RECOMMENDED TRANSPORTATION IMPROVEMENTS BY PRIORITY (COSTS IN THOUSANDS) Priority A (Pre 2030) Priority B (Pre 2030) Priority C (Post 2030) # Project Description Auto Projects Bike Projects Pedestrian Projects Transit Projects Auto Projects Bike Projects Pedestrian Projects Transit Projects Auto Projects Bike Projects Pedestrian Projects Transit Projects Total TIF Zone 1 Projects 1.1.0 South of S 180th Street from Southcenter Parkway to West Valley Highway: New Roadway Construction $33,316 $33,316 1.2.A S 180th Street and Southcenter Parkway: Intersection Improvement $2,057 $2,057 1.3.A S 180th Street and Andover Park W: Intersection Improvement $179 $179 1.4.A S 180th Street from Sperry Drive S to Green River Bridge: Sidewalk Improvement $125 $125 1.5.A Andover Park E or Andover Park W from Minkler Boulevard to S 180th Street: Bicycle Facility Improvement $69 $69 1.6.A Minkler Boulevard and Andover Park W: Intersection Improvement $1,551 $1,551 1.7.B Minkler Boulevard from Andover Park W to W Valley Highway: Roadway Extension $38,440 $38,440 1.8.A Andover Park E from Minkler Boulevard to Strander Boulevard: Bicycle Facility Improvement $69 $69 1.9.0 W Valley Highway from Strander Boulevard to S 180th Street: Sidewalk Improvement No Cost No Cost EERS City of Tukwila: Background Report for the Transportation Element of Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 20 — RECOMMENDED TRANSPORTATION IMPROVEMENTS BY PRIORITY (COSTS IN THOUSANDS) Priority A (Pre 2030) Priority B (Pre 2030) Priority C (Post 2030) # Project Description Auto Projects Bike Projects Pedestrian Projects Transit Projects Auto Projects Bike Projects Pedestrian Projects Transit Projects Auto Projects Bike Projects Pedestrian Projects Transit Projects Total 1.10.A S 168th (Pond) Street from Southcenter Boulevard to Andover Park E: New Street Construction $17,425 $17,425 1.11.A Treck Drive from Andover Park Wto Andover Park E: New Street Construction $1,930 $1,930 1.12.A Green River and Interurban Trails from West Valley Highway: Bicycle Facility Improvement and Signage $173 $173 1.13.B Strander Boulevard and W Valley Highway: Intersection Improvement $2,490 $2,490 1.14.A Baker Boulevard and Andover Park W: Tukwila Urban Center, Transit Center $5,475 $5,475 1.15.8 Baker Boulevard from Andover Park W to W Valley Highway: Pedestrian and Bicycle Facility Improvement $4,380 $4,380 $8,760 1.16.0 1 -5 Northbound Off -Ramp and Southcenter Parkway: Intersection Improvement $1,071 $1,071 1.17.A Andover Park W from Strander Boulevard to Tukwila Parkway: Roadway Widening and Center Turn Lane Construction $1,461 $1,461 1.18.A Andover Park E from Strander Boulevard to Tukwila Parkway: Bicycle Facility Iprovement Tukwila Parkway and 61 st Avenue S: Intersection Improvement $470 $185 $470 $185 1.19.B • FEHR \ \\ \ \ \\ \ � �� \ \ \ \ \�\ Ens City of Tukwila: Background Report for the Transportation Element of Transportation Analysis and 2030 Improvement Recommendations May 2012 N 111110 ' TABLE 20 — RECOMMENDED TRANSPORTATION IMPROVEMENTS BY PRIORITY (COSTS IN THOUSANDS) Priority A (Pre 2030) Priority B (Pre 2030) Priority C (Post 2030) # Project Description Auto Projects Bike Projects Pedestrian Projects Transit Projects Auto Projects Bike Projects Pedestrian Projects Transit Projects Auto Projects Bike Projects Pedestrian Projects Transit Projects Total 1.20.0 Tukwila Parkway from 61 st Avenue S to 66th Avenue S: Bicycle Facility Improvement $1,531 $1,531 1.21.0 Tukwila Parkway from 66th Avenue S to W Valley Highway: Roadway Extension TBD TBD 1.22.0 Southcenter Boulevard and I- 405 Southbound Off -Ramp: Intersection Improvement TBD TBD 1.23.B Southcenter Boulevard from 53rd Avenue S to 66th Avenue S: Bicycle Facility Improvement $10,132 $10,132 1.24.A Southcenter Boulevard from 61 st Avenue S to 65th Avenue S: Sidewalk and Crosswalk Improvement $64 $64 1.25.B Southcenter Boulevard and 65th Avenue S: Crosswalk Improvement $337 $337 1.26.A Southcenter Boulevard and 66th Avenue S: Intersection Improvement $50 $50 1.27.B Southcenter Boulevard and W Valley Highway: Intersection Improvement $248 $248 TIF Area 1 Subtotal $25,682 $2,242 $189 $5,475 $38,625 $14,512 $4,965 $0 $34,387 $0 $1,531 $0 $127,608 EERS City of Tukwila: Background Report for the Transportation Element of Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 20 — RECOMMENDED TRANSPORTATION IMPROVEMENTS BY PRIORITY (COSTS IN THOUSANDS) Priority A (Pre 2030) Priority B (Pre 2030) Priority C (Post 2030) # Project Description Auto Projects Bike Projects Pedestrian Projects Transit Projects Auto Projects Bike Projects Pedestrian Projects Transit Projects Auto Projects Bike Projects Pedestrian Projects Transit Projects Total TIF Zone 2 Projects 2.1.0 Macadam Road S from S 150th Street to Southcenter Boulevard: Pedestrian and Bicycle Facility Improvement $1,936 $1,935 $3871 2.2.A Interurban Avenue S from Fort Dent Way to S 143rd Street: Roadway Reconstruction $6,660 $4,440 $11,100 2.3.B Macadam Road S from S 150th Street to S 144th Street: Sidewalk Improvement $405 $405 2.4.A Macadam Road S and S 144th Street: Intersection Improvement $627 $627 2.5.A 53rd Ave S from S 144th Street to S 130th Place: Roadway Widening and Bicycle Facility Improvement $1,190 $1,190 TIF Zone 2 Subtotal $7,287 $1,190 $4,440 $0 $0 $0 $405 $0 $0 $1,936 $1,935 $0 $17,193 TIF Zone 3 Projects 3 1 B S 160th Street and 53rd Avenue S from 42nd Avenue S to Klickitat Drive: Bicycle Facility Improvement $2,654 $2,654 3 2 B Klickitat Drive from 53rd Avenue S to Southcenter Parkway: Walkway Improvement $843 $843 $1,686 EERS City of Tukwila: Background Report for the Transportation Element of Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 20 — RECOMMENDED TRANSPORTATION IMPROVEMENTS BY PRIORITY (COSTS IN THOUSANDS) Priority A (Pre 2030) Priority B (Pre 2030) Priority C (Post 2030) # Project Description Auto Projects Bike Projects Pedestrian Projects Transit Projects Auto Projects Bike Projects Pedestrian Projects Transit Projects Auto Projects Bike Projects Pedestrian Projects Transit Projects Total 3.3.A 42nd Avenue S from S 144th Street to S 160th Street: Bicycle Boulevard Addition $161 $161 3'4'B S 152nd Street from Tukwila International Boulevard to 42nd Avenue S: Sidewalk Improvement $1,605 $1,605 3.5.A S 150th Street from Tukwila International Boulevard to 42nd Avenue S: Sidewalk Improvement $2,603 $2,603 3'6'B S 148th Street from Tukwila International Boulevard to 46th Avenue S: Sidewalk Improvement $3,117 $3,117 3'7'B S 146th Street from Tukwila International Boulevard to 47th Avenue S: Sidewalk Improvement $3,756 $3,756 3.8.B 51st Ave S from S 144th Street to Southcenter Parkway: Bicycle Facility Improvement $1,823 $1,823 3.9.A S 144th Street from 42nd Avenue S to Tukwila International Boulevard: Multimodal Improvements $913 $912 $1,825 3.10.B S 144th Street from 42nd Avenue S to 51st Avenue S: Sidewalk Improvement $2,102 $2,102 3.11.B S 144th Street from 42nd Ave S to Macadam Road S: Bicycle Facility Improvement $26 $26 EERS City of Tukwila: Background Report for the Transportation Element of Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 20 — RECOMMENDED TRANSPORTATION IMPROVEMENTS BY PRIORITY (COSTS IN THOUSANDS) Priority A (Pre 2030) Priority B (Pre 2030) Priority C (Post 2030) # Project Description Auto Projects Bike Projects Pedestrian Projects Transit Projects Auto Projects Bike Projects Pedestrian Projects Transit Projects Auto Projects Bike Projects Pedestrian Projects Transit Projects Total 3.12.B S 144th Street Bridge over 1 -5: Preliminary Engineering for Sidewalks $100 $100 3.13.A 40th Avenue S and 42nd Avenue S from S 128th Street to S 144th Street: Pedestrian and Bicycle Facility Improvement $678 $1,018 $1,696 3.14.B S 142nd Street from Tukwila International Boulevard to 37th Avenue S: Sidewalk Improvement $1,282 $1,282 3.15.8 S 141st Street from Tukwila International Boulevard to 42nd Avenue S: Sidewalk Improvement $93 $93 3.16.B S 140th Street from Tukwila International Boulevard to 46th Avenue S: Sidewalk Improvement $3,952 $3,952 317 B Macadam Road S from S 133rd Street to S 144th Street: Bicycle Facility Improvement $134 $134 3.18.B S 135th Street and 37th Avenue S from Military Road S to Tukwila International Boulevard: Bicycle Facility Improvement $508 $508 3.19.A E Marginal Way from S 130th Street to Macadam Road S: Bicycle Facility Improvement $35 $35 3.20.A S 133rd Street and SR 599 Ramps: Intersection Improvements $190 $190 EERS City of Tukwila: Background Report for the Transportation Element of Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 20 — RECOMMENDED TRANSPORTATION IMPROVEMENTS BY PRIORITY (COSTS IN THOUSANDS) Priority A (Pre 2030) Priority B (Pre 2030) Priority C (Post 2030) # Project Description Auto Projects Bike Projects Pedestrian Projects Transit Projects Auto Projects Bike Projects Pedestrian Projects Transit Projects Auto Projects Bike Projects Pedestrian Projects Transit Projects Total 3.21.B S 130th Street from Tukwila International Boulevard to Macadam Road S: Roadway Widening and Bicycle Facility Improvement $4,244 $4,244 3.22.B E Marginal Way /40th Avenue S and S 130th Street: Intersection Improvement $163 $163 3.23.A S 115th Street and 42nd Avenue S from E Marginal Way to S 133rd Street: Bicycle Facility Improvement $45 $45 3'24'B S 125th Street /50th Place S from 46th Avenue S to E City Limits: Bicycle Facility Improvement $677 $677 3.25.B Tukwila International Boulevard from S Boeing Access Road to13400 Block Signal: Pedestrian Improvement $2,040 $2,040 3.26.A E Marginal Way from S Boeing Access Road to Interurban Avenue S: Bicycle Facility Improvement $35 $35 TIF Zone 3 Subtotal $353 $1,832 $1,930 $0 $0 $10,994 $21,493 $0 $0 $0 $0 $0 $36,552 TIF Zone 4 Projects 4.1.B Tukwila International Boulevard from S Boeing Access Road to Green River: Bicycle Facility Improvement $2,040 $2,040 EER City of Tukwila: Background Report for the Transportation Element of Transportation Analysis and 2030 Improvement Recommendations May 2012 \\\ TABLE 20 — RECOMMENDED TRANSPORTATION IMPROVEMENTS BY PRIORITY (COSTS IN THOUSANDS) Priority A (Pre 2030) Priority B (Pre 2030) Priority C (Post 2030) # Project Description Auto Projects Bike Projects Pedestrian Projects Transit Projects Auto Projects Bike Projects Pedestrian Projects Transit Projects Auto Projects Bike Projects Pedestrian Projects Transit Projects Total 4 2 B S 112th Street from Tukwila International Boulevard to E Marginal Way S: Bicycle Facility Improvement $786 $786 4.3.0 S Boeing Access Road and E Marginal Way S /Tukwila International Boulevard: Intersection Improvement $259 $259 4.4.B S Boeing Access Road from Martin Luther King Junior Way S to E Marginal Way S: Walkway Improvement $3,062 $3,062 4.5.A S Boeing Access Road from Airport Way S to 1 -5: Bridge Replacement $30,734 $30,734 4.6.B S Ryan Way from Martin Luther King Junior Way S to 51st Avenue S: Bicycle Facility Improvement $44 $44 4.7.0 S 102nd Street and S Norfolk Street from W Marginal Place to Airport Way S: Bicycle Facility and Sidewalk Improvement $5,907 $5,907 4.8.0 E Marginal Way from N City Limits to S Boeing Access Road: Bicycle Facility Improvement $8,861 $8,861 4.9.0 W. Marginal Place S from 14th Avenue S to Existing Trail: Bicycle Trail Extension $1,486 $1,485 $2,971 TIF Zone 4 Subtotal $30,734 $0 $0 $0 $0 $2,870 $3,062 $0 $259 $16,254 $1,485 $0 $54,664 EERS City of Tukwila: Background Report for the Transportation Element of Transportation Analysis and 2030 Improvement Recommendations May 2012 \\\ TABLE 20 — RECOMMENDED TRANSPORTATION IMPROVEMENTS BY PRIORITY (COSTS IN THOUSANDS) Priority A (Pre 2030) Priority B (Pre 2030) Priority C (Post 2030) # Project Description Auto Projects Bike Projects Pedestrian Projects Transit Projects Auto Projects Bike Projects Pedestrian Projects Transit Projects Auto Projects Bike Projects Pedestrian Projects Transit Projects Total Citywide Total $64,056 $5,264 $6,559 $5,475 $38,625 $28,326 $29,925 $0 $34,646 $18,190 $4,951 $0 $236 Priority A (Pre 2030) Total $81,354 Priority B (Pre 2030) Total $96,876 Priority C (Post 2030) Total $57,787 Grand Total $236,017 EERS City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TIF ZONE 1 2030 RECOMMENDED TRANSPORTATIONIMPROVEMENTS This section provides details on the 2030 recommended transportation improvements that are located in Table 21 Tukwila Transportation Impact Fee Zone 1. The projects shown in are based on the evaluation of existing and 2030 transportation operations, the CityÓs 2012-2017 Transportation Improvement Figure 33 Program, and the Walk and Roll Plan. Table 20 also presents esti shows the location of these projects. TABLE 21 – RECOMMENDED TRANSPORTATION IMPROVEMENTS IN TIF ZONE 1 Priority A-B Priority C Project Location Improvement CostCost (Thousands) (Thousands) 1.1.C South of S 180th Street from New Roadway Construction Southcenter Parkway to West $33,316 Valley Highway 1.2.A S 180th St & Southcenter Pkwy Add a westbound/southbound left turn $2,057 lanes, restriping, path on 178th St 1.3.A S 180th St & Andover Park W Restripe, modify signal, add b 1.4.A S 180th St from Sperry Dr to Green Add sidewalks $125 River Bridge 1.5.A Andover Park E or W Add bicycle lanes, restriping $69 1.6.A Minkler Blvd & Andover Park W Realign intersection approac 1.7.B Minkler Blvd Extension to West Widen roadway, construct new bridge $38,440 Valley Hwy over Green River, new signals 1.8.A Andover Park E from Minkler Blvd Add bicycle lanes, restriping $69 to Strander Blvd 1.9.C West Valley Hwy from Strander Sidewalk improvements No Cost Blvd to S 180th St 1.10.A S 168th S (Pond Street) from Construct new two-lane street with Southcenter Blvd to Andover Park sidewalks, planter strip, and on-street $17,425 E parking 1.11.A Treck Dr between Andover Park E Extend Treck Dr to provide a connection $1,930 and Andover Park W 1.12.A Green River and Interurban Trail Construct bicycle access from West $173 near West Valley Hwy Valley Hwy, add wayfinding signs 1.13.B Strander Blvd & West Valley Hwy Strander Blvd Extension Modifications $2,490 1.14.A Andover Park W & Baker Blvd Construct Transit Center $5,475 1.15.B Baker Boulevard Corridor Pedestrian and bicycle improvements to $8,760 connect Urban Center to Tukwila Station 1.16.C I-5 Northbound Off-ramp & Realign intersection to be opposite $1,071 Southcenter Pkwy WSDOT ramp 1.17.A Andover Park W from Strander Add left turn lanes $1,461 Blvd to Tukwila Pkwy 1.18.A Andover Park E Bicycle Lane from Restripe roadway to provide bicycle $470 Strander Blvd to Tukwila Pkwy lanes 97 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 21 – RECOMMENDED TRANSPORTATION IMPROVEMENTS IN TIF ZONE 1 1.19.B Southcenter Blvd & 61st Ave S Add a raised island to accommodate free southbound right turns. Add C-curb, $185 signal modifications 1.20.C Tukwila Pkwy from 61st Ave S to Add a multi-use path $1,531 66th Ave S 1.21.C Tukwila Pkwy from 68th Ave S to Extend Tukwila Pkwy (WSDOT project) $TBD West Valley Hwy 1.22.C Southcenter Blvd & I-405 SB Off-New signal (WSDOT project) $TBD ramp 1.23.B Southcenter Blvd from 53rd Ave S Add bicycle lanes $10,132 to 66th Ave S 1.24.A Southcenter Blvd from 61st Ave S Add a sidewalk $64 to 62nd Ave S 1.25.B Southcenter Blvd & 65th Ave S Add a crosswalk and short sidewalk $337 segment 1.26.A Southcenter Blvd & 66th Ave S Restripe westbound approach lane configuration to one through lane and $50 two left turn lanes 1.27.B Southcenter Blvd & West Valley Reduce southbound right turn curb $248 Hwy radius, add textured crosswalks TOTAL$91,690 $35,918 98 405 518518 181 Tukwila Pond 5 LEGEND Intersection Projects Pedestrian Improvements Auto Improvements Transit Improvements Roadway Projects Pedestrian Improvements Bicycle Improvements Auto Improvements Zone Boundary \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Gra City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Recommended Improvements in TIF Zone 1 Project 1.1.C. South of S 180th Street from Southcenter Parkway to West Valley Highway: New Roadway Construction th To reduce the travel demand on S 180 Street from Tukwila Valley South developments, a new roadway connecting Southcenter Parkway with West Valley Highway is needed by 2030. A corridor between S thth 188 Street (S Glacier Street) and S 190 Street was identified as a potential corridor. It is important the City to discuss this potential roadway with City of Kent as well as the Tukwila South developer. Based on preliminary data from the Tukwila travel model, this roadway should be five lanes between Southcenter Parkway and Andover Park West and three lanes between Andover Park West and West Valley Highway. In addition, since this roadway provides an oppo bicycle connections between Southcenter Parkway and West Valley Highway, any new alignment should include bicycle lanes and sidewalks or a multi-use trail. General location of a new connection between Southcenter Parkway and West Valley Highway. Exact alignment will need to be determined as part of a subsequent stu 100 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 3®´³§—³§3³±¤¤³#®±±¨£®±)¬¯±®µ¤¬¤­³/¯³¨®­² 101 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.2.A. S 180th Street and Southcenter Parkway: Intersection Improvement The signalized intersection of S 180th Street and Southcenter Parkway is expected to operate at LOS F for PM, midday, and Saturday peak periods in 2030. While this intersection performed adequately under existing conditions, the new employment and housing growth antic dramatically increase the traffic volume through this intersection. The current north-south split phasing of this intersection is not efficient for the anticipated high volume and new growth in north-south through movements. The westbound to southbound left turn movement is also expected to increase dramatically, $¨¥¥¤±¤­¢¤²¨­³§¨² ­ «¸²¨²µ¤±²´²³§¤ overwhelming the single left turn lane at this intersection. 4´ª¶¨« 3®´³§%)3 2010 level of service: LOS A (9 seconds of delay) in AM peak hour and LOS D (54 seconds of delay) in PM peak hour. 2030 level of service: LOS C (38 seconds of delay) in AM peak hour and LOS F (132 seconds of delay) in PM peak hour. Traffic congestion along the entire S 180th Street corridor is expected to become problematic by 2030. Therefore, for this location and the other intersections along S 180th Street, several options were explored to reduce congestion and provide more pedestrian and bicycle connections through the area. The previous page discusses these options. Ultimately, the Minkler Boulevard extension across the Green River by 2030 was recommended. In addition to the potential corridor improvements, the Development Agreement for the Tukwila South development between the City and La Pianta executed on June 8, 2009 includes the following section stating as follows: The Administration of the City shall recommend to the City Council that the realignment of South 178th Street, as depicted in the 90% construction drawings, be added to the CityÓs Capital Improvement Plan. While this project has been added to the CIP, it is currently shown as 100% developer financed. Recommendation 1. If no realignment of S 178th Street takes place, then it is recommended that a new westbound left turn lane and southbound left turn lane be added at this location. The north-south split phasing should also be eliminated by restriping the southbound approach. In addition, the intersection would benefit from a westbound right turn overlap phase. 2. If S 178th Street is realigned, then the intersection should be reconfigured as follows: a. Construct the westbound approach with dual left turn lanes and a single right turn lane with overlap phasing. 102 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 b. Construct the northbound approach with two through lanes and c. Construct the southbound approach with two through lanes and at least one left turn lane. Recommended lane configuration with no realignment to S 178th Street and no new Green River crossings. 3. Regardless of which improvement option is selected at this location, pedestrian access improvements should be included on S 178th Street, as this is one of the only connections between Tukwila and SeaTac. If S 178th Street is realigned, it is recommended that a pedestrian path/hill climb be installed in the vicinity of the existing S 178th Street alignment to provide more direct access to the retail areas along Southcenter Parkway. If S 178th Street is not realigned, then it is recommended that sidewalks be added on at least one side of the street. 103 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 . Recommended pedestrian improvements if S 178th Street is realigned 104 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.3.A. S 180th Street and Andover Park W: Intersection Improvement The signalized intersection of S 180th Street and Andover Park West is expected to operate at LOS F during the PM peak period in 2030. With the anticipated growth in Tukwila South, higher traffic volumes are expected along the S 180th corridor. New development is also expected along Andover Park West south of S 180th Street, increasing demand on the northbound approach to the intersection. The bullets below summarize the intersection operations under existing and 2030 conditions. 2010 level of service: LOS B (18 seconds of delay) in AM peak hour and LOS D (43 seconds of delay) in PM peak hour. 2030 level of service: LOS C (34 seconds of delay) in AM peak hour and LOS F (95 seconds of delay) in PM peak hour. The south leg of this intersection is privately owned. Therefore any improvements at this intersection will require that the City work with the property owners located on the south side of S 180th Street. Also, as described in Project 1.2.A, the potential new Minkler Boulevard extension across the Green River could affect operations at this intersection. Table 22 identifies how the various transportation network changes influence PM peak hour operations at this intersection. TABLE 22 – S 180TH STREET/ANDOVER PARK WEST PM PEAK HOUR INTERSECTION OPERATIONS 2030 No Action (Delay / LOS) 2030 Reconfigured Intersection 2030 Reconfigured Intersection and Minkler Bridge 95 / F 66 / E 43 / D Fehr & Peers, 2011 There can be substantial improvements to traffic operations from a relatively simple reconfiguration of the intersection. The table also shows that the Minkler Boulevard Bridge provides additional congestion relief to this intersection by diverting some of the S 180th Street traffic to the north. The combination of these elements results in LOS D operations at this location. Recommendation 1. Redesign the intersection to include the following features: a. Restripe the northbound approach to include a single left, through, and right turn lane. b. Restripe the southbound approach to include a single left tur right lane. c. Eliminate the north-south split phasing. d. Add protected-permitted left turn phasing on all approaches. 2. Add bicycle lanes on the north leg and work with the property the bicycle facility in the Tukwila South development (this facility ultimately extends to the Green River trail). Note that this reconfiguration can be made with or without the addition of bicycle lanes. 105 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Recommended configuration for the S 180th Street/Andover Park West intersection. 106 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.4.A. S 180th Street from Sperry Drive S to Green River Bridge: Sidewalk Improvement One sidewalk gap exists along the south side of the S 180th Street corridor between the Sperry Drive S intersection and the Green River Bridge. This roadway segment has a pedestrian LOS E, as shown in Figure 16C. Recommendation Provide a sidewalk on the south side of S 180th Street to fill the gap. 107 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.5.A Andover Park E or Andover Park W from Minkler Boulevard to S 180th Street: Bicycle Facility Improvement The existing conditions LOS for bicycles on the arterials in the Southcenter area are in the range of LOS D to F on many streets. The goal of project(s) in this corridor is to provide a north-south bike facility to connect to trail systems on the north and south ends. It would be difficult to add bicycle facilities on Southcenter Parkway due to high volumes of vehicles and limited right-of-way. However, there may be opportunities to add bicycle facilities on Andover Park West or Andover Park East. In these corridors, the lack of bicycle lanes or shoulders to separate the cyclists from vehicles and the number of driveway conflicts are the main causes of the poor levels of service. Projects 1.8.A and 1.18.A recommend additional bicycle lanes on Andover Park East between Minkler Boulevard and Tukwila Parkway. Recommendation Add bicycle lanes on Andover Park West or Andover Park East between Minkler Boulevard and S 180th Street by restriping the traffic lanes from four to three lanes. 108 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 109 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.6.A. Minkler Boulevard and Andover Park W: Intersection Improvement The signalized intersection of Minkler Boulevard and Andover Park West has a skewed east-west approach that leads to inefficient traffic signal phasing. To improve overall intersection operations, it is recommended that the west leg of the intersection be realigned to match the location of the east l Because this realignment would occur on private property, it would require right-of-way acquisition. If the proposed Minkler Boulevard crossing of the Green River is pursued, this realignment becomes ev more important since it is recommended that Minkler Boulevard be widened to five lanes between Andover Park West and West Valley Highway. Recommendation Realign the eastbound approach of the intersection to squarely meet the westbound approach. Proposed realignment of Minkler Boulevard (assuming the five lane configuration required for the Green River crossing). Note that the potential road diet and bicycle lanes on Andover Park West are also shown in this figure. 110 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.7.B. Minkler Boulevard from Andover Park W to W Valley Highway: Roadway Extension As discussed in project 1.2.A, the Southcenter area would benefit from additional connections to West Valley Highway over the Green River. The extension of Minkler Boulevard is one of the obvious choices since it is one of only a few east-west arterials and is located in the center of the Southcenter area. The recommended action is to extend Minkler Boulevard from Industry Drive to West Valley Highway while widening Minkler Boulevard to five lanes between Andover Park West and Industry Drive. However, there are many challenges that need to be overcome, one of which is crossing over the critical wetlands al the west side of the Green River and coordination with WSDOT at the West Valley Highway intersectio Recommendation 1. Conduct a feasibility study to extend Minkler Boulevard from Industry Drive to West Valley Highway while widening the roadway to five lanes between Andover Drive. 2. Develop a multimodal corridor improvement plan for the entire section between Southcenter Parkway to West Valley Highway. Based on the preliminary data fr Minkler Boulevard should be four to five lanes (depending on the between Andover Park West and West Valley Highway. The route sho lanes, consistent with the Bicycle Friendly Route designation from the Walk and Roll plan. Sidewalks and streetscape improvements should be provided consistent with the Sub-Urban Corridor designation in the Tukwila Urban Center Plan for the Southcenter area. Potential alignment for the Minkler Boulevard bridge over the Green River. 111 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.8.A. Andover Park E from Minkler Boulevard to Strander Boulevard: Bicycle Facility Improvement This project will connect to bicycle facilities to the south on Andover Park East or West (project 1.5.A) and facilities to the north on Andover Park East (project 1.18.A). The recommendation is to add bicycle lanes on Andover Park East, potentially in conjunction with a road diet that would restripe the travel lanes from four to three lanes. The location of this project is shown below. 112 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.9.C. W Valley Highway from Strander Boulevard to S 180th Street: Sidewalk Improvement The West Valley Highway corridor lacks a sidewalk in many locations. The high vehicle speeds and volumes lead to poor pedestrian levels of service (including a long segment of LOS E on both sides). Pedestrians can use the Green River or Interurban Trails which parallel the corridor, however, these trails have limited accessibility to and from West Valley Highway. Recommendation Require property owners along this corridor to provide sidewalks improvements are not recommended as a City project. 113 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.10.A. S 168th (Pond) Street from Southcenter Boulevard to Andover Park E: New Street Construction This is a new street proposed to be constructed on the south side of Tukwila Pond. The concept of a new road following this alignment is supported in the Southcenter Subarea Plan and is included in the most recent TIP. This road is needed to break up a large block defined by Strander Boulevard and Minkler Boulevard. It may be difficult to construct this roadway without redevelopment occurring on the adjacent properties. Recommendation 1. Conduct a feasibility study to determine alignment and identify engineering constraints. 2. Construct S 168th Street from Southcenter Parkway to Andover Park East. Follow design recommendations in the Tukwila Urban Center Plan for the Southcenter area (see cross section below). Potential alignment for S 168th Street/Pond Street. 114 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Potential cross section for S 168th Street/Pond Street alignment (looking east). 115 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.11.A. Treck Drive from Andover Park W to Andover Park E: New Street Construction Treck Drive currently ends at the railroad track crossing east of Andover Park East and does not provide a connection to Andover Park West. Recommendation In order to increase network connectivity and emergency response times (and potentially improve LOS at the Andover Park West and Strander Boulevard intersection) in the Southcenter area, Trec Drive should be extended west to Andover Park West. This will require installation of an at-grade railroad crossing and the construction of a new roadway west of the railroad tracks. 116 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.12.A. Green River and Interurban Trails from West Valley Highway: Bicycle Facility Improvement and Signage Due to high vehicle volumes and speeds along West Valley Highway the bicycle LOS is E/F in the northbound direction and D in the southbound direction. No bicycle lanes are provided and the shoulders are narrow in spots, providing little separation from vehicles. While the on-street service is poor along this corridor, the Interurban Trail and Green River Trail provide cyclists with an street option. However, there are limited opportunities to access these trails and no wayfinding signage. Recommendation 1. Work with property owners along the east side of West Valley Highway to gain more access to the Interurban Trail between Strander Boulevard and S 180th Street. 2. Pursue the extension of Minkler Boulevard across the Green River and provide access to the Green River Trail as part of the new bridge (see project 13). 3. Consider access improvements to the Green River Trail near S 180th Street. For example, there is an informal trail between Sperry Drive and the Green River trail south of S 180th Street that could be improved. 4. Pursue a rails-to-trails project if the existing rail bridge across the Green River south of Strander Boulevard becomes an abandoned rail corridor. 5. Provide wayfinding signs at the following locations: a. West Valley Highway/S 180th Street intersection (access to both Green River and Interurban Trails) b. Sperry Drive (access to Green River Trail) c. S 180th Street/72nd Avenue S (Interurban Trail) d. New access easements that may be gained between the Interurban Trail and West Valley Highway between Strander Boulevard and S 180th Street e. West Valley Highway/Minkler Boulevard (Green River Trail and potentially the Interurban Trail if the extension of Minkler Boulevard is built) f. West Valley Highway/Strander Boulevard (Interurban Trail) g. Christensen Road/Strander Boulevard (Green River Trail) h. Baker Boulevard/Andover Park East (Green River Trail) i. West Valley Highway and proposed multi-use trail extending from Baker Boulevard (Interurban and Green River Trails) j. West Valley Highway/Longacres Way (Interurban Trail) 117 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.13.B Strander Boulevard and W Valley Highway: Intersection Improvement The extension of Strander Boulevard from West Valley Highway to Oakesdale Avenue was included in the 2030 model. The travel demand in the corridor will increase when the extension project is completed. The intersection of Strander Boulevard and West Valley Highway is expected to operate at LOS F during the PM peak in 2030 with the geometry planned as of July 2011. 2010 level of service: LOS B (16 seconds of delay) in AM peak hour and LOS D (39 seconds of delay) in PM peak hour. 2030 level of service with the planned geometry and signal operation: LOS D (46 seconds of delay) in AM peak hour and LOS F (greater than 150 seconds of de The proposed schematic roadway drawing of Strander Boulevard east of West Valley Highway (drawing as of July 2011). Recommendation Modify the proposed Strander Boulevard extension project design to include the following: k. Add westbound to northbound right turn lane. At minimum, this lane should be 300 feet long (300 feet is the distance from the intersection to the UPRR tracks). A 500 foot turn lane would be preferable given the turning volume; however, a lo a longer bridge span of the UPRR tracks. This could lead to a st UPRR underpass to the West Valley Highway intersection, and consequently, higher costs. l. Increase the length of the westbound to southbound left turn pocket. This turn pocket should be as long as possible while retaining the central bridge tracks. m. Widen the eastbound approach to include two left turn lanes, a through lane, and a shared through-right lane. n. Add right turn overlap phases to the southbound and westbound right turn movements. o. Add sidewalks on the south side of Strander Boulevard between the Green River bridge and the east City limit. 118 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Recommended improvements at the Strander Boulevard/West Valley Highway intersection. Based on plans from the City of Renton, the additional westbound to northbound right turn lane can be accommodated while preserving the fast food building at the northeast corner of the intersection. However, because of grade changes and the need for a retaining wall, the initially proposed 14 foot multi- use trail on the north side of Strander Boulevard between the Renton City limit and West Valley Highway may not be accommodated with the additional lane. To preserve a trail connection between the Interurban Trail and that the proposed TIP project (see project 26) to construct a new pedestrian/bicycle bridge across the Green River, along with a connection to the Interurban Trail, be implemented. Depending on the alignment, this connection may also require a signalized crossing of West Valley Highway. Implementing the intersection changes recommended result in a substantial decrease in delay to around 100 seconds in the PM peak hour, but this intersection is still forecasted to operate at LOS F. 119 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.14.A. Baker Boulevard and Andover Park W: Tukwila Urban Center, Transit Center This project, included in the TIP, will upgrade the transit center along Andover Park West near Baker Boulevard, improving multimodal travel choices in the Southcenter area. 120 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.15.B. Baker Boulevard from Andover Park W to W Valley Highway: Pedestrian and Bicycle Facility Improvement This project is related to project 1.5.A (which discusses bicycle deficiencies in the Southcenter Area) and connects to projects 1.11.A and 1.18.A (bike facilities on Andover Park East). This project consists of four components and will facilitate active transportation connections between the Tukwila Urban Center and the Sounder light rail station. It is needed to increase pedestrian mobility, improve access, and support more urban levels of development within walking distance of the Tukwila station. The four components include: Between Andover Park West and Christensen Road, restripe Baker Boulevard to include two parking lanes, two bicycle lanes, and two travel lanes. Construct a pedestrian/bicycle bridge between the terminus of B River to the Interurban Trail. Depending on final design, a signalized crossing of West Valley Highway may be required. Potential alignment for the Pedestrian/Bicycle Bridge over the Green River. Connection from West Valley Highway to the Interurban Trail. Connection from the Interurban Trail to the Tukwila commuter rail/Amtrak station. 121 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.16.C. I-5 Northbound Off-Ramp and Southcenter Parkway: Intersection Improvement The signalized intersection of the I-5 northbound off-ramp and Southcenter Parkway is expected to be congested during the Saturday peak hour in 2030. Increased volu approaches will result in increased traffic congestion. Vehicles from the east and west approaches to this intersection would experience the most delay. 2010 weekday level of service: LOS A (8 seconds of delay) in AM peak hour and LOS C (34 seconds of delay) in PM peak hour. 2010 midday and Saturday level of service: LOS C (24 seconds of delay) in midday peak hour and LOS D (42 seconds of delay) in Saturday peak hour. 2030 weekday level of service: LOS B (14 seconds of delay) in A seconds of delay) in PM peak hour. 2030 midday and Saturday level of service: LOS C (24 seconds of delay) in midday peak hour and LOS F (123 seconds of delay) in Saturday peak hour. Recommendation Work with the Southcenter Mall owner to realign the mall driveway to be opposite the I-5 off-ramp while providing an additional westbound right turn lane. Further improvement could be made by adding a second eastbound left turn lane on the off-ramp; however, there is limited right-of-way and any improvements on this leg would require WSDOT concurrence and potentially would be a WSDOT project. Aerial photo of the I-5 northbound off-ramp/Southcenter Parkway intersection 122 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.17.A. Andover Park W from Strander Boulevard to Tukwila Parkway: Roadway Widening and Center Turn Lane Construction This project, included in the TIP, will construct a center median with turn pockets and boulevard-type landscaping from Tukwila Parkway to Strander Boulevard. It will restrict driveway movements through access management and will widen corridor sidewalks. The project is expected to ease traffic congestion and increase access to businesses along Andover Park West. Construction is expected to be complete in 2013. 123 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.18.A. Andover Park E from Strander Boulevard to Tukwila Parkway: Bicycle Facility Improvement As noted in project 1.5.A, the levels of service for bicycles on the arterials in the Southcenter area are in the range of LOS D to F on many streets. To improve conditions for cyclists on Andover Park East, three alternatives were considered to add bicycle lanes between Tukwila Parkway and Strander Boulevard. The site area is shown below. All three options reduce the current vehicle lanes from four lanes north of Baker Blvd and five lanes south of Baker Boulevard. Cross sections for each alternative are shown in order in the following graphic. 124 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Alternatives 1 and 2 can be constructed within the existing right-of-way. Alternative 1 would add on-street parking, but would not provide a center turning lane. The lack of this lane may lead to roa congestion, especially during peak periods, due to the number of driveways that access Andover Park 125 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 East. The third alternative provides a turning lane, parking lanes, and a new wider sidewalk. However, the additional ROW required to accommodate all the lanes substantially increases the project costs. Recommendation Implement Alternative 2 in the near to mid-term. Establish development agreements to implement Alternative 3 as properties redevelop. 126 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.19.B. Tukwila Parkway and 61st Avenue S: Intersection Improvement The intersection of Southcenter Boulevard and 61st Avenue S is forecast to operate at LOS F during the Saturday peak hour in 2030. With the increase in employment and Tukwila South, the traffic volumes through this intersection increase significantly when compared to existing conditions. The poor performance at this intersection is primarily the result of the backup of southbound traffic at the Tukwila Parkway/61st Avenue intersection. Due to the proximity of these intersections, they must be analyzed together. 2010 weekday level of service: LOS B (11 seconds of delay) in A seconds of delay) in PM peak hour. 2010 midday and Saturday level of service: LOS D (48 seconds of delay) in midday peak hour and LOS D (49 seconds of delay) in Saturday peak hour. 2030 weekday level of service: LOS B (15 seconds of delay) in A seconds of delay) in PM peak hour. 2030 midday and Saturday level of service: LOS E (58 seconds of delay) in midday peak hour and LOS F (more than 150 seconds of delay) in Saturday peak hour Recommendation There are some long-term improvements that can be made along 61st Avenue S that would substantially improve traffic operations. However, these improvements are limited by the constrained capacity across I- 405. Therefore, recommendation 1 below outlines a Ðmid-termÑ improvement that could be achieved without widening the bridge and recommendations 2 and 3 describe a longer-term solution. Change the lane configuration at the southbound approach to the Tukwila Parkway/61st Avenue S intersection to allow free right turns. This would require a minor change with the island and C- curbing to prevent any lane changes to turn into the mall entrance immediately west of 61st Avenue S. This action would reduce overall intersection delay by about 30 seconds, although the overall delay would still exceed 150 seconds and the LOS would be F under Saturday peak hour conditions. Traffic operations could be further improved if the 61st Avenue Bridge was widened to include four southbound lanes, widening to five southbound lanes just after the bridge at the Tukwila Parkway intersection. The widening of the bridge would have to be accomplished as a part of the future I-405 widening, which would not occur prior to 2030. This reconfiguration to allow direct mall ingress/egress at this location. If this solution were provided under 2030 conditions, the Saturday peak hour LOS would be F. However, delay would be substantially less than the conditions without the bridge widening. 127 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 ÐMid-termÑ improvement recommendation to address congestion at Southcenter Boulevard/61st Avenue S. 128 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.20.C. Tukwila Parkway from 61st Avenue S to 66th Avenue S: Bicycle Facility Improvement A 12' wide multi-use sidepath will be constructed on the north side of Tukwila Parkway between 61st Avenue S and 66th Avenue S. The side path would be separated from the street by a 4' landscape strip (except for at transit stops). There is no facility along the north side of the road today. In areas where existing transit stops are located, the stops may need to be placed behind (to the north of) the side path to maintain non-motorized access. Note that with the opening of the Tukwila Transit Center in September, 2013, the bus zone west of Andover Park West will be closed. A crosswalk should be painted across the onramp to eastbound 1-405, and bollards should be placed on each side. In addition, crosswalks should be added across Tukwila Parkway at the Southcenter Mall driveway (across from the onramp to 1-405), at Andover Park West (east leg), and at Andover Park East (east and west legs). The improvements can be made within the existing right-of-way. Some utilities on the north side of the road, including street lamps and signal poles, may need to be re retaining wall will be needed between 61st Avenue S and the 1-405 onramp. Tukwila Parkway is planned to be extended to the east at the time the 1-405 widening project occurs. The design and construction of a trail or other non-motorized improvements to Tukwila Parkway will most likely occur at the time 1-405 is widened and Tukwila Parkway is extended to the east. 129 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.21.C. Tukwila Parkway from 66th Avenue S to W Valley Highway: Roadway Extension The extension of Tukwila Parkway from 66th Avenue S to West Valley Highway was originally proposed in the long range plan of the I-405 improvement project. The City adopted this project as a part o Tukwila Urban Center Plan for the Southcenter area. To implement this project, the I-405 ramps would have to be realigned. Therefore, the extension of Tukwila Parkway would have to be carried out as of the future I-405 project. At this time, it is uncertain when this project would be implemented and how the costs would be shared amongst the City and WSDOT. This project would reduce traffic congestion at the Southcenter Boulevard and West Valley Highway intersection and provide an additional crossing over Green River to the Southcenter area from the east of the river. The following figure shows the design concept of Tukwila Parkway extension and relocated I-405 ramps. Design concept for the Tukwila Parkway extension Recommendation Work with WSDOT to implement the extension of Tukwila Parkway as improvements. This improvement should incorporate complete streets principles and at a minimum include sidewalks, bicycle lanes/multi-use trail, and a connection to the Green River trail. The d of the street should be consistent with the Urban Corridor stand Center Plan for the Southcenter area. In addition, the 68th Avenue bridge across I-405 should include wide sidewalks and bicycle lanes when reconstructed. 130 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.22.C. Southcenter Boulevard and I-405 Southbound Off-Ramp: Intersection Improvement The intersection of Southcenter Boulevard and the I-405 SB Off-ramp would operate at LOS F during the PM peak in 2030. This is an unsignalized intersection. The poor to westbound left turn movement. The forecasted increase in dema Southcenter Boulevard leads to fewer gaps for the northbound left movement resulting in increased delay. 2010 level of service: LOS A (7 seconds of delay) in AM peak ho delay) in PM peak hour. 2030 level of service: LOS C (23 seconds of delay) in AM peak hour and LOS F (more than 150 seconds of delay) in PM peak hour. Since this intersection is operated by WSDOT, the City would need to work with WSDOT to reduce the PM peak period delays. The queues from this intersection would l signal in 2030. Given that this solution primarily benefits WSDOT traffic operations, no City costs are assumed for this improvement. Recommendation Request that WSDOT install a signal. This intersection would operate at LOS B with a signal in the PM peak hour in 2030. Aerial photo of the existing conditions at the Southcenter Boulevard/I-405 Northbound Off-ramp 131 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 1.23.B. Southcenter Boulevard from 53rd Avenue S to 66th Avenue S: Bicycle Facility Improvement (Walk & Roll B22) This project, from the Walk & Roll Plan, involves two design components. Along Southcenter Boulevard between 53rd Avenue S and the Macadam Road S, the road will be restriped to allow for five foot bike lanes along both sides of the road. The existing sidewalk on the north side of the street underneath the I- 5 bridge will remain, and there will be no impacts to bridge abutments. East of Macadam Road S, to the bridge over the Green River, a 12 foot wide sidepath will be added along the north side of the road. The existing sidewalk could be widened for this facility. Future widening of I-405 will impact the design of non- motorized improvements to Southcenter Boulevard, as well as other routes providing access into the Southcenter area including the 61st Avenue S bridge, the 66th Avenue S bridge, and Tukwila Parkway. The design of non- motorized improvements along Southcenter Boulevard, the 61st Avenue S and 66th Avenue S bridges, and Tukwila Parkway will need to be carefully considered as part of the future I- 405 widening project. 132 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.24.A. Southcenter Boulevard from 61st Avenue S to 62nd Avenue S: Sidewalk and Crosswalk Improvement Many sections along the south side of Southcenter Boulevard lack sidewalks. The lack of a sidewalk is reasonable along much of Southcenter Boulevard because there are no housing or commercial developments located on the south side of the street. However, to allow for better transit access on Southcenter Boulevard, it is recommended that a sidewalk be provided on the south side of the street between 61st Avenue S and 62nd Avenue S. A King County Metro bus stop is located between these streets. To avoid conflicts with vehicles turning left from Southcenter Boulevard to 62nd Avenue S, it is recommended that a new crosswalk also be installed on the east leg of this intersection. Recommendation Add a sidewalk on the south side of Southcenter Boulevard between the 61st Avenue Bridge and 62nd Avenue S. Add a new crosswalk on the east leg of the intersection. Add a pedestrian refuge space in the median. Conduct a detailed traffic safety to determine whether the addi safely provided. Recommended sidewalk improvements along Southcenter Boulevard near 62nd Avenue S. 133 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.25.B. Southcenter Boulevard and 65th Avenue S: Sidewalk and Crosswalk Improvement th Similar to project 1.24.A, 65th Avenue S as well, a new crosswalk is recommended at 65 Avenue S on the east leg of the intersection. This crosswalk will allow pedestrians to take refuge in the painte of Southcenter Boulevard without standing in the left turn lane. As part of this improvement, a new sidewalk on the south side of Southcenter Boulevard would need to be constructed between the new crosswalk and the existing King County Metro bus stop. This will require a retaining wall on the south side of Southcenter Boulevard. Recommendation Add a crosswalk on the east leg of the Southcenter Boulevard/65th Avenue S intersection and construct a short segment of sidewalk to connect this crosswalk to the existing bus stop. Add a pedestrian refuge space in the median. Conduct a safety study before this project is implemented. Recommended pedestrian improvements along Southcenter Boulevard near 65th Avenue S 134 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.26.A. Southcenter Boulevard and 66th Avenue S: Intersection Improvement The intersection of Southcenter Boulevard and 66th Avenue S is expected to operate at LOS F during the PM peak hour in 2030. The eastbound through movement and the wes the most delay as they conflict with one another. 2010 level of service: LOS B (15 seconds of delay) in AM peak hour and LOS D (47 seconds of delay) in PM peak hour. 2030 level of service with the existing geometry and signal operation: LOS B (18 seconds of delay) in AM peak hour and LOS F (121 seconds of delay) in PM pe It is possible to reduce the 2030 PM peak hour delay without widening this intersection. Changing the second westbound through lane into a left turn lane would provide additional capacity for the heavy left turning volumes and improve the intersection performance. Recommendation Modify the existing westbound approach lane configuration to one through lane and two left turn lanes. Note that this is a relatively minor improvement which the City could complete in the short-term. th Recommended improvements at the Southcenter Boulevard and 66 Avenue S intersection 135 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 1.27.B. Southcenter Boulevard and W Valley Highway: Intersection Improvement Due to shifts in traffic patterns predicted by the Tukwila travel demand forecast model, the traffic congestion at the Southcenter Boulevard and West Valley Highway intersection is expected to decrease slightly under 2030 conditions despite slightly higher overall volumes through the intersection. Ev the reduced delay (caused principally by a shift in traffic from left turn to through movements), the intersection would continue to operate at a poor level of service in 2030. 2010 level of service: LOS E (63 seconds of delay) in AM peak hour and LOS F (more than 150 seconds of delay) in PM peak hour. 2030 level of service: LOS D (42 seconds of delay) in AM peak hour and LOS F (112 seconds of delay) in PM peak hour. This intersection has left and right turn lanes on all approache approach. It would not be desirable to add traffic lanes to this intersection because the existing I-405 mainline and ramp overcrossings would limit the effectiveness of new lanes. In addition to poor traffic operations at this location, the large footprint of the intersection combined with the large-radius right turns makes this area difficult to traverse on foot. While there are no practical improvements to traffic operations at this location without coordination with long-term WSDOT modifications to the I-405 corridor, several pedestrian improvem Recommendation 1. Coordinate with WSDOT to modify the southbound channelized right turn lane by bringing traffic to the intersection or by reducing the corner radius of the lane 2. Add high visibility crosswalks and advanced yield markings on the channelized right turn lanes to improve pedestrian visibility. 3. Provide additional pedestrian amenities (additional crosswalks, landscaped buffer) as shown below. Recommended improvements at the Southcenter Boulevard/West Valley Highway intersection 136 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TIF ZONE 2 RECOMMENDED TRANSPORTATION IMPROVEMENTS This section provides details on the 2030 recommended transportation improvements that are located in Table 23 Tukwila TIF Zone 2. As was the case for TIF Zone 1, lists the improvement measures based on the evaluation of existing and 2030 transportation operations, the CityÓs 2012-2017 Transportation Improvement Program, and the Walk and Roll Plan. Estimated costs are also presented in the table and Figure 34 shows the location of these projects. TABLE 23 – RECOMMENDED TRANSPORTATION IMPROVEMENTS IN TIF ZONE 2 Priority A-B Priority C ProjectLocation Improvement CostCost (Thousands) (Thousands) 2.1.C Macadam Road S. from S 150th Bicycle lanes and widening $3,871 St to Southcenter Blvd 2.2.A Interurban Ave S from Fort Dent Implement planned sidewalk and $11,100 Way to S 143rd Street roadway improvements 2.3.B Macadam Rd S from S 150th St Add sidewalks $405 to S 144th St 2.4.A Macadam Rd S and S 144th Intersection improvements to add a $627 Street dedicated northbound left turn lane 2.5.A 53rd Ave S from S 144th to S Widening, bike lanes, sharrows. $1,190 130th Pl TOTAL $13,322$3,871 137 LEGEND Intersection Projects Pedestrian Improvements Auto Improvements Roadway Projects Pedestrian Improvements 599 Bicycle Improvements 5 Auto Improvements Zone Boundary 5 518 405 405 sElement\Graphics\GIS\MXD\April_2012\fig34_zone2.mxd \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_Tran City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Recommended Improvements in TIF Zone 2 The following projects are based on the analysis of existing and Project 2.1.C. Macadam Road S from S 150th Street to Southcenter Boulevard: Pedestrian and Bicycle Facility Improvement (Walk & Roll B19) This project would Widen Macadam Road S to allow for two 11-foot in both directions. This would require a fill wall to be constructed along approximately 1,200 feet of the roadway. A seven foot parking lane along the east side of the road would be retained between S 150th Street and S 152nd Street to serve local uses. The improvements can be made within the existing right- of-way; however there may be some impacts to existing utilities along the east side of the road. 139 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 2.2.A. Interurban Avenue S from Fort Dent Way to S 143rd Street: Roadway Reconstruction Many sections of Interurban Avenue S operate at pedestrian LOS D, E or F because sidewalks are missing along large portions of the corridor, particularly on the west side of the street. The City completed 90 percent design to add sidewalks on both sides of Interurban Avenue S between Fort Dent Way and S 143rd Street. If implemented, this improvement would provide LOS A to C conditions along the entire east side of Interurban Avenue S between East Marginal Way and Southcenter Boulevard. North of the I-5 ramps there is less of a need to provide sidewalks on the west side of Interurban Avenue S because there are no homes or businesses on that side of the street. Recommendation Construct sidewalks between Fort Dent Way and 143rd Street per the TIP. 140 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 2.3.B. Macadam Road S from S 150th Street to S 144th Street: Sidewalk Improvement (Walk & Roll P10) Macadam Road will be widened to the west to allow for two 11 foot travel lanes, and five foot bike lanes in both directions. A five foot wide sidewalk will be constructed on the east side of the road from south of S 144th Street to S 150th Street. Pedestrian crosswalks should be added across Macadam Road S to connect to transit stops on the west side of the road at two locations, including one crossing between S 150th Street and S 152nd Street, and another south of S 152nd Street. 141 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 2.4.A. Macadam Road S and S 144th Street: Intersection Improvement This project, from the Tukwila TIP, would improve the intersection at Macadam Road/S 144th Street by widening Macadam Road at the intersection to allow for a dedicat Project 2.5.A. 53rd Ave S from S 144th Street to S 130th Place: Roadway Widening and Bicycle Facility Improvement (B17) This project, from the Walk & Roll Plan, involves several components. On 53rd Avenue S, between S 144th Street and S 137th Street, the road will be widened and restriped to provide a five foot bike lane in each direction. In addition, five foot wide sidewalks will be built on each side, and new crosswalks will be installed across 53rd Avenue S at S 144th Street, S 139th Street, and S 137th Street. Along S 137th Street, the road will be widened and restriped to provide a five foot wide bike lane in both the eastbound and westbound directions between 52nd Avenue S and 53rd Avenue S. A new five foot wide sidewalk will be constructed on the south side of the street. North of S 137th Street, both 52nd Avenue S and 53rd Avenue S will be reconfigured as a one-way couplet. 53rd Avenue S between S 137th Street and 52nd Avenue S will be widened both to the east and west and restriped to provide one 11 foot wide northbound travel lane and a five foot wide bike lane. A new fiv foot wide sidewalk will be constructed on the east side of the road. 52nd Avenue S between S 137th Street and 53rd Avenue S will be widened both to the east and west and restriped to provide one 11 foot wide southbound travel lane and a five foot wide bike lane. A new five foot wide sidewalk will be constructed on the west side of the road. On 52nd Avenue S, from 53rd Avenue S to Interurban Avenue S, sharrows will be installed in both directions. This portion of the road is relatively short in length, has turn lanes and is adjacent to the park and ride lot. 142 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TIF ZONE 3 RECOMMENDED TRANSPORTATION IMPROVEMENTS This section provides details on the 2030 recommended transportation improvements that are located in Table 24 TIF Zone 3. lists the improvement measures based on the evaluation of existing and 2030 transportation operations, the City’s 2012-2017 Transportation Improvement Program, and the Walk and Figure 35 Roll Plan. Estimated costs are also presented in the table and shows the location of these projects. TABLE 24 – RECOMMENDED TRANSPORTATION IMPROVEMENTS IN TIF ZONE 3 Priority A-B Priority C Project Location Improvement Cost Cost (Thousands) (Thousands) 3.1.BS 160th St / 53rd Ave S from 42nd Ave S to Sharrows and widening $2,654 Klickitat Dr 3.2.BKlickitat Dr from 53rd Ave S to Southcenter Extend multi-use trail $1,686 Blvd bridge 3.3.A 42nd Ave S from S 144th St to S 160th St Bicycle boulevard $161 3.4.BS 152nd St from Tukwila International Blvd to Add sidewalks $1,605 42nd Ave S 3.5.AS 150th St from Tukwila International Blvd to Add sidewalks $2,603 42nd Ave S 3.6.BS 148th St from Tukwila International Blvd to Add sidewalks $3,117 46th Ave S 3.7.BS 146th St from Tukwila International Blvd to Add sidewalks $3,756 47th Ave. S 3.8.B51st Ave S from S 144th St to Southcenter Widening and sharrows $1,823 Pkwy 3.9.A S 144th St Multimodal roadway $1,825 improvements 3.10.B S 144th St from 42nd Ave S to 51st Ave S Sidewalks on south side $2,102 3.11.B 144th St S from Tukwila International Blvd to Bicycle lanes $26 Macadam Rd S 3.12.B S 144th St at I-5 Preliminary engineering for new $100 sidewalks across I-5 nd 3.13.A 40th Ave S / 42 Ave S from S 128th St to S Bicycle lanes and sidewalks $1,696 144th St 3.14.B S 142nd St from Tukwila International Blvd to Add sidewalks $1,282 37th Ave S 3.15.B S 141st St from Tukwila International Blvd to Add sidewalks $93 42nd Ave S 3.16.B S 140th St from Tukwila International Blvd to Add sidewalks $3,952 46th Ave S 3.17.B Macadam Rd S from S 133rd St to S 144th St Bicycle sharrows $134 3.18.B S 135th St/37th Ave S from Military Rd S to Signage and bicycle lanes $508 Tukwila International Blvd 3.19.A E Marginal Way from S 103th St to Macadam Bicycle lanes $35 Rd S 3.20.A S 133rd St/SR 599 Ramps Intersection improvements $190 143 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE 24 – RECOMMENDED TRANSPORTATION IMPROVEMENTS IN TIF ZONE 3 3.21.B S 130th Street from Tukwila International Roadway Widening and Bicycle $4,244 Boulevard to Macadam Road S Facility Improvement 3.22.B E Marginal Way / 40th Ave S & S 130th St Re-align 40th Ave. S and create $163 a new unsignalized intersection 3.23.A S 115th St/42nd Ave S from E Marginal Way to Sharrows and signage $45 S 133rd St 3.24.B S 125th St/50th Pl S from 46th Ave S to east Bicycle route signage and $677 city limits landscaping 3.25.B Tukwila International Blvd from Green River Sidewalks added south of $2,040 Bridge to 13400 Block Signal bridge 3.26.A East Marginal Way from Boeing Access Rd to Wide shoulder and bicycle lanes $35 Interurban Ave S TOTAL $36,552$0 144 99 99 5 5 599 518 5 LEGEND Intersection Projects Pedestrian Improvements 518 Auto Improvements 405 Transit Improvements Roadway Projects Pedestrian Improvements Bicycle Improvements Auto Improvements 518 Tukwila Zone Boundary Pond 5 \\Fpse03\fpse2\Data2\2010Projects\SE10-0181.00_Tukwila_TransElem City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Recommended Improvements in TIF Zone 3 The following projects are based on the analysis of existing and Project 3.1.B. S 160th Street and 53rd Avenue S from 42nd Avenue S to Klickitat Drive: Bicycle Facility Improvement (Walk & Roll B21) This project involves two design components. Along S 160th Street, sharrows will be installed in both directions. Along 53rd Avenue S, between S 159th Street and S 160th Street, the roadway will be widened to add a five foot climbing bike lane southbound (uphill) and a five foot sidewalk on the west side of the street. Sharrows will be added to the northbound lane (downhill) for this segment. Between Klickitat Drive and S 159th Street on 53rd Avenue S, a new five foot sidewalk will be constructed on the east side. Sharrows will be installed in both directions. 146 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.2.B. Klickitat Drive from 53rd Avenue S to Southcenter Parkway: Walkway Improvement The pedestrians on Klickitat Drive between the Southcenter Boulevard bridge and Southcenter Parkway experience LOS D to F conditions. Traffic volumes are high along the corridor and sidewalks are not provided. However, an off-road trail is provided along Klickitat Drive south of 53rd Avenue S to the bridge over I-5 on the southwest side of this road. Note that this project is within WSDOTÓs limited access st area. Project does not include widening of the 51 Avenue S bridge. Recommendation 1. Extend the multi-use trail from 53rd Avenue S to st the 51 Avenue S bridge, where there are existing (although very narrow) sidewalks. This trail should be placed along the north/east of the street with a new crossing at 53rd Avenue S. 2. Enhance the existing multi-use trail with pedestrian scale lighting and a shorter fence between the trail and Klickitat Drive. This improvement could be completed as part of a rehabilitation project of the existing walkway when it reaches the end of its useful life. 3. Work with WSDOT to widen the existing SR 518 overpass to accommodate the multi-use trail on the east side of the structure. 147 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Recommended pedestrian improvements along Klickitat Drive. 148 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.3.A. 42nd Avenue S from S 144th Street to S 160th Street: Bicycle Boulevard Addition (Walk & Roll B14) This project involves two design components. The road will be designed as a "bicycle boulevard" to improve bicycle movements and reduce vehicular movement and speeds. On 42nd Avenue S between S 144th Street and S 154th Street (Southcenter Boulevard), sharrows will be installed in both directions. South of S 154th Street, the road will be restriped for a 14 foot northbound lane with sharrows and an 11 foot lane in the southbound direction. 149 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.4.B. S 152nd Street from Tukwila International Boulevard to 42nd Avenue S: Sidewalk Improvement (Walk & Roll P8) S 152nd Street between Tukwila International Boulevard and 42nd Avenue S will be widened and restriped to allow two eleven foot travel lanes (one in each direction), and a new five foot wide sidewalk along each side of the road. However, an eight foot wide sidewalk is recommended for 250 feet on both sides of the road adjacent to parcels immediately east of Tukwila International Boulevard, because of the higher density land uses anticipated to occur at this location. A crosswalk would be installed at the intersection with 42nd Ave S. 150 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.5.A. S 150th Street from Tukwila International Boulevard to 42nd Avenue S: Sidewalk Improvement (Walk & Roll P12) S 150th Street between Tukwila International Boulevard and 42nd Avenue S will be widened and restriped to allow two eleven foot travel lanes (one in each direction), an eight foot wide parking lane on each side, and a new five foot wide sidewalk along each side of the road. A new crosswalk would need to be installed at the intersection with Tukwila International Boulevard. 151 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.6.B. S 148th Street from Tukwila International Boulevard to 46th Avenue S: Sidewalk Improvement (Walk & Roll P7) S 148th Street between Tukwila International Boulevard and 46th Avenue S will be widened and restriped to provide two eleven foot travel lanes, an eight foot wide parking lane on the south side, and a five foot wide sidewalk on both sides of the street. Crosswalks across S 148th Street, and bulbouts with curb ramps would be included at the intersections with Tukwila International Boulevard, 42nd Avenue S, and 46th Avenue S. 152 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.7.B. S 146th Street from Tukwila International Boulevard to 47th Avenue S: Sidewalk Improvement (Walk & Roll P6) S 146th Street between Tukwila International Boulevard and 47th Avenue S will be widened and restriped to provide two eleven foot travel lanes, a seven foot wide parking lane on the south side, and five foot sidewalks on both sides of the road. Crosswalks across S 146th Street, and bulbouts with curb ramps would be included at the intersections with Tukwila International Boulevard, 42nd Avenue S, and 46th Avenue S. 153 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.8.B. 51st Ave S from S 144th Street to Southcenter Parkway: Bicycle Facility Improvement (Walk & Roll B20 Northern Portion) th Between S 144 Street and SR 518, the road will be restriped and widened as needed to allow for two 14 foot travel lanes. Sharrows will be installed in both directions. A ramp is proposed along the east side of stthst 51 Avenue S to connect the bike lanes along S 154 Street to 51 Avenue S. Crosswalks should be stth painted across both 51 Avenue S, and S 154 Street. Construction will likely require fill walls due to slopes. 154 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.9.A. S 144th Street from 42nd Avenue S to Tukwila International Boulevard: Multimodal Improvements nd This project would improve bicycle and pedestrian amenities from Avenue S to Tukwila International Boulevard and would include design and construction of new pavement, curb, gutter, sidewalks bike lanes, drainage, illumination, and utility undergrounding. 155 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.10.B. S 144th Street from 42nd Avenue S to 51st Avenue S: Sidewalk Improvement (Walk & Roll P5) S 144th Street between 42nd Avenue S and 51st Avenue S will be widened and restriped to allow for two eleven foot travel lanes and a five foot bike lane on each side of the road. A new five and a half foot wide sidewalk (including curb) would be constructed on the south side of the road between 42nd Avenue S and just west of the existing sidewalk at 51st Avenue S. 156 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.11.B. S 144th Street from 42nd Ave S to Macadam Road S: Bicycle Facility Improvement (Walk & Roll B18) S 144th Street between 42nd Avenue S and Macadam Road S will be restriped to allow for two eleven foot travel lanes and a five foot bike lane on each side of the road. 157 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.12.B. S 144th Street Bridge over I-5: Preliminary Engineering for Sidewalks This project would conduct preliminary engineering for new sidewalks across the S 144th Street/I-5 bridge. This improvement will ultimately improve the pedestrian environment in this part of Tukwila and provide a high-quality pedestrian crossing of I-5. This project in within WSDOTÓs limited access right-of- way. 158 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.13.A. 40th Avenue S and 42nd Avenue S from S 128th Street to S 144th Street: Pedestrian and Bicycle Facility Improvement (Walk & Roll B13) This project involves several design components. On E Marginal Way S (north of S 130th Street), the roadway will be widened as redevelopment occurs to allow two 11-travel lanes, five foot bike lanes on both sides, and eight foot parking lanes on both sides. On 40th Avenue S, the road will be designed as a "bicycle boulevard" to improve bicycle movements and reduce vehicular movement and speeds. A five foot wide sidewalk will be installed on the east side of the road where there are currently gaps. At S 136th Street, a four foot climbing lane for bicyclists will be installed in the southbound direction, while a sharrow is instal for the northbound direction. On 42nd Avenue S, sharrows would be installed in both directions. The section of 42nd Avenue S north of S 139th Street should be restriped for 12 foot lanes in both directions. 159 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.14.B. S 142nd Street from Tukwila International Boulevard to 37th Avenue S: Sidewalk Improvement (Walk & Roll P4) S 142nd Street between 37th Avenue S and Tukwila International Boulevard will be widened and restriped to allow two eleven foot travel lanes (one in each direction), a seven and a half foot wide parking lane on each side of the road and a new five foot wide sidewalk along each side of the road. Crosswalks across S 142nd Street, and bulbouts with curb ramps would be inc Avenue S, and Tukwila International Boulevard. 160 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.15.B. S 141st Street from Tukwila International Boulevard to 42nd Avenue S: Sidewalk Improvement (Walk & Roll P3) This project would add a 6 foot sidewalk on the south side of S 141st Street between Tukwila International Boulevard and 42nd Avenue S. 161 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.16.B. S 140th Street from Tukwila International Boulevard to 46th Avenue S: Sidewalk Improvement (Walk & Roll P2) This project includes two components. S 140th Street between Tukwila International Boulevard and 42nd Avenue S will be widened and restriped to allow two eleven foot travel lanes, two eight foot parking lanes, and a six foot wide sidewalk along each side of the road. S 140th Street between 42nd Avenue S and 44th Avenue S will be widened and restriped to allow two eleven foot travel lanes, two eight foot parking lanes, and a five foot wide sidewalk along each side of the road. Crosswalks across S 140th Street and curb ramps would be included at the intersections with 42nd Avenue S and 44th Avenue S. 162 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.17.B. Macadam Road S from S 133rd Street to S 144th Street: Bicycle Facility Improvement (Walk & Roll B16) Macadam Road S would be improved for bicyclists by adding sharrow markings along the entire roadway between S 133rd Street and S 144th Street. 163 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.18.B. S 135th Street and 37th Avenue S from Military Road S to Tukwila International Boulevard: Bicycle Facility Improvement (Walk & Roll B12) This project involves two design components. On S 135th Street, between Military Road S and 37th Avenue S, a bike boulevard would be constructed. Improvements should be limited to bike route/bike boulevard signage. On 37th Avenue S, between Tukwila International Boulevard and S 135th Street, the road will be restriped to provide a 14 foot shared lane (northbound), 11 foot travel lane (southbound), and five foot bike lane (southbound) for climbing the hill. A sharrow would be installed in the shared northbound lane. In addition, a new five foot wide sidewalk would be constructed on the west side of the road. 164 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.19.A. E Marginal Way from S 130th Street to Macadam Road S: Bicycle Facility Improvement (Walk & Roll B31) E Marginal Way S will be restriped to provide two 12 foot travel lanes, and a five foot wide bike lane on each side of the road between S 130th Street and Macadam Road S. Wayfinding signage will be placed along the route to guide users to the trail that connects through Riverton Park, as well as to the ramp in the vicinity of the Macadam Rd S bridge that connects E Marginal Way up to Macadam Road S. 165 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.20.A. S 133rd Street and SR 599 Ramps: Intersection Improvements This project would improve the intersection at S 133rd Street/SR 599 Ramps by adding new traffic signals. This project was assumed to occur as a background impro 166 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.21.B. S 130th Street from Tukwila International Boulevard to Macadam Road S: Roadway Widening and Bicycle Facility Improvement (Walk & Roll P1 and B30) In the long term, S 130th Street, between Tukwila International Boulevard and Macadam Road, will be widened and restriped to allow for a twelve foot wide travel lane in each direction, and a five foot wide bike lane in each direction. A new five foot wide sidewalk will be constructed on both the north and south sides of the road and ADA accessible curb ramps installed at the sidewalks. Bicycle wayfinding will be added at key locations. Between Tukwila International Boulevard and E Marginal Way S, an eight foot wide parking lane will be provided along the north side of the road. No on-street parking will be allowed east of E Marginal Way S. 167 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.22.B. E Marginal Way/40th Avenue S and S 130th Street: Intersection Improvement The south leg of this intersection is split with E Marginal Way and 40th Avenue S. This unusual configuration can be confusing for drivers, cyclists, and pedestrians to navigate. Recommendation 1. Maintain the existing four way stop operation as this intersection is not expected to meet a signal warrant. Continue monitoring conditions and install a traffic signal if warrants are met. 2. Re-align 40th Avenue S and create a new unsignalized intersection at E Marginal Way south of the intersection with S 130th Street. Consistent with the Tukwila Bicycle Friendly Routes and Sidewalk Segments Improvement Options Report, add paint or curbing at 40th Avenue S such that it meets E Marginal Way at an approximate 90 degree angle. Recommended configuration of East Marginal Way and 40th Avenue S intersection 168 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.23.A. S 115th Street / 42nd Avenue S Sharrows and Signage (Walk & Roll B11) This project includes bicycle improvements along S 115th Street, 42nd Avenue S, and Macadam Rd S (between Interurban Avenue S and S 133rd Street). Along S 115th Street, the roadway will be designated as a shared bike route, with sharrows and signage installed in both the eastbound and westbound directions. The road will not be widened in the short term. On Macadam Rd S, the roadway will be signed as a bike route and sharrows will be installed. 169 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.24.B. S 125th Street/50th Place S from 46th Avenue S to E City Limits: Bicycle Facility Improvement (Walk & Roll B15) This project involves two design components. Along S 125th Street, bike route signage will be installed in both directions. Wayfinding signage will also be installed to direct bicyclists to the trail through the Community Center, to Codiga Park, and to 50th Place S. Along 50th Place S, a 14 foot wide trail, separated by a four foot landscaped strip will be installed on the west side of the road, from S 125th Street to just north of Railroad Avenue. 170 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.25.B. Tukwila International Boulevard from S Boeing Access Road to 13400 Block Signal: Pedestrian Improvement (adapted from Walk & Roll B6) This project includes improvements to Tukwila International Boulevard South of the Green River bridge, from the SR 599 NB onramp to S 116th Street, a 12 foot multi-use trail would be constructed on the west side of the road, separated from the road by a concrete barrier. This trail will provide improved access to the existing trail along the Green River. South of S 116th Way, the trail would cross under the SR 599 SB offramp, and then follow the west side of the ramp for approximately 500 foot before it terminates and transitions to a new sidewalk south to the 13400 Block Signal. 171 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 3.26.A. E Marginal Way from S Boeing Access Road to Interurban Avenue S: Bicycle Facility Improvement (Walk & Roll B9) This project improves bicycle facilities along E Marginal Way S between Boeing Access Road and the intersection at Interurban Av S. It includes restriping existing shoulders along E Marginal Wa from Interurban Avenue S to S 112th Street, for five foot wide b lanes in both the northbound and southbound directions. In the vicinity of the intersection with S 116th Street, wayfinding sig recommended to guide bicyclists and pedestrians to the Duwamish River Trail. North of S 112th Street, sharrows will be installed in both directions due to the lack of roadway width, and to minimize impacts to adjacent businesses and their associated parking areas. As of Fall 2011, it appears that at least a portion of this project has been completed, namely the shoulder striping between S 112th Street and Interurban Avenue S. 172 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TIF ZONE 4 RECOMMENDED TRANSPORTATION IMPROVEMENTS This section provides details on the 2030 recommended transportation improvements that are located in Table 25 Tukwila TIF Zone 4. The projects shown in are based on the evaluation of existing and 2030 transportation operations, the City’s 2012-2017 Transportation Improvement Program, and the Walk and Figure 36 Roll Plan.Estimated costs are also presented and shows the location of these projects. TABLE 25 – RECOMMENDED TRANSPORTATION IMPROVEMENTS IN TIF ZONE 4 Priority A-B Priority C Project Location Improvement Cost Cost (Thousands) (Thousands) Tukwila International Blvd from S Bicycle Facility Improvement 4.1.B$2,040 Boeing Access Rd to Green River S 112th St Add bicycle lanes from Tukwila 4.2.B $786 International Blvd to E Marginal Way Boeing Access Rd / E Marginal Reconfigure to remove northbound 4.3.C $259 Way S Intersection through movement 4.4.B Boeing Access Rd Walkway Provide sidewalks and improve $3,062 pedestrian crossings Bridge replacement from Airport Way to 4.5.A Boeing Access Rd $30,734 Interstate 5 4.6.BS. Ryan Way from Martin Luther Bicycle Facility Improvement $44 King Junior Way S to 51st Ave S S 102nd St and S Norfolk St from 4.7.C Bicycle Facility Improvement $5,907 W Marginal Pl to Airport Way S E Marginal Way from N City Limits 4.8.C Bicycle Facility Improvement $8,861 to S Boeing Access Road th W Marginal Pl S from 14 Ave S to 4.9.C Trail Extension $2,971 Existing Green River Trail TOTAL $36,666 $17,998 173 LEGEND Intersection Projects Auto Improvements Roadway Projects Pedestrian Improvements Bicycle Improvements Auto Improvements Zone Boundary 99 5 \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Gra City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Recommended Improvements in TIF zone 4. Project 4.1.B. Tukwila International Boulevard from S Boeing Access Road to Green River: Bicycle Facility Improvement (adapted from Walk & Roll B6) This project includes improvements to Tukwila International Boulevard from Boeing Access Road to S 130th Street. The portion from Boeing Access Road to S 112th Street would include restriping to provide a five foot bike lane on both sides of the street. No pedestrian improvements would be made in this area. South of S 112th Street to the Green River bridge, the road would be widened and restriped to provide five foot bike lanes on each side, and a new five foot wide sidewalk on the west side would replace the existing sidewalk (which would be removed to allow for the bike lanes). A new five foot sidewalk would also be constructed on the southeast corner of Tukwila International Boulevard and S 112th Street, to replace the existing sidewalk that is removed to allow for the b 175 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 4.2.B. S 112th Street Bike Lanes, Tukwila International Boulevard to E Marginal Way (Walk & Roll B5) This project includes restriping S 112th Street between Tukwila International Boulevard and E Marginal Way S to provide 5 foot wide bike lanes in both the east and west directions. The travel lanes will be restriped to two 11 foot wide lanes. At the western approach to Tukwila International Boulevard, the bike lanes will transition to sharrows (both directions), to minimize right-of-way needs and impacts to existing parking. Bike lanes were recently added to S 112th Street, west of Tukwila International Boulevard. The existing sidewalk along a portion of the south side of the road will be extended to E Marginal Way S. A transmission line tower is located along the south edge of the roadway, so the sidewalk would need to wrap around the tower at this location, and a chain link fence would need to be built around the tower. The project boundaries are within an area where the City does not currently have right-of-way. There are no anticipated impacts to existing utilities, although some fencing along the south side of the road may need to be relocated. 176 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 4.3.C. S Boeing Access Road and E Marginal Way S/Tukwila International Boulevard: Intersection Improvement The intersection of Boeing Access Road, East Marginal Way S and Tukwila International Boulevard is a large and complex intersection. The Green River runs west of the intersection, which has four legs, but is at a skewed angle. This intersection operates at acceptable levels of service during the AM and PM peak hours under existing conditions; however, it is projected to operate at LOS E during the PM peak hour in 2030. 2010 level of service: LOS C (22 seconds of delay) in AM peak hour and LOS D (45 seconds of delay) in PM peak hour. 2030 level of service: LOS C (27 seconds of delay) in AM peak hour and LOS E (63 seconds of delay) in PM peak hour. Two options have been analyzed to improve the 2030 level of service: 1) construction of a roundabout and 2) reduction of traffic movements. 177 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Roundabout Analysis The levels of service were calculated with a two-lane roundabout based on the method in Highway Capacity Manual 2000. Because of heavy traffic movements from westbound Boeing Access Road to southbound Tukwila International Boulevard, the southbound approach on E Marginal Way S would operate at LOS F during the PM peak hour in 2030. Similarly, heavy traffic movements from northbound Tukwila International Boulevard to eastbound Boeing Access Road would cause the northbound approach on East Marginal Way S to operate at LOS F during the P would not improve the 2030 PM peak hour level of service problem 178 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Traffic Movement Reduction The most effective way to improve LOS at this intersection is to eliminate the northbound through movement on E Marginal Way S. By implementing this concept, ther northbound Tukwila International Boulevard to E Marginal Way S, but the simplified signal phasing allows this additional traffic to be accommodated with less delay. This intersection without the northbound E Marginal Way S movement would operate at LOS D in the PM peak hour in 2030. In addition to the level of service improvement for vehicles, the reduction of the movements would reduce pedestrian crossing distances. Recommendation Re-design the intersection by eliminating the northbound movement on E Marginal Way S. 179 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 4.4.B. S Boeing Access Road from Martin Luther King Junior Way S to E Marginal Way S: Walkway Improvement The pedestrian LOS along Boeing Access Road is poor due to several factors: sidewalks are either not provided or are inadequate, and vehicle volume and speeds are high. While this corridor is not heavily used by pedestrians, there should be pedestrian facilities on at least one side of the street since there are very few crossing opportunities of I-5 in this portion of Tukwila. The north side already has several pieces of pedestrian infrastructure including sections of sidewalk and crosswalks. There are many challenges for adding a continuous sidewalk on this road between Martin Luther including the design of the freeway off-ramps and the ramps from Airport Way S. In addition, the bridges were constructed without adequate sidewalks. It would be costly to widen the bridge structures to add sidewalks (although such a project is included in the TIPÏsee project 66); however, both the I-5 structure and the BNSF overcrossing provide the opportunity to reduce lane widths or eliminate an auxiliary lane (over the BNSF tracks) to reclaim road space for a sidewalk. Recommendation 1. Provide sidewalks on the north side of S Boeing Access Road from MLK Jr. Way S to E Marginal Way S. 2. Re-align the southbound ramps from I-5 and Airport Way that connect with Boeing Access Road by creating intersections rather than sweeping ramps. These would reduce the crossing distance for pedestrians and slow down turning vehicles. 180 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 181 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 4.5.A. S Boeing Access Road from Airport Way S to I-5: Bridge Replacement This project will replace the Boeing Access Road bridges over Airport Way, the BNSF railroad tracks, and I-5. It is unlikely that these bridges would be replaced without support of a federal bridge replacement grant. 182 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 4.6.B. S Ryan Way from Martin Luther King Junior Way S to 51st Avenue S: Bicycle Facility Improvement (Walk & Roll B3) On Ryan Way, between Martin Luther King (MLK) Way S and 51st Avenue S, the road will be restriped as part of a road diet to provide two 11 foot wide eastbound (uphill) travel lanes and one 11 foot westbound lane. Today, there are two travel lanes in each direction, and no bike facilities. Five foot wide bike lanes will be installed on each side of the road. In the downhill (westbound) direction, the bike lane should be terminated in advance of the MLK intersection and the traffic lane tapered to match the existing lane configuration, which consists of three westbound lanes (left turn lane, through lane, through/right turn lane). Sharrows could be installed at the intersection with MLK Way to indicate continuation of the bike route to the west along Boeing Access Road, and to the north along MLK Way. Since there is no roadway widening proposed, the improvements will not impact any utilities, parking or structures, and can be made within the existing right-of-way. 183 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 4.7.C. S 102nd Street and S Norfolk Street from W Marginal Place to Airport Way S: Bicycle Facility and Sidewalk Improvement (Walk & Roll B10) This project includes two components, including improvements to Norfolk Street and S 102nd Street. Along S Norfolk Street, a road diet is recommended, to reduce the current four lane cross section three lanes and add five-foot bike lanes on both sides. New sidewalks will be included on both the north and south sides of the roadway. The eastern portion of Norfolk Street is outside the Tukwila City limits; improvements to this section of Norfolk Street will need to be coordinated with the City of Seattle. All improvements can be constructed within the existing right-of-way, and no significant impacts are anticipated. At the intersection of Norfolk Street and Airport Way S, a crosswalk will be installed across Airport Way S to provide access to the northbound bike lane on that roadway. At the intersection of E Marginal Way S, it is recommended that a pedestrian signal with pedestrian activated buttons be installed for the crosswalk. In addition, the traffic signal should be modified to detect bicycles. There are no major utility impacts anticipated. nd Along the north side of S 102 Street, between East Marginal Way S and West Marginal Place, a use trail is recommended. 184 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 4.8.C. E Marginal Way from N City Limits to S Boeing Access Road: Bicycle Facility Improvement (Walk & Roll B2) This project would add a new multi-use trail on the west side E Marginal Way S from the northern city limits to S Norfolk St. The existing railroad would need to be removed in portions of this alignment. Where feasible, the existing sidewalk would be widened to create the new multi-use trail. Just north Norfolk St, the trail would narrow to the existing sidewalk width, due to the limited space and setback of the adjacent building. In general, the multi-use trail could be built within the existing right-of-way, but would require the closure/relocation of the existing rail line. In addition, it would require utility relocation. 185 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 Project 4.9.C. W. Marginal Place S from 14th Avenue S to Existing Trail: Bicycle Trail Extension (Walk & Roll B1) This project is an extension of the Green/Duwamish River Trail along W Marginal Place S from its current trail ending. The northern portion of the trail will take advantage of an existing sidewalk by widening it to 14 feet. A 500 feet long retaining wall will be required along the east side of the trail for portions in close proximity to the river. Environmental permits would be required and approximately 13,500 SF of right-of- way would be required. 186 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 APPENDICES A – F This section contains the Appendix Files for the City of Tukwila Transportation Element Update of the Comprehensive Plan. It is organized as follows: Appendix A contains the Multimodal Level of Service Analysis Report, previously submitted to the City. Appendix B contains maps detailing the segment-only pedestrian LOS. Appendix C contains the land use forecast information used to determine future auto LOS. Appendix D contains the revenue forecasts for transportation projects from 2011-2030. Appendix E contains the detailed cost estimate sheets used to develop costs for the detailed projects. Additional cost information was taken from the TIP and available in their respective source document. Appendix F contains two projects that were considered, but ultimately dismissed as infeasible. 187 p City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 APPENDIX A: MULTIMODAL LEVEL OF SERVICE ANALYSIS REPORT Submitted by: Fehr & Peers nd 11410 NE 122 Way Suite 320 Kirkland, WA 98034 (425) 820-0100 Prepared for: City of Tukwila Department of Public Works 6300 Southcenter Blvd. Tukwila, WA 98188 January 2011 TABLE OF CONTENTS CHAPTER 1.INTRODUCTION ............................................................................................................... 1 CHAPTER 2.METHODOLOGY .............................................................................................................. 2 LOS Definitions ....................................................................................................................................... 5 Auto LOS .................................................................................................................................... 5 Bicycle LOS ................................................................................................................................ 5 Pedestrian LOS ........................................................................................................................... 5 CHAPTER 3.RESULTS .......................................................................................................................... 6 LOS E/F Segments ............................................................................................................................... 26 CHAPTER 4.RECOMMENDATIONS ................................................................................................... 28 Auto LOS E/F ........................................................................................................................................ 28 Bicycle LOS E/F.................................................................................................................................... 29 Pedestrian LOS E/F .............................................................................................................................. 33 Next Steps ............................................................................................................................................ 35 ATTACHMENTS Attachment A: Summary of Data Sources Attachment B: Description of Assumptions Attachment C: Non-Motorized Corridors, Existing Conditions LIST OF FIGURES Figure 1 City of Tukwila Key Map (Zones) .............................................................................................. 7 Figure 2A City of Tukwila Intersection and Roadway Automobile Level of Service (Zone 1) ................. 8 Figure 2B City of Tukwila Bicycle Level of Service (Zone 1) .................................................................. 9 Figure 2C City of Tukwila Pedestrian Level of Service (Zone 1) .......................................................... 10 Figure 3A City of Tukwila Intersection and Roadway Automobile Level of Service (Zone 2) ............... 11 Figure 3B City of Tukwila Bicycle Level of Service (Zone 2) ................................................................ 12 Figure 3C City of Tukwila Pedestrian Level of Service (Zone 2) .......................................................... 13 Figure 4A City of Tukwila Intersection and Roadway Automobile Level of Service (Zone 3) ............... 14 Figure 4B City of Tukwila Bicycle Level of Service (Zone 3) ................................................................ 15 Figure 4C City of Tukwila Pedestrian Level of Service (Zone 3) .......................................................... 16 Figure 5A City of Tukwila Intersection and Roadway Automobile Level of Service (Zone 4) ............... 17 Figure 5B City of Tukwila Bicycle Level of Service (Zone 4) ................................................................ 18 Figure 5C City of Tukwila Pedestrian Level of Service (Zone 4) .......................................................... 19 Figure 6A City of Tukwila Intersection and Roadway Automobile Level of Service (Zone 5) ............... 20 Figure 6B City of Tukwila Bicycle Level of Service (Zone 5) ................................................................ 21 Figure 6C City of Tukwila Pedestrian Level of Service (Zone 5) .......................................................... 22 Figure 7A City of Tukwila Intersection and Roadway Automobile Level of Service (Zone 6) ............... 23 Figure 7B City of Tukwila Bicycle Level of Service (Zone 6) ................................................................ 24 Figure 7C City of Tukwila Pedestrian Level of Service (Zone 6) .......................................................... 25 Figure 8 City of Tukwila Study Segments with a Bicycle, Pedestrian or Automobile Level of Service of ................................................................................................................................................. 27 LIST OF TABLES Table 1 Multimodal Level of Service Data Input Requirements ................................................................. 4 Table 2 LOS E/F Segments ..................................................................................................................... 26 Draft Report: Multimodal Level of Service Analysis Results City of Tukwila (SE10-0181.01) January 2011 CHAPTER 1. INTRODUCTION Fehr & Peers has completed a multimodal level of service (MMLOS) analysis for the City of Tukwila. As described in Deliverable #1 (attached as Attachment C), MMLOS summarizes the quality of the transportation system for autos, bicycles, and pedestrians based on the methodologies defined in 1 . MMLOS is an advancement over traditional LOS techniques, which focus solely NCHRP Project 3-70 on automobile progression and delay to drivers. This report summarizes the results of the MMLOS analysis for auto, bicycle, and pedestrian modes on roadway segments within the City of Tukwila. The results of the MMLOS analysis are followed by a list of preliminary recommendations for improving the LOS of poorly performing segments. 1 Highway Capacity Manual. These methodologies will also be included in the upcoming 2010 update to the 1 Draft Report: Multimodal Level of Service Analysis Results City of Tukwila (SE10-0181.01) January 2011 CHAPTER 2. METHODOLOGY A report by the National Cooperative Highway Research Program (NCHRP) Project 3-70 defines the methodologies to calculate MMLOS for auto, bicycle, transit, and pedestrian modes along roadway segments. These methods were applied to a set of major arterial roadways in the City of Tukwila to calculate LOS for pedestrian, bicycle, and auto modes. Although transit LOS is included in the MMLOS methodology, it was not calculated in this analysis as the City has no control over the transit service provided by King County Metro and Sound Transit. While LOS is determined independently for each mode, it is important to recognize variables that improve the LOS of one mode may worsen the LOS for another mode. For example, widening an intersection may improve auto LOS by reducing delay but worsen pedestrian and bicycle LOS by increasing crossing distances and exposure to conflicting vehicles. Thus balancing LOS by modes becomes a challenge, and in some cases it may be more appropriate to identify corridors that favor one mode over another to avoid creating a situation where all modes perform poorly. The diagram below highlights the interaction of the MMLOS data. 2 Draft Report: Multimodal Level of Service Analysis Results City of Tukwila (SE10-0181.01) January 2011 As described in Deliverable #1, the City of Tukwila identified 67 arterial study segments for MMLOS evaluation. In order to complete the MMLOS analysis for each mode, data were collected in both directions of the study segments. The data inputs for the MMLOS computation are summarized in Table 1. Due to construction activities and road closures, we were not able to collect data in the newly annexed southern portion of Tukwila, and these segments were not analyzed. In total, MMLOS was computed for 118 directional segments. In accordance with MMLOS methodology, each segment must begin and end at a signalized intersection. While this was not the case for several of the designated segments, certain assumptions were made and are included in Attachment B. A summary of data sources that were used in the MMLOS calculations is provided in Attachment A. 3 Draft Report: Multimodal Level of Service Analysis Results City of Tukwila (SE10-0181.01) January 2011 TABLE 1 MULTIMODAL LEVEL OF SERVICE DATA INPUT REQUIREMENTS Data Auto LOS Bicycle LOS Pedestrian LOS Street Geometry Number of directional through lanes X X X Travel lane widths (feet) X X Median width (if present, in feet) X Bike lane width (if present, in feet) X X Shoulder width (if present, in feet) X X Planter strip width (if present, in feet) X Presence of barrier in planter strip (yes/no) X Sidewalk width (if present) (feet) X Presence of left hand turning lane(s) at intersections (yes/no) X Length of analysis segment (feet) X X X Presence of right turn channelization islands at intersections X (yes/no) Number of cross-street through lanes at intersections X Cross-street curb to curb length (feet) X Number of unsignalized intersections and driveways (per mile) X X Pavement condition (1-5 scale) X Demand Intersection vehicle turning movements (vehicles per hour) X X X Vehicle right turn on red volume (vehicles per hour) X Vehicle peak hour factor (PHF) X X X Percent heavy vehicles X Percent of on-street parking occupied X X Intersection Control Saturation flow rate through lanes (vehicles per lane per hour) X Green time per cycle for through movement (percentage) X X Cycle length (seconds) X X Quality of signal progression (1-5 scale) X Speed limit (miles per hour) X X X Cross street speed limit (miles per hour) X Source: Fehr & Peers 2011 4 Draft Report: Multimodal Level of Service Analysis Results City of Tukwila (SE10-0181.01) January 2011 LOS DEFINITIONS This section provides a qualitative description of how NCHRP Project 3-70 defines LOS for auto, bicycle, and pedestrian modes. The full equations necessary to compute MMLOS are complex and are not included in this report. Refer to the NCHRP documentation for additional details. Auto LOS Auto LOS is based on the average number of stops per mile and the presence of left turn lanes at signalized and unsignalized intersections along the roadway segment. Stops per mile are calculated 2 using the volume to capacity (v/c) ratio and signal progression downstream intersection. With the exception of the presence of left-turn lanes at unsignalized intersections along the segment, auto LOS is completely dependent on the characteristics of the intersection located at the downstream end of the roadway segment. Roadway characteristics such as lane width or presence of street trees are not included in the methodology. Bicycle LOS Bicycle LOS is a weighted average of study segment LOS and intersection LOS. Bicycle segment LOS is based on vehicle volume, vehicle speed, number of lanes, percent heavy vehicles, parking conditions, 3 lane and shoulder widths, pavement quality, and number of unsignalized conflicts. Bicycle intersection LOS is based on vehicle volumes, bicycle crossing distance, and lane geometries. Bicycle LOS is not influenced by grades or other factors that may increase the physical difficulty of bicycling. Pedestrian LOS Pedestrian LOS is influenced by vehicle speed and volume, parking conditions, sidewalk width, buffer and 4 barrier presence, shoulder or bike lane width, sidewalk and intersection geometry, and cross street speed and volume. Similar to bicycle LOS, pedestrian LOS is based on a weighted average of the segment and intersection LOS. Due to the nature of different modes of travel, appropriate scale of segments for automobile and bicycle LOS may not coincide with that of pedestrian travel. For this reason, a set of smaller segments were created for pedestrian LOS analysis. 2 Signal progression is a term from the Highway Capacity Manual, which describes the quality of signal coordination on a one to five scale. Signal progression of one represents very poor progression where vehicles are stopped by most traffic signals, while five represents exceptional progression where vehicles can proceed along a corridor with few stops or delays. 3 Unsignalized conflicts are defined as unsignalized side street and driveway intersections. 4 A buffer is an area (typically landscaped) between the edge of the sidewalk and the edge of the roadway. A barrier is a design feature that physically separates the pedestrians from the traffic stream. A barrier can be a railing, a low wall, or a row of closely spaced trees. 5 Draft Report: Multimodal Level of Service Analysis Results City of Tukwila (SE10-0181.01) January 2011 CHAPTER 3. RESULTS Using the methodologies described above, MMLOS was determined for auto, bicycle, and pedestrian modes on the study segments in Tukwila. The study area was divided into six zones, as shown in Figure 1. The results are shown in Figures 2-7. Each figure number has three components-A showing auto LOS, B showing bicycle LOS, and C showing pedestrian LOS. 6 Lake Washington S 93rd St Zone 6 S 112th St 99 5 Zone 4 599 Zone 3 509 5 Zone 5 405 518 S Longacres Way Zone 1 Baker Blvd 518 Tukwila Pond 509 5 Zone 2 S 180th St S 180th St LEGEND City of Tukwila Potential Boundary Change To Tukwila To Seattle Annexation Area N S 204th St NOT TO SCALE CITY OF TUKWILA - KEY MAP (ZONES) \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\fig1_keyMap_noS.mxd FIGURE 1 a Southcenter Blvd LEGEND Level of Service ❑ A -B • D ® C ® E - F • Study Intersection • Signalized Unsignalized AM Level PM Level of Service of Service D N NOT TO SCALE 0 Tukwila PI, m 0 0 0 Baker Blvd fi 0 0 S Lon„lacres way 0 0 © C 0 0) Strander Blvd D fp FEHR & PEERS TRANSPORTATION CONSULTANTS \ \FPSE2 \Data2 \2010Projects \SE 10- 0181.00_Tukwila_TransEleme nt \Graphics \G I S \MXD\zone_maps \ALL \figl 5A_Ios_zonel _I NT. mxd CITY OF TUKWILA - INTERSECTION AND ROADWAY AUTOMOBILE LEVEL OF SERVICE (ZONE 1) FIGURE 2A rSuuhc nt rBlvd a LEGEND Level of Service ❑ A - B • D • C • E - F 0 N NOT TO SCALE Tukwila Pkwy I'. ker Blvd y O trander_BL�cd J fp FEHR & PEERS TRANSPORTATION CONSULTANTS \ \FPSE2 \Data2 \2010Projects \SE 10- 0181.00_Tukwila_TransElement \Graphics \G I S \MXD\zone_maps \ALL \fig 15B_Ios_zonel _BI KE. mxd CITY OF TUKWILA - BICYCLE LEVEL OF SERVICE (ZONE 1) FIGURE 2B a LEGEND Southcenter Blvd Level of Service ❑ A - B • D • C • E - F 0 N NOT TO SCALE Tukwila P` Baker Blvd Stra rider Blvd 1 I nn�lacres W fp FEHR & PEERS TRANSPORTATION CONSULTANTS \ \FPSE2 \Data2 \2010Projects \SE 10- 0181.00_Tukwila_TransElement \Graphics \G I S \MXD\zone_maps \ALL \fig 15C_Ios_zonel_PED. mxd CITY OF TUKWILA - PEDESTRIAN LEVEL OF SERVICE (ZONE 1) FIGURE 2C LEGEND 22 Level of Service Baker Blvd AM LevelPM Level A - BD 24 23 of Serviceof Service CE - F N 21 Study Intersection 1 Signalized NOT TO SCALE 20 18 Unsignalized 95 13 14 15 16 17 Tukwila Pond 5 12 19 9 10 11 7 3 S 180th St 1 2 4 5 6 CITY OF TUKWILA - INTERSECTION AND ROADWAY AUTOMOBILE LEVEL OF SERVICE (ZONE 2) FIGURE 3A \\FPSE2\Data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\zone_maps\ALL\fig16A_los_zone2_INT.mxd LEGEND Baker Blvd Level of Service N A - BD NOT TO SCALE CE - F Tukwila Pond 5 S 180th St CITY OF TUKWILA - BICYCLE LEVEL OF SERVICE (ZONE 2) FIGURE 3B \\FPSE2\Data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\zone_maps\ALL\fig16B_los_zone2_BIKE.mxd LEGEND Baker Blvd Level of Service N A - BD NOT TO SCALE E - F C Tukwila Pond 5 S 180th St CITY OF TUKWILA - PEDESTRIAN LEVEL OF SERVICE (ZONE 2) FIGURE 3C \\FPSE2\Data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\zone_maps\ALL\fig16C_los_zone2_PED.mxd LEGEND Level of Service 599 A - BD 75 CE - F 68 66 67 Study Intersection 1 Signalized 65 77 Unsignalized 64 AM LevelPM Level of Serviceof Service 63 62 N NOT TO SCALE 61 57 56 58 5 518 35 41 40 42 39 34 405 38 43 36 33 37 28 32 29 30 31 27 25 26 CITY OF TUKWILA - INTERSECTION AND ROADWAY AUTOMOBILE LEVEL OF SERVICE (ZONE 3) FIGURE 4A \\FPSE2\Data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\zone_maps\ALL\fig17A_los_zone3_INT.mxd LEGEND 599 Level of Service N A - BD NOT TO SCALE CE - F 5 518 405 CITY OF TUKWILA - BICYCLE LEVEL OF SERVICE (ZONE 3) FIGURE 4B \\FPSE2\Data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\zone_maps\ALL\fig17B_los_zone3_BIKE.mxd LEGEND 599 Level of Service N A - BD NOT TO SCALE CE - F 5 518 405 CITY OF TUKWILA - PEDESTRIAN LEVEL OF SERVICE (ZONE 3) FIGURE 4C \\FPSE2\Data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\zone_maps\ALL\fig17C_los_zone3_PED.mxd fp FEHR & PEERS TRANSPORTATION CONSULTANTS \ \FPSE2 \Data2 \2010Projects \SE 10- 0181.00_Tukwila_TransEleme nt \Graphics \G I S \MXD\zone_maps \ALL \figl 8A_Ios_zone4_I NT. mxd CITY OF TUKWILA - INTERSECTION AND ROADWAY AUTOMOBILE LEVEL OF SERVICE (ZONE 4) FIGURE 5A LEGEND Level of Service ❑ A - B • D • C • E - F 0 N NOT TO SCALE S 132nd St S1 I St s •• St S13 St tJ- th , ••••••• fp FEHR & PEERS TRANSPORTATION CONSULTANTS \ \FPSE2 \Data2 \2010Projects \SE 10- 0181.00_Tukwila_TransElement \Graphics \G I S \MXD\zone_maps \ALL \fig 18B_Ios_zone4_BI KE. mxd CITY OF TUKWILA - BICYCLE LEVEL OF SERVICE (ZONE 4) FIGURE 5B LEGEND Level of Service ❑ A - B • D • C • E - F S 132nd St NOT TO SCALE st S 1301, 1 S 124th St tJ- 3rd St Y fp FEHR & PEERS TRANSPORTATION CONSULTANTS \ \FPSE2 \Data2 \2010Projects \SE 10- 0181.00_Tukwila_TransElement \Graphics \G I S \MXD\zone_maps \ALL \fig 18C_Ios_zone4_PED. mxd CITY OF TUKWILA - PEDESTRIAN LEVEL OF SERVICE (ZONE 4) FIGURE 5C 66 67 599 5 65 77 64 63 62 61 57 54 55 56 58 5 50 51 52 48 518 49 41 40 42 39 38 43 405 28 29 LEGEND 3 Level of Service 25 A - BD 47 CE - F 45 22 Study Intersection 1 21 Signalized Unsignalized N 13 14 15 AM LevelPM Level NOT TO SCALE of Serviceof Service CITY OF TUKWILA - INTERSECTION AND ROADWAY AUTOMOBILE LEVEL OF SERVICE (ZONE 5) FIGURE 6A \\FPSE2\Data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\zone_maps\ALL\fig19A_los_zone5_INT.mxd 599 5 5 518 405 LEGEND Level of Service N A - BD NOT TO SCALE CE - F CITY OF TUKWILA - BICYCLE LEVEL OF SERVICE (ZONE 5) FIGURE 6B \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\zone_maps\ALL\fig19B_los_zone5_BIKE.mxd 599 5 5 518 405 LEGEND Level of Service N A - BD NOT TO SCALE CE - F CITY OF TUKWILA - PEDESTRIAN LEVEL OF SERVICE (ZONE 5) FIGURE 6C \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\zone_maps\ALL\fig19C_los_zone5_PED.mxd LEGEND Level of Service A - BD CE - F Study Intersection 1 Signalized Unsignalized AM LevelPM Level of Serviceof Service N NOT TO SCALE 92 91 90 88 87 86 99 S 112th St 85 84 5 82 81 79 CITY OF TUKWILA - INTERSECTION AND ROADWAY AUTOMOBILE LEVEL OF SERVICE (ZONE 6) FIGURE 7A \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\zone_maps\ALL\fig20A_los_zone6_INT.mxd LEGEND Level of Service N A - BD NOT TO SCALE CE - F 99 S 112th St 5 CITY OF TUKWILA - BICYCLE LEVEL OF SERVICE (ZONE 6) FIGURE 7B \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\zone_maps\ALL\fig20B_los_zone6_BIKE.mxd LEGEND Level of Service N A - BD NOT TO SCALE E - F C 99 S 112th St 5 CITY OF TUKWILA - PEDESTRIAN LEVEL OF SERVICE (ZONE 6) FIGURE 7C \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\zone_maps\ALL\fig20C_los_zone6_PED.mxd Draft Report: Multimodal Level of Service Analysis Results City of Tukwila (SE10-0181.01) January 2011 LOS E/F SEGMENTS For the purposes of this study, segments in the City of Tukwila receiving an LOS of either E or F were considered to be performing poorly. The poorly performing segments and modes are summarized in Table 2 and shown in Figure 8. TABLE 2 LOS E/F SEGMENTS Segment (Direction) From To Auto Bike Pedestrian LOS LOS LOS West Valley Highway (NB) S 180th Street Strander Boulevard X X West Valley Highway (SB) Strander Boulevard S 180th Street X Andover Park East (NB) S 180th Street Minkler Boulevard X Andover Park East (NB) Strander Boulevard Tukwila Parkway X Andover Park West (NB) Minkler Boulevard Strander Boulevard X Southcenter Parkway (NB) Strander Boulevard Northwest Mall Entrance X S 180th Street (WB) West Valley Highway Southcenter Parkway X S 180th Street (EB) West Valley Highway Southcenter Parkway X Klickitat Drive (EB) 53rd Avenue S Southcenter Parkway X 61st Avenue S (SB) Southcenter Parkway Southcenter Boulevard X 61st Avenue S (NB) Southcenter Boulevard Southcenter Parkway X X Interurban Avenue S (SB) 58th Avenue S Southcenter Boulevard X Interurban Avenue S (SB) I-5 NB On-Ramp 58th Avenue S X Interurban Avenue S (SB) Macadam Rd S I-5 NB On-Ramp X Southcenter Boulevard (EB) I-5 SB Off-Ramp 61st Avenue S X Southcenter Boulevard (EB) 61st Avenue S West Valley Hwy X East End of I-5 S 144th Street (EB & WB) 58th Avenue S X Overpass 53rd Avenue S/ 137th Interurban Avenue S S 144th Street X Street/52nd Avenue S (SB) Martin Luther King Jr. Way East City Limit North City Limit X X (NB & SB) 40th Avenue S (SB) East Marginal Way 42nd Avenue S X Baker Boulevard (EB & WB) Andover Park West Andover Park East X Tukwila International Green River SR-599 Ramp X Boulevard (SB) th S 178 Street (WB) Southcenter Parkway West City Limit X Martin Luther King Jr. Boeing Access Road (WB) East Marginal Way S X Way East Marginal Way S (NB) S 115th Street Boeing Access Road X Source: Fehr & Peers, 2011 26 Lake Washington S 93rd St Westbound Pedestrian (part) 66 Northbound Bicycle 68 S 112th St 65 99 Northbound and Southbound 5 Bicycle and Pedestrian 41 Southbound Pedestrian (part) 599 Southbound Pedestrian (part) 34 Southbound Bicycle Southbound Pedestrian (part) Southbound 55 Bicycle 38 31 509 Southbound Bicycle 37 Eastbound and Westbound Bicycle 5 Northbound Automobile; 30 Southbound Pedestrian and Automobile Eastbound Pedestrian Eastbound Pedestrian 33 405 518 32 22 S Longacres Way Eastbound and Westbound Bicycle 19 Baker Blvd Westbound Pedestrian 11 25 5 Northbound Bicycle 518 Northbound Bicycle Tukwila Northbound Pond 509 7 Bicycle Northbound Bicycle; 5 Northbound (part) and Southbound Pedestrian 23 Westbound Pedestrian (part) 1 Northbound Bicycle 3 Westbound Pedestrian S 180th St 15 S 180th St 12 LEGEND Westbound Bicycle Eastbound Pedestrian (part) Study Segment City of Tukwila Potential Boundary Change To Tukwila To Seattle Annexation Area N S 204th St NOT TO SCALE CITY OF TUKWILA - STUDY SEGMENTS WITH A BICYCLE, PEDESTRIAN OR AUTOMOBILE LEVEL OF SERVICE OF 'E' OR 'F' \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\zone_maps\MidSat\full\fig08_los_allZones_E-F_Segs.mxd FIGURE 8 Draft Report: Multimodal Level of Service Analysis Results City of Tukwila (SE10-0181.01) January 2011 CHAPTER 4. RECOMMENDATIONS Listed below are a series of preliminary improvement recommendations for each LOS E/F segment. AUTO LOS E/F st Southbound 61 Avenue S from Southcenter Boulevard to Tukwila Parkway Currently, the southbound segment of 61st Avenue S has an auto LOS of E. Due to the short distance of this segment and the traffic signal delay at the Tukwila Parkway / 61st Avenue S intersection, the segment has a relatively high number of stops per mile. The number of stops per mile is the most influential variable in calculating auto LOS, so this high value translates into poor auto LOS. Field observations confirm the poor auto LOS findings and indicate that heavy turning movements at the Southcenter Boulevard / 61st Avenue S and Tukwila Parkway / 61st Avenue S intersections cause long queues to form on eastbound Southcenter Boulevard and southbound 61st Avenue S. In order to relieve some of the queuing that is forming along the southbound 61st Avenue S segment and improve traffic progression on this segment, the traffic signal timing could be improved to coordinate the eastbound right turn movement from Southcenter Boulevard and the southbound left turn movement from 61st Avenue S to Tukwila Parkway. By coordinating these two movements, the average number of stops per mile on the southbound 61st Avenue S segment would be reduced and the auto LOS would improve. Since changing traffic signal timings could impact the progression on Southcenter Boulevard and Tukwila Parkway, a larger coordinated signal study focusing on both of these corridors should be conducted. st Northbound 61 Avenue S from Tukwila Parkway to Southcenter Boulevard st The auto LOS for the northbound segment of 61 Avenue S is E. Similar to the southbound segment, poor auto LOS is caused by heavy traffic volumes and closely spaced traffic signals that do not favor st progression along 61 Avenue S. The auto LOS for this segment could be improved in one of two ways. st 1) The 61 Avenue S Bridge could be widened to include three northbound lanes, which would increase the queue storage capacity of the northbound segment and increase the capacity of the Southcenter st Boulevard / 61 Avenue S intersection. st 2) Traffic signal coordination could be improved at the Southcenter Boulevard / 61 Avenue S and st Tukwila Parkway / 61 Avenue intersections to favor northbound and southbound movements across the st 61 Avenue S bridge. The progression for the movement along this segment is poor, as vehicles moving st north through the Tukwila Parkway / 61 Avenue S intersection are usually met with a red signal at the st Southcenter Boulevard / 61 Avenue S intersection. Coordinating this heavy movement could decrease delay through the segment and improve the auto LOS. As described above, any traffic signal coordination st adjustments along 61 Avenue S would require a larger coordinated signal study focusing on the Southcenter Boulevard and Tukwila Parkway corridors. 28 Draft Report: Multimodal Level of Service Analysis Results City of Tukwila (SE10-0181.01) January 2011 BICYCLE LOS E/F th Northbound West Valley Highway from S 180 Street to Strander Boulevard The bicycle LOS along this segment is E. The poor LOS can be attributed to relatively high vehicle speeds and high traffic volumes along with narrow travel lanes and a narrow shoulder. A relatively high percentage of heavy vehicles (16 percent) were also observed on the segment. Given that West Valley Highway is a major north/south arterial through the City of Tukwila, carrying over 1,200 northbound vehicles during the PM peak hour, a reduction of vehicle capacity in order to accommodate bike lanes is not recommend. Providing additional bicycle capacity through right-of-way acquisition may be difficult as the Green River borders the segment to the west and several businesses border the segment to the east. Therefore, we recommend that cyclists seeking a northbound or southbound route through this corridor be directed to the Interurban Trail or Green River Trail. Both trails are dedicated bike paths with no vehicular traffic. The Interurban Trail, located east of West Valley Highway is a direct and level route with very few vehicle conflicts. The Green River Trial, located west of West Valley Highway, meanders along the bank of its namesake river and provides a less direct but more scenic option than either West Valley Highway or the Interurban Trail. The Green River Trail is a good option for recreational cyclists who are less concerned with minimizing distance or travel time. No action is recommended for this segment as sufficient parallel bicycle routes exist. th Northbound Andover Park E from S 180 Street to Minkler Boulevard The bicycle LOS for this segment is E. This poor bicycle LOS is a result of narrow vehicle lanes with no shoulders and a large number of unsignalized conflict points along the corridor. Field observations indicate that many on the businesses along the roadway have multiple driveways accessing Andover Park E. Bicycle and pedestrian LOS could be improved along this corridor by reducing the number of lanes from through lane in each direction with a center two-way left turn lane. The remaining roadway width would be restriped to create a bicycle lane in each direction. With average daily traffic volumes along this segment under 10,000 vehicles per day, this three-lane configuration would provide adequate capacity to provide auto LOS of D or better. In addition to the road diet, we also recommend that an access consolidation study be considered to determine the feasibility of reducing the number of driveways along the corridor. Fewer driveways will reduce the number of unsignalized conflicts, which will improve bicycle LOS. In addition, fewer driveways and a three-lane roadway configuration will provide the opportunity to create landscaped medians, improving the aesthetic quality of the roadway. Northbound Andover Park E from Strander Boulevard to Tukwila Parkway The bicycle LOS for this segment of Andover Park E is E. Along this segment, high vehicular volumes, the lack of a shoulder, and a large number of unsignalized conflicts cause the poor LOS. Consolidating driveway access will lead to an improved bicycle LOS. Several businesses on the east side of the segment have multiple driveways. Reducing access points to one per business would improve the bicycle LOS from E to D. 29 Draft Report: Multimodal Level of Service Analysis Results City of Tukwila (SE10-0181.01) January 2011 Bicycle LOS on this corridor could also be improved from E to C with a road diet. However, the average daily traffic volume along this segment is over 13,000 vehicles per day, which could result in a negative impact on auto LOS unless additional lanes are provided at key intersections like at Baker Boulevard and Strander Boulevard. Although road diets along corridors with similar traffic volumes have been successfully implemented in other areas, further studies on this corridor should be considered prior to implementing a lane reduction. Northbound Andover Park W from Minkler Boulevard to Strander Boulevard Limited space for cyclists on this four-lane roadway with no shoulders and heavy traffic volumes results in a bicycle LOS of E. The segment also includes a large number of unsignalized conflicts that exacerbate the poor LOS. Driveway consolidation could be considered as part of a bicycle LOS improvement plan for the corridor. Many businesses along the corridor have multiple access points that could potentially be removed; however an access study is recommended to determine the feasibility of reducing the number of driveways. A road diet could also improve the bicycle LOS along the corridor. Although this segment serves a relatively high traffic volume (over 13,000 vehicles per day), benefits to pedestrians and cyclists along the corridor may outweigh any degradation in auto LOS. The City should consider further studying the impact of a road diet on this segment, potentially in conjunction with the road diet analysis for Andover Park E th between S 180 Street and Tukwila Parkway. Northbound Southcenter Parkway from Strander Boulevard to Northwest Southcenter Mall Entrance The NCHRP 3-70 methodology does not accurately reflect the T-intersection geometry along this segment (see Attachment B). However, based on field observations, we estimate that this segment has a bicycle LOS of E. We based the poor LOS on the heavy traffic volumes, lack of shoulders or bike lanes, and the proportion of heavy vehicles traveling on the segment (8.2 percent). As the Klickitat Drive / Southcenter Boulevard intersection will soon undergo reconstruction, we are recommending that no pedestrian or bicycle improvements be implemented along this segment. Cyclists should seek alternate routes such as Andover Park W. th Westbound S 180 Street from West Valley Highway to Southcenter Parkway th Street is currently E. High vehicle volumes along with the lack of The bicycle LOS for westbound S 180 bicycle facilities such as shoulders or bike lanes lead to the poor LOS. The bicycle LOS could be improved along this segment by widening the street to provide bicycle lanes; however, businesses and the Green River levee could make any roadway widening costly and technically challenging. Heavy traffic volumes and complex geometric configurations (long crossing distances, dual thth right turn lanes) at the S 180 Street / Southcenter Parkway and S 180 Street / West Valley Highway intersections also limit the ability to improve bicycle LOS along this segment. Given the proposed development in the Tukwila South Project area (along Southcenter Parkway, south of thth S 180 Street), future traffic volumes on S 180 Street will increase, which will further degrade the bicycle, pedestrian, and auto LOS of this corridor. To address the transportation challenges along this segment, a full multimodal access study should be prepared as part of the ongoing Transportation Element update. This multimodal study should consider a variety of enhancements including additional roadway capacity and the development of a parallel pedestrian and bicycle facility. 30 Draft Report: Multimodal Level of Service Analysis Results City of Tukwila (SE10-0181.01) January 2011 th Southbound Interurban Avenue S from 58 Avenue S to Southcenter Boulevard The Bicycle LOS for this segment is currently F. Heavy vehicle volumes, a high proportion of trucks, and narrow shoulders are the main factors leading to the poor LOS result. The two intersections analyzed for this segment (Southbound I-405 ramps and Grady Way/Southcenter Boulevard) also contributed to the poor LOS because of the long crossing distances. Without increasing the width of the roadway, improving the bicycle LOS of the segment is not feasible in the near-term. Considering the high vehicle volumes, a road diet is not recommended in this location. While the Green River Trail parallels this segment, its circuitous routing may be unattractive to commuting cyclists. Cyclists traveling on this corridor increase their trip by over one mile when using the Green River Trail as an alternate route. As part of the Transportation Element update, the feasibility of a long-term strategy to add bike lanes and improve bicycle LOS on this facility should be explored. th Southbound Interurban Avenue S from I-5 NB On-ramp to 58 Avenue S The bicycle LOS for this segment is currently E. As with the previous segment, high traffic volumes, a high percentage of heavy vehicles, and a lack of shoulders or bicycle lanes are the primary factors contributing to the poor LOS. The segment also has a high number of unsignalized driveways and intersections. Without increasing the width of the roadway, improving the bicycle LOS of the segment is not feasible. However, the Green River Trail, a non-motorized recreational path, parallels Interurban Avenue along the east side of the road. Cyclists can use the Green River Trail as viable alternate route as it adds no additional distance to their route. To better direct southbound cyclists the Green River Trail, we th recommend providing directional signs, potentially at the Interurban Avenue / 48 Avenue S intersection. thth Eastbound and Westbound S 144 Street between the I-5 Overpass and 58 Avenue S These eastbound and westbound segments have a bicycle LOS of E due to poor pavement quality. The city should consider repaving this street. With better pavement quality, these segments would have a bicycle LOS of B. rdthndth Southbound 53 Avenue S / 137 Street / 52 Avenue S from Interurban Avenue S to S 144 Street This segment has a bicycle LOS of E due to poor pavement quality. The city should consider repaving this street. With better pavement quality, this segment would have a bicycle LOS of B. Northbound and Southbound Martin Luther King Jr. Way between the East City Limit and the North City Limit Martin Luther King Jr. Way has a deficient LOS in both directions for both bicycle and pedestrian modes. The segment, which is located between the Martin Luther King Jr. Way / Boeing Access Road ay designed with no bicycle or pedestrian amenities. Providing pedestrian and bicycle facilities along Martin Luther King Jr. Way would require coordination between municipalities. As no businesses or pedestrian or bicycle attractions exist along either side of this segment, no action is recommended at this time. 31 Draft Report: Multimodal Level of Service Analysis Results City of Tukwila (SE10-0181.01) January 2011 th Northbound East Marginal Way S from S 115 Street to Boeing Access Rd th The bicycle LOS of northbound East Marginal Way between S 115 Street and Boeing Access Road is E. Although this segment has wide shoulders conducive to cyclists, the segment also has a large number of driveways conflicts. These driveway conflicts are responsible for the poor segment LOS. The City should consider working with the business along the east side of the East Marginal Way to develop an access management strategy. The LOS of this segment would significantly improve with the consolidation of these driveways. Eastbound and Westbound Baker Boulevard from Andover Park West to Andover Park East Both eastbound and westbound Baker Boulevard received a Bicycle LOS of F. This poor LOS can be attributed to the lack of a shoulder or bike lane and a high unsignalized conflicts per mile value. With average daily traffic volume well below 10,000, the City should consider studying a 4 to 3 lane conversion or road diet. This would enable bicycle lanes to be placed on either side on the street, improving the bicycle LOS without significantly impacting traffic operations. The City should also consider driveway consolidation as part of their bicycle LOS improvement plan as businesses along the corridor have multiple access points. 32 Draft Report: Multimodal Level of Service Analysis Results City of Tukwila (SE10-0181.01) January 2011 PEDESTRIAN LOS E/F rd Westbound Klickitat Drive from Southcenter Parkway to 53 Avenue S Westbound Klickitat Drive currently has a pedestrian LOS of E. The poor pedestrian LOS is related to the lack of sidewalks and relatively high traffic volumes. It is recommended that no action be taken on improving the pedestrian LOS for this segment as the parallel pedestrian walkway just south of the segment provides adequate pedestrian service. st Southbound 61 Avenue S from Southcenter Boulevard to Tukwila Parkway The pedestrian LOS for this segment was determined to be E. No pedestrian facilities currently exist st along this portion of 61 Avenue S. With no separation between the pedestrian and the travel lanes, along with heavy vehicle volumes, a lack of crosswalks, and multiple turning lanes, pedestrian travel on st the west side of the 61 Avenue S bridge is difficult and potentially hazardous. With heavy vehicle volumes along the segment, reconfiguring the roadway geometry to provide a sidewalk is impractical. In the near-term, pedestrians should be urged to use the sidewalk on the east side of the bridge. Without the modification of the bridge to provide sidewalks or the construction of a new, wider bridge, pedestrian LOS cannot be improved along this segment. Eastbound Southcenter Boulevard from I-5 SB Off-ramp to West Valley Hwy Calculations for the sub-segments along this section of roadway yield pedestrian LOS results of C and D. However, after further analyzing this portion of Southcenter Boulevard, engineering judgment leads us to believe this segment should fall into the E/F range. With heavy vehicle volumes along Southcenter Boulevard and no sidewalk present along the majority of the segment, little pedestrian service is provided. The pedestrian LOS could be improved by installing a sidewalk along the south side of Southcenter Boulevard. However, given the lack of businesses or other pedestrian attractions, and the proximity of I- 405 on this side of the street, it is reasonable to direct pedestrians to use the sidewalk on the north side of Southcenter Boulevard. We also recommend that the narrow pedestrian path on the south side of stnd Southcenter Boulevard between 61 Avenue S and 62 Avenue S be rebuilt to meet City of Tukwila sidewalk standards. This improved sidewalk will provide better access to the eastbound bus stop located st east of 61 Avenue S. Westbound Boeing Access Rd from I-5 Off-ramp to East Marginal Way S The pedestrian LOS along the westbound direction of Boeing Access Road is E. This segment has no sidewalk and requires pedestrians to cross five high-speed ramps accessing I-5, Airport Way, and East Marginal Way. The addition of sidewalks and crosswalks along this segment would improve pedestrian LOS. sides, it is being recommended that sidewalks also be placed along the entirety of the segment from the East Marginal Way intersection to the Martin Luther King Way intersection. Northbound and Southbound Martin Luther King Jr. Way between the East City Limit and the North City Limit Martin Luther King Jr. Way is a limited access highway designed solely for vehicle use. Pedestrians traveling along this corridor should seek alternate routes. As little to no pedestrian attractions, such as recreational areas or businesses, are located along this corridor, no action is being recommended. 33 Draft Report: Multimodal Level of Service Analysis Results City of Tukwila (SE10-0181.01) January 2011 Southbound Tukwila International Boulevard from Green River to SR 99 / SR 599 Ramps Pedestrian LOS along this segment of Tukwila International Boulevard is E. Pedestrians traveling through this segment have no sidewalk and face relatively long crossing lengths at intersections due to the SR 99 / SR 599 ramp designs. Improvements at this location could include adding a sidewalk or reducing pedestrian crossing lengths by providing crosswalks perpendicular to the flow of traffic on ramps. Southbound Interurban Avenue S from Macadam Rd to I-5 Northbound On-ramp (part) A pedestrian LOS of E was calculated along this corridor. The segment contains no sidewalks as shrubs and trees occupy the side of the street, effectively prohibiting pedestrian travel. As no pedestrian attractions occupy this side of the street and the adjacent land serves as a drainage basin, widening the right-of-way for the placement of a sidewalk is unreasonable. Pedestrians should be advised to use the opposite side of the street. No action is recommended at this time. ththnd Southbound 40 Avenue S from S 130 St to 42 Avenue S (part) th This section of 40 Avenue S received a pedestrian LOS of E. Lack of continuous sidewalks and a narrow shoulder are responsible for the poor rating. As only a large shoulder is present on the opposite, northbound side of the street, it is recommended that the sidewalk on the southbound side of the street th be extended northward to S 130 St creating a continuous pedestrian facility to serve the local residential neighborhood. Westbound Minkler Boulevard from Andover Park East to Andover Park West This section of Minkler Boulevard received a pedestrian LOS of E. Neither the north nor south sides of the street have sidewalks as the relatively heavy traffic volumes occupy the corridor. The north side of the street has several small sections of sidewalk, but the presence of the railroad tracks causes discontinuities at several locations. While a drainage basin occupies the southern side of the street, it is recommended that a continuous sidewalk be constructed on the north side to improve pedestrian LOS. th Northbound and Southbound West Valley Highway from Strander Boulevard to S 180 St th The entire southbound side of West Valley Highway from Strander Boulevard to S 180 St received a pedestrian LOS of E. Pedestrians on this side of the street are faced with high vehicular volumes and speeds without the safety of a sidewalk. As much of this section is bordered by the Green River and few pedestrian destinations, no action is being recommended for the southbound side of West Valley Highway. Pedestrians should be encouraged to use the opposite side of the street or either the Interurban Trail or Green River Trail which parallel the segment. th One section of the West Valley Highway northbound from S 180 to Strander Boulevard received a pedestrian LOS of E. This stretch, from approximately the businesses of Leavitt Machinery and Forklift Parts to SimpleFloors Seattle, is the single northbound section that does not have a sidewalk. It is recommended that a sidewalk be constructed for this section to provide a continuous pedestrian facility on one side of West Valley Highway. th Westbound S 178 St from Southcenter Parkway to West City Line th S 178 St westbound received an LOS of E. This calculation was based on the segment LOS rating only as no downstream intersection was present. The poor LOS can be attributed to the high vehicle volumes and lack of sidewalk. According to the methodology used for the LOS calculation, the segment also experienced high vehicular speeds. Because the methodology does not take into account grade and this 34 Draft Report: Multimodal Level of Service Analysis Results City of Tukwila (SE10-0181.01) January 2011 segment has a severe slope, the average running speed may be overestimated. It is recommended that a sidewalk be considered for this corridor to increase pedestrian service. The speed limit could also be reduced to improve LOS. th Eastbound S 180 St from Sperry Drive to West Valley Highway Bicycle LOS E/F. See recommendation for corridor in section NEXT STEPS In addition to this MMLOS analysis, we will work with staff to establish MMLOS policies to balance deficiencies and improvement measures for different modes. These MMLOS policies will establish clear guidance on which modes receive priority when improvement measures result in LOS degradation for different modes. These policy issues will be discussed as part of the Transportation Element Update. 35 Draft Report: Results of Multimodal Level of Service Analysis City of Tukwila (SE10-0181.01) January 2011 ATTACHMENT A: SUMMARY OF DATA SOURCES Draft Report: Results of Multimodal Level of Service Analysis City of Tukwila (SE10-0181.01) January 2011 TRAFFIC DATA Several pieces of data used in the MMLOS calculations were taken from turning movement counts collected at intersections throughout the City of Tukwila. These counts were taken on weekdays during June and July, 2010. Traffic data extracted from the turning movement counts included peak hour factor (PHF) and peak hour roadway segment volumes. HEAVY VEHICLES The heavy vehicle percentages used in the bicycle LOS calculation were taken from 2010 vehicle classification counts collected by the City along key corridors. In locations where vehicle classification counts were not available, heavy vehicle percentages were estimated from the turning movement counts described above. In locations where neither vehicle classification counts nor turning movement counts had been collected, heavy vehicle percentages from 2007 turning movement counts were used. SYNCHRO DATA The Synchro traffic LOS analysis software was used in several circumstances to calculate input data. These data included the volume-to-capacity ratio, the proportion of green time for an approach to an intersection, and the traffic signal vehicle control delay. The time-space diagram feature of Synchro was also used in determining the signal progression of several segments. INTERSECTION AND ROADWAY GEOMETRIC FEATURES Google Earth was used to measure the lengths and widths of the intersections and roadway segments. Although using Google Earth does not provide exact measurements, precise dimensions were not necessary for this methodology. Sensitivity tests completed on features such as sidewalk and lane width revealed the LOS for a given mode was insignificantly affected by increases or decreases of widths within a one-to-two foot range. Field observations at several locations were used to validate the Google Earth measurement approach. PAVEMENT QUALITY Data for the pavement quality of the study segments was provided by the City of Tukwila in the Pavement Maintenance Management Program report from 2008. In this report, city roadways were rated 0-100 based on the Pavement Engineers Pavement Condition Rating (PE-PCR) system. As described earlier, the MMLOS methodology requires a 1-5 pavement rating system to calculate bicycle LOS. The 0-100 PE-PCR system was broken into five categories (0-20, 21-40, 41-60, 61-80, 81-100) which were simplified to the 1-5 MMLOS pavement quality rating scheme. PERCENT OCCUPIED PARKING The percentage of occupied parking was determined for segments with legal street parking. A field study was conducted where parked cars were counted along relevant study segments. We estimated the percentage of occupied parking using the following equation: Draft Report: Results of Multimodal Level of Service Analysis City of Tukwila (SE10-0181.01) January 2011 ATTACHMENT B: DESCRIPTION OF ASSUMPTIONS Draft Report: Results of Multimodal Level of Service Analysis City of Tukwila (SE10-0181.01) January 2011 ANALYZING T-INTERSECTIONS The analysis of T-intersections is not addressed in the MMLOS methodology of NCHRP Project 3-70. While the methodology allows for the analysis of movements crossing the intersection, there is no methodology does not give any guidance about the pedestrian or bicycle LOS for the side of the intersection with no roadway leg. In these instances, the bicycle intersection crossing distance variable was given a value of 0 in the calculation. This approach basically rewards the intersection LOS for having no conflicting movements while continuing to analyze based on other variables. This approach was chosen because while the bicyclist is not faced with conflicting movements, there is still a negative impact to the cyclis service due to the presence of the intersection. For example the duration of time spent adjacent to vehicles and the decrease in comfort traveling through the intersection can all affect the bicycle LOS. When analyzing pedestrian LOS through a signalized T intersection, an intersection LOS of A was assumed since the pedestrian faces no conflicts and the overall walking environment is similar to walking along the street between intersections. The LOS of A effectively removes the intersection from the pedestrian LOS calculation for segments with T intersections. UNSIGNALIZED INTERSECTIONS Unsignalized intersections are not addressed in the MMLOS methodology. The methodology used for bicycle and pedestrian intersection LOS is limited only to four-way signalized intersections. Therefore engineering judgment was used to describe the LOS for segments with unsignalized intersections; although these intersections were generally not considered to have any impact beyond the reduction in bicycle LOS associated with unsignalized conflict points. RIGHT TURN ON RED (RTOR) VOLUMES For the purposes of determining the pedestrian intersection LOS, several assumptions were made to determine the RTOR volume. For intersections where a right turning lane was present, 20 percent of the total right turning movement for the intersection was assumed to occur on the red light. For intersections where a shared through and right lane was present, 5 percent of the right turning volume was assumed to occur on the red light. PERMITTED LEFT TURNS In order to determine the permitted left turning volumes, which can conflict with the pedestrian movement, several assumptions were made. For protected only left turns (signals with red and green left turn arrows), a value of 0 percent was assumed. For approaches where left turns were permitted only, 100 percent of left turns were defined as potentially conflicting with pedestrian crossings. For approaches with permitted-protected left turn phasing (where a green arrow is initially given, followed by a permitted left turn phase), 20 percent of the total left turning movement was assumed to occur during the permitted (conflicting) phase. PEDESTRIAN SUBSEGMENTS In order to produce LOS results to the pedestrian scale, subsegments were created from the original segments. The MMLOS methodology was consequently broken as some of the subsegments did not begin and end at intersections. In these cases, the overall pedestrian LOS was determined solely by the segment LOS value and not a weighted average between segment and intersection LOS. Draft Report: Results of Multimodal Level of Service Analysis City of Tukwila (SE10-0181.01) January 2011 ATTACHMENT C: NON-MOTORIZED CORRIDORS, EXISTING CONDITIONS MEMORANDUM Date: June 7, 2010 (Update) To: Cyndy Knighton, City of Tukwila From: Kendra Breiland and Tom Noguchi, Fehr & Peers Subject: Deliverable #1: Non-Motorized Corridors, Existing Conditions, and Previously Identified Needs SE08-0181 The City of Tukwila has contracted with Fehr & Peers to develop a process for evaluating operations of bicycle and pedestrian facilities in the City. This analysis, which is funded by an Energy Efficiency in Transportation Planning grant from the Washington State Department of Commerce, will include measuring bicycle and pedestrian level of service (LOS) on the City’s roadway network according to the newest procedures described in the draft 2010 Highway Capacity Manual (HCM). Defining bicycle and pedestrian LOS on key corridors throughout the City will inform the City’s Comprehensive Transportation Plan Update as to which sorts of projects would most benefit bicycle and pedestrian travel in the City. This memorandum summarizes the following: The City’s existing bicycle and pedestrian facilities · Projects that are currently being planned and constructed, as reflected in the 2010-2015 · Capital Improvement Program (CIP) The “Bicycle Friendly Routes” that are identified in the City’s Walk and Roll Plan · The corridors that have been selected for bicycle and pedestrian LOS evaluation · The data needs to evaluate bicycle and pedestrian LOS on each of the selected corridors · Connection with the Comprehensive Plan Update process · Existing Bicycle and Pedestrian Facilities In 2009, the City published a Walk and Roll Plan, which is Tukwila’s key non-motorized transportation plan. Fehr & Peers has reviewed the Plan and summarized Tukwila’s existing transportation network, including bicycle and pedestrian facilities along arterial roadways. The following types of transportation facilities were identified as accommodating non-motorized travel: Sidewalks · Bike lanes · Paved shoulders · nd 11410 NE 122 Way, Suite 320 Kirkland, WA 98034-6927 (425) 820-0100 F: (425) 821-1750 fehrandpeers.com Cyndy Knighton – City of Tukwila 6-7-2010 (Updated) Page 2 of 7 Figure 1 summarizes the existing non-motorized facilities on arterials within the City. It is worthwhile to note that this map does not include the components of the City’s non-motorized transportation network that are outside of the arterial roadways. These facilities include sidewalks along non-arterial roadways, unpaved paths that are used by pedestrians, and local roadways that are shared by autos and bikes. Future Bicycle and Pedestrian Facilities Fehr & Peers has reviewed the City’s 2010-2015 CIP to determine the sorts of non-motorized facilities planned for construction in the next five years. As shown in Figure 2, the City plans to construct new sidewalks on roadways throughout the City, as well as a bike-pedestrian bridge over the Green River. Not shown on Figure 2 are a number of intersection signal enhancements and crosswalks included in the CIP, which may also benefit bicycle and pedestrian travel. Beyond the 2010-2015 CIP, the City’s Walk and Roll Plan designates “Bicycle Friendly Routes” and provides guidance to ensure that major transportation infrastructure projects include bicycle and pedestrian elements that are consistent with City’s ultimate non-motorized system. The Plan’s Bicycle Friendly Routes are shown in Figure 3 and are intended to provide a coordinated City bikeway system that connects parks, schools, major employers, transportation centers, neighboring cities, and other activity centers. Bicycle and Pedestrian Level of Service Evaluation To refine the Walk and Roll Plan and inform the City’s Comprehensive Transportation Planning process, Fehr & Peers will be evaluating bike and pedestrian LOS on several key corridors throughout the City. Figure 4 shows the corridors that were identified by City staff. In general, these corridors overlap with the Bicycle Friendly Routes identified in the Walk and Role Plan, but also include some additional locations (particularly near the Southcenter Mall) to ensure that major bicycle and pedestrian needs are considered. Traditionally, LOS analysis has focused on a single mode – the auto. However, as jurisdictions like Tukwila attempt to plan for the travel experience of non-auto modes, a singular focus on automobile operations provides an incomplete picture. Thus, the City has identified the need to measure bicycle and pedestrian LOS. Below, we describe how LOS is measured for each mode: Auto operations have traditionally been measured by volume to capacity (V/C) Autos: · ratios on roadways and by delay experienced by vehicles at intersections. The 2010 HCM guidelines may enhance these capacity and delay-based metrics to consider factors like speed and stops per mile. Bicycle operations will consider the experience of cyclists at intersections and Bicycles: · on street segments between intersections. Bicycle experience at intersections is measured by the physical space available for bicycles and the number of conflicting vehicles using the intersection. Bicycle experience on roadway segments will consider a number of factors, including vehicle composition, speed and volume, pavement quality, physical space allotted to cyclists, the presence of on-street parking, and the number of conflicts (driveways and intersections) cyclists encounter per mile. Pedestrian LOS can be measured either based on density or non-density Pedestrians: · factors. Since overutilization of pedestrian facilities is not presently a concern for Tukwila, we will use non-density factors to measure pedestrian LOS. These factors Cyndy Knighton – City of Tukwila 6-7-2010 (Updated) Page 3 of 7 include physical separation of pedestrian and vehicle facilities (via on-street parking, bike lanes, planter strips, and other buffers), the speed of vehicle traffic, and the presence of sidewalks. Measuring LOS for bicycles and pedestrians will require more data than analyses where vehicle operations are the sole focus. Below, we list the data required to reflect each mode: Bicycle operations analyses should include data on the number of conflicts Bicycle: · cyclists face on a roadway segment (driveways and intersections), number of vehicle lanes, vehicle speeds, volumes and peaking characteristics, pavement quality, on-street parking utilization, the widths of the bicycle lane and outside vehicle lanes. Pedestrian LOS analyses will assess the pedestrian environmental along Pedestrian: · roadway segments. Pedestrian segment LOS will require data on presence of sidewalks, width of outside vehicle lanes, barriers between pedestrians and vehicles (bike lanes, shoulders, on-street parking utilization, and other buffers), the continuity and width of sidewalks, vehicle speeds, volumes, and peaking factors. The HCM 2010 guidelines will likely provide look-up tables and default values for many of the above data requirements. However, it is difficult to say the extent to which the default values would represent conditions in Tukwila. Thus, to accurately measure bicycle and pedestrian LOS on its transportation network, the City will begin collecting locally valid travel data for use in this analysis. Connection with Comprehensive Plan Update Process It is important to note that non-motorized travel is influenced by both the presence of bike and pedestrian facilities as well as the mix of adjacent land uses. Land use considerations include the type of land uses in place and whether they are conducive to non-motorized travel, as well as how close these land uses are to one another. As the City updates its Comprehensive Transportation Plan, we will be reviewing how the future land use plan will influence demand for non-motorized travel. The work funded by this grant will provide the City with guidance as to how existing non- motorized facilities function. By pairing an understanding of the City’s existing and planned land uses with how its current transportation system accommodates non-motorized modes, these efforts will provide the City with a better understanding of where bicycle and pedestrian facility improvements are needed. Next Step During the next phase, Fehr & Peers will collect the data and calculate auto, pedestrian, and bicycle levels of service for the arterial segments shown in Figure 4. Lake Washington S 93rd St S 112th St 99 5 599 509 5 405 518 S Longacres Way Baker Blvd 518 Tukwila Pond 509 5 LEGEND S 180th St S 180th St Existing Sidewalks Existing Bike Lanes Paved Shoulders City of Tukwila Potential Boundary Change To Tukwila To Seattle Annexation Area N S 204th St NOT TO SCALE CITY OF TUKWILA - EXISTING PEDESTRIAN AND BICYCLE FACILITIES \\fpse2\data2\2010Projects\SE10-0181.01_Tukwila PedBike LOS\Graphics\Draft\GIS\MXD\fig01_bike_side_sldrs2.mxd FIGURE 1 Lake Washington S 93rd St S 112th St 99 5 599 509 5 405 518 S Longacres Way Baker Blvd 518 Tukwila Pond 509 5 S 180th St S 180th St LEGEND Planned Sidewalks from CIP Bike / Pedestrian Bridge City of Tukwila Potential Boundary Change To Tukwila To Seattle Annexation Area N S 204th St NOT TO SCALE CITY OF TUKWILA - PLANNED PEDESTRIAN FACILITIES \\FPSE2\Data2\2010Projects\SE10-0181.01_Tukwila PedBike LOS\Graphics\Draft\GIS\MXD\fig02_plnd_side.mxd FIGURE 2 Lake Washington S 93rd St S 112th St 99 5 599 509 5 405 518 S Longacres Way Baker Blvd 518 Tukwila Pond 509 5 S 180th St S 180th St LEGEND Bicycle Friendly Routes City of Tukwila Potential Boundary Change To Tukwila To Seattle Annexation Area N S 204th St NOT TO SCALE CITY OF TUKWILA - BICYCLE FRIENDLY ROUTES \\fpse2\data2\2010Projects\SE10-0181.01_Tukwila PedBike LOS\Graphics\Draft\GIS\MXD\fig03_bike_frd_routes.mxd FIGURE 3 Lake 64 Washington S 93rd St 67 66 69 63 68 S 112th St 70 65 99 5 43 52 41 44 62 599 61 48 40 34 60 51 55 38 31 509 59 39 58 37 54 5 30 35 49 46 47 36 405 518 33 42 53 2 21 32 22 S Longacres Way 20 24 57 19 Baker Blvd 11 25 5 8 56 16 18 518 50 Tukwila Pond 509 7 4 5 10 23 1 6 9 3 S 180th St 15 S 180th St 12 LEGEND Study Segment City of Tukwila Potential Boundary Change 28 To Tukwila To Seattle Annexation Area 27 29 N 26 S 204th St 13 NOT TO SCALE CITY OF TUKWILA - STUDY SEGMENTS \\FPSE2\Data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\fig04_studySegs.mxd FIGURE 4 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 APPENDIX B: PEDESTRIAN SEGMENT LOS RESULTS Lake 64 Washington S 93rd St 67 66 69 63 68 S 112th St 70 65 99 5 43 52 41 44 62 599 61 48 40 34 60 51 55 38 31 509 59 39 58 37 54 5 30 35 49 46 47 36 405 518 33 42 53 2 21 32 22 S Longacres Way 20 24 57 19 Baker Blvd 11 25 5 8 56 16 18 518 50 Tukwila Pond 509 7 4 5 10 23 1 6 9 3 S 180th St 15 S 180th St 12 LEGEND Study Segment City of Tukwila Potential Boundary Change 28 To Tukwila To Seattle Annexation Area 27 29 N 26 S 204th St 13 NOT TO SCALE CITY OF TUKWILA - STUDY SEGMENTS \\FPSE2\Data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\fig04_studySegs.mxd FIGURE 4 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations April 2012 APPENDIX B: PEDESTRIAN SEGMENT LOS RESULTS 1 Southcenter Blvd LEGEND Level of Service ❑ A - B D ❑ C • E N Soudicenter Pk Tukv, wy Note: Level of Service on roadway segments • F NOT TO SCALE are PM ONLY, and by direction. Baker Blvd Stianclei Blvd Andover Park F S Longacres Way a FEHR PEERS \ \fpse2 \data2 \2010Projects \SE 10- 0181.00_Tukwi la_Trans E lement \Graph ics \GIS \MXD \April_2012 \f ig B -1 _los_secl _P ED_hash. mxd CITY OF TUKWILA - 2010 PEDESTRIAN SEGMENT-ONLY LEVEL OF SERVICE (SECTION 1) FIGURE B -1 LEGEND Level of Service A - BD CE F Tukwila Pond 5 181 Note: Level of Service on roadway segments are PM ONLY, and by direction. \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\figB-2_los_sec2_PED_hash.mxd LEGEND Level of Service 599 A - BD CE F Note: Level of Service on roadway segments are PM ONLY, and by direction. Note: Level of Service on roadway segments are PM ONLY, and by direction. 5 518 405 \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\figB-3_los_sec3_PED_hash.mxd LEGEND Level of Service ❑ A - B ® D ❑ C • E N • F NOT TO SCALE t� 4 — S 1 32nd St I St 1 5 1300151 0 S 133idSt Note: Level of Service on roadway segments MIk S 124th St are PM ONLY, and by direction. FEHR PEERS \ \fpse2 \data2 \2010Projects \SE 10- 0181.00 Tukwila Trans E lement \Graphics \GIS \MXD \April 2012 \fig 18Closzone4P ED hash. mxd CITY OF TUKWILA - 2010 PEDESTRIAN SEGMENT-ONLY LEVEL OF SERVICE (SECTION 4) FIGURE B -4 Note: Level of Service on roadway segments 599 5 are PM ONLY, and by direction. 5 518 405 LEGEND Level of Service A - BD CE F \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\figB-5_los_sec5_PED_hash.mxd LEGEND Level of Service A - BD CE F Note: Level of Service on roadway segments are PM ONLY, and by direction. 99 5 \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\April_2012\fig20C_los_zone6_PED_hash.mxd p City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 APPENDIX C: CITY OF TUKWILA LAND USE FORECASTS City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE C-1 – LAND USE DATA FOR THE CITY OF TUKWILA (2010-2030) 2010 2030 Growth 2010-2030 TAZ Households EmploymentHouseholdsEmploymentHouseholds Employment 1 0 6166 223 7754 223 1588 2 0 734 141 866 141 132 3 0 294 141 426 141 132 4 0 943 304 984 304 41 5 0 518 161 800 161 282 6 0 378 146 528 146 150 7 0 749 311 1219 311 470 8 0 551 236 592 236 41 9 0 931 147 1607 147 676 10 0 1004 147 1276 147 272 11 0 550 0 618 0 68 12 0 1063 0 1131 0 68 13 2 702 0 1106 -2 404 14 0 1172 0 1645 0 473 15 0 559 0 627 0 68 16 0 271 0 339 0 68 17 0 604 0 672 0 68 18 0 1139 0 1207 0 68 19 1 316 21 551 20 235 20 2 181 341 270 339 89 21 0 248 300 278 300 30 22 0 255 199 358 199 103 23 3 928 3 1153 0 225 24 0 713 0 781 0 68 25 0 1100 0 1325 0 225 26 1 1115 111 3551 110 2436 27 4 86 111 3551 107 3465 28 113 525 155 597 42 72 29 1080 111 1102 271 22 160 30 563 281 596 281 33 0 31 0 781 12 941 12 160 32 8 950 8 1335 0 385 33 88 128 100 353 12 225 34 558 370 588 530 30 160 35 132 5 199 5 67 0 36 224 56 224 56 0 0 37 5 0 67 0 62 0 38 127 6 189 6 62 0 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE C-1 – LAND USE DATA FOR THE CITY OF TUKWILA (2010-2030) 2010 2030 Growth 2010-2030 TAZ Households EmploymentHouseholdsEmploymentHouseholds Employment 39 214 252 251 472 37 220 40 353 13 383 93 30 80 41 271 188 304 268 33 80 42 162 75 211 184 49 109 43 95 49 122 78 27 29 44 35 7 97 7 62 0 45 66 6 128 6 62 0 46 475 36 507 36 32 0 47 18 239 30 311 12 72 48 123 267 168 517 45 250 49 279 141 306 170 27 29 50 85 8 147 8 62 0 51 158 18 191 18 33 0 52 149 150 176 179 27 29 53 114 42 162 151 48 109 54 89 40 151 40 62 0 55 98 18 160 18 62 0 56 158 17 201 247 43 230 57 188 58 215 221 27 163 58 64 2 126 2 62 0 59 158 22 220 22 62 0 60 20 721 20 946 0 225 61 34 12 96 12 62 0 62 112 4 182 4 70 0 63 77 234 100 306 23 72 64 104 52 116 92 12 40 65 71 135 100 389 29 254 66 0 3125 0 3351 0 226 67 392 274 404 278 12 4 68 0 0 0 0 0 0 69 109 1 171 1 62 0 70 128 4 150 4 22 0 71 41 5 103 5 62 0 72 13 35 75 35 62 0 73 0 250 0 1200 0 950 74 15 2341 15 2381 0 40 75 10 1582 10 2532 0 950 76 13 101 13 326 0 225 City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 TABLE C-1 – LAND USE DATA FOR THE CITY OF TUKWILA (2010-2030) 2010 2030 Growth 2010-2030 TAZ Households EmploymentHouseholdsEmploymentHouseholds Employment 77 0 807 0 847 0 40 78 0 2540 0 3490 0 950 79 0 213 0 393 0 180 80 0 500 0 500 0 0 81 0 361 0 1311 0 950 83 17 6110 17 7061 0 951 103 16 2 111 3551 95 3550 104 0 0 78 3551 78 3551 Source: City of Tukwila, 2011. 81 Lake 83 Washington S 93rd St 82 84 80 85 86 71 79 73 88 S 112th St 72 78 99 87 5 70 77 69 68 75 89 67 76 74 91 90 599 64 66 63 65 93 92 62 60 61 58 33 56 945557 34 59 509 95 5053 54 51 52 32 49 43 44 115 5 42 48 116 45 96 46 31 29 97 41 28 40 47 405 30 114 518 37 3821 39 20 2 22 1 Baker Blvd4 36 3 518 99 35 Tukwila 8 6 987 Pond 181 5 509 19 113 9 10 5 11 12 100 13 101 15 23 14 16 17 112 S 180th St S 180th St 18 102 24 26 27 25 110 111 104 105 103 109 S 204th St 107 108 106 LEGEND Traffic Analysis Zone (TAZ) City of Tukwila Potential Annexation Area N NOT TO SCALE CITY OF TUKWILA - TRANSPORTATION AREA ZONE (TAZ) MAP \\fpse2\data2\2010Projects\SE10-0181.00_Tukwila_TransElement\Graphics\GIS\MXD\figB1_TAZ_appendix.mxd FIGURE -1 p City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 APPENDIX D: 2030 REVENUE FORECASTS FOR TRANSPORTATION CAPITAL PROJECTS Henderson, Young & MEMORANDUM Company TO: Tom Noguchi à Fehr & Peers FROM: Randy Young DATE: September 19, 2011 RE: Initial Research for Tukwila Transportation Funding th In preparation for our meeting with City staff on September 26 I have reviewed the CityÈs funding of transportation capital improvements during (2006-2010), and their planned funding in the CityÈs CIP for 2011-2016. Attached to this memo is a compilation of my initial research. I contains the following information that may be useful for our discussions with City staff: Page Initial Research 1 Transportation project expenditure ÅcapacityÆ 2 2006-2010 expenditures on transportation projects 3-4 2011-2016 CIP for transportation projects 5 List of existing and potential transportation funding sources an that would be received 2010-2030 if annual revenue = the same as the average of 2006-2010 actual expenditures from each source of funding 6 Bond proceeds 2006-2016 and 20-year projection 7 Grants 2006-2016 and 20-year projection 8 Sales tax 2006-2016 and 20-year projection 9 REET 2006-2016 and 20-year projection 10 Development payments 2006-2016 and 20-year projection 11 Interest and other earnings 2006-2016 and 20-year projection 12 Parking tax 2006-2016 and 20-year projection 13 Motor vehicle tax 2006-2016 and 20-year projection 14 City operating revenue 2006-2016 and 20-year projection Please keep in mind that THIS INITIAL RESEARCH IS NOT OUR ESTIMATE OF LIKELY REVENUE FOR TRANSPORTATION CAPITAL IMPROVEMENTS. We will prepare our estimates after meeting with City staff during which we will discuss assumptions I should use. Two important questions for discussion are: 1. Which sources of revenue should be included in the initial estimates? 2. What basis and/or assumptions should be used for each estimate? Feel free to share this memo and initial research compilation with City staff prior to the September 26th meeting, or we can distribute it at the meeting. Tukwila Transportation Project Expenditure "Capacity" Tukwila's transportation project expenditure "capacity" is not a nor is it a forecast of future revenues. The "capacity" indicat Transportation Plan could cost if it continued to incur expendit similar to the level of expenditures in the recent past and/or t in the most recently adopted CIP. The "capacity" calculation begins by determining the annual aver transportation projects. Three averages are calculated. The first annual average is based on the actual expenditure The second annual average is based on the adopted CIP for 2 The third annual average is based on the combined data for Each annual average is multiplied times the 20-year period cover Plan. The result is the amount that Tukwila would spend in the n spending at the same annual rate as the recent past and/or near Tukwila has the "capacity" to manage and construct transportati Conclusion: during the next 20 years in the range of $280 - $306 million. 2006-2010 Multiplier Inflation Actual for 3% Adjusted 2011-2016 2006-2016 YearAmountInflationAmountCIPCombined 200622,036,3521.1625,546,17225,546,172 200718,889,8251.1321,260,66421,260,664 20082,580,4911.092,819,7722,819,772 200915,532,0351.0616,477,93616,477,936 20103,954,9251.034,073,5734,073,573 201137,623,00037,623,000 20125,869,0005,869,000 20135,147,0005,147,000 201416,072,00016,072,000 201522,272,00022,272,000 20164,830,0004,830,000 Total62,993,62870,178,11791,813,000161,991,117 Annual Average12,598,72614,035,62315,302,16714,726,465 "Capacity" = 20 years 280,712,468306,043,333294,529,303 @ Annual Average Henderson, Young & Company Tukwila Transportation Project Expenditures: 2006-2010 Tukwila Project Expenditures: 2006 - 2010 $30,000,000 $25,000,000 $20,000,000 $15,000,000 $10,000,000 $5,000,000 $0 Actual Amount Year Inflation Adjusted Amount Inflation Multiplier for Adjusted YearActual Amount3% InflationAmount 200622,036,3521.1625,546,172 200718,889,8251.1321,260,664 20082,580,4911.092,819,772 200915,532,0351.0616,477,936 20103,954,9251.034,073,573 Total62,993,62870,178,117 Annual Average12,598,72614,035,623 Average Annual % Increase-29.07%-30.73% Estimate = 20 years @ Annual Average280,712,468 Henderson, Young & Company Tukwila CIP Project Funding During 2011-2016 (excludes prior to 2011 and after 2016) All amounts are $ x 1,000 Total201120122013201420152016 Awarded Grant Southcenter Pkwy6,4426,442 Tukwila Urban Center Access8,2508,250 Tukwila Urban Center Ped/Bike Bridge517517 Tukwila Urban Center - Transit Center468468 15,67715,2094680000 Total: Awarded Grant Proposed Grant Tukwila Urban Center Ped/Bike Bridge5,2005,200 Tukwila Urban Center - Transit Center1,0351,035 Boeing Access Rd24,5881,4001,40010,89410,894 30,82301,4002,43510,89416,0940 Total: Proposed Grant 46,50015,2091,8682,43510,89416,0940 Awarded + Proposed Grant LID Tukwila Urban Center Access11,54511,545 Bond Southcenter Pkwy4,3564,356 Boeing Access Rd6,1463503502,7232,723 10,5024,3563503502,7232,7230 Total: Bond Impact Fees S 144 St Phase II6868 Andover Park West981981 Macadam Rd & S 144th St11 Andover Park E/Minkler Blvd5555 West Valley Hwy/S 156 St7575 Andover Park E/Industry Dr7575 S 133 St/SR 5992020 E Marginal Way5050 1,3252941,0310000 Total: City Oper Revenue Park Impact Fees Tukwila Urban Center Ped/Bike Bridge1,600801,520 Mitigation Expected Southcenter Pkwy3,4583,458 6,3833,7521,0310801,5200 Impact Fees + Mitigation Henderson, Young & 3 Company Total201120122013201420152016 City Oper. Revenue Tukwila Urban Center Ped/Bike Bridge82020800 Tukwila Int'l Blvd Phase III0 Interurban Ave S0 Tukwila Urban Center - Transit Center797682115 Tukwila Int'l Blvd Phase II2525 Strander Blvd Extension to SW 270 Andover Park West603123480 Macadam Rd & S 144th St1616 Andover Park E/Minkler Blvd6672045602 Andover Park East/Industry Dr52525500 Annual Overlay & Repair8,6601,2501,3501,4501,5001,5501,560 Annual Traffic Signal Program525100100105105115 Walk & Roll Program0 Transp Element of Comp Plan250250 40-42 Ave South3,4501503003,000 Annual Bridge Insp & Rep1,365145205205270270270 16,8832,7612,6202,3622,3751,9354,830 Total: City Oper Revenue 91,81337,6235,8695,14716,07222,2724,830 Grand Total Henderson, Young & 4 Company Tukwila Transportation Revenues 2010 - 2030 LowHigh Source of RevenueAverageEstimateEstimate Existing Revenue Sources for Capital Page 681,384,269 Bond Proceeds for Transportation 765,269,743 Grants for Transportation 841,466,466 Sales Tax for Transportation 913,164,774 Real Estate Excise Tax for Transportation 1010,490,189 Development Payments for Transportation 114,146,421 Interest & Other Earnings for Transportation 122,740,042 Parking Tax 132,410,582 Motor Vehicle Tax 14 City Operating Revenue ? Head Tax ? 221,072,48500 Total: Existing Revenue for Capital Potential Additional Revenue Sources for Capital A. Impact Fees - Reciprocal from King County B. Business License Fee for Transportation C. Voted General Obligation Bonds D. Business and Occupations Tax E. Transportation Benefit District F. G. 000 Total: Potential Additional Revenue for Capital Combined Total for Capital: Existing + Potential221,072,48500 Henderson, Young & Company Tukwila Bond Proceeds Tukwila Bond Proceeds: 2006 - 2016 and 20-year Projections $14,000,000 $12,000,000 $10,000,000 $8,000,000 $6,000,000 $4,000,000 $2,000,000 $0 Actual 2006-2010 2011-16 CIP Expenditures 20 Yrs @ 2006-2010 Average Year 20 Yrs @ 2010 Amount 20 Yrs @ % Change 20 Yrs @ Actual 2006-2011-16 CIP 2006-2010 20 Yrs @ 20 Yrs @ % Year2010ExpendituresAverage2010 AmountChange 20067,651,932 200711,725,275 20080 20090 201003,875,44100 20114,356,0003,875,44100 2012350,0003,875,44100 2013350,0003,875,44100 20142,723,0003,875,44100 20152,723,0003,875,44100 201603,875,44100 20173,875,44100 20183,875,44100 20193,875,44100 20203,875,44100 20213,875,44100 20223,875,44100 20233,875,44100 20243,875,44100 20253,875,44100 20263,875,44100 20273,875,44100 20283,875,44100 20293,875,44100 20303,875,44100 81,384,26900 2006-2010 Annual Average3,875,441 2006-2010 Average Annual % Increase-100.00% Henderson, Young & Company Tukwila Grants Revenue Tukwila Grants Revenue: 2006 - 2016 and 20-year Projections $18,000,000 $16,000,000 $14,000,000 $12,000,000 $10,000,000 $8,000,000 $6,000,000 $4,000,000 $2,000,000 $0 Actual 2006-2010 2011-16 CIP Expenditures 20 Yrs @ 2006-2010 Average Year 20 Yrs @ 2010 Amount 20 Yrs @ % Change 20 Yrs @ Actual 2006-2011-16 CIP 2006-2010 20 Yrs @ 20 Yrs @ % Year2010ExpendituresAverage2010 AmountChange 20062,179,145 20072,015,737 2008706,390 20098,807,788 20101,831,3553,108,0831,831,3551,831,355 201115,209,0003,108,0831,831,3551,753,453 20121,868,0003,108,0831,831,3551,678,865 20132,435,0003,108,0831,831,3551,607,450 201410,894,0003,108,0831,831,3551,539,072 201516,094,0003,108,0831,831,3551,473,603 201603,108,0831,831,3551,410,919 20173,108,0831,831,3551,350,902 20183,108,0831,831,3551,293,437 20193,108,0831,831,3551,238,417 20203,108,0831,831,3551,185,738 20213,108,0831,831,3551,135,299 20223,108,0831,831,3551,087,006 20233,108,0831,831,3551,040,767 20243,108,0831,831,355996,495 20253,108,0831,831,355954,106 20263,108,0831,831,355913,520 20273,108,0831,831,355874,661 20283,108,0831,831,355837,455 20293,108,0831,831,355801,831 20303,108,0831,831,355767,723 65,269,74338,458,45525,772,072 2006-2010 Annual Average3,108,083 2006-2010 Average Annual % Increase-4.25% Henderson, Young & Company Tukwila Sales Tax Revenue Tukwila Sales Tax Revenue: 2006 - 2016 and 20-year Projections $3,000,000 $2,500,000 $2,000,000 $1,500,000 $1,000,000 $500,000 $0 Actual 2006-2010 2011-16 CIP Expenditures 20 Yrs @ 2006-2010 Average Year 20 Yrs @ 2010 Amount 20 Yrs @ % Change 20 Yrs @ Actual 2006-2011-16 CIP 2006-2010 20 Yrs @ 20 Yrs @ % Year2010ExpendituresAverage2010 AmountChange 20062,675,938 20072,600,000 20082,700,000 20091,462,616 2010434,4141,0001,974,594434,414434,414 20111,0001,974,594434,414275,747 20121,0001,974,594434,414175,032 20131,0001,974,594434,414111,103 20141,0001,974,594434,41470,523 20151,0001,974,594434,41444,765 20161,974,594434,41428,415 20171,974,594434,41418,037 20181,974,594434,41411,449 20191,974,594434,4147,267 20201,974,594434,4144,613 20211,974,594434,4142,928 20221,974,594434,4141,859 20231,974,594434,4141,180 20241,974,594434,414749 20251,974,594434,414475 20261,974,594434,414302 20271,974,594434,414192 20281,974,594434,414122 20291,974,594434,41477 20301,974,594434,41449 41,466,4669,122,6941,189,296 2006-2010 Annual Average1,974,594 2006-2010 Average Annual % Increase-36.52% Henderson, Young & Company Tukwila Real Estate Excise Tax Revenue Tukwila REET Tax Revenue: 2006 - 2016 and 20-year Projections $1,800,000 $1,600,000 $1,400,000 $1,200,000 $1,000,000 $800,000 $600,000 $400,000 $200,000 $0 Actual 2006-2010 2011-16 CIP Expenditures 20 Yrs @ 2006-2010 Average Year 20 Yrs @ 2010 Amount 20 Yrs @ % Change 20 Yrs @ Actual 2006-2011-16 CIP 2006-2010 20 Yrs @ 20 Yrs @ % Year2010ExpendituresAverage2010 AmountChange 20061,530,994 20071,049,090 2008413,928 2009127,493 201012,965626,89412,96512,965 2011250,000626,89412,9653,933 2012258,000626,89412,9651,193 2013265,000626,89412,965362 2014273,000626,89412,965110 2015281,000626,89412,96533 2016290,000626,89412,96510 2017626,89412,9653 2018626,89412,9651 2019626,89412,9650 2020626,89412,9650 2021626,89412,9650 2022626,89412,9650 2023626,89412,9650 2024626,89412,9650 2025626,89412,9650 2026626,89412,9650 2027626,89412,9650 2028626,89412,9650 2029626,89412,9650 2030626,89412,9650 13,164,774272,26518,611 2006-2010 Annual Average626,894 2006-2010 Average Annual % Increase-69.66% Henderson, Young & Company Tukwila Development Payments Revenue Tukwila Development Payments Revenue: 2006 - 2016 and 20-year Projections $4,000,000 $3,500,000 $3,000,000 $2,500,000 $2,000,000 $1,500,000 $1,000,000 $500,000 $0 Actual 2006-2010 2011-16 CIP Expenditures 20 Yrs @ 2006-2010 Average Year 20 Yrs @ 2010 Amount 20 Yrs @ % Change 20 Yrs @ Actual 2006-2011-16 CIP 2006-2010 20 Yrs @ 20 Yrs @ % Year2010ExpendituresAverage2010 AmountChange 2006803,541 20071,006,649 200861,844 2009127,622 2010498,008499,533498,008498,008 20113,752,000499,533498,008441,869 20121,031,000499,533498,008392,058 20130499,533498,008347,862 201480,000499,533498,008308,649 20151,520,000499,533498,008273,856 20160499,533498,008242,985 2017499,533498,008215,594 2018499,533498,008191,290 2019499,533498,008169,727 2020499,533498,008150,594 2021499,533498,008133,618 2022499,533498,008118,555 2023499,533498,008105,191 2024499,533498,00893,333 2025499,533498,00882,812 2026499,533498,00873,477 2027499,533498,00865,194 2028499,533498,00857,845 2029499,533498,00851,324 2030499,533498,00845,538 10,490,18910,458,1684,059,377 2006-2010 Annual Average499,533 2006-2010 Average Annual % Increase-11.27% Henderson, Young & Company Tukwila Interest & Other Earnings Tukwila Interest & Other Earnings: 2006 - 2016 and 20-year Proje $450,000 $400,000 $350,000 $300,000 $250,000 $200,000 $150,000 $100,000 $50,000 $0 Actual 2006-2010 2011-16 CIP Expenditures 20 Yrs @ 2006-2010 Average Year 20 Yrs @ 2010 Amount 20 Yrs @ % Change 20 Yrs @ Actual 2006-2011-16 CIP 2006-2010 20 Yrs @ 20 Yrs @ % Year2010ExpendituresAverage2010 AmountChange 2006257,527 2007381,874 2008271,729 200973,958 20102,155197,4492,1552,155 2011100,000197,4492,155652 2012103,000197,4492,155197 2013106,000197,4492,15560 2014109,000197,4492,15518 2015113,000197,4492,1555 2016116,000197,4492,1552 2017197,4492,1550 2018197,4492,1550 2019197,4492,1550 2020197,4492,1550 2021197,4492,1550 2022197,4492,1550 2023197,4492,1550 2024197,4492,1550 2025197,4492,1550 2026197,4492,1550 2027197,4492,1550 2028197,4492,1550 2029197,4492,1550 2030197,4492,1550 4,146,42145,2553,089 2006-2010 Annual Average197,449 2006-2010 Average Annual % Increase-69.75% Henderson, Young & Company Tukwila Parking Tax Revenue Tukwila Parking Tax Revenue: 2006 - 2016 and 20-year Projections $180,000 $160,000 $140,000 $120,000 $100,000 $80,000 $60,000 $40,000 $20,000 $0 Actual 2006-2010 2011-16 CIP Expenditures 20 Yrs @ 2006-2010 Average Year 20 Yrs @ 2010 Amount 20 Yrs @ % Change 20 Yrs @ Actual 2006-2011-16 CIP 2006-2010 20 Yrs @ 20 Yrs @ % Year2010ExpendituresAverage2010 AmountChange 2006138,744 2007152,701 2008147,588 2009155,585 201057,773130,47857,77357,773 2011140,000130,47857,77346,409 2012140,000130,47857,77337,280 2013140,000130,47857,77329,947 2014140,000130,47857,77324,057 2015140,000130,47857,77319,325 2016140,000130,47857,77315,524 2017130,47857,77312,470 2018130,47857,77310,017 2019130,47857,7738,047 2020130,47857,7736,464 2021130,47857,7735,193 2022130,47857,7734,171 2023130,47857,7733,351 2024130,47857,7732,692 2025130,47857,7732,162 2026130,47857,7731,737 2027130,47857,7731,395 2028130,47857,7731,121 2029130,47857,773900 2030130,47857,773723 2,740,0421,213,233290,757 2006-2010 Annual Average130,478 2006-2010 Average Annual % Increase-19.67% Henderson, Young & Company Tukwila Motor Vehicle Tax Revenue Tukwila Motor Vehicle Tax Revenue: 2006 - 2016 and 20-year Proje $600,000 $500,000 $400,000 $300,000 $200,000 $100,000 $0 Actual 2006-2010 2011-16 CIP Expenditures 20 Yrs @ 2006-2010 Average Year 20 Yrs @ 2010 Amount 20 Yrs @ % Change 20 Yrs @ Actual 2006-2011-16 CIP 2006-2010 20 Yrs @ 20 Yrs @ % Year2010ExpendituresAverage2010 AmountChange 2006127,255 2007139,024 2008131,882 2009126,259 201049,528114,79049,52849,528 2011455,000114,79049,52839,120 2012469,000114,79049,52830,899 2013483,000114,79049,52824,405 2014498,000114,79049,52819,276 2015512,000114,79049,52815,225 2016527,000114,79049,52812,026 2017114,79049,5289,499 2018114,79049,5287,502 2019114,79049,5285,926 2020114,79049,5284,680 2021114,79049,5283,697 2022114,79049,5282,920 2023114,79049,5282,306 2024114,79049,5281,822 2025114,79049,5281,439 2026114,79049,5281,136 2027114,79049,528898 2028114,79049,528709 2029114,79049,528560 2030114,79049,528442 2,410,5821,040,088234,016 2006-2010 Annual Average114,790 2006-2010 Average Annual % Increase-21.02% Henderson, Young & Company Tukwila City Operating Revenue Tukwila City Operating Revenue: 2006 - 2016 and 20-year Projecti $6,000,000 $5,000,000 $4,000,000 $3,000,000 $2,000,000 $1,000,000 $0 Actual 2006-2010 2011-16 CIP Expenditures 20 Yrs @ 2006-2010 Average Year 20 Yrs @ 2010 Amount 20 Yrs @ % Change 20 Yrs @ Actual 2006-2011-16 CIP 2006-2010 20 Yrs @ 20 Yrs @ % Year2010ExpendituresAverage2010 AmountChange 20060 20070 20080 20090 20100000 20112,761,00000#NUM! 20122,620,00000#NUM! 20132,362,00000#NUM! 20142,375,00000#NUM! 20151,935,00000#NUM! 20164,830,00000#NUM! 201700#NUM! 201800#NUM! 201900#NUM! 202000#NUM! 202100#NUM! 202200#NUM! 202300#NUM! 202400#NUM! 202500#NUM! 202600#NUM! 202700#NUM! 202800#NUM! 202900#NUM! 203000#NUM! 00#NUM! 2006-2010 Annual Average0 2006-2010 Average Annual % Increase#NUM! Henderson, Young & Company City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 APPENDIX E: DETAILED COST ESTIMATE SHEETS Construction Cost Estimate Project 1.1.C - South of S 180th Street from Southcenter Parkway to West Valley Highway: New Roadway Construction Project Description: New roadway with bicycle lanes and sidewalks or multi-use path. Five lanes between Southcenter Parkway and Andover Park W, and three lanes between Andover Park W and West Valley Highway. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement112,550SF2.80$ 315,140$ Asphalt Concrete Overlay76,600SF0.18$ 13,788$ Structure22,500SF230.00$ 5,175,000$ Earthwork 0LF90.00$ -$ Curb and Gutter6,320LF12.00$ 75,840$ Sidewalk37,920SF4.40$ 166,848$ Curb Ramps35EA1,500.00$ 52,500$ Lighting 3,610LF65.00$ 234,650$ Signing and Striping3,610LF4.00$ 14,440$ Storm Drainage - New1,250LF130.00$ 162,500$ Storm Drainage - Modify2,360LF40.00$ 94,400$ Storm Drainage - Containment3,610LF80.00$ 288,800$ Landscaping / Irrigation - Planters & Restoration3,160LF125.00$ 395,000$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal3EA200,000.00$ 600,000$ Modify Signal0EA75,000.00$ -$ Seismic Improvements1EA400,000.00$ 400,000$ Excavation - Roadway0SF0.99$ -$ Remove Curb and Gutter2,750LF10.00$ 27,500$ Remove Sidewalk3,000SF1.90$ 5,700$ Mobilization (10% of Const. Subtotal)1LS802,211$ 802,211$ Traffic Control (5% of Const. Subtotal)1LS401,105$ 401,105$ $ 8,022,106 SUBTOTAL (w/o mobilization and traffic control) $ 9,225,422 SUBTOTAL 30%2,767,627$ CONTINGENCY TOTAL CONSTRUCTION COST$ 11,993,048 RIGHT OF WAY COST ESTIMATE Land - Commercial115,000SF65$ 7,475,000$ Land - Residential0SF35$ -$ Building - Commercial1EA9,650,000$ 9,650,000$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ 17,125,000 ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%2,398,610$ Construction Management, Inspection15%1,798,957$ TOTAL ENGINEERING / MANAGEMENT COST$ 4,197,567 TOTAL CONSTRUCTION COST$ 11,993,048 TOTAL RIGHT OF WAY COST$ 17,125,000 TOTAL ENGINEERING / MANAGEMENT COST$ 4,197,567 TOTAL PROJECT COSTS$ 33,315,615 Notes: Assumes the Segale Park Drive C and S Glacier Street alignment. Project will require coordination with land owners. City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.2.A - S 180th Street and Southcenter Parkway: Intersection Improvement Project Description: Add new westbound and southbound left turn lanes and eliminate the north-south split phasing by restriping the southbound approach. Add sidewalks or hillclimb up S 178th Street toward SeaTac. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement10,000SF2.80$ 28,000$ Asphalt Concrete Overlay0SF0.18$ -$ Structure0SF230.00$ -$ Earthwork 1,800LF90.00$ 162,000$ Curb and Gutter2,000LF12.00$ 24,000$ Sidewalk25,920SF4.40$ 114,048$ Curb Ramps12EA1,500.00$ 18,000$ Lighting 0LF65.00$ -$ Signing and Striping1,200LF4.00$ 4,800$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify1,200LF40.00$ 48,000$ Storm Drainage - Containment1,200LF80.00$ 96,000$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration1,000LF125.00$ 125,000$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal1EA200,000.00$ 200,000$ Modify Signal0EA75,000.00$ -$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway0SF0.99$ -$ Remove Curb and Gutter1,000LF10.00$ 10,000$ Remove Sidewalk6,400SF1.90$ 12,160$ Mobilization (10% of Const. Subtotal)1LS84,201$ 84,201$ Traffic Control (5% of Const. Subtotal)1LS42,100$ 42,100$ $ 842,008 SUBTOTAL (w/o mobilization and traffic control) $ 968,309 SUBTOTAL 30%290,493$ CONTINGENCY TOTAL CONSTRUCTION COST$ 1,258,802 RIGHT OF WAY COST ESTIMATE Land - Commercial5,500SF65$ 357,500$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ 357,500 ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%251,760$ Construction Management, Inspection15%188,820$ TOTAL ENGINEERING / MANAGEMENT COST$ 440,581 TOTAL CONSTRUCTION COST$ 1,258,802 TOTAL RIGHT OF WAY COST$ 357,500 TOTAL ENGINEERING / MANAGEMENT COST$ 440,581 TOTAL PROJECT COSTS$ 2,056,883 Notes: Recommended improvements with no realignment of S 178th Street and no new Green River crossings. City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.3.A - S 180th Street and Andover Park W: Intersection Improvement Project Description: Restripe the northbound approach to include a single left, through, and right turn lane. Restripe the southbound approach to include a single left turn lane and a shared through-right lane. Eliminate the north-south split phasing and add protected-permitted left turn phasing on all approaches. Add bicycle lanes on the north leg. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement0SF2.80$ -$ Asphalt Concrete Overlay22,500SF0.18$ 4,050$ Structure0SF230.00$ -$ Earthwork 0LF90.00$ -$ Curb and Gutter0LF12.00$ -$ Sidewalk0SF4.40$ -$ Curb Ramps0EA1,500.00$ -$ Lighting 0LF65.00$ -$ Signing and Striping600LF4.00$ 2,400$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration0LF125.00$ -$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal0EA200,000.00$ -$ Modify Signal1EA75,000.00$ 75,000$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway0SF0.99$ -$ Remove Curb and Gutter0LF10.00$ -$ Remove Sidewalk0SF1.90$ -$ Mobilization (20% of Const. Subtotal)1LS16,290$ 16,290$ Traffic Control (5% of Const. Subtotal)1LS4,073$ 4,073$ $ 81,450 SUBTOTAL (w/o mobilization and traffic control) $ 101,813 SUBTOTAL 30%30,544$ CONTINGENCY TOTAL CONSTRUCTION COST$ 132,356 RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%26,471$ Construction Management, Inspection15%19,853$ TOTAL ENGINEERING / MANAGEMENT COST$ 46,325 TOTAL CONSTRUCTION COST$ 132,356 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ 46,325 TOTAL PROJECT COSTS$ 178,681 Notes: City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.4.A - S 180th Street from Sperry Drive S to Green River Bridge: Sidewalk Improvement Project Description: Construct a sidewalk on the south side of S 180th Street between Sperry Drive S and the Green River Bridge. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement0SF2.80$ -$ Asphalt Concrete Overlay0SF0.18$ -$ Structure0SF230.00$ -$ Earthwork 0LF90.00$ -$ Curb and Gutter270LF12.00$ 3,240$ Sidewalk2,160SF4.40$ 9,504$ Curb Ramps7EA1,500.00$ 10,500$ Lighting 0LF65.00$ -$ Signing and Striping0LF4.00$ -$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration270LF125.00$ 33,750$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal0EA200,000.00$ -$ Modify Signal0EA75,000.00$ -$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway0SF0.99$ -$ Remove Curb and Gutter0LF10.00$ -$ Remove Sidewalk0SF1.90$ -$ Mobilization (20% of Const. Subtotal)1LS11,399$ 11,399$ Traffic Control (5% of Const. Subtotal)1LS2,850$ 2,850$ $ 56,994 SUBTOTAL (w/o mobilization and traffic control) $ 71,243 SUBTOTAL 30%21,373$ CONTINGENCY TOTAL CONSTRUCTION COST$ 92,615 RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%18,523$ Construction Management, Inspection15%13,892$ TOTAL ENGINEERING / MANAGEMENT COST$ 32,415 TOTAL CONSTRUCTION COST$ 92,615 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ 32,415 TOTAL PROJECT COSTS$ 125,031 Notes: City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.5.A - Andover Park E or Andover Park W from Minkler Boulevard to S 180th Street: Bicycle Facility Improvement Project Description: Restripe the traffic lanes on Andover Parkway W between Minkler Boulevard and S 180th Street from four to three lanes. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement0SF2.80$ -$ Asphalt Concrete Overlay117,000SF0.18$ 21,060$ Structure0SF230.00$ -$ Earthwork 0LF90.00$ -$ Curb and Gutter0LF12.00$ -$ Sidewalk0SF4.40$ -$ Curb Ramps0EA1,500.00$ -$ Lighting 0LF65.00$ -$ Signing and Striping2,600LF4.00$ 10,400$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration0LF125.00$ -$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal0EA200,000.00$ -$ Modify Signal0EA75,000.00$ -$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway0SF0.99$ -$ Remove Curb and Gutter0LF10.00$ -$ Remove Sidewalk0SF1.90$ -$ Mobilization (20% of Const. Subtotal)1LS6,292$ 6,292$ Traffic Control (5% of Const. Subtotal)1LS1,573$ 1,573$ $ 31,460 SUBTOTAL (w/o mobilization and traffic control) $ 39,325 SUBTOTAL 30%11,798$ CONTINGENCY TOTAL CONSTRUCTION COST$ 51,123 RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%10,225$ Construction Management, Inspection15%7,668$ TOTAL ENGINEERING / MANAGEMENT COST$ 17,893 TOTAL CONSTRUCTION COST$ 51,123 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ 17,893 TOTAL PROJECT COSTS$ 69,015 Notes: City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.6.A - Minkler Boulevard and Andover Park W: Intersection Improvement Project Description: 1. Realign the eastbound approach of the intersection to squarely meeting the westbound approach. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement9,900SF2.80$ 27,720$ Asphalt Concrete Overlay0SF0.18$ -$ Structure0SF230.00$ -$ Earthwork 0LF90.00$ -$ Curb and Gutter720LF12.00$ 8,640$ Sidewalk1,920SF4.40$ 8,448$ Curb Ramps8EA1,500.00$ 12,000$ Lighting 0LF65.00$ -$ Signing and Striping700LF4.00$ 2,800$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify480LF40.00$ 19,200$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration240LF125.00$ 30,000$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal1EA200,000.00$ 200,000$ Modify Signal0EA75,000.00$ -$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway5,000SF0.99$ 4,950$ Remove Curb and Gutter720LF10.00$ 7,200$ Remove Sidewalk/Parking Lot9,920SF1.90$ 18,848$ Mobilization (10% of Const. Subtotal)1LS33,981$ 33,981$ Traffic Control (5% of Const. Subtotal)1LS16,990$ 16,990$ $ 339,806 SUBTOTAL (w/o mobilization and traffic control) $ 390,777 SUBTOTAL 30%117,233$ CONTINGENCY TOTAL CONSTRUCTION COST$ 508,010 RIGHT OF WAY COST ESTIMATE Land - Commercial5,000SF65$ 325,000$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ Parking Removal27EA20,000$ 540,000$ TOTAL RIGHT OF WAY COST$ 865,000 ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%101,602$ Construction Management, Inspection15%76,201$ TOTAL ENGINEERING / MANAGEMENT COST$ 177,803 TOTAL CONSTRUCTION COST$ 508,010 TOTAL RIGHT OF WAY COST$ 865,000 TOTAL ENGINEERING / MANAGEMENT COST$ 177,803 TOTAL PROJECT COSTS$ 1,550,813 Notes: Realignment would occur on private property. City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.7.B - Minkler Boulevard from Andover Park W to W Valley Highway: Roadway Extension Project Description: Widen roadway to four-to-five lanes between Andover Parkway W and West Valley Highway, including bike lanes, sidewalks, new bridge over the Green River, and new traffic signal at West Valley Highway. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement89,250SF2.80$ 249,900$ Asphalt Concrete Overlay70,125SF0.18$ 12,623$ Structure45,240SF230.00$ 10,405,200$ Earthwork 55,000LF90.00$ 4,950,000$ Curb and Gutter4,250LF12.00$ 51,000$ Sidewalk30,140SF4.40$ 132,616$ Curb Ramps20EA1,500.00$ 30,000$ Lighting 2,705LF65.00$ 175,825$ Signing and Striping2,705LF4.00$ 10,820$ Storm Drainage - New375LF130.00$ 48,750$ Storm Drainage - Modify1,750LF40.00$ 70,000$ Storm Drainage - Containment2,705LF80.00$ 216,400$ Landscaping / Irrigation - Planters & Restoration2,125LF125.00$ 265,625$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal4EA200,000.00$ 800,000$ Modify Signal0EA75,000.00$ -$ Seismic Improvements1EA400,000.00$ 400,000$ Excavation - Roadway0SF0.99$ -$ Remove Curb and Gutter1,875LF10.00$ 18,750$ Remove Sidewalk250SF1.90$ 475$ Mobilization (10% of Const. Subtotal)1LS1,783,798$ 1,783,798$ Traffic Control (5% of Const. Subtotal)1LS891,899$ 891,899$ $ 17,837,984 SUBTOTAL (w/o mobilization and traffic control) $ 20,513,681 SUBTOTAL 30%6,154,104$ CONTINGENCY TOTAL CONSTRUCTION COST$ 26,667,785 RIGHT OF WAY COST ESTIMATE Land - Commercial34,125SF65$ 2,218,125$ Land - Residential0SF35$ -$ Building - Commercial1EA220,000$ 220,000$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ 2,438,125 ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%5,333,557$ Construction Management, Inspection15%4,000,168$ TOTAL ENGINEERING / MANAGEMENT COST$ 9,333,725 TOTAL CONSTRUCTION COST$ 26,667,785 TOTAL RIGHT OF WAY COST$ 2,438,125 TOTAL ENGINEERING / MANAGEMENT COST$ 9,333,725 TOTAL PROJECT COSTS$ 38,439,635 Notes: City owns property on west side of Green River. City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.8.A - Andover Park E from Minkler Boulevard to Strander Boulevard: Bicycle Facility Project Description: Restripe the traffic lanes on Andover Parkway E between Minkler Boulevard and Strander Boulevard Street from four to three lanes. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement0SF2.80$ -$ Asphalt Concrete Overlay117,000SF0.18$ 21,060$ Structure0SF230.00$ -$ Earthwork 0LF90.00$ -$ Curb and Gutter0LF12.00$ -$ Sidewalk0SF4.40$ -$ Curb Ramps0EA1,500.00$ -$ Lighting 0LF65.00$ -$ Signing and Striping2,600LF4.00$ 10,400$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration0LF125.00$ -$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal0EA200,000.00$ -$ Modify Signal0EA75,000.00$ -$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway0SF0.99$ -$ Remove Curb and Gutter0LF10.00$ -$ Remove Sidewalk0SF1.90$ -$ Mobilization (20% of Const. Subtotal)1LS6,292$ 6,292$ Traffic Control (5% of Const. Subtotal)1LS1,573$ 1,573$ $ 31,460 SUBTOTAL (w/o mobilization and traffic control) $ 39,325 SUBTOTAL 30%11,798$ CONTINGENCY TOTAL CONSTRUCTION COST$ 51,123 RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%10,225$ Construction Management, Inspection15%7,668$ TOTAL ENGINEERING / MANAGEMENT COST$ 17,893 TOTAL CONSTRUCTION COST$ 51,123 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ 17,893 TOTAL PROJECT COSTS$ 69,015 Notes: City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.9.C - W Valley Highway from Strander Boulevard to S 180th Street: Sidewalk Improvement Project Description: Require property owners along this corridor to provide sidewalk as redevelopment occurs; the improvements are not recommended as a City project, and have no direct City cost. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement0SF2.80$ -$ Asphalt Concrete Overlay0SF0.18$ -$ Structure0SF230.00$ -$ Earthwork 0LF90.00$ -$ Curb and Gutter0LF12.00$ -$ Sidewalk0SF4.40$ -$ Curb Ramps0EA1,500.00$ -$ Lighting 0LF65.00$ -$ Signing and Striping0LF4.00$ -$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration0LF125.00$ -$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal0EA200,000.00$ -$ Modify Signal0EA75,000.00$ -$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway0SF0.99$ -$ Remove Curb and Gutter0LF10.00$ -$ Remove Sidewalk0SF1.90$ -$ Mobilization (20% of Const. Subtotal)1LS-$ -$ Traffic Control (5% of Const. Subtotal)1LS-$ -$ $ - SUBTOTAL (w/o mobilization and traffic control) $ - SUBTOTAL 30%-$ CONTINGENCY TOTAL CONSTRUCTION COST$ - RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%-$ Construction Management, Inspection15%-$ TOTAL ENGINEERING / MANAGEMENT COST$ - TOTAL CONSTRUCTION COST$ - TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ - TOTAL PROJECT COSTS$ - Notes: City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.10.C - S 168th (Pond) Street from Southcenter Boulevard to Andover Park E: New Street Construction Project Description: Construct new two-lane street with sidewalks, planter strip and on-street parking. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement120,000SF2.80$ 336,000$ Asphalt Concrete Overlay0SF0.18$ -$ Structure0SF230.00$ -$ Earthwork 3,000LF90.00$ 270,000$ Curb and Gutter6,000LF12.00$ 72,000$ Sidewalk54,000SF4.40$ 237,600$ Curb Ramps30EA1,500.00$ 45,000$ Lighting 3,000LF65.00$ 195,000$ Signing and Striping3,000LF4.00$ 12,000$ Storm Drainage - New3,000LF130.00$ 390,000$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment3,000LF80.00$ 240,000$ Landscaping SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration3,000LF125.00$ 375,000$ Retaining Walls0SF120.00$ -$ Fence1,500LF35.00$ 52,500$ Railing0LF55.00$ -$ New Signal3EA200,000.00$ 600,000$ Modify Signal0EA75,000.00$ -$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway0SF0.99$ -$ Remove Curb and Gutter0LF10.00$ -$ Remove Asphalt/Concrete120,000SF1.90$ 228,000$ Mobilization (10% of Const. Subtotal)1LS305,310$ 305,310$ Traffic Control (5% of Const. Subtotal)1LS152,655$ 152,655$ $ 3,053,100 SUBTOTAL (w/o mobilization and traffic control) $ 3,511,065 SUBTOTAL 30%1,053,320$ CONTINGENCY TOTAL CONSTRUCTION COST$ 4,564,385 RIGHT OF WAY COST ESTIMATE Land - Commercial120,000SF65$ 7,800,000$ Land - Residential0SF35$ -$ Building - Commercial1EA3,463,800$ 3,463,800$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ 11,263,800 ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%912,877$ Construction Management, Inspection15%684,658$ TOTAL ENGINEERING / MANAGEMENT COST$ 1,597,535 TOTAL CONSTRUCTION COST$ 4,564,385 TOTAL RIGHT OF WAY COST$ 11,263,800 TOTAL ENGINEERING / MANAGEMENT COST$ 1,597,535 TOTAL PROJECT COSTS$ 17,425,719 Notes: 3,000 feet of new road. Design based on recommendations in the Tukwila Urban Center Plan. TIP cost estimate at $23M. City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.11.A - Treck Drive from Andover Park W to Andover Park E: New Street Construction Project Description: Extend Treck Drive to provide a connection between Andover Park W and Andover Park E DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement21,840SF2.80$ 61,152$ Asphalt Concrete Overlay0SF0.18$ -$ Structure0SF230.00$ -$ Earthwork 0LF90.00$ -$ Curb and Gutter830LF12.00$ 9,960$ Sidewalk0SF4.40$ -$ Curb Ramps2EA1,500.00$ 3,000$ Lighting 0LF65.00$ -$ Signing and Striping546LF4.00$ 2,184$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration1,090LF125.00$ 136,250$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal1EA200,000.00$ 200,000$ Modify Signal0EA75,000.00$ -$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway23,900SF0.99$ 23,661$ Remove Curb and Gutter700LF10.00$ 7,000$ Remove Roadway23,900SF1.90$ 45,410$ Mobilization (10% of Const. Subtotal)1LS48,862$ 48,862$ Traffic Control (5% of Const. Subtotal)1LS24,431$ 24,431$ $ 488,617 SUBTOTAL (w/o mobilization and traffic control) $ 561,910 SUBTOTAL 30%168,573$ CONTINGENCY TOTAL CONSTRUCTION COST$ 730,482 RIGHT OF WAY COST ESTIMATE Land - Commercial14520SF65$ 943,800$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ 943,800 ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%146,096$ Construction Management, Inspection15%109,572$ TOTAL ENGINEERING / MANAGEMENT COST$ 255,669 TOTAL CONSTRUCTION COST$ 730,482 TOTAL RIGHT OF WAY COST$ 943,800 TOTAL ENGINEERING / MANAGEMENT COST$ 255,669 TOTAL PROJECT COSTS$ 1,929,951 Notes: City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.12.A - Green River and Interurban Trails from West Valley Highway: Bicycle Facility Project Description: Construct improvements to the Green River Trail near S 180th Street. Provide wayfinding signs at 10 locations. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement3,600SF2.80$ 10,080$ Asphalt Concrete Overlay0SF0.18$ -$ Structure0SF230.00$ -$ Earthwork 0LF90.00$ -$ Curb and Gutter0LF12.00$ -$ Sidewalk0SF4.40$ -$ Curb Ramps0EA1,500.00$ -$ Lighting 0LF65.00$ -$ Signing and Striping3,750LF4.00$ 65,000$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration0LF125.00$ -$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal0EA200,000.00$ -$ Modify Signal0EA75,000.00$ -$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway3,600SF0.99$ 3,564$ Remove Curb and Gutter0LF10.00$ -$ Remove Sidewalk0SF1.90$ -$ Mobilization (20% of Const. Subtotal)1LS15,729$ 15,729$ Traffic Control (5% of Const. Subtotal)1LS3,932$ 3,932$ $ 78,644 SUBTOTAL (w/o mobilization and traffic control) $ 98,305 SUBTOTAL 30%29,492$ CONTINGENCY TOTAL CONSTRUCTION COST$ 127,797 RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%25,559$ Construction Management, Inspection15%19,169$ TOTAL ENGINEERING / MANAGEMENT COST$ 44,729 TOTAL CONSTRUCTION COST$ 127,797 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ 44,729 TOTAL PROJECT COSTS$ 172,525 Notes: Work with property owners along the east side of West Valley Highway to gain more access to the Interurban Trail between Strander Boulevard and S 180th Street. City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.13.B - Strander Boulevard and W Valley Highway: Intersection Improvement Project Description: Modify the proposed Strander Boulevard extension project design to add a westbound to northbound right turn lane, widen the eastbound approach to include two left turn lanes, a through lane, and a shared through-right lane, and add sidewalks on the south side of Strander Boulevard between the Green River bridge and the east City Limit. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement12,600SF2.80$ 35,280$ Asphalt Concrete Overlay0SF0.18$ -$ Structure0SF230.00$ -$ Earthwork 1,050LF90.00$ 94,500$ Curb and Gutter350LF12.00$ 4,200$ Sidewalk2,100SF4.40$ 9,240$ Curb Ramps2EA1,500.00$ 3,000$ Lighting 0LF65.00$ -$ Signing and Striping0LF4.00$ -$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify350LF40.00$ 14,000$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration0LF125.00$ -$ Retaining Walls4,375SF120.00$ 525,000$ Fence0LF35.00$ -$ Railing350LF55.00$ 19,250$ New Signal0EA200,000.00$ -$ Modify Signal1EA75,000.00$ 75,000$ Seismic Improvements0Each400,000.00$ -$ Excavation - Roadway0SF0.99$ -$ Remove Curb and Gutter350LF10.00$ 3,500$ Remove Sidewalk0SF1.90$ -$ Mobilization (10% of Const. Subtotal)1LS78,297$ 78,297$ Traffic Control (5% of Const. Subtotal)1LS39,149$ 39,149$ $ 782,970 SUBTOTAL (w/o mobilization and traffic control) $ 900,416 SUBTOTAL 30%270,125$ CONTINGENCY TOTAL CONSTRUCTION COST$ 1,170,540 RIGHT OF WAY COST ESTIMATE Land - Commercial14000SF65$ 910,000$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ 910,000 ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey 20%234,108$ Construction Management, Inspection 15%175,581$ TOTAL ENGINEERING / MANAGEMENT COST$ 409,689 TOTAL CONSTRUCTION COST$ 1,170,540 TOTAL RIGHT OF WAY COST$ 910,000 TOTAL ENGINEERING / MANAGEMENT COST$ 409,689 TOTAL PROJECT COSTS$ 2,490,000 Notes: Per an interlocal agreement, Tukwila and Renton will split the project costs equally. Total project cost at $37 million, in addition to the costs identified above. City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.15.B - Baker Boulevard from Andover Park W to W Valley Highway: Pedestrian and Bicycle Facility Improvement Project Description: Restripe the traffic lanes on Baker Boulevard from Andover Park West to W Valley Highway to provide bicycle lanes DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement0SF2.80$ -$ Asphalt Concrete Overlay70,000SF0.18$ 12,600$ Structure0SF230.00$ -$ Earthwork 0LF90.00$ -$ Curb and Gutter0LF12.00$ -$ Sidewalk0SF4.40$ -$ Curb Ramps0EA1,500.00$ -$ Lighting 0LF65.00$ -$ Signing and Striping1,400LF4.00$ 5,600$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration0LF125.00$ -$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal0EA200,000.00$ -$ Modify Signal0EA75,000.00$ -$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway0SF0.99$ -$ Remove Curb and Gutter0LF10.00$ -$ Remove Sidewalk0SF1.90$ -$ Mobilization (20% of Const. Subtotal)1LS3,640$ 3,640$ Traffic Control (5% of Const. Subtotal)1LS910$ 910$ $ 18,200 SUBTOTAL (w/o mobilization and traffic control) $ 22,750 SUBTOTAL 30%6,825$ CONTINGENCY TOTAL CONSTRUCTION COST$ 29,575 RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%5,915$ Construction Management, Inspection15%4,436$ TOTAL ENGINEERING / MANAGEMENT COST$ 10,351 TOTAL CONSTRUCTION COST$ 29,575 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ 10,351 TOTAL PROJECT COSTS$ 8,759,926 Notes: Includes TIP project costs for Baker Boulevard trail and Green River Bridge ($7.6 million) and Southcenter/ Urban Center Pedestrian Improvements ($1.1 million) City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.16.C - I-5 Northbound Off-Ramp and Southcenter Parkway: Intersection Improvement Project Description: Realign the westbound approach of the intersection to squarely meet the eastbound approach. Eliminate eastbound and westbound split phasing, and add a new westbound lane. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement18,000SF2.80$ 50,400$ Asphalt Concrete Overlay0SF0.18$ -$ Structure0SF230.00$ -$ Earthwork 600LF90.00$ 54,000$ Curb and Gutter500LF12.00$ 6,000$ Sidewalk1,800SF4.40$ 7,920$ Curb Ramps3EA1,500.00$ 4,500$ Lighting 0LF65.00$ -$ Signing and Striping350LF4.00$ 1,400$ Storm Drainage - New80LF130.00$ 10,400$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration600LF125.00$ 75,000$ Retaining Walls1,800SF120.00$ 216,000$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal0EA200,000.00$ -$ Modify Signal1EA75,000.00$ 75,000$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway18,000SF0.99$ 17,820$ Remove Curb and Gutter900LF10.00$ 9,000$ Remove Sidewalk1,800SF1.90$ 3,420$ Mobilization (10% of Const. Subtotal)1LS53,086$ 53,086$ Traffic Control (5% of Const. Subtotal)1LS26,543$ 26,543$ $ 530,860 SUBTOTAL (w/o mobilization and traffic control) $ 610,489 SUBTOTAL 30%183,147$ CONTINGENCY TOTAL CONSTRUCTION COST$ 793,636 RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%158,727$ Construction Management, Inspection 15%119,045$ TOTAL ENGINEERING / MANAGEMENT COST$ 277,772 TOTAL CONSTRUCTION COST$ 793,636 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ 277,772 TOTAL PROJECT COSTS$ 1,071,000 Notes: Project will require coordination with Southcenter Mall owner and potentially WSDOT. City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.18.A - Andover Park E from Strander Boulevard to Tukwila Parkway: Bicycle Facility Improvement Project Description: Construct bicycle lanes along Andover Park E between Tukwila Parkway and Strander Boulevard by creating two travel lanes with a center two-way left turn lane. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement0SF2.80$ -$ Asphalt Concrete Overlay0SF0.18$ -$ Structure0SF230.00$ -$ Earthwork 0LF90.00$ -$ Curb and Gutter0LF12.00$ -$ Sidewalk0SF4.40$ -$ Curb Ramps0EA1,500.00$ -$ Lighting 0LF65.00$ -$ Signing and Striping2,016LF4.00$ 8,064$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration0LF125.00$ -$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal0EA200,000.00$ -$ Modify Signal3EA75,000.00$ 225,000$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway0SF0.99$ -$ Remove Curb and Gutter0LF10.00$ -$ Remove Roadway0SF1.90$ -$ Mobilization (10% of Const. Subtotal)1LS23,306$ 23,306$ Traffic Control (5% of Const. Subtotal)1LS11,653$ 11,653$ $ 233,064 SUBTOTAL (w/o mobilization and traffic control) $ 268,024 SUBTOTAL 30%80,407$ CONTINGENCY TOTAL CONSTRUCTION COST$ 348,431 RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%69,686$ Construction Management, Inspection15%52,265$ TOTAL ENGINEERING / MANAGEMENT COST$ 121,951 TOTAL CONSTRUCTION COST$ 348,431 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ 121,951 TOTAL PROJECT COSTS$ 470,381 Notes: Alternative 2 City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.19.B - Tukwila Parkway and 61st Avenue S: Intersection Improvement Project Description: Add a raised island to southbound approach to allow free right turns. Add a C-curb west of the island to prevent any lane changes to turn into the first Southcenter Mall entrance west of 61st Avenue S. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement0SF2.80$ -$ Asphalt Concrete Overlay0SF0.18$ -$ Asphalt Structure0SF230.00$ -$ Earthwork 0LF90.00$ -$ Curb and Gutter575LF12.00$ 6,900$ Sidewalk300SF4.40$ 1,320$ Curb Ramps0EA1,500.00$ -$ Lighting 0LF65.00$ -$ Signing and Striping0LF4.00$ -$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration0LF125.00$ -$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal0EA200,000.00$ -$ Modify Signal1EA75,000.00$ 75,000$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway0SF0.99$ -$ Remove Curb and Gutter0LF10.00$ -$ Remove Asphalt/Concrete600SF1.90$ 1,140$ Mobilization (20% of Const. Subtotal)1LS16,872$ 16,872$ Traffic Control (5% of Const. Subtotal)1LS4,218$ 4,218$ $ 84,360 SUBTOTAL (w/o mobilization and traffic control) $ 105,450 SUBTOTAL 30%31,635$ CONTINGENCY TOTAL CONSTRUCTION COST$ 137,085 RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%27,417$ Construction Management, Inspection15%20,563$ TOTAL ENGINEERING / MANAGEMENT COST$ 47,980 TOTAL CONSTRUCTION COST$ 137,085 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ 47,980 TOTAL PROJECT COSTS$ 185,065 Notes: Mall owner would be responsible for the new roadway entering the Southcenter Mall parking lot. City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.21.C - Tukwila Parkway from 66th Avenue S to W Valley Highway: Roadway Extension Project Description: WSDOT project to be constructed as part of future I-405 widening. Extend Tukwila Parkway from 68th Avenue S to West Valley Highway. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement73,810SF2.80$ 206,668$ Asphalt Concrete Overlay0SF0.18$ -$ Structure33,000SF230.00$ 7,590,000$ Earthwork 2,460LF90.00$ 221,400$ Curb and Gutter2,460LF12.00$ 29,520$ Sidewalk19,680SF4.40$ 86,592$ Curb Ramps20EA1,500.00$ 30,000$ Lighting 1,230LF65.00$ 79,950$ Signing and Striping1,230LF4.00$ 4,920$ Storm Drainage - New1,230LF130.00$ 159,900$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment1,230LF80.00$ 98,400$ Landscaping SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration2,460LF125.00$ 307,500$ Retaining Walls15,000SF120.00$ 1,800,000$ Fence1,000LF35.00$ 35,000$ Railing2,000LF55.00$ 110,000$ New Signal3EA200,000.00$ 600,000$ Modify Signal0EA75,000.00$ -$ Seismic Improvements1EA400,000.00$ 400,000$ Excavation - Roadway0SF0.99$ -$ Remove Curb and Gutter0LF10.00$ -$ Remove Sidewalk0SF1.90$ -$ Mobilization (10% of Const. Subtotal)1LS1,175,985$ 1,175,985$ Traffic Control (5% of Const. Subtotal)1LS587,993$ 587,993$ $ 11,759,850 SUBTOTAL (w/o mobilization and traffic control) $ 13,523,828 SUBTOTAL 30%4,057,148$ CONTINGENCY TOTAL CONSTRUCTION COST$ 17,580,976 RIGHT OF WAY COST ESTIMATE Land - Commercial80,000SF65$ 5,200,000$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential1EA572,400$ 572,400$ TOTAL RIGHT OF WAY COST$ 5,772,400 ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%3,516,195$ Construction Management, Inspection15%2,637,146$ TOTAL ENGINEERING / MANAGEMENT COST$ 6,153,342 TOTAL CONSTRUCTION COST$ 17,580,976 TOTAL RIGHT OF WAY COST$ 5,772,400 TOTAL ENGINEERING / MANAGEMENT COST$ 6,153,342 TOTAL PROJECT COSTS$ 29,506,717 Notes: Structure costs based on WSDOT estimate and do not include the ramp connections to I-405. City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.22.C - Southcenter Boulevard and I-405 Southbound Off-Ramp: Intersection Improvement Project Description: Coordinate with WSDOT to add a new signal. The intersection is controlled by WSDOT and WSDOT would be responsible for the cost of a new signal. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement0SF2.80$ -$ Asphalt Concrete Overlay0SF0.18$ -$ Structure0SF230.00$ -$ Earthwork 0LF90.00$ -$ Curb and Gutter0LF12.00$ -$ Sidewalk0SF4.40$ -$ Curb Ramps0EA1,500.00$ -$ Lighting 0LF65.00$ -$ Signing and Striping0LF4.00$ -$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration0LF125.00$ -$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal1EA200,000.00$ 200,000$ Modify Signal0EA75,000.00$ -$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway0SF0.99$ -$ Remove Curb and Gutter0LF10.00$ -$ Remove Sidewalk0SF1.90$ -$ Mobilization (20% of Const. Subtotal)1LS40,000$ 40,000$ Traffic Control (5% of Const. Subtotal)1LS10,000$ 10,000$ $ 200,000 SUBTOTAL (w/o mobilization and traffic control) $ 250,000 SUBTOTAL 30%75,000$ CONTINGENCY TOTAL CONSTRUCTION COST$ 325,000 RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%65,000$ Construction Management, Inspection15%48,750$ TOTAL ENGINEERING / MANAGEMENT COST$ 113,750 TOTAL CONSTRUCTION COST$ 325,000 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ 113,750 TOTAL PROJECT COSTS$ 438,750 Notes: Assumes minimal modification to the intersection other than new signal. City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.24.A - Southcenter Boulevard from 61st Avenue S to 62nd Avenue S: Sidewalk and Crosswalk Improvement Project Description: Add a sidewalk on the south side of Southcenter Boulevard between 61st Avenue S Bridge and 62nd Avenue S. New crosswalks at 62nd Avenue S. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement0SF2.80$ -$ Asphalt Concrete Overlay0SF0.18$ -$ Structure0SF230.00$ -$ Earthwork 0LF90.00$ -$ Curb and Gutter0LF12.00$ -$ Sidewalk2,760SF4.40$ 12,144$ Curb Ramps10EA1,500.00$ 15,000$ Lighting 0LF65.00$ -$ Signing and Striping100LF4.00$ 400$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration0LF125.00$ -$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal0EA200,000.00$ -$ Modify Signal0EA75,000.00$ -$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway1,500SF0.99$ 1,485$ Remove Curb and Gutter0LF10.00$ -$ Remove Sidewalk0SF1.90$ -$ Mobilization (20% of Const. Subtotal)1LS5,806$ 5,806$ Traffic Control (5% of Const. Subtotal)1LS1,451$ 1,451$ $ 29,029 SUBTOTAL (w/o mobilization and traffic control) $ 36,286 SUBTOTAL 30%10,886$ CONTINGENCY TOTAL CONSTRUCTION COST$ 47,172 RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%9,434$ Construction Management, Inspection15%7,076$ TOTAL ENGINEERING / MANAGEMENT COST$ 16,510 TOTAL CONSTRUCTION COST$ 47,172 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ 16,510 TOTAL PROJECT COSTS$ 63,682 Notes: City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.25.B - Southcenter Boulevard and 65th Avenue S: Crosswalk Improvement Project Description: Add a sidewalk on the south side of Southcenter Boulevard near 65th Avenue S. New crosswalks at 65th Ave S. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement0SF2.80$ -$ Asphalt Concrete Overlay0SF0.18$ -$ Structure0SF230.00$ -$ Earthwork 0LF90.00$ -$ Curb and Gutter0LF12.00$ -$ Sidewalk420SF4.40$ 1,848$ Curb Ramps4EA1,500.00$ 6,000$ Lighting 0LF65.00$ -$ Signing and Striping100LF4.00$ 400$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration0LF125.00$ -$ Retaining Walls1,200SF120.00$ 144,000$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal0EA200,000.00$ -$ Modify Signal0EA75,000.00$ -$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway1,500SF0.99$ 1,485$ Remove Curb and Gutter0LF10.00$ -$ Remove Sidewalk0SF1.90$ -$ Mobilization (20% of Const. Subtotal)1LS30,747$ 30,747$ Traffic Control (5% of Const. Subtotal)1LS7,687$ 7,687$ $ 153,733 SUBTOTAL (w/o mobilization and traffic control) $ 192,166 SUBTOTAL 30%57,650$ CONTINGENCY TOTAL CONSTRUCTION COST$ 249,816 RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%49,963$ Construction Management, Inspection15%37,472$ TOTAL ENGINEERING / MANAGEMENT COST$ 87,436 TOTAL CONSTRUCTION COST$ 249,816 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ 87,436 TOTAL PROJECT COSTS$ 337,252 Notes: Project costs include new retaining wall at the 65th Avenue intersection. City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.26.A - Southcenter Boulevard and 66th Avenue S: Intersection Improvement Project Description: Restripe westbound approach lane configuration to one through lane and two left turn lanes. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement0SF2.80$ -$ Asphalt Concrete Overlay14,400SF0.18$ 2,592$ Structure0SF230.00$ -$ Earthwork 0LF90.00$ -$ Curb and Gutter0LF12.00$ -$ Sidewalk0SF4.40$ -$ Curb Ramps0EA1,500.00$ -$ Lighting 0LF65.00$ -$ Signing and Striping400LF4.00$ 1,600$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration0LF125.00$ -$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal0EA200,000.00$ -$ Modify Signal0EA75,000.00$ 18,750$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway0SF0.99$ -$ Remove Curb and Gutter0LF10.00$ -$ Remove Sidewalk0SF1.90$ -$ Mobilization (20% of Const. Subtotal)1LS4,588$ 4,588$ Traffic Control (5% of Const. Subtotal)1LS1,147$ 1,147$ $ 22,942 SUBTOTAL (w/o mobilization and traffic control) $ 28,678 SUBTOTAL 30%8,603$ CONTINGENCY TOTAL CONSTRUCTION COST$ 37,281 RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%7,456$ Construction Management, Inspection15%5,592$ TOTAL ENGINEERING / MANAGEMENT COST$ 13,048 TOTAL CONSTRUCTION COST$ 37,281 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ 13,048 TOTAL PROJECT COSTS$ 50,329 Notes: Restripe 400 feet of Southcenter Boulevard. Short-term project. Replace westbound loop detector and signal head. City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 1.27.B - Southcenter Boulevard and W Valley Highway: Intersection Improvement Project Description: Modify the southbound channelized right turn lane by reducing the corner radius of the lane. Add textured crosswalks to eastbound and northbound approaches to the intersection. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement0SF2.80$ -$ Asphalt Concrete Overlay0SF0.18$ -$ Structure0SF230.00$ -$ Earthwork 0LF90.00$ -$ Curb and Gutter350LF12.00$ 4,200$ Sidewalk1,500SF4.40$ 6,600$ Curb Ramps9EA1,500.00$ 13,500$ Lighting 0LF65.00$ -$ Signing and Striping550LF4.00$ 2,200$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify310LF40.00$ 12,400$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 5,000SF7.00$ 35,000$ Landscaping / Irrigation - Planters & Restoration100LF125.00$ 12,500$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal0EA200,000.00$ -$ Modify Signal0EA75,000.00$ -$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway20,000SF0.99$ 19,800$ Remove Curb and Gutter225LF10.00$ 2,250$ Remove Sidewalk2500SF1.90$ 4,750$ Mobilization (20% of Const. Subtotal)1LS22,640$ 22,640$ Traffic Control (5% of Const. Subtotal)1LS5,660$ 5,660$ $ 113,200 SUBTOTAL (w/o mobilization and traffic control) $ 141,500 SUBTOTAL 30%42,450$ CONTINGENCY TOTAL CONSTRUCTION COST$ 183,950 RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%36,790$ Construction Management, Inspection15%27,593$ TOTAL ENGINEERING / MANAGEMENT COST$ 64,383 TOTAL CONSTRUCTION COST$ 183,950 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ 64,383 TOTAL PROJECT COSTS$ 248,333 Notes: WSDOT Right of Way. City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 3.2.B - Klickitat Drive from 53rd Avenue S to Southcenter Parkway: Walkway Improvement Project Description: Extend the multi-use trail from 53rd Avenue S to the Southcenter Boulevard bridge. Enhance the existing multi-use trail with pedestrian lighting and shorter fence. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement0SF2.80$ -$ Asphalt Concrete Overlay0SF0.18$ -$ Structure1,900SF230.00$ 437,000$ Earthwork 0LF90.00$ -$ Curb and Gutter1,260LF12.00$ 15,120$ Sidewalk12,600SF4.40$ 55,440$ Curb Ramps10EA1,500.00$ 15,000$ Lighting 3,500LF65.00$ 227,500$ Signing and Striping0LF4.00$ -$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration0LF125.00$ -$ Retaining Walls0SF120.00$ -$ Fence1,600LF35.00$ 56,000$ Railing310LF55.00$ 17,050$ New Signal0EA200,000.00$ -$ Modify Signal0EA75,000.00$ -$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway12,600SF0.99$ 12,474$ Remove Curb and Gutter0LF10.00$ -$ Remove Sidewalk0SF1.90$ -$ Mobilization (10% of Const. Subtotal)1LS83,558$ 83,558$ Traffic Control (5% of Const. Subtotal)1LS41,779$ 41,779$ $ 835,584 SUBTOTAL (w/o mobilization and traffic control) $ 960,922 SUBTOTAL 30%288,276$ CONTINGENCY TOTAL CONSTRUCTION COST$ 1,249,198 RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%249,840$ Construction Management, Inspection15%187,380$ TOTAL ENGINEERING / MANAGEMENT COST$ 437,219 TOTAL CONSTRUCTION COST$ 1,249,198 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ 437,219 TOTAL PROJECT COSTS$ 1,686,417 Notes: Assumes existing structure can accommodate trail. Need to confirm with WSDOT. New bridge structure would cost $5-10M. Coordinate with the WSDOT to widen the overpass. City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 3.15.B - S 141st Street from Tukwila International Boulevard to 42nd Avenue S: Sidewalk Improvement Project Description: Add a 6 foot sidewalk on the south side of S 141st Street between Tukwila International Boulevard and 42nd Avenue S. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement0SF2.80$ -$ Asphalt Concrete Overlay0SF0.18$ -$ Structure0SF230.00$ -$ Earthwork 0LF90.00$ -$ Curb and Gutter510LF12.00$ 6,120$ Sidewalk3,060SF4.40$ 13,464$ Curb Ramps4EA1,500.00$ 6,000$ Lighting 0LF65.00$ -$ Signing and Striping0LF4.00$ -$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify510LF40.00$ 20,400$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 0SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration0LF125.00$ -$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal0EA200,000.00$ -$ Modify Signal0EA75,000.00$ -$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway0SF0.99$ -$ Remove Curb and Gutter0LF10.00$ -$ Remove Sidewalk0SF1.90$ -$ Mobilization (10% of Const. Subtotal)1LS4,598$ 4,598$ Traffic Control (5% of Const. Subtotal)1LS2,299$ 2,299$ $ 45,984 SUBTOTAL (w/o mobilization and traffic control) $ 52,882 SUBTOTAL 30%15,864$ CONTINGENCY TOTAL CONSTRUCTION COST$ 68,746 RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%13,749$ Construction Management, Inspection15%10,312$ TOTAL ENGINEERING / MANAGEMENT COST$ 24,061 TOTAL CONSTRUCTION COST$ 68,746 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ 24,061 TOTAL PROJECT COSTS$ 92,807 Notes: This is an adjustment to Walk & Roll project P3. That project widened the road and added sidewalks to both sides, requiring ROW and a fill wall. This project adds a sidewalk on one side only. City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 3.22.B - E Marginal Way/40th Avenue S and S 130th Street: Intersection Improvement Project Description: Re-align 40th Avenue S and create a new unsignalized intersection at E Marginal Way south of the intersection with S 130th Street. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement0SF2.80$ -$ Asphalt Concrete Overlay0SF0.18$ -$ Structure0SF230.00$ -$ Earthwork 80LF90.00$ 7,200$ Curb and Gutter240LF12.00$ 2,880$ Sidewalk1,100SF4.40$ 4,840$ Curb Ramps8EA1,500.00$ 12,000$ Lighting 0LF65.00$ -$ Signing and Striping300LF4.00$ 1,200$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify250LF40.00$ 10,000$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 3,300SF7.00$ 23,100$ Landscaping / Irrigation - Planters & Restoration0LF125.00$ -$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal0EA200,000.00$ -$ Modify Signal0EA75,000.00$ -$ Seismic Improvements0EA400,000.00$ -$ Excavation3,300SF0.99$ 3,267$ Remove Curb and Gutter350LF10.00$ 3,500$ Remove Roadway3300SF1.90$ 6,270$ Mobilization (20% of Const. Subtotal)1LS14,851$ 14,851$ Traffic Control (5% of Const. Subtotal)1LS3,713$ 3,713$ $ 74,257 SUBTOTAL (w/o mobilization and traffic control) $ 92,821 SUBTOTAL 30%27,846$ CONTINGENCY TOTAL CONSTRUCTION COST$ 120,668 RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%24,134$ Construction Management, Inspection15%18,100$ TOTAL ENGINEERING / MANAGEMENT COST$ 42,234 TOTAL CONSTRUCTION COST$ 120,668 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ 42,234 TOTAL PROJECT COSTS$ 162,901 Notes: City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 4.3.C - S Boeing Access Road and E Marginal Way S/Tukwila International Boulevard: Intersection Improvement Project Description: Redesign the intersection by restricting the northbound movement on E Marginal Way S to right turn only. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement0SF2.80$ -$ Asphalt Concrete Overlay0SF0.18$ -$ Structure0SF230.00$ -$ Earthwork 0LF90.00$ -$ Curb and Gutter600LF12.00$ 7,200$ Sidewalk2,100SF4.40$ 9,240$ Curb Ramps3EA1,500.00$ 4,500$ Lighting 0LF65.00$ -$ Signing and Striping500LF4.00$ 2,000$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment0LF80.00$ -$ Landscaping 2,000SF7.00$ 14,000$ Landscaping / Irrigation - Planters & Restoration0LF125.00$ -$ Retaining Walls0SF120.00$ -$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal0EA200,000.00$ -$ Modify Signal1EA75,000.00$ 75,000$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway2,100SF0.99$ 2,079$ Remove Curb and Gutter0LF10.00$ -$ Remove Roadway2,100SF1.90$ 3,990$ Mobilization (20% of Const. Subtotal)1LS23,602$ 23,602$ Traffic Control (5% of Const. Subtotal)1LS5,900$ 5,900$ SUBTOTAL (w/o mobilization and traffic control) $ 118,009 SUBTOTA L$ 147,511 CONTINGENCY 30%44,253$ TOTAL CONSTRUCTION COS$ 191,765 T RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ $- TOTAL RIGHT OF WAY COST ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%38,353$ Construction Management, Inspection15%28,765$ TOTAL ENGINEERING / MANAGEMENT COS$ 67,118 T TOTAL CONSTRUCTION COST$ 191,765 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST67,118$ TOTAL PROJECT COSTS$ 258,882 Notes: Construct raised island to restrict northbound movement to right turn only. City of Tukwila 2030 Transportation Plan Project Cost Estimates Construction Cost Estimate Project 4.4.B - S Boeing Access Road from Martin Luther King Junior Way S to E Marginal Way S: Walkway Improvement Project Description: Construct sidewalks on the north side of S Boeing Access Road from Martin Luther King Jr Way S to E Marginal Way S. Re-align the southbound ramps from I-5 and Airport Way S that connect with S Boeing Access Road by creating right-angle intersections. TIP cost estimate to replace all bridges from Airport Way S to I-5 is $30.7 M. DescriptionQuantityUnitUnit CostTotal Asphalt Concrete Pavement11,600SF2.80$ 32,480$ Asphalt Concrete Overlay0SF0.18$ -$ Structure0SF230.00$ -$ Earthwork 800LF90.00$ 72,000$ Curb and Gutter2,050LF12.00$ 24,600$ Sidewalk18,600SF4.40$ 81,840$ Curb Ramps8EA1,500.00$ 12,000$ Lighting 0LF65.00$ -$ Signing and Striping2,400LF4.00$ 9,600$ Storm Drainage - New0LF130.00$ -$ Storm Drainage - Modify0LF40.00$ -$ Storm Drainage - Containment0LF80.00$ -$ Landscaping SF7.00$ -$ Landscaping / Irrigation - Planters & Restoration1,600LF125.00$ 200,000$ Retaining Walls1,000SF120.00$ 120,000$ Fence0LF35.00$ -$ Railing0LF55.00$ -$ New Signal4EA200,000.00$ 800,000$ Modify Signal0EA75,000.00$ -$ Seismic Improvements0EA400,000.00$ -$ Excavation - Roadway23,900SF0.99$ 23,661$ Remove Curb and Gutter1,000LF10.00$ 10,000$ Remove Roadway12,000SF1.90$ 22,800$ Mobilization (10% of Const. Subtotal)1LS140,898$ 140,898$ Traffic Control (5% of Const. Subtotal)1LS70,449$ 70,449$ $ 1,408,981 SUBTOTAL (w/o mobilization and traffic control) $ 1,620,328 SUBTOTAL 40%648,131$ CONTINGENCY TOTAL CONSTRUCTION COST$ 2,268,459 RIGHT OF WAY COST ESTIMATE Land - Commercial0SF65$ -$ Land - Residential0SF35$ -$ Building - Commercial0EA1,000,000$ -$ Building - Residential0EA250,000$ -$ TOTAL RIGHT OF WAY COST$ - ENGINEERING / MANAGEMENT COST ESTIMATE Design, Survey20%453,692$ Construction Management, Inspection15%340,269$ TOTAL ENGINEERING / MANAGEMENT COST$ 793,961 TOTAL CONSTRUCTION COST$ 2,268,459 TOTAL RIGHT OF WAY COST$ - TOTAL ENGINEERING / MANAGEMENT COST$ 793,961 TOTAL PROJECT COSTS$ 3,062,420 Notes: Contingency raised to 40% because of work on structures. Cost assumes that existing structures can be retained. Sidewalks built on existing structure for I-5 and BNSF bridges, new sidewalks assumed to be constructed on Airport Way bridge. City of Tukwila 2030 Transportation Plan Project Cost Estimates p City of Tukwila: Background Report for the Transportation Element of the Comprehensive Plan Update Transportation Analysis and 2030 Improvement Recommendations May 2012 APPENDIX F: OTHER PROJECTS REVIEWED BUT NOT RECOMMENDED F1. S 180th Street & West Valley Highway Intersection The S 180th Street/West Valley Highway intersection operates at LOS F during existing PM peak hour conditions and would continue to operate at LOS F in 2030 if no action was taken. With the anticipated growth in Tukwila South, an even greater demand is expected to be placed on this intersection. As this intersection already has turn lanes on all approaches (with dual left turn lanes on the north and south approaches), it would be difficult to further add capacity at this location. Therefore, it is necessary to reduce the demand on this intersection by providing other facilities that would remove some of the demand from this intersection or shift traffic volumes to more efficient movements. • 2010 level of service: LOS C (33 seconds of delay) in AM peak hour and LOS F (122 seconds of delay) in PM peak hour. • 2030 level of service: LOS D (49 seconds of delay) in AM peak hour and LOS F (more than 150 seconds of delay) in PM peak hour. The construction of the proposed Minkler Boulevard bridge serves to provide an alternative east -west connection over the Green River. The expected diversion would decrease volumes and delay at S 180th Street /West Valley Highway by approximately 50 seconds. However, the intersection would still operate at LOS F with more than 150 seconds of delay in the 2030 PM peak hour. Perhaps the most substantial benefit to the additional east -west connections is more travel choice, not only for vehicle paths, but also pedestrian and bicycle circulation. Due to the high volumes on S 180th Street, alternate routes for bicycles and pedestrians are recommended and could be accommodated by the Minkler Boulevard extension. I Aerial photo of the S 180th Street /West Valley Highway intersection. F2. Interurban Avenue S Bicycle Lanes No on- street bicycle facilities are provided in this corridor. High vehicle speeds and volumes alongside the shoulders create an unfriendly bicycle environment. Between I- 5 and 58th Avenue S the Green River Trail runs immediately adjacent to Interurban Avenue and therefore provides a viable alternative to on- street travel. While the Green River Trail also parallels Interurban Avenue between 58th Avenue S and Southcenter Boulevard, it is more conducive to recreational riders than commuters because of its meandering alignment. While bicycle lanes would improve conditions between 58th Avenue S and Southcenter Boulevard, no improvements are recommended since 90 percent design improvement plans for Interurban Avenue NOT TO SCALE Note:: Level of Seirwice on roadway segments between 143rd Street and Fort Dent Way are already complete. These improvement plans show seven foot sidewalks on each side of Interurban Avenue. With these sidewalk improvements, there is not adequate space for bicycle lanes.