CONTAINER TERMINAL ACCESS STUDY Year 2003 Update

Transcription

1 CONTAINER TERMINAL ACCESS STUDY Year 2003 Update October 27, NE 61st Street, Seattle, WA ph: (206) fx: (206)

2 TABLE OF CONTENTS EXECUTIVE SUMMARY... i 1. INTRODUCTION Terminal Locations and Study Area PORT VOLUMES Historic and Existing Container Volumes Future Container Forecasts Intermodal Volumes Truck Volumes Summary of Container Forecasts TRUCK TRAVEL ROUTES Trip Distribution Pattern for Port Trucks Truck Origins and Destinations Port Trucks on Local Streets Truck Percentage of Total Traffic Volume Key Corridors PROJECTS NOW IN PLANNING/DESIGN IMPROVEMENT NEEDS Traffic Operations Pavement Conditions Key Corridors and Improvement Needs for Terminal 5 Traffic Key Corridors and Improvement Needs for Terminal 18 Traffic Key Corridors and Improvement Needs for Terminal 46 Traffic Key Corridors and Improvement Needs for Terminal 115 Traffic EVALUATION OF IMPROVEMENTS West Marginal Way Corridor Surface Spokane Street Corridor and Swing Bridge East Marginal Way Corridor Spokane Street Viaduct SIG Yard Access and Rail Crossing Enhancements SR-519 Corridor Alaskan Way Viaduct Planning Other Improvements RECOMMENDATIONS Priority... 71

3 FIGURES Figure 1. Study Area and Container Terminal Locations... 3 Figure 2. Historic Container Volumes at the Port of Seattle... 4 Figure 3. Historic Import and Export Volumes... 5 Figure 4. Historic Empty and Full Container Volumes... 6 Figure 5. West Coast Container Volumes 1990 and Figure 6. West Coast Market Share 1990 and Figure 7. Year 2002 Import and Export Percentages - All Terminals... 9 Figure 8. Container Volumes by Month - Average of Five Years ( ) Figure 9. Growth in Container Volumes (TEUs) Figure 10. Terminal Truck Volume by Time of Day Figure 11. Year 2015 Container Throughput Summary TEUs per Year Figure 12. Year 2015 Intermodal Volume Summary Boxes per Week Figure 13. Year 2015 Truck Trips Summary Trips per Day Figure 14. Truck Origin & Destination Pattern Year 2015 with No Change in Carrier Locations Figure 15. Truck Origin & Destination Pattern Year 2015 with Scenario A Figure 16. Truck Origin & Destination Pattern Year 2015 with Scenario B Figure 17. Existing (2002) Port Truck Trips Average Daily Trips Figure 18. Year 2015 Port Truck Trips No Changes - Average Daily Trips Figure 19. Year 2015 Port Truck Trips Development Scenario A - Average Daily Trips Figure 20. Year 2015 Port Truck Trips Development Scenario B - Average Daily Trips Figure 21. Spokane Street Viaduct Improvements Figure 22. SR-519 Improvements Original Concept Figure 23. SR-519 Alaskan Way Surface Street Improvements Figure 24. East Marginal Way Grade-Separation Project - Preferred Option Figure 25. Duwamish ITS Project - Phase Figure 26. SR-509 Extension Preferred Alternative Figure 27. Intersection Level of Service Summary - Year 2015 with No Change Figure 28. Potential Improvement at West Marginal Way/Spokane Street Figure 29. Westbound Travel Routes for Various SR-519 Phase 2 Options a... 64

4 TABLES Table 1. Year 2002 Container Volumes - TEUs... 8 Table 2. Development Scenarios for CTAS Update Table 3. Year 2015 Container Volume Forecasts - TEUs Table 4. Year 2002 Intermodal Volumes Boxes per Week Table 5. Year 2015 Intermodal Volumes Boxes per Week Table 6. Average Weekday Truck Volumes (One-Way Trips) Table 7. Year 2015 Distribution Patterns for Port Truck Trips Table 8. Average Daily Truck Trips & Origin/Destination Estimates Table 9. Port Trucks on Local Streets Table 10. Truck Volumes and Percent Trucks at Various Locations Table 11. Pavement Condition of Selected Streets Table 12. Daily Truck Volumes Generated by Terminal Table 13. Daily Truck Volumes Generated by Terminal Table 14. Daily Truck Volumes Generated by Terminal Table 15. Spokane Street Swing Bridge Openings June Table 16. Train Volume and Delay at East Marginal Way Grade Crossing Table 17. PM Peak Hour Level of Service Summary East Marginal Way/Diagonal Avenue Table 18. Improvement Service and Priority... 72

5 1. INTRODUCTION The original Port of Seattle Container Terminal Access Study (CTAS) was completed in April That study developed a set of recommendations to improve land-side rail and roadways to serve the expanding container freight movements associated with the Port s 1991 Container Terminal Development Plan. A decade later, the major land-use elements associated with the Container Terminal Development Plan the expansion of Terminals 5 and 18 are complete, and 29 of the 34 transportation recommendations made in the original CTAS are also complete or in design. The remaining five were deemed infeasible or impractical. Two other major studies of port traffic needs have been performed since the original CTAS. These include the Access Duwamish study, a cooperative effort between the City of Seattle and Port of Seattle, which evaluated overall freight transportation needs in the Duwamish industrial area. Another study was the Truck Gate Delay Benchmarking Study and Truck Driver Opinion Survey, which evaluated measures to reduce truck gate delays at the Port s container terminals. This CTAS Update determines the current state of the roadway network and what additional improvements are needed to serve continued growth at the Port through the year The primary goals of this study are: 1. To validate or amend the current transportation improvement program for the Port of Seattle. This includes evaluating the purpose and need for projects that are already in the planning stages such as the East Marginal Way Grade-Separation project and the SR-519 project. 2. To determine how different development scenarios could affect existing and future transportation infrastructure needs. 3. To use engineering and planning principals and analysis to support policy-related decisions that the Port may make related to transportation infrastructure improvement needs Terminal Locations and Study Area There are six container terminals at the Port of Seattle four active terminals and two that are currently in alternate use: Terminal 5 (T-5) in West Seattle Terminal 18 (T-18) on Harbor Island Terminal 25 (T-25) on East Marginal Way (currently in alternate use) Terminal 30 (T-30) on East Marginal Way (currently in alternate use) Terminal 46 (T-46) on Alaskan Way Terminal 115 (T-115) up the Duwamish River on West Marginal Way All but T-115 offer access to deep-draft vessels. As of 2002, T-25 and T-30 are not being used for container freight purposes. T-30 is the new location for Seattle s second cruise ship terminal, and T- 25 has been leased as an intermodal transfer facility for dredge materials, and also will contain a new major cold storage facility by 2005/ October 27, 2003

6 The study area for this project includes most of the City of Seattle neighborhood known as the Duwamish Industrial Area. It extends from about Royal Brougham Way on the north to the Duwamish River on the south, and from Interstate 5 on the east to West Marginal Way S on the west. Small sections extend beyond this area, such as the south end of West Marginal Way, which connects to the 1st Avenue S bridge, State Route (SR) 509, and SR-599 on the south side of the Duwamish River. The study area and the location of the container terminals are shown on Figure PORT VOLUMES This section describes the existing and projected future container, intermodal (rail), and truck volumes for the Port of Seattle s container terminals. It provides the base data for comparing various development scenarios and future improvement needs Historic and Existing Container Volumes Historic Container Volumes Container traffic at the Port of Seattle has increased steadily over the past three decades as shown on Figure 2. Between 1992, the baseline year for the original Container Terminal Access Study, and the year 2002, container volumes (measured in twenty-foot equivalent units or TEUs) have increased roughly 2.1% per year. Over the past 20 years (from 1982 to 2002), the growth rate was roughly 3.0% per year. In October 2002, all major ports on the west coast except Vancouver experienced a labor lockout. Some cargo from Seattle diverted to Vancouver; however, when the terminals were re-opened, additional cargo normally destined to California was diverted to the Port of Seattle. Overall, the Port s traffic increased by about 10,000 to 15,000 TEUs, which was only about 1% of the total annual volume. Therefore, the overall effect of the lockout was negligible October 27, 2003

7 CONTAINER TERMINAL ACCESS STUDY UPDATE Figure 1 PORT OF SEATTLE VICINITY MAP

8 Figure 2. Historic Container Volumes at the Port of Seattle 1,600,000 Growth for Past 10 Years = 2.1% per Year 1,400,000 1,200,000 1,000,000 TEUs per Year 800, , , , Year Source: Port of Seattle, June The percentage of import versus export containers (in TEUs) passing through the Port of Seattle has remained fairly constant over the past 10 years. In 1993, 51% of all containers through the port were imported; in 2002, 51% were imported. In between, the percentage of imports ranged from 50% to 56%. Figure 3 shows the fluctuation of import and export containers during the past ten years October 27, 2003

9 Figure 3. Historic Import and Export Volumes 1,600,000 Import Export 1,400,000 1,200,000 48% 49% 50% 47% 47% 44% 45% 49% 47% 1,000,000 49% TEUs per Year 800, ,000 51% 52% 51% 50% 53% 53% 56% 55% 53% 51% 400, , Source: Port of Seattle, July Percentage of import and export containers shown on each bar. Many of the containers shipped through the Port of Seattle are empty. Last year (2002), 25% of the containers through the port were empty (17% exports and 8% imports). This was a record-high percentage. Since the 1993 CTAS, the trend in empty container shipments has been increasing and will likely continue to increase. Most of this growth relates to the imbalance of full container imports versus full container exports. Along the West Coast (and nationally as well), import volumes exceed export volumes. Consequently, more containers enter the U.S. than are needed to handle U.S. exports. Steamship lines are forced to send large numbers of empty containers back to Asia in order to service U.S. import needs. With imports expected to grow at a faster rate than exports, the percentage of export empties will also increase. Many of these containers are returned to Seattle through the two off-dock intermodal rail yards (SIG and Argo) and are drayed to the container terminals on trucks. Some empty containers are imports, which are often repositioned in Seattle from other West Coast ports. Figure 4 shows the volume of empty and full containers shipped through the Port of Seattle over the past ten years October 27, 2003

10 Figure 4. Historic Empty and Full Container Volumes 1,600,000 1,400,000 Empty Full 1,200,000 1,000,000 TEUs per Year 800, , , ,000 18% 18% 19% 22% 22% 23% 20% 21% 23% 25% Source: Port of Seattle, July Percentage of empty containers are shown. West Coast Market Share In 1990, the total container volume through all west coast ports was about 8.4 million TEUs; in 2000, this volume had increased to about 13.9 million TEUs. The volumes through each port are summarized in Figure October 27, 2003

11 Figure 5. West Coast Container Volumes 1990 and ,000,000 5,000, TEUs 2000 TEUs 4,000,000 TEUs per Year 3,000,000 2,000,000 1,000,000 0 Long Beach Los Angeles Oakland San Francisco Portland Seattle Tacoma Vancouver Source: Port of Seattle, June Although the Port of Seattle s container volumes increased between 1990 and 2000, its market share of the total west coast container volume decreased from about 14% to 9%. This is primarily due to the fact that container volumes through the Ports of Long Beach and Los Angeles increased substantially in this time period as it added new terminals and infrastructure. The neighboring Ports of Vancouver B.C. and Tacoma also significantly increased container terminal infrastructure during this period. The West Coast ports market share for 1990 and 2000 are shown on Figure October 27, 2003

12 Figure 6. West Coast Market Share 1990 and 2000 Seattle 14% Portland 2% Tacoma 13% San Francisco 2% Vancouver 4% Oakland 15% Long Beach 21% Los Angeles 29% Seattle 9% Portland 2% San Francisco 0% Tacoma 9% Oakland 11% Vancouver 8% Los Angeles 31% Long Beach 30% Source: Port of Seattle, June Existing Container Volumes Year 2002 The Port of Seattle had six container terminals in 2002: Terminals 5, 18, 25, 30, and 46 on Elliott Bay, and T-115 on the Duwamish River. These six terminals processed approximately 1.3 million TEUs (twenty-foot equivalent units) in The volume was evenly split between imports (50.3%) and exports (49.7%). By the end of 2002, operations at T-30 were relocated to T-5, and operations at T-25 were relocated to T-18. T-30 has since been redeveloped to accommodate a cruise ship terminal, and T- 25 will be used as a short-term intermodal transfer facility for dredge materials being transferred from barge to railcars. Four new rail tracks will be constructed on this site to accommodate this transfer function; however, both the rail and truck volumes associated with this site are expected to be very low for the next few years. Of greater significance at T-25 is the development of a major cold storage facility expected to begin operations in 2005/6. This site will employ 75 to 130 individuals and generate 500 daily truck trips in the T-25 vicinity. The year 2002 volumes are shown in Table 1. The percentage of imports and exports (including the full/empty split) is illustrated in Figure 7. Table 1. Year 2002 Container Volumes - TEUs T- 5 T-18 T-25 T-30 T-46 T-115 Total Full In (Import) 237, ,836 2,415 3, , ,982 Empty In (Import) 6,959 70,995 9,296 2,346 5,461 6, ,086 Full Out (Export) 90, ,143 11,359 10,108 66,079 6, ,872 Empty Out (Export) 72,694 75,365 1,094 3,030 70, ,851 Total 406, ,339 24,164 19, ,323 12,177 1,291,791 Source: Port of Seattle, June October 27, 2003

13 Figure 7. Year 2002 Import and Export Percentages - All Terminals Empty Out (Export) 17.3% Total Exports = 49.7% Full In (Import) 42.5% Full Out (Export) 32.4% Total Imports = 50.3% Empty In (Import) 7.8% Seasonal Container Volumes Container volumes vary by month. Figure 8 shows average monthly container volumes through the Port of Seattle for the past five years ( ). These show that import volumes typically peak in October as retailers receive goods before the December holidays. Exports also peak in late fall (November). This is likely due to empty containers returning to Asia after the import peak combined with peak harvest exports. Volumes during the peak import month are 7.8% higher than the average month, and volumes during the peak export month are about 10.5% higher than the average month. When the total import-plus-export volume is considered, the peak month occurs in November, and is 6% higher than the average month. These peak seasonal data are used when evaluating peak terminal gate operations and queuing October 27, 2003

14 Figure 8. Container Volumes by Month - Average of Five Years ( ) 80,000 70,000 Peak Import Month = 7.8% Higher than Average Import Peak Export Month = 10.5% Higher than Average Export Import Export Average TEUs per Month (for 5-Year Period) 60,000 50,000 40,000 30,000 20,000 10,000 - Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Source: Port of Seattle, June TEU-to-Box Ratio Containers used for international trade range in size from 20-foot units to 48-foot units, with the majority of units being 40-foot containers. The 20-foot container is the basis for the standard unit of measure, which is the Twenty-foot Equivalent Unit (TEU). The average container size in TEUs has increased in recent years due to the escalating use of larger containers. In 1988, the average container was 1.48 TEUs, by 1992, this had increased to 1.68 TEUs, and by 2002, it was 1.76 TEUs Future Container Forecasts Development Scenarios The CTAS Update evaluates three development scenarios, and compares the impacts of those scenarios to conditions that would exist with the existing harbor layout. Year 2002 is used as the benchmark year for existing conditions because a full year s worth of the most recent data were available for that year. Year 2015 is the analysis year for all future conditions, and the container volumes are based on the regional growth forecasts. The benchmark (existing) year and the three development scenarios are listed in Table October 27, 2003

15 Table 2. Development Scenarios for CTAS Update Name Year Scenario Description Existing 2002 Existing Conditions Existing harbor layout with container activity at T-5, T-18, T-46, and T-115. Future No Change in Carrier Locations 2015 No change in current carrier terminal locations Future growth in container traffic to the year 2015, but no change in the existing harbor layout. No major changes in the utilization of on-dock rail facilities. Future Scenario A 2015 Major container activity consolidated at T-5 and T-18 with major drayage. Future Scenario B 2015 Container activity consolidated at T-5 and T-18 by year 2015 with minimal drayage. Major container activity consolidated at T-5 and T-18 by year No major changes in the utilization of ondock rail facilities at T-5 and T-18. Both T-5 and T-18 maximize use of on-dock rail facilities. Future Container Forecasts Future container volumes are forecast through the year 2015 using information in the 1999 Marine Cargo Forecast prepared for the Washington Public Ports Association (WPPA) and the Washington State Department of Transportation (WSDOT). This report contains the most recent forecasts available and states that International container traffic levels for Seattle and Tacoma are forecast to grow 4.3% per year from 1998 through 2020, while domestic trade is expected to grow 1.5% per year for that same period. In addition, the report states that, The long-term forecast for containerized exports projects 3.5% average annual growth from 1997 through The following specific growth rates were used to predict future year 2015 container volumes at the Port of Seattle: Import containers are forecast to grow at 4.8% per year. Full export containers are forecast to grow at 3.5% per year. Empty export containers are forecast to grow at 4.3% per year to account for the difference between full imports and full exports. This growth rate was derived using the Port of Seattle s historical trend of increasing empty export containers. Domestic traffic from Matson (formerly at T-25) and from the existing tenant at T-115 are forecast to grow at the lower domestic growth rate of 1.5% per year. In addition, a new tenant is expected to occupy another 25 acres of T-115; the additional throughput is assumed to be proportional to the use of the existing 20 acres at this terminal. Figure 9 shows how container traffic is forecast to increase by the year 2015 for all Port-owned container terminals October 27, 2003

16 Figure 9. Growth in Container Volumes (TEUs) 2,500,000 Import Export 2,000,000 TEUs per Year 1,500,000 1,000, , Year Source: Heffron Transportation based on growth rates in the 1999 Marine Cargo Forecast. June The Port of Seattle s container volume is projected to increase from approximately 1.3 million TEUs in 2002 to about 2.2 million TEUs by the year These growth forecasts are used for all future conditions. Table 3 summarizes the container forecasts by terminal. The forecasts assume that T-25 and T-30 are not used for container operations in the future. The Port of Seattle s 2004 Business Plan sets an 8%-per-year growth goal for container traffic. If this is realized, then the container forecasts used for this analysis would accelerate and could occur by the year 2011, instead of October 27, 2003

17 Table 3. Year 2015 Container Volume Forecasts - TEUs No Change in Steamship Line Locations Type of Container Move T- 5 T-18 T-46 T-115 Total Full In (Import) 446, , , ,500 Empty In (Import) 13, ,900 39,400 16, ,000 Full Out (Export) 156, , ,300 16, ,000 Empty Out (Export) 130, , , ,300 Total 747, , ,600 33,200 2,239,800 Development Scenarios A or B (Consolidated Activity at T-5 and T-18) Type of Container Move T- 5 T-18 T-46 T-115 Total Full In (Import) 660, , ,500 Empty In (Import) 52, , , ,000 Full Out (Export) 259, , , ,000 Empty Out (Export) 253, , ,300 Total 1,225, , ,200 2,239,800 Source: Heffron Transportation based on growth rates in the 1999 Marine Cargo Forecast. June Intermodal Volumes Existing Intermodal Volumes Intermodal traffic for a container terminal is defined as the containers that are shipped by rail. Three terminals at the port T-5, T-18, and T-46 have large portions of their traffic that are intermodal. Both T-5 and T-18 have on-dock intermodal rail facilities, although only the facility at T-5 is currently being used. The majority of the intermodal containers are currently drayed (moved by truck) to off-dock intermodal rail yards. There are two major intermodal rail yards near the Port of Seattle: the Seattle International Gateway (SIG) Yard owned by the Burlington Northern Santa Fe (BNSF) Railroad and the Argo Yard owned by the Union Pacific (UP) Railroad. Intermodal volumes at the three terminals are tracked as average boxes per week. A box is the industry term for a single container, regardless of its size. The total number of boxes per week at each terminal is derived using the TEU/Box ratio described earlier in this report. In 2002, the average number of TEUs per box was Following historic trends, it is expected that the TEU/Box ratio would increase to about 1.80 by the year Average weekly intermodal volumes were obtained from each terminal operator. For T-5, the intermodal volumes include those loaded at the on-dock intermodal yard and those drayed to off-dock intermodal yards. The year 2002 intermodal volumes are summarized in Table 4 for the three main terminals. This shows that currently, about 50% of all import containers at the three major terminals are intermodal, while 40% of the export containers are intermodal. It should be noted that these intermodal percentages include international as well as domestic cargo through the port. Past reports have generally referred to the intermodal percentage of only the international cargo, which has ranged between 60% and 75% October 27, 2003

18 Table 4. Year 2002 Intermodal Volumes Boxes per Week Import - Weekly Volumes T- 5 T-18 T-46 Total for Three Terminals Import Boxes at Terminal a 2,667 2,675 1,503 6,845 Intermodal Boxes b 1, ,455 Drayed Off-Dock ,653 On-Dock % Intermodal 60% 36% 60% 50% % of Intermodal moved on-dock 50% 0% 0% 23% Export Weekly Volumes Export Boxes at Terminal a 1,778 3,393 1,494 6,665 Intermodal Boxes b 583 1, ,657 Drayed Off-Dock 164 1, ,238 On-Dock % Intermodal 33% 37% 56% 40% % of Intermodal moved on-dock 72% 0% 0% 16% Source: Port of Seattle, June a Import and export boxes determined by dividing annual volume by 52 weeks, and dividing by ratio of 1.76 TEUs/Box. b Intermodal boxes per week provided by terminal operators. Future Intermodal Volumes Intermodal volumes at the Port of Seattle are expected to grow at a higher rate than the total volumes. This is because of the limited local market area for import and export cargo, which limits the volume of locally-destined or locally-generated cargo. A higher percentage of the growth would have to be shipped to other areas of the United States; shipments that are generally made by rail. The volume of intermodal rail traffic forecast to be shipped through the Port of Seattle was derived from information in the Port of Seattle s forecast and other information obtained from Port staff. Currently, intermodal shipments through the Port of Seattle represent about 50% of all import containers and 40% of all export containers. By the year 2015, the percentage of intermodal containers is expected to increase to about 75% of imports from international origins, while exports would remain at about 40%. Terminal 18, which was assumed to continue accommodating domestic cargo, would have a lower import intermodal percentage compared to Terminals 5 and 46. Using these assumptions, the volume of intermodal traffic is expected to grow at about 5.7% annually. This is reasonable since intermodal traffic is expected to grow at a higher rate than overall container traffic. The volume of intermodal traffic is expected to be the same for all three development scenarios. The difference among the three future scenarios is the use of on-dock intermodal facilities and the location of carriers. Table 5 summarizes the intermodal rail forecasts for the year These values are presented in boxes October 27, 2003

19 Table 5. Year 2015 Intermodal Volumes Boxes per Week Year 2015 No Action/No Change in Steamship Line Locations Teminal Measure T- 5 T-18 T-46 Total for Three Terminals Import - Weekly Volumes Import Boxes at Terminal a 4,910 4,950 2,700 12,560 Intermodal Boxes 3,680 2,480 2,030 8,190 Drayed Off-Dock 1,290 1,980 2,030 5,300 On-Dock 2, ,890 % Intermodal 75% 50% 75% 65% % of Intermodal moved on-dock 65% 20% 0% 35% Export Weekly Volumes Export Boxes at Terminal a 3,070 5,530 2,410 11,010 Intermodal Boxes 1,230 2,210 1,450 4,890 Drayed Off-Dock 490 1,880 1,450 3,820 On-Dock ,070 % Intermodal 40% 40% 60% 44% % of Intermodal moved on-dock 60% 15% 0% 22% Year 2015 Development Scenario A (Consolidated Activity at T-5 and T-18 with minimal on-dock intermodal) Teminal Measure T- 5 T-18 T-46 Total for Three Terminals Import - Weekly Volumes Import Boxes at Terminal a 7,610 4, ,560 Intermodal Boxes 5,710 2, ,190 Drayed Off-Dock 3,320 1, ,300 On-Dock 2, ,890 % Intermodal 75% 50% 0% 65% % of Intermodal moved on-dock 42% 20% 0% 35% Export Weekly Volumes Export Boxes at Terminal a 5,480 5, ,010 Intermodal Boxes 2,680 2, ,890 Drayed Off-Dock 1,940 1, ,820 On-Dock ,070 % Intermodal 49% 40% 0% 44% % of Intermodal moved on-dock 28% 15% 0% 22% October 27, 2003

20 Table 5 (continued). Year 2015 Intermodal Volumes Boxes per Week Year 2015 Development Scenario B (consolidated activity at T-5 and T-18 with maximum on-dock intermodal) Teminal Measure T- 5 T-18 T-46 Total for Three Terminals Import - Weekly Volumes Import Boxes at Terminal a 7,610 4, ,560 Intermodal Boxes 5,710 2, ,190 Drayed Off-Dock 860 1, ,100 On-Dock 4,850 1, ,090 % Intermodal 75% 50% 0% 65% % of Intermodal moved on-dock 85% 50% 0% 74% Export Weekly Volumes Export Boxes at Terminal a 5,480 5, ,010 Intermodal Boxes 2,680 2, ,890 Drayed Off-Dock 1,070 1, ,840 On-Dock 1, ,050 % Intermodal 49% 40% 0% 44% % of Intermodal moved on-dock 60% 20% 0% 42% Source: Port of Seattle, June a Import and export boxes determined by dividing annual volume by 52 weeks, and dividing by ratio of 1.80 TEUs/Box Truck Volumes Daily Truck Trips Containers that do not arrive or depart from the terminal on rail would be moved by truck. Truck volumes include two primary components: containers that are trucked to and from businesses in the Pacific Northwest (regional truck movements), and containers that are trucked to and from the two near-dock intermodal yards (SIG and Argo). The number of containers (boxes) moved by regional truck is the difference between the total containers moved through the terminal and those moved by intermodal rail (see previous table). The number of containers trucked to the SIG or Argo intermodal yards is the total number of intermodal containers minus those moved through the on-dock rail facilities at Terminals 5 and 18. The containers moved by truck were converted to truck trips using several factors. First, each loaded truck generally carries only one container. Second, each container (full or empty) moved through the truck gate generates 2.2 truck trips. This factor includes trips made by loaded chassis, empty chassis, and truck tractors. It also includes gate moves that require no transaction or the repositioning of containers (e.g., an empty container at a terminal being sent out for a customer to load with cargo). This ratio is consistent with information in the Container Terminal Access Study (The Transpo Group, April 1993) as well as information compiled from T-18 as part of the Terminal 18 Improvement Project Draft EIS (Port of Seattle, March 1997). Average daily truck trips were derived by dividing the weekly boxes by five days, since most gates for regional traffic are only open on weekdays. Even though some terminals currently dray containers on Saturdays, a five-day work week reflects a worst-case assumption for truck traffic. The average weekday traffic volumes are summarized in Table October 27, 2003

21 Table 6. Average Weekday Truck Volumes (One-Way Trips) Year 2015 No Action/No Change in Steamship Line Locations Truck Movement Type T-5 T-18 T-46 T-115 Total To/from Off-Dock Rail Yards 780 1,700 1, ,010 To/from Region 1,350 2, ,900 Total 2,130 4,250 2, ,910 Year 2015 Development Scenario A (Consolidated Activity at T-5 and T-18 with minimal on-dock intermodal) Truck Movement Type T-5 T-18 T-46 T-115 Total To/from Off-Dock Rail Yards 2,310 1, ,010 To/from Region 2,070 2, ,900 Total 4,380 4, ,910 Year 2015 Development Scenario B (consolidated activity at T-5 and T-18 with maximum on-dock intermodal) Truck Movement Type T-5 T-18 T-46 T-115 Total To/from Off-Dock Rail Yards 850 1, ,170 To/from Region 2,070 2, ,900 Total 2,920 3, ,070 Source: Heffron Transportation, June Regional truck traffic is expected to increase from about 3,500 truck trips per day in the year 2002 to 4,900 truck trips per day in the year This represents about a 2.6% compound annual growth rate, which is consistent with regional traffic and economic growth patterns. The volume of trucks being drayed between the container terminals and the off-dock rail yards would vary depending on the development scenario. Peak Hour Truck Trips Truck movements vary substantially by time of day. Figure 10 shows the percent of the daily truck transactions at the existing Terminal 5 inbound gate. These data were collected as part of the Truck Gate Delay Benchmarking Study (Heffron Transportation, March 2000), for which three days of truck activity were video recorded at each port gate. This graph shows that truck volume entering the terminal steadily increases until about noon, and then decreases until the terminal closes at 5:00 P.M. Peak volume occurs between 11:00 A.M. and noon. It should be noted that Terminal 5 is the only marine terminal that remains open during the noon hour by splitting its lunch shift. This is possible because Terminal 5 is a wheeled operation where truck drivers can secure their own loads within the terminal. It is expected that as volume through the port increases, noontime gate operations will likely be required to accommodate the loads. Therefore, this hourly volume profile is used to estimate future peak hour traffic volumes. Truck volume during the peak hour of the terminal is assumed to comprise 17% of the daily volume, while truck volume during the adjacent street system s commuter PM peak hour (starting at about 3:30 P.M.) comprises about 5% of the daily volume October 27, 2003

22 Figure 10. Terminal Truck Volume by Time of Day 18% 16% 14% 12% Percent Trucks by Hour 10% 8% 6% 4% 2% 0% 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM Source: Terminal 5 Daily Gate Report for Thursday, January 27, October 27, 2003

23 2.5. Summary of Container Forecasts Figures 11 through 13 summarize the key volume attributes for all of the future development scenarios. Figure 11 shows that the total container throughput (in TEUs) at the port would be the same for each scenario. Figure 12 shows the intermodal volumes. Again, the No-Change-in-Carrier-Location scenario would have the same total intermodal volumes as Scenarios A and B, but the split between on-dock and off-dock moves would change. Finally, Figure 13 shows the total truck volumes. It is assumed that the regional truck moves would be constant for all of the scenarios since the regional market would be the same; however, the number of truck trips to the off-dock rail yards would vary by development scenario. Figure 11. Year 2015 Container Throughput Summary TEUs per Year 2,500,000 2,000,000 Annual TEUs 1,500,000 1,000, ,000 0 Existing Year No Change in Carrier Locations Year Scenario A Year Scenario B October 27, 2003

24 Figure 12. Year 2015 Intermodal Volume Summary Boxes per Week 14,000 12,000 Total Off-Dock Intermodal Boxes/Week Total On-Dock Intermodal Boxes/Week 10,000 Boxes per Week 8,000 6,000 4,000 2,000 0 Existing Year No Change in Carrier Locations Year Scenario A Year Scenario B Figure 13. Year 2015 Truck Trips Summary Trips per Day 10,000 Truck Trips to Off-Dock Rail Yards (Trips/Day) Truck Trips to Region (Trips/Day) Truck Trips per Day (One-Way Trips) 8,000 6,000 4,000 2,000 0 Existing Year No Change in Carrier Locations Year Scenario A Year Scenario B October 27, 2003

25 3. TRUCK TRAVEL ROUTES This section presents the distribution pattern for truck trips generated by the Port of Seattle s container terminals. It also determines the number of daily truck trips that would use key roadways in the port vicinity (trip assignment). The truck assignments are used to determine the traffic operational impacts and improvement needs in the port area presented later in this report Trip Distribution Pattern for Port Trucks The origins and destinations of terminal truck trips were derived from truck driver surveys performed at four terminals and the Port s container forecast. Truck drivers were interviewed at four of the Port s six terminals in October 1997 as part of the Access Duwamish Study. Truck drivers waiting in queue at Terminals 18, 25, 37, and 46 were asked the origin of their current trip, whether they would be picking up another container at this terminal, where they were destined next, and what travel route they used. Approximately 150 truck drivers were surveyed at the four terminals. The truck-driver origin-and-destination data were combined with the Port forecasts regarding local dray and regional truck trips. In this way, survey bias that may account for more local dray trips during the survey period is reduced. By year 2015, there are likely to be only four container terminals operating in Seattle: T-5, T-18, T-46 and T-115. Trips generated by T-5 and T-30 are assumed to have similar origins and destinations as occurred at T-37 and 46. Trips generated by T-115 are assumed to arrive and depart to and from the south. Table 7 summarizes the future distribution pattern for terminal truck trips October 27, 2003

26 Table 7. Year 2015 Distribution Patterns for Port Truck Trips Terminal Origin/Destination T-5 T-18 T-46 T-115 Near-dock Rail Yard Dray Trips SIG Yard 30% 70% 80% 0% Argo Yard 70% 30% 20% 0% Total Dray Trips 100% 100% 100% 0% Local and Regional Trips Duwamish Industrial Area 27% 46% 0% 6% Other Seattle 0% 8% 0% 0% Green River Valley (Kent, Auburn, etc.) 23% 17% 23% 5% Eastside (Bellevue, Issaquah, etc.) 6% 0% 9% 5% Points South (Tacoma, Olympia, etc.) 14% 21% 23% 56% Points North (Everett, Canada, etc.) 10% 4% 13% 11% Eastern Washington 20% 4% 32% 17% Total Local and Regional Trips 100% 100% 100% 100% Source: Heffron Transportation based on information collected from truck driver surveys at four terminals, plus the Port of Seattle s Container forecast. These were performed for the Access Duwamish Truck Mobility Survey, October Truck Origins and Destinations The truck trip distribution pattern was applied to the daily truck volumes from each terminal for each development condition. The results of this analysis are summarized in Table 8 and are shown graphically on Figures 14 through October 27, 2003

27 Table 8. Average Daily Truck Trips & Origin/Destination Estimates Existing Conditions (2002) Intermodal Dray Trips Regional Truck Trips Local Total % SIG Argo Subtotal North South East Subtotal Trips Trips Origin Terminal ,380 23% Terminal ,090 2,580 43% Terminal % Terminal % Terminal ,250 21% Terminal % Total 1, , , ,020 1,930 6,010 % Destination 22% 12% 34% 6% 18% 10% 34% 32% 100% Year 2015 No Change in Carrier Locations Terminal ,130 24% Terminal 18 1, , ,800 4,250 48% Terminal 46 1, , ,250 25% Terminal % Total 2,900 1,110 4, , ,060 2,840 8,910 % Destination 33% 12% 45% 4% 12% 7% 23% 32% 100% Year 2015 Scenario A Conditions Terminal 5 1, , , ,380 49% Terminal 18 1, , ,800 4,250 48% Terminal % Terminal % Total 2,650 1,360 4, , ,060 2,840 8,910 % Destination 30% 15% 45% 4% 12% 7% 23% 32% 100% Year 2015 Scenario B Conditions Terminal , ,920 42% Terminal , ,800 3,870 55% Terminal % Terminal % Total 1, , , ,060 2,840 7,070 % Destination 21% 10% 31% 5% 15% 9% 29% 40% 100% Source: Heffron Transportation, Inc., August October 27, 2003

28 Figure 14. Truck Origin & Destination Pattern Year 2015 with No Change in Carrier Locations 4% I-5 North Regional Truck 7% I-90 East Distribution Terminal 46 12% I-5 23% South Terminal 18 25% BNSF North & East Via Stevens Pass 48% MARINE 45% Near-Dock TERMINALS Intermodal 24% 100% Terminals Terminal 5 3% On-Dock 32% Seattle Intermodal Transfer 3% UP South & East Via Columbia Gorge Terminal % of total boxes 17% Duwamish Industrial Area Equiv. Trucks 1,670 Local Truck 2% Eastside Distribution 10% Green River Valley (Via W.Mar and/or I-5) October 27, 2003

29 Figure 15. Truck Origin & Destination Pattern Year 2015 with Scenario A 4% I-5 North Regional Terminal 46 12% Truck 7% I-90 East Distribution I-5 23% South Terminal 18 0% BNSF North & East Via Stevens Pass 48% MARINE 45% Near-Dock TERMINALS Intermodal 49% 100% Terminals Terminal 5 3% On-Dock 32% Seattle Intermodal Transfer 3% UP South & East Via Columbia Gorge Terminal % of total boxes 17% Duwamish Industrial Area Equiv. Trucks 1,670 Local Truck 2% Eastside Distribution 10% Green River Valley (Via W.Mar and/or I-5) October 27, 2003

30 Figure 16. Truck Origin & Destination Pattern Year 2015 with Scenario B 5% I-5 North Regional Terminal 46 15% Truck 9% I-90 East Distribution 29% South I-5 Terminal 18 0% BNSF North & East Via Stevens Pass 55% MARINE 31% Near-Dock TERMINALS Intermodal 42% 100% Terminals Terminal 5 3% On-Dock 40% Seattle Intermodal Transfer 3% UP South & East Via Columbia Gorge Terminal % of total boxes 22% Duwamish Industrial Area Equiv. Trucks 3,428 Local Truck 2% Eastside Distribution 13% Green River Valley (Via W.Mar and/or I-5) October 27, 2003

31 3.3. Port Trucks on Local Streets Port truck trips were assigned to the roadway network based on the trip distribution pattern and information about routes collected during the truck driver surveys. Figures 17 through 19 show the trip assignments for all three future conditions. The number of daily truck trips on key corridors in the port vicinity are summarized for each development scenario (See Table 9). These were compared to the existing conditions to show how growth in container traffic or consolidation of activity at T-5 and T-18 would affect truck volumes on these streets. Table 10 summarizes the percentage of trucks and port trucks on vicinity streets. Table 9. Daily Port Trucks on Local Streets Location Existing 2002 Year 2015 No Change in Carrier Locations Scenario A Scenario B SW Spokane Street (on Harbor Island) 3,690 5,960 7,890 6,040 S Hanford Street (Btwn E Marginal Way and BNSF Gate) 1,330 2,660 2,660 1,470 E Marginal Way (North of Spokane) 1,690 2,140 2,900 1,710 Spokane Street Viaduct (East of Harbor Island Ramps) 1,510 1,630 1,850 1,850 Entering Argo Yard from E Marginal Way 750 1,360 1, I-5 (South of Albro) 940 1, Duwamish Avenue SW (Btwn Spokane St and E Marginal Way) SR-519 (Btwn First and Fourth) E Marginal Way (North of Dawson) First Avenue S Bridge West Marginal Way Fourth Ave S (North of Spokane) I-5 (North of I-90) S Spokane Street (East of Fourth Avenue) First Avenue S (North of Spokane) S Lander Street (Btwn First and Fourth) Sixth Ave S (North of Lander) Source: Heffron Transportation, Inc., August October 27, 2003

32 Figure 17. Existing (2002) Port Truck Trips Average Daily Trips October 27, 2003

33 Figure 18. Year 2015 Port Truck Trips No Changes in Carrier Locations - Average Daily Trips October 27, 2003

34 Figure 19. Year 2015 Port Truck Trips Development Scenario A - Average Daily Trips October 27, 2003

35 Figure 20. Year 2015 Port Truck Trips Development Scenario B - Average Daily Trips 3.4. Truck Percentage of Total Traffic Volume Table 10 summarizes the truck percentages for various locations throughout the port vicinity. These percentages are derived by comparing the truck classification counts performed for the Access Duwamish Truck Mobility Report to recent traffic counts obtained from the City of Seattle. Port truck volumes were derived from the information presented earlier in this report. The truck percentages compare the future port trucks to the existing total of all trucks. This analysis does not assume any growth in the number of non-port trucks. However, it provides an estimate of how port trucks compare to background traffic volumes Key Corridors Based on the trip assignments, there are several key corridors in the port vicinity that would accommodate the majority of all truck movements. These corridors are: SW Spokane Street between Terminal 5 and East Marginal Way; East Marginal Way between T-46 and the First Avenue S Bridge, particularly the section between Hanford Street (where the BNSF Gate is located) and the access to the Argo Yard; Spokane Street Viaduct east of the Harbor Island Ramps; Access to the BNSF SIG Yard; SR-519, assuming T-46 remains in container operations; and West Marginal Way October 27, 2003

36 Table 10. Truck Volumes and Percent Trucks at Various Locations East Marginal Way south of Spokane Street Surface Spokane Street west of 4th Avenue 1st Avenue S north of Holgate Street 6th Avenue S north of Holgate Street Spokane Street Viaduct west of 4th Avenue b 1997 Volumes From Access Duwamish Study Existing Port Trucks (2002) All Trucks 2,460 2,090 a 1,680 1,670 1,630 All Traffic % Trucks Port Trucks SR-519 at BNSF Mainline 1,560 23,500 7% 490 Royal Brougham Way at SIG Yard Tracks 4th Avenue S north of Holgate Street 1,560 1,220 % All Trucks % All Vehicles Year 2015 Port Trucks With No Change in Carrier Local Port Trucks % All Trucks % All Vehicles Port Trucks Year 2015 Port Trucks With Scenario A % All Trucks % All Vehicles Port Trucks Year 2015 Port Trucks With Scenario B % All Trucks % All Vehicles 8,830 28% 1,340 54% 15% 1,930 63% 20% 1,770 77% 19% 1,120 50% 13% 17,400 12% % 4% 1,140 44% 6% 1,150 55% 6% 1,150 44% 6% 27,300 6% 0 0% 0% 0 0% 0% 0 0% 0% 0 0% 0% 6,850 24% 20 1% 0% 30 2% 0% 0 0% 0% 0 0% 0% 53,500 3% 1,510 93% 3% 1,630 93% 3% 2, % 4% 2,020 94% 4% 31% 2% % 2% % 1% % 1% 10,500 15% % 5% % 5% % 2% % 2% 24,200 5% 0 0% 0% 0 0% 0% 0 0% 0% 0 0% 0% Spokane Street at SIG Yard Tracks 1,030 6,450 16% % 8% % 12% % 12% % 12% a. Estimated b. Truck and general traffic counts on the Spokane Street Viaduct are from Source: Daily truck volumes derived by Heffron Transportation using truck classification counts performed in fall 1997 by Traffic Data Gathering and truck counts performed by the City of Seattle in 1993 for the Spokane Street Viaduct. Port truck trips derived by Heffron Transportation, August October 27, 2003

37 4. PROJECTS NOW IN PLANNING/DESIGN There are many projects that are or have already been proposed and designed in the Duwamish Industrial Area. The projects that most affect the port are described below. SR-99/Alaskan Way Viaduct Replacement Following the 2001 Nisqually Earthquake, which damaged the Alaskan Way Viaduct, WSDOT and the City of Seattle embarked on planning for replacing this vulnerable structure. Five replacement options are being evaluated for this project: These are: Tunnel Replaces viaduct and seawall with six-lane tunnel on central waterfront Aerial Replaces viaduct with new, wider viaduct and rebuilds seawall Rebuild Rebuilds existing viaduct and seawall Bypass Tunnel Replaces viaduct and seawall with a four-lane tunnel on central waterfront and expands Alaskan Way to six-lanes Surface Replaces viaduct with a six-to-eight lane Alaskan Way, and rebuilds seawall. One major element that is included in all of the Alaskan Way Viaduct alternatives is an interchange at Royal Brougham Way and Atlantic Street. The configuration of this interchange would differ depending on whether SR-99 is at-grade, above grade, or ascending from a tunnel. All of the options would require either relocation of the SIG Yard tail track from the west side of Alaskan Way where it is proposed to be located as part of the SR-519 project to the east side of Alaskan Way or replacement of this tail track with other switching options at the south end of the SIG Yard. An Environmental Impact Statement (EIS) for the project is underway, and the Draft EIS (DEIS) is schedule for publication in March WSDOT is not planning on selecting a preferred alternative until after the DEIS is complete. Various elements of each option could be combined as part of that preferred alternative. Spokane Street Viaduct Widening This project would build an additional viaduct structure on the north side of the existing structure to allow all lanes to be widened to 12 feet each, provide for an additional westbound merging lane, and provide shoulders. The new structure would seismically strengthen the existing viaduct. The project would also relocate the existing westbound on- and off-ramps from 4th Avenue S to 1st Avenue S to reduce the weaving conflicts near I-5. Figure 21 shows the proposed configuration for the Spokane Street Viaduct October 27, 2003

38 Figure 21. Spokane Street Viaduct Improvements Source: Surface Spokane Street, under the Viaduct, would also be improved by this project. On the northern side of S Spokane Street at ground level, the existing sidewalks will be rehabilitated and elongated into a bicycle and pedestrian pathway along the entire length of the project. S Spokane Street also will be repaved with asphalt over the entire existing roadway and gravel median under the existing viaduct. The 4th Avenue S (westbound) on-ramp to the viaduct, that is currently closed, will also be removed under this contract. This project has been fully designed, but construction is on hold while the City attempts to secure a funding package. As of August 2003, the City was short about $30 million to fund the total $80 million project. The shortfall includes $25 million listed on the Freight Mobility Strategic Investment Board (FMSIB) and $5 million on the FAST Partner list October 27, 2003

39 SR-519 Intermodal Access Project Royal Brougham Way and Alaskan Way are part of a designated state highway known as SR-519. WSDOT, together with its partners the City of Seattle, the Port of Seattle, and the BNSF Railroad, have planned major improvements for SR-519. These improvements were designed to be constructed in three parts: Phase 1: Atlantic Street. This phase, which is scheduled to be completed in October 2003, is building a new grade-separated roadway in the Atlantic Street right-ofway between 4th Avenue S and 1st Avenue S. It is elevated above the BNSF mainline railroad tracks and will provide access to I-5 and eastbound I-90. When complete, S Atlantic Street will operate as a two-way street, and will be part of the SR-519 corridor. Phase 1: Surface Street Improvements on Alaskan Way. The City of Seattle is the lead agency for a major roadway improvement on Alaskan Way that would improve the connection between the new Atlantic Street corridor and the Washington State Ferries terminal. This project proposes to relocated the SIG Yard tail track from the east side to the west side of Alaskan Way so that the main flow of traffic to Atlantic Street and Royal Brougham Way does not cross the tracks. Traffic destined to and from the south on East Marginal Way would cross the relocated tracks. In addition, this project would create a ferry-queue holding area under the Alaskan Way Viaduct between Royal Brougham Way and King Street. Finally, this project includes a signalized intersection at Alaskan Way/Atlantic Street/T-46 Gate at the south end of this terminal. The signal will also serve a new dedicated truck route between T-46 and North SIG on Colorado Avenue. Phase II: Royal Brougham Way. The original concept and memorandum of agreement (MOA) amongst the stakeholders included a second phase of SR-519 that would build another elevated structure over the BNSF mainline tracks on Royal Brougham Way, which would connect from I-5 and I-90. When this phase is complete, it was intended that Royal Brougham Way would operate as a one-way street in the westbound direction, and Atlantic Street would operate as a one-way street in the eastbound direction. The full concept as it was originally conceived is shown on Figure 22. In March 2003, the City of Seattle proposed an alternative configuration to the previously proposed Phase 2 concept. This alternative would eliminate the direct connection between westbound I-90 and Royal Brougham Way. It would also retain two-way operation on both Atlantic Street and Royal Brougham Way. At that time, the stakeholders met to discuss components of a new MOA. As of September 2003, no revised agreement has been drafted or adopted October 27, 2003

40 Figure 22. SR-519 Improvements Original Concept Source: September October 27, 2003

41 Figure 23. SR-519 Alaskan Way Surface Street Improvements Source: Seattle Department of Transportation, September October 27, 2003

42 East Marginal Way Grade-Separation Project The Port of Seattle has proposed construction of a new structure south of S Spokane Street to separate through vehicular traffic on East Marginal Way from rail traffic on the BNSF and UP lead tracks that serve West Seattle and Harbor Island. Several design alternatives are currently being evaluated for this project. The alternatives have evolved from initial concepts developed during the Access Duwamish project, through a preliminary design project, and then a value engineering review. The current Preferred Alternative for the East Marginal Way Grade-Separation project would create an elevated roadway along the South Roadway of Spokane Street, which all traffic coming from Harbor Island would use. At the apex of the elevated structure, vehicles could proceed straight to Spokane Street and on to the existing Spokane Street/East Marginal Way intersection, or could turn right and use the new railroad overpass to reach southbound SR-99 and other local destinations such as the Argo Yard. The elevated roadway above Spokane Street would also have one westbound lane that would provide access to the railroad overpass from the existing Spokane Street/East Marginal Way intersection. This option is depicted in Figure 24. Figure 24. East Marginal Way Grade-Separation Project - Preferred Option Source: David Evans & Associates, September October 27, 2003

43 Duwamish ITS Project The Duwamish Intelligent Transportation System (ITS) project includes technologies to improve traffic flow and motorist information. Elements include signal interconnection, variable message signs, closed-circuit television to provide real-time traffic information to the City s traffic management center and public, advance notification of bridge openings and train crossings, and interconnection of signals with rail and bridge gates. Various elements of the Duwamish ITS plan have already been implemented, including coordination of traffic signals along 1st Avenue S, 4th Avenue S, East Marginal Way, and Airport Way. Phase II of this program, which has been designed, includes the following (these are shown on Figure 25): Rail crossing interconnect: Royal Brougham Way connect signals at 1st and 4th Avenues with BNSF Mainline gates Holgate Street connect signals at 1st and 4th Avenues with BNSF Mainline gates Lander Street connect signals at 1st and 4th Avenues with BNSF Mainline gates Spokane Surface Street connect signal at 1st Avenue with BNSF Mainline gates Bridge opening interconnect: 1st Avenue S Bridge connect to signal at S Michigan Street/East Marginal Way Spokane Street Swing Bridge connect to variable message signs listed below Cameras at: S Holgate Street/1st Avenue S S Lander Street/3rd Avenue S Spokane Street/6th Avenue S West Seattle Bridge (High Level) above Harbor Island West Seattle Bridge (High Level) at Delridge Avenue East Marginal Way/1st Avenue S Michigan Street/4th Avenue S East Marginal Way/S Hudson Street West Marginal Way/Chelan Avenue Signs that state When Flashing Use High Level Bridge : Southbound SR-99 at T-30 (replace existing flashing beacon) Southbound 1st Avenue S north of Spokane Street Northbound 1st Avenue S south of Spokane Street Eastbound Spokane Street east of Harbor Avenue Variable / Changeable Message Signs that would direct use of lower or upper level bridges over the Duwamish River depending on construction conditions: Southbound 1st Avenue S north of S Horton Street Westbound Spokane Street east of 1st Avenue S Signal controller upgrades East Marginal Way at Corson Street, Carleton Street, Ellis Street, and 16th Avenue S 4th Avenue S/I-90 S Cloverdale Street/14th Avenue S October 27, 2003

44 Figure 25. Duwamish ITS Project - Phase October 27, 2003

45 Lander Street Grade-Separation Project The Seattle Department of Transportation (SDOT) recently completed a Type, Size & Location (TS&L) Study of a potential railroad grade-separation at or in the vicinity of Lander Street. This study evaluated locations for a grade-separation at S Lander Street, S Stacy Street, S Forest Street and S Hanford Street. The Preferred Alternative would grade-separate S Lander Street from the railroad tracks by constructing a new elevated structure in that corridor. The structure would meet existing grade east of 1st Avenue S and at approximately 3rd Avenue S. The next phase of this project would proceed to final design. Construction is scheduled to occur in approximately 2008; however, no funding has yet been secured for this project. SR-509 Extension Currently, SR-509 is a six-lane freeway extending from the 1st Avenue South Bridge in south Seattle to South 188th Street in the city of SeaTac. WSDOT is proposing to extend the SR-509 freeway from S 188th Street in SeaTac to Interstate 5 near S 211th Street. The extension will have six lanes, with two general-use and one HOV lane in each direction. The project will also construct a four-lane access road that links directly to Sea-Tac International Airport from the south. Additional lanes will be constructed on I-5 from South 211th Street in SeaTac to South 320th Street in Federal Way. Improvements will be made to the existing SR-516 (Kent-Des Moines Rd.) interchange, including additional lanes on I-5 south, and a direct connection to the City of Kent's 228th Corridor Extension project. Figure 26 shows the proposed alignment. The SR-509 project would benefit commuters by reducing congestion on I-5 between Federal Way and Seattle, help businesses by creating a direct freight route between Green River Valley and the industrial area of Seattle, and give travelers the convenience of a south route to Sea-Tac Airport in lieu of S 188th Street or SR-99. SR-509 is included in the CTAS Update because it could become the primary freeway link between the Port of Seattle and points south such as the Green River Valley. It could also increase traffic on East Marginal Way between Spokane Street and the 1st Avenue S Bridge by creating an alternate route into downtown Seattle for commuters October 27, 2003

46 Figure 26. SR-509 Extension Preferred Alternative Source: Obtained from website August 12, October 27, 2003