TECHNICAL MEMORANDUM DRAFT. Port of Tacoma GCP Uplands Modernization Program. Throughput and Truck Trip Forecasts. Date: March 30, 2018

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1 TECHNICAL MEMORANDUM Project: Subject: Date: March 30, 2018 Author: Marni C. Heffron, P.E., P.T.O.E. The Port of Tacoma plans to modernize container terminal and support facilities on its General Central Peninsula (GCP). A program of investments has been developed that could be phased over time. This memorandum describes the GCP Modernization Program components and determines how they could increase container throughput and truck traffic in the Tacoma Tideflats area. 1. Program Description 1.1. Existing GCP Facilities The GCP is located in the Tacoma Tideflats area on the peninsula between the Sitcum and Blair Waterways north of E 11 th Street. It includes two container terminal facilities: the East Sitcum Terminal (EST) and Terminal 3 and 4. In addition to the container facilities, a breakbulk terminal is located on the southern portion of Pier 7 and the Port s maintenance facility is located in the middle of the GCP. These existing terminals are currently separated by the North Intermodal Yard (NIM). Figure 1 shows existing facilities on the GCP; Figure 2 shows two offsite properties discussed further in this Technical Memorandum NE 61 st Street Seattle, WA hefftrans.com

2 Figure 1. General Central Peninsula (GCP) Site Map Source: Terminal 4/3 Backlands Redevelopment Basis of Design Report, Moffatt & Nichol, October 20, Figure 2. Lot F and Thorne Road Properties March 30,

3 1.2. GCP Improvement Program The GCP Improvement Program includes many projects that could be completed in phases to increase the throughput and operational efficiency. Some of the improvements have already commenced, including upgrades to the Terminal 3 and 4 wharf to accommodate larger ships and new cranes. As described later in this report, the wharf improvements alone are not expected to increase terminal capacity since throughput is constrained by the existing backlands and gates. However, they have been assumed as a No Action condition, and allow the backlands improvements that are part of the program reach their ultimate capacity. For the purpose of the transportation analysis, the various projects that make up the program have been grouped into packages that correspond to stepped increases in throughput. The projects are described below and summarized in Table 1. A. Pier 3 and 4 Wharf Improvements (No Action Condition) Many improvements at Terminal 3 and 4 have recently been made or are underway, and are considered to be part of the No Action Condition for the GCP. The first phase of the GCP redevelopment, the Pier 3 Upgrade Project, was completed in 2014 and the second phase, the Pier 4 Reconfiguration Project, is under construction with completion anticipated in mid The wharf improvements will accommodate eight new ship-to-shore rail mounted container handling gantry cranes, the first four recently arrived (February 2018), and the remainder are expected to arrive in The four-existing ship to shore cranes will be demolished and removed. B. Terminal 3 and 4 Backlands Redevelopment With the new Pier 3 and 4 wharf upgrades almost complete, the area landward of the Terminal 3 and 4 wharfs (the backlands or yard ) requires reconfiguration. Both the existing truck entry and exit gate complexes presently constrain terminal throughput, and truck queuing at the exit gate often backs up into the container yard, restricting effective container handling operations. The following projects are proposed for the backlands redevelopment: Yard expansion and reconfiguration Approximately 20 acres of yard area are proposed to be transferred from the EST to Terminal 3 and 4. The larger yard would be reconfigured to consolidate operations (e.g., generator area, fuel truck parking) that require stormwater containment. A new refrigerated container (reefer) wash/pre-trip area, and other miscellaneous storage areas and bays would also be constructed. The existing rail transfer zone would be relocated from the north-east corner of the Terminal 3 and 4 yard to the EST side of the NIM. Relocation of the Customs Border Patrol (CBP) facility would allow containers to be screened before they are taken around the NIM to the transfer zone. The relocated/combined facility would have up to three Radiation Portal Monitoring (RPM) lanes. Other yard improvements include partial removal and installation of new rubber-tired gantry (RTG) runways, relocation of light poles and foundations, new genset areas (required to power refrigerated containers), repaving and restoration of the existing asphalt concrete, restriping, reconfigured perimeter fencing, and the replacement of miscellaneous equipment. Demolition of some existing structures, utility trenching, and minor regrading are necessary to complete the improvements. Other new equipment installations include new gate arms and security booths, card reader pedestals, and camera poles. Stormwater quality improvements are also proposed. Existing water and sanitary sewer services would be maintained as much as possible, with minor upgrades. No new impervious surface is proposed as part of the Terminal 3 and 4 yard upgrades. Exit gate relocation and expansion A new truck exit gate complex would be constructed on the southeast side of the NIM, with an exit direct to Port of Tacoma Road. It would have a new Optical Character Recognition (OCR) system to capture truck and container information ahead of two new gate processing lanes. March 30,

4 Off-terminal entry gate and truck queue at Lot F Lot F is an approximately 19-acre paved site located about ½ mile south of Terminal 3 and 4 and bounded by Port of Tacoma Road, Thorne Road, Maxwell Way and E 19 th Street. Trucks entering Terminal 3 and 4 are currently directed to queue in Lot F entering Lot F from Thorne Road and exiting to Maxwell Way. These trucks then travel along Thorne Road and E 11 th Street to reach the existing gate off Port of Tacoma Road. Lot F also has also provided off-terminal queue lanes for Washington United Terminals (WUT), which is located to the west across Port of Tacoma Road. This project would create a formal off-terminal entry gate for Terminal 3 and 4 at Lot F, while continuing to provide queue lanes for WUT. The site s truck circulation would be configured to reduce truck queuing on Thorne Road. From Thorne Road, two new truck lanes with a scale and OCR would capture truck and container information ahead of nine gate processing lanes. Trucks that are successfully processed would exit Lot F by turning onto Maxwell Way through a new driveway that includes a 50-foot-wide manual sliding gate, grading, and associated driveway culvert, and paving. GCP West Entry Control Point (ECP) Improvements Primary access to the GCP is presently through the intersection of Port of Tacoma Road and East 11 th Street. To increase the Terminal 3 and 4 yard area and efficiency, all access to Terminals 3 and 4, EST, NIM, Terminal 7, and the Port Maintenance Building would be relocated to the west. Access to the entrance would pass adjacent to the Port Administrative offices along Sitcum Way. ECP improvements include a new security booth, removal and replacement of existing gates and perimeter fencing, installation of security improvements (bollards) and modifying an existing Portowned railway track for truck traffic. Minor utility and data trenching are included as part of this project. C. East Sitcum Terminal (EST) Redevelopment and NIM Upgrades The EST, formerly called the Olympic Container Terminal (OCT), would be reconfigured after the 20- acre portion is transferred to Terminal 3 and 4. Improvements include demolition of existing structures, repair of existing storm drainage piping, repaving and restoration of the existing asphalt concrete, restriping, and new perimeter fencing. Although no new impervious surfaces are proposed as part of the EST, some stormwater retrofit improvements would be completed at the NIM and EST. D. Thorne Road Properties Redevelopment The Thorne Road Properties are located across Maxwell Way from Lot F. Potentially, this project would seek to vacate Maxwell Way and redevelop the Thorne Road properties to provide additional support area for the GCP. This could include near dock container, chassis handling, and storage area. The improvements could include grading, paving and stormwater systems on these sites, many of which are currently gravel. Impacts to small wetlands at the site may require mitigation accomplished through development of the Lower Wapato Creek Mitigation Site or use of Port mitigation credits. Program Summary Table 1 below summarizes the GCP Improvement Program elements and, at a high level, shows how each could change the number of trips generated by the GCP and/or affect travel routing. Many of the projects would have no transportation effect. The cumulative impact of the full GCP Improvement Program in terms of net change in daily and peak hour trips is presented later in this report. March 30,

5 Table 1. Summary of GCP Improvement Program Program Components No Action Condition A. Pier 3 & 4 Wharf Improvements 1. New ship-to-shore rail mounted gantry cranes 2. Wharf upgrade B. Terminal 3 & 4 Backlands Redevelopment Changes Terminal Trips Project Action Changes Traffic Routing No Change in Traffic or Routing Notes 1. Yard expansion and reconfiguration Increases throughput compared to No Action condition by improving yard storage area and efficiency 2. Truck exit gate relocation Slight change in routing through Port of Tacoma Road/E 11 th Street intersection 3. Off-terminal entry gate and truck queue at Lot F 4. GCP West Entry Control Point Improvements C. East Sitcum Terminal (EST) Redevelopment 1. Reconfigure terminal to eliminate 20 acres of yard transferred to Terminal 3 and Utility upgrades, paving restoration, restriping, etc. 3. North Intermodal Yard (NIM) Stormwater Modifications Trucks are already directed to queue at Lot F. Relocates primary access point to EST and Pier 7 from Port of Tacoma Road to Milwaukee Way and E 11 th Street past the Port Administration Building. Reduces throughput at EST compared to No Action condition. March 30,

6 Project Action Program Components No Action Condition Changes Terminal Trips Changes Traffic Routing No Change in Traffic or Routing Notes D. Thorne Road Properties Redevelopment 1. Redevelop up to 30 acres for neardock container, chassis handling and storage. 2. Vacate Maxwell Way to improve connectivity between new redeveloped site and Lot F. Source: Heffron Transportation, Inc., December Increases throughput at Terminal 3 and 4 by externalizing these functions. Trips to new external yard would intercept trips that would otherwise go to Terminal 3 and 4. Non-port use of Maxwell Way would change. 2. Terminal Throughput Terminal throughput was derived for three analysis conditions: existing, future No Action (assuming that none of the improvements are completed) and future with the GCP Improvement Program. All three conditions assume annual throughput with terminals operating at capacity during the peak season. Throughput is typically measured in twenty-foot equivalent units or TEUs. Detailed capacity modeling for Terminal 3 and 4 was performed as part of the Terminal 4/3 Backlands Redevelopment Basis of Design Report. 1 The modelling accounts for the capacity of various systems within the terminal as well as seasonal and peak day conditions. It determined the existing capacity based on existing constraints. The upgrades to the wharf and crane systems already underway are not expected to increase the terminal s capacity since throughput is constrained by the limited backlands space. Overall, the capacity of Terminal 3 and 4 is expected to increase from about 586,000 TEUs per year currently to about 780,000 TEUs per year after all of the improvements are completed. It is noted that 2017 throughput at the terminal is expected to reach about 95% of the existing capacity (about 557,000 TEUs). Capacity of the reconfigured EST was estimated by Moffatt & Nichol, and assumes the 20-acre yard area transfer from EST to Terminal 3 and 4. That transfer is expected to reduce capacity of the EST by 130,000 TEUs per year. Without the transfer, the capacity of the terminal is estimated at 280,000 TEUs per year. The terminal s 2016 throughput reached about 99% of this capacity. Even though vessels service calls to Washington United Terminal (WUT) was recently relocated to Terminal 3 and 4, this transportation analysis assumes that WUT could continue to be operated at full capacity in the future by adding vessel calls to replace those that moved. WUT capacity was derived from the 2016 throughput when WUT was operating at peak efficiency. Future conditions assume that capacity. 1 Moffatt & Nichol, October 20, March 30,

7 Table 2 summarizes the annual throughput for the No Action and With Program analysis conditions. Overall, maximum throughput on the GCP could increase from 1,578,000 TEUs per year to 1,642,000 TEUs per year, an increase of 64,000 TEUs or about 4%. Table 2. Terminal Throughput for GCP Terminal Capacity (TEUs a per Year) Condition Terminal 3 and 4 b EST c WUT d Total No Action Condition 586, , ,000 1,578,000 With GCP Improvement Program 780, , ,000 1,642,000 a. TEU = twenty-foot equivalent unit. b. From Terminal 4/3 Backlands Redevelopment Basis of Design Report, Appendix D, Moffatt & Nichol, September c. Estimated by Moffatt & Nichol, November 2017 for the reconfigured EST. Reduction in capacity associated with 20-acre yard transfer to Terminal 3 and 4 estimated at 6,500 TEUs/acre. d. Based on Port of Tacoma 2016 Lift data for WUT. TEUs determined using a ratio of 1.8 TEUs per lift to account for distribution of container sizes that can range from 20 feet to over 40 feet in length. March 30,

8 3. GCP Intermodal Traffic The majority of container throughput on the GCP arrives and departs the Tideflats by train. Terminal 3 and 4 and EST intermodal cargo is handled through the North Intermodal Yard (NIM), and allows for direct loading without an additional transfer to a truck. The Northwest Seaport Alliance tracks terminals lifts and intermodal yard lifts by week. Data for 2016 were compiled to determine the percentage of total throughput that passes through the NIM. Intermodal lifts for Terminal 3 and 4 are shown on Figure 3. The intermodal traffic fluctuates by season and is highest during seasons of high import activity. Overall, 61% of the annual throughput was intermodal. The EST has a slightly higher percentage with 64% of all containers moved through the intermodal yard. Future intermodal rates through these two terminals are expected to remain the same as current conditions. For the WUT, future intermodal traffic is estimated to be 65% of all throughput when the terminal resumes operating at capacity. Figure 3. Terminal 3 and 4 Intermodal Traffic 2016 Source: Northwest Seaport Alliance, Throughput and Intermodal (I/M) Lifts for It is expected that in order to reach the terminal throughput capacities listed in Table 2, most of the cargo would be destined beyond the Pacific Northwest and transported by intermodal rail. Although unlikely, a sensitivity analysis was performed to assess the effect of lower intermodal use at the terminal, which would increase the number of truck trips. The sensitivity analysis, presented at the end of Section 4 below, includes analysis of a condition for which 50% of the throughput is intermodal rail (compared to 65% for the expected condition). March 30,

9 4. Rail Traffic at North Intermodal (NIM) Yard The NIM is located between Terminals 3 and 4 and the EST, and is used by both terminals. The NIM has nearly 23,000 linear feet of working track, which can be used to build three 7,200-foot trains or two 9,500-foot trains. A 7,200-foot train (without engine power) is the length of unit train supported by the BN Railway s mainline tracks while the longer trains can be supported on the Union Pacific s (UP) tracks. Detailed weekly lift information for the NIM was compiled for all of 2017 to determine the average and peak week utilization. Currently, the NIM serves an average of about 3,830 lifts per week, about 63% of which are for import cargo loaded onto eastbound trains. During the peak week, the NIM had about 5,800 lifts, of which 60% was eastbound cargo. The existing lifts are summarized in Table 3. The number of trains was estimated for the peak direction of travel, which for the NIM is eastbound. A 7,200-foot train can accommodate about 530 TEUs while a 9,500-foot train can accommodate about 720 TEUs. It is estimated that the NIM now generates 6 to 8 unit trains per week on an average week, and 9 to 12 trains per week during the peak week. This averages to one to three trains per day. With all of the GCP improvements described above, throughput at the terminals served by the NIM would increase slightly. Assuming the same average and peak week factors as existed in 2017, the number of lifts at the NIM could increase to about 4,080 on an average week and 6,170 during the peak week. These volumes would translate to an average of one more train per week during the average and peak weeks. The number of trains per day would not change from existing, with up to three per day. Weekly lift and train estimates are also summarized in Table 3 Table 3. North Intermodal Yard Activity Lifts per Week Eastbound Westbound Total Peak Direction Trains per Week b Existing a Average Week 2,420 1,410 3,830 6 to 8 Peak Week 3,490 2,310 5,800 9 to 12 With All GCP Improvements Average Week 2,580 1,500 4,080 7 to 9 Peak Week 3,710 2,460 6,170 9 to 13 a. Port of Tacoma, NIM Lifts for b. Range estimated assuming full unit train with 530 TEUs/Train for a 7,200-foot train and 720 TEUs per train for a 9,500-foot unit train. Train lengths assume no engines. Each intermodal lift is assumed to average 1.8 TEUs. March 30,

10 5. GCP Truck Trips Over the past two decades, trucking logistics have improved with enhancements to fleet management systems and trip planning processes. One recent industry trend has seen shipping lines adding vessels to service routes while maintaining the same number of ports of call. This allows vessels to sail at reduced speeds, which saves significant costs by reducing fuel use. This also results in increased time in port, which spreads out discharge and load activities, and reduces the need to staff terminals during the more expensive hoot shifts (3:00 to 8:00 A.M.). 2 These industry changes have affected truck traffic at the port by reducing seasonal and daily peaks in traffic. The following sections present the primary factors used to derive truck trip generation estimates for the GCP. Some of these factors are derived from data collected at the Port of Seattle. These data and the factors derived from them are appropriate for use at the Port of Tacoma since the two ports have the same local, regional, and intermodal market areas, are served by the same intermodal carriers, and have the same mixes of intermodal and non-intermodal cargo Parameters / Assumptions to Estimate Truck Trips Average Container Size The Port of Tacoma tracks throughput at each terminal by both the numbers of containers and TEUs. A 40-foot container is equivalent to 2.0 TEUs. The average lift (or container or box) at the Port of Tacoma is equivalent to 1.8 TEUs. Average Day and Design Day Conditions The volume of traffic through a terminal fluctuates daily with peaks around individual ship arrivals. For this analysis the Design Day reflects an 85 th -percentile condition. The Design Day condition was derived from detailed analysis performed for the Port of Seattle s Terminal 5 Redevelopment, in which a full year s worth of data at all Port of Seattle container terminals was evaluated. The following key attributes were derived from the Terminal 5 Improvement Project Transportation Technical Report. 3 Average number of working days per year = 260 Design Day volumes are 40% higher than Average Day conditions and reflect the 85 th - percentile condition for throughput at a terminal s gates The peak day condition for Terminal 3 and 4 modelled as part of the previously referenced Basis of Design report for Terminal 3 and 4, and is included as a point of reference. Truck Trips per Lift Two months of detailed Radio-frequency identification data (RFID) and ship lift data for the Port of Seattle s Terminal 18 gate were compared to determine a truck trip factor per gate move. A ship lift is counted every time a container is either loaded to or unloaded from a ship at the terminal. Overall, the terminal generated approximately 1.77 truck trips for every ship lift of a container not moved by on-dock rail. Trips are defined as one-way movements. Since the value is less than two, it means that some trucks drop off one container and pick up a second during the same trip through the terminal. The Basis of Design Report had determined that 36% of the truck gate moves were part of a dual transaction, which is consistent with this trip rate. The trip rate also accounts for moves through the gate that may not involve a lift to or from the ship, which can occur for empty container repositioning, container repair, or additional inspection. The factor of 1.77 truck trips per ship lift was applied to all containers projected to enter or leave the terminal through the truck gate. 2 Moffatt & Nichol, December Revised Report for Final EIS; Heffron Transportation, Inc., October 6, March 30,

11 Truck Trips by Time of Day RFID for all Port of Seattle terminals for the period from April 1, 2013 through March 22, 2014 were compiled to determine the arrival patterns for trucks. This average arrival pattern is presented in Figure 4. Based on these truck arrival data, peak hour traffic analysis assumed that 12% of each day s trips would occur during the AM peak hour of the nearby street system, which is the most intense hour between 7:00 and 9:00 A.M. when the highest volume occurs. During the street system s PM peak hour (the most intense hour between 4:00 and 6:00 P.M. when the highest volume occurs), the terminal would generate 3% of its daily traffic. These data also show a lower arrival rate during the lunch hour, which reflects a grounded container operation by which truck drivers cannot receive or deliver their own load without longshore support. Under these conditions, the gates are open for arriving trucks but do not process trucks in or out of the terminal due to the longshore lunch hour. It is noted that this pattern reflects a conservatively high condition where the terminal gates are open for the standard day shift from 8:00 A.M. to 5:00 P.M. If gates are opened for a night shift, a lower percentage of traffic would occur during the peak hours. The arrival patterns with a night shift is also shown on Figure 4. Figure 4. Truck Arrivals at Port Terminals by Time of Day Source: RFID from Port of Seattle for all terminals for the period from April 1, 2013 through March 22, Data compiled by Heffron Transportation, Inc. March 30,

12 Effect of Larger Vessels on Traffic Peaks The wharf improvements and new cranes at Pier 3 and 4 would allow larger vessels to call at the GCP. Detailed analysis was performed for the Terminal 5 Redevelopment project to better understand how larger ships affect truck traffic entering and exiting the terminal. The detailed analysis was performed using data from Terminal 18, which currently accommodates larger ships. The Puget Sound region has a more limited local market for goods compared to other large ports such as Los Angeles or Long Beach, a larger ship does not necessarily relate to more containers per call. To illustrate this, 11 months of vessel calls were tracked for Terminal 18 and compared to the number of containers that were unloaded or loaded from each vessel. Figure 5 illustrates the relationship between vessel size and throughput. As shown, smaller ships have a higher percentage of cargo unloaded or loaded. The data reflected many calls of ships larger than 10,000 TEUs with fewer containers moved through the terminal than the containers moved for much smaller ships. Figure 5. Vessel Size vs. Throughput at Terminal 18 Year 2015 Source: Data from Port of Seattle, compiled by Heffron Transportation, Inc., Total TEUs loaded or unloaded per ship for the period from January 1, 2015 through November 30, Ship activity at the various terminals usually follows a regular pattern, with weekly or biweekly service to and from various foreign ports. To understand how ship arrivals and the sizes of those ships could affect truck movements through the terminal gates, two months of ship lift and truck RFID were reviewed for Terminal 18 (September and October 2015). Figure 6 shows the number of daily truck trips that entered Terminal 18 for each day of the period, overlaid with lifts from individual ships. Sundays are the days with no traffic through the gate. The ship lifts are shown for the day that the ship arrived, even though those lifts may have occurred over a number of days. This allows the truck gate effect to be related to the size and throughput for each ship. March 30,

13 The chart shows a relatively constant pulse of activity in each week, which typically included one large ship plus several smaller ones. The peak day for ship activity occurred on September 25, 2015 when two ships arrived at the terminal with respective capacities of 11,388 TEUs and 8,566 TEUs. A total of 5,956 containers (10,924 TEUs) were unloaded/loaded for these two ships, which is about 27% of the combined capacity. Truck volumes entering the terminal remained relatively constant, and while there was a slight increase in daily volumes about four days after the peak ship arrivals, it was not much higher than daily trips generated two weeks later when there were smaller ships at the terminal. On the average weekday during the two-month period, 809 trucks entered the terminal. This increased to 953 trucks per day on the 85 th -percentile day (18% higher than average), and 1,081 trucks per day on the peak day (34% higher than average). The Design Day for the GCP assumes that truck volumes will be 40% higher than the Average Day. Based on the observations at Terminal 18, this factor reflects a conservatively high estimate of truck trips, and captures the potential increase in truck traffic associated with a larger ship or expedited load/unload event. Figure 6. Trucks Entering Gate vs. Ship Lifts at Terminal 18 Source: Port of Seattle RFID at Terminal 18 inbound gate and ship lift data for Terminal 18. Notes: Two Ship Arrivals on 9/25/15 with capacity of 11,388 TEUs and 8,566 TEUs, respectively. A total of 5,956 boxes (10,924 TEUs) were unloaded/loaded for these two ships. Red lines indicate the day that the ship arrived. Containers may have been loaded or unloaded over more than 1 day. March 30,

14 5.2. GCP Trip Generation Net Change in Truck Trips through Terminal Gates Factors described in the previous section were used to estimate the number of trips through each terminal s truck gate for the No Action and With GCP Improvement Program conditions. Trips reflect one-way trips, and round trip is equal to two truck trips. The results are summarized in Table 4. As shown, on an Average Day, the number of truck trips is expected to increase by 110 (55 entering and 55 exiting) at the three terminal truck gates. Of these, 13 trips would occur during the AM peak hour and 4 would occur during the PM peak hour. On the Design Day, daily trips are estimated to increase by 160 (80 entering and 80 exiting) with 19 during the AM peak hour and 4 during the PM peak hour. Table 4. GCP Truck Trips Condition No Action Throughput (TEUs / Year) Average Day Truck Trips Daily AM Peak Hour PM Peak Hour Design Day Truck Trips Daily AM Peak Hour PM Peak Hour Terminal 3 and 4 586, , East Sitcum Terminal (EST) 280, Washington United Terminal 712, , Total 1,578,000 2, , With GCP Improvements Terminal 3 and 4 780,000 1, , East Sitcum Terminal (EST) 150, Washington United Terminal 712, , Total 1,642,000 2, , Net Change Terminal 3 and 4 194, East Sitcum Terminal (EST) -130, Washington United Terminal Cumulative Net Change 64, Source: Heffron Transportation, Inc., December Derived using truck trip factors described in Section 5.1. The values described above assume that 65% of the throughput on the GCP is moved by intermodal rail. If the intermodal share of Terminal 3 and 4 and EST throughput were to decrease to 50%, it would result in a slight increase in daily and peak hour traffic. The cumulative net change in average daily trips would increase to 120 (an increase in 10 trips per day from evaluated condition), and the AM peak hour trips would increase to 15 trips per hour (in increase of 2 trips per hour). PM peak hour trips would not change. March 30,

15 It is noted that lower intermodal throughput is only likely to occur at lower terminal throughput volumes. Therefore, it is unlikely that these higher truck volumes would occur. Change in Truck Routing Most of the proposed GCP improvements would not change truck travel patterns. Terminal 3 and 4 traffic is already being routed into Lot F for pre-staging to reduce the potential for on-street queues. The improvement program would upgrade Lot F to a formal truck gate where drivers would receive pick-up and delivery instructions. However, the route to and from the lot and connection to the terminal would not change. This route is shown on Figure 7. Relocation of the EST inbound truck gate would alter truck arrival routes. Trucks currently access the EST from Port of Tacoma Road. With the change, trucks would be directed to access the terminal from Milwaukee Way and Sitcum Way adjacent to the Port Administration Building. The existing and planned truck routes to the EST are shown on Figure 7. There are two primary truck routes that access the GCP: Port of Tacoma Road and Lincoln Avenue. Truck trips presented in Table 4 were distributed to these routes based on the truck trip distribution pattern on the 2016 Daily Truck Percentages 4. That analysis indicates that 30% of the daily Port-related trucks (including containers and empty chassis) use the Lincoln Avenue route. The rest of the trips use a multitude of routes that feed into Port of Tacoma Road. The estimated net change in average daily truck trips on each of these routes is shown on Figure 7. 4 Fehr & Peers, January 17, March 30,

16 Figure 7. Truck Routes without and with GCP Improvements Inbound Truck Routes TERMINAL 3 & 4 Outbound Truck Routes Inbound Truck Routes EAST SITCUM TERMINAL Outbound Truck Routes Source: Heffron Transportation, Inc., January The number of truck trips entering each terminal would change due to growth and transfer of acreage from the EST to Terminal 3 and 4. See Table 4 for net change in truck trips. March 30,

17 The routing information above was used to determine the net change in average day and peak hour traffic when the GCP is operating a full capacity, which is illustrated on Figure 8 below. As shown, the improvements would reduce truck traffic on Port of Tacoma Road north of Lincoln Avenue by 235 trips per day (minus 190 daily trips entering the GCP terminal and minus 45 daily trips exiting the terminals). However, traffic using Milwaukee Way north of Lincoln Avenue would increase by about 200 daily trips (plus 100 daily trips in each direction) due to the change in the EST s gate location. Further afield, the changes in trips would be modest. Truck trips on Port of Tacoma Road south of SR 509 would increase by an estimated 70 per day (35 entering and 35 exiting). Trips across the Puyallup River would increase by about 40 per day (20 entering and 20 exiting). Morning (AM) peak hour trips would represent about 12% of the daily trips; PM peak hour trips about 3%. The largest increase in peak hour trips would be on Milwaukee Way north of Lincoln Avenue, with a net change of 24 trips during the AM peak hour (12 entering and 12 exiting). All other streets would have a net change of fewer than 10 trips per hour during both peak hours. Figure 8. Net Change in Truck Trips with GCP Improvements Source: Heffron Transportation, Inc. January March 30,

18 Employee Trips Increases in employment are expected with the addition of cranes at Terminal 3 and 4, which are part of the No Action Condition. No additional changes in employment are expected as a result of the GCP Improvements. 6. Changes at Port of Tacoma Road/11 th Street E Intersection The package of GCP improvements would reduce crossing conflicts and train-related delays at the Port of Tacoma Road/11 th Street E intersection. Four graphics (attached) illustrate the existing and proposed travel patterns. One set of graphics shows the existing travel patterns with one view of the larger area and second view with an intersection close-up; the other set of graphics shows the proposed travel patterns. As shown, there are currently five conflict points (shown as dots on the map) where vehicle flows cross one another through or near the intersection. In addition, northbound flows entering the EST gate can be blocked by train switching movements to and from the NIM. This can create long queues that extend through the adjacent intersection. The proposed configuration eliminates the train conflicts for EST gate traffic, relocating the entry traffic to the north side of the tracks via Milwaukee Way. With this and changes to the employee parking access for Terminal 3 and 4, there will only be one future conflict point. The potential near-term changes in traffic volumes through this intersection were estimated using existing traffic volumes, counted in December This estimate can be used to assess changes to signal phasing and timing at the Port of Tacoma Road/11 th Street E intersection for day-of-opening conditions when the EST gate is relocated. Minor changes to signal phasing would be required to account for eliminated movements. The changes in existing AM and PM traffic volumes are shown on Figure 9. March 30,

19 Figure 9. Existing Traffic Volumes at Port of Tacoma Road/11 th Street E Intersection Without and With GCP Improvements Source: Existing traffic volumes were counted on December 7, 2017 by IDAX. Changes in flow estimated by Heffron Transportation. March 30,

20 7. Summary The program of improvements planned for the GCP would increase throughput at Terminal 3 and 4 and decrease throughput at the EST. The overall change in throughput of the GCP s three terminals is expected to be about 64,000 TEUs or about 4%. The majority of cargo through the three terminals (estimated to be 65%) would continue to occur on trains loaded and unloaded via the NIM and/or on-dock facilities at WUT. The number of truck trips generated by the GCP improvements would be relatively small, with an estimated 110 additional truck trips on an Average Day (55 enter and 55 exit). The number of additional trips along the primary access routes to the Tacoma Tideflats would be fewer than 10 truck trips during the AM and PM commuter peak hours. A sensitivity analysis showed that reductions in intermodal use would have an imperceptible effect on daily and peak hour trip generation a 15% reduction in intermodal use would result in an increase of 10 daily truck trips. Increased throughput associated with future growth is expected to generate one additional full unit train per week. The number of trains on the peak day is not expected to change as a result of the GCP improvements, nor would the length of train increase. Some rerouting of traffic would occur with relocation of the EST inbound truck gate. Traffic would increase on Milwaukee Way north of Lincoln Avenue by about 200 truck trips per day (100 in each direction) and 24 additional trips during the AM peak hour. Overall, the GCP improvements would result in small changes in traffic and is not expected to affect area traffic operations. Proposed access changes would improve operations at the Port of Tacoma Road/11 th Street E intersection by eliminating trainrelated blockages of the EST entry traffic and reducing vehicle conflict points at and near the intersection. Minor changes to signal phasing would be required to account for eliminated movements. MCH/mch Attachments: Figures showing traffic flow patterns at north end of GCP March 30,

21 APPENDIX TRAVEL PATTERN DETAILS AT NORTH END OF GCP

22 EXISTING SITE PLAN SCALE: 1" = 100' T3/4 AND EST TRUCK EXIT GATE 3 CLEAR CLEAR KEEP KEEP T3/4 TRUCK TRAFFIC EST TRUCK TRAFFIC POV TRAFFIC COMBINED TRAFFIC POV/TRUCK CONFLICT T3/4 TRUCK ENTRY GATE 100' 0' 100' SCALE: 1" = 100' 200' ONE SITCUM PLAZA TACOMA, WA SITCUM WAY SECONDARY T3/4 POV ENTRY/EXIT MLLW Tide AS NOTED PORT ADMIN. BLDG WA83-SF FIG 3 BINDING EDGE TERMINAL 7 WAREHOUS E SITCUM WATERWAY 600 UNIVERSITY STREET SUITE# 610 SEATTLE, WA (206) NIM RAIL YARD P.O. BOX 1837 TACOMA, WA (253) LANE EST TRUCK ENTRY GATE T3/4 POV ENTRY / EXIT 11TH ST CLEAR CLEAR KEEP KEEP THIS DRAWING IS THE PROPERTY OF THE PORT OF TACOMA AND SHALL NOT BE USED ON OTHER WORK, DISCLOSED, COPIED, IN WHOLE OR IN PART, WITHOUT WRITTEN PERMISSION 1 RAIL BLOCKAGE OF INBOUND TRUCKS RESULTS IN QUEUE ONTO NORTHBOUND PORT OF TACOMA ROAD OF 144 ROSS WAY LANE 2 Figure 1 5 POV/TRUCK CONFLICTS LANE 3 TERMINAL 3 & 4 EXISTING TRAFFIC FLOW THORNE ROAD E WA Y MILW AUK E SECONDARY EST TRUCK EXIT PORT OF TACOMA RD PORT OF TACOMA FILE: Q:\SEA\9506\CADD\_Active\_Figures\ Traffic Flow T3/4 TRUCK TRAFFIC BOBTAIL LANE

23 CLEAR CLEAR KEEP KEEP T3/4 POV ENTRY AND EXIT ONE SITCUM PLAZA TACOMA, WA D1 CLEAR CLEAR KEEP KEEP FF UNIVERSITY STREET SUITE# 610 SEATTLE, WA (206) P.O. BOX 1837 TACOMA, WA (253) THIS DRAWING IS THE PROPERTY OF THE PORT OF TACOMA AND SHALL NOT BE USED ON OTHER WORK, DISCLOSED, COPIED, IN WHOLE OR IN PART, WITHOUT WRITTEN PERMISSION MLLW Tide AS NOTED ' WA83-SF 6 SCALE: 1" = 100' 5 100' OF E1 Figure TERMINAL 3 & 4 PROPOSED TRAFFIC FLOW FF1 TERMINAL 7 WAREHOUS E 07 PORT OF TACOMA RD STOP SITCUM WATERWAY BINDING EDGE 09 THORNE ROAD STOP STOP STOP CLEAR KEEP 11 STOP STOP E WA Y STOP 13 MILW AUK E STOP PORT OF TACOMA FILE: Q:\SEA\9506\CADD\_Active\_Figures\ Traffic Flow STOP STOP ' ' 35 T3/4 TRUCK TRAFFIC EST TRUCK TRAFFIC POV TRAFFIC COMBINED TRAFFIC POV/TRUCK CONFLICT TH ST T3/4 TRUCK ENTRY GATE T3/4 TRUCK TRAFFIC SCALE: 1" = 100' 43 PROPOSED SITE PLAN - SITCUM WAY FIG 4 49 EST TRUCK AND POV TRAFFIC 51 T3/4 TRUCK EXIT GATE TRUCK 2 TRUCK AUTO AUTO TRUCK ROSS WAY 57 CLE KEEP AR 1 POV/TRUCK CONFLICT 59 CLEAR KEEP KECLEAR EP STOP ST OP CL KEEP EAR STOP STOP AUTO TRUCK AUTO TRUCK AUTO TRUCK SITCUM WAY 65 AUTO EST ENTRY AND EXIT GATE LANE NO RAIL BLOCKAGE OF INBOUND TRUCKS NIM RAIL YARD LANE AUTO TRUCK LANE CLE KEEP AR PORT ADMIN. BLDG BOBTAIL LANE

24 PORT OF TACOMA FILE: Q:\SEA\9506\CADD\_Active\_Figures\ Traffic Flow 3 EXISTING 11TH ST / PORT OF TACOMA RD. INTERSECTION SCALE: 1" = 30' T3/4 TRUCK TRAFFIC EST TRUCK TRAFFIC POV TRAFFIC COMBINED TRAFFIC POV/TRUCK CONFLICT OF ' 0' 30' SCALE: 1" = 30' 60' MLLW Tide AS NOTED PORT OF TACOMA RD ONE SITCUM PLAZA TACOMA, WA CLEAR CLEAR KEEP KEEP SECONDARY T3/4 POV ENTRANCE/EXIT EST TRUCK TRAFFIC 600 UNIVERSITY STREET SUITE# 610 SEATTLE, WA (206) THIS DRAWING IS THE PROPERTY OF THE PORT OF TACOMA AND SHALL NOT BE USED ON OTHER WORK, DISCLOSED, COPIED, IN WHOLE OR IN PART, WITHOUT WRITTEN PERMISSION WA83-SF T3/4 TRUCK TRAFFIC 11TH ST / PORT OF TACOMA RD 5 POV/TRUCK CONFLICTS ROSS WAY EST AND T3/4 TRUCK EXIT GATE CLEAR CLEAR KEEP KEEP EST TRUCK ENTRY GATE TERMINAL 3 & 4 EXISTING TRAFFIC FLOW 11TH ST T3/4 TRUCK ENTRY GATE Figure 3 RAIL BLOCKAGE OF INBOUND TRUCKS RESULTS IN QUEUE ONTO NORTHBOUND PORT OF TACOMA ROAD SITCUM WAY BINDING EDGE P.O. BOX 1837 TACOMA, WA (253) T3/4 EMPLOYEE ENTRY AND EXIT

25 T3/4 TRUCK QUEUE LEFT TURN LANE TO 11TH ST PORT OF TACOMA RD T3/4 TRUCK EXIT GATE 1 POV/TRUCK CONFLICT 4 PROPOSED 11TH ST / PORT OF TACOMA RD. INTERSECTION SCALE: 1" = 30' 30' 0' 30' SCALE: 1" = 30' BINDING EDGE 01 P.O. BOX 1837 TACOMA, WA (253) T3/4 EMPLOYEE ENTRY AND EXIT RIGHT TURN LANE TO T3/4 EMPLOYEE PARKING T3/4 TRUCK TRAFFIC EST TRUCK TRAFFIC POV TRAFFIC COMBINED TRAFFIC POV/TRUCK CONFLICT 60' FF THIS DRAWING IS THE PROPERTY OF THE PORT OF TACOMA AND SHALL NOT BE USED ON OTHER WORK, DISCLOSED, COPIED, IN WHOLE OR IN PART, WITHOUT WRITTEN PERMISSION ONE SITCUM PLAZA TACOMA, WA T3/4 TRUCK ENTRY GATE MLLW Tide AS NOTED 03 WA83-SF 05 11TH ST / PORT OF TACOMA RD 07 OF Figure UNIVERSITY STREET SUITE# 610 SEATTLE, WA (206) TERMINAL 3 & 4 PROPOSED TRAFFIC FLOW 13 ROSS WAY 15 CLEAR CLEAR KEEP KEEP 17 CLEAR CLEAR KEEP KEEP 19 11TH ST NO RAIL BLOCKAGE OF INBOUND TRUCKS FF1 PORT OF TACOMA FILE: Q:\SEA\9506\CADD\_Active\_Figures\ Traffic Flow 6