Funding ApplicationCompetition Regional FHWA

Application Type Manufacturing/Industrial Centers

Status submitted

Submitted: April 19th, 2018 3:20 PM

Prepopulated with screening form? No

Project Information1. Project Title

East Marginal Way Reconstruction2. Regional Transportation Plan ID

NA3. Sponsoring Agency

Seattle4. Cosponsors

N/A5. Does the sponsoring agency have "Certification Acceptance" status from

WSDOT?Yes

6. If not, which agency will serve as your CA sponsor?N/A

Contact Information1. Contact name

Jim Storment2. Contact phone

206-684-50133. Contact email

jim.storment@seattle.gov

Project Description1. Project Scope

The project will make improvements to East Marginal Way (EMW) from S Atlantic St to DiagonalAve S, enhancing freight mobility and improving safety for all users, including people on bikes,on foot, and in cars. A distinguishing element of this project is full pavement reconstruction toHeavy Haul standards between S Atlantic St and S Spokane St. The Heavy Haul Network wasestablished in 2015 to provide specific routes for oversized and overweight trucks, aligningSeattle’s weight regulations with those of the state and other municipalities. This project willalso construct an enforcement pull-out zone adjacent to the roadway. Other importantelements of this project are intersection improvements, multimodal capacity improvementsincluding separated facilities for people walking and biking, Intelligent Transportation System(ITS), and other infrastructure enhancements. Grant funds will be used for the Design phase.

2. Project Justification, Need, or PurposeEMW is a principal freight corridor that provides connections for trucks and other vehiclesbetween the Port of Seattle, local industrial businesses, the regional highway system, and the

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between the Port of Seattle, local industrial businesses, the regional highway system, and thefreight rail network. It provides direct access to one of the largest seaport operations in thecountry. EMW is identified as a priority route by the US Departments of Transportation andDefense, and Washington State, as well as the joint City of Seattle/Port of Seattle Heavy HaulNetwork and the City’s over-dimensional/over-weight load routing. It provides direct access toPort Terminals 25, 30, and 46, and is an important connector between the interstate freewaysystem and industrial sites. The EMW project will complete a continuous corridor withWSDOT's SR 99 tunnel project (slated for opening in 2019) and SR 509 project (slated forcomplete opening in approximately 2027). The alignment of EMW offers trucks a far moredirect route than I-5 for shipments traveling to key destinations along SR 99 to the north(such as the Ballard-Interbay Manufacturing Center) or points along SR 509 to the south(such as the Kent Valley). It is also a key route for vehicles and people biking from WestSeattle and points south to the Duwamish Manufacturing/Industrial Center (MIC) and theDowntown, Uptown, and South Lake Union Regional Growth Centers (RGCs). Approximately34,000 people on bikes ride on this roadway each month, with no physical separation fromlarge freight trucks. This condition has led to a recent history of serious injury crashes,including one fatality.

EMW is experiencing a very rapid decline in pavement quality, collapsing under the weight ofheavy vehicles. The first records of this roadway come from over 100 years ago when EMarginal Way S was a brick roadway. It has experienced several road widenings and repavingprojects over the intervening century, the most recent in 2008. However, pavementconditions have reached the point where surface treatments are no longer useful oreffective. Overall Pavement Condition Index (PCI) is in the Poor/Serious/Failed range, whichindicates that EMW must be fully reconstructed from the subgrade to the surface. Sections ofthe roadway will revert to mud and gravel over the next several years. The primary need forthe project is simply to keep EMW open and fully functioning. However, numerous upgradeswill be included with the roadway reconstruction: upgrading bicycle facilities from the currenton-street lanes to physically separated bicycle facilities, replacing existing sidewalk andinstalling a shared use pathway where no sidewalks exist, installing adaptive signals toimprove safety and capacity for all travel modes, and providing wayfinding oriented to freightusers.

Project Location1. Project Location

East Marginal Way South2. Please identify the county(ies) in which the project is located.

King3. Crossroad/landmark nearest the beginning of the project

S Atlantic St4. Crossroad/landmark nearest the end of the project

Diagonal Ave S5. Map and project graphics

EMarginal.pdf

Plan Consistency1. Is the project specifically identified in a local comprehensive plan?

No2. If yes, please indicate the (1) plan name, (2) relevant section(s), and (3) page

number where it can be found.N/A

3. If no, please describe how the project is consistent with the applicable localcomprehensive plan, including specific local policies and provisions the projectsupports. In addition, please describe how the project is consistent with atransit agency plan or state plan, if applicable.The City of Seattle does not identify specific projects within its adopted Comprehensive Plan.The project is specifically identified in the City's 2015 Move Seattle Strategic Vision, and alsoin its 2016 Freight Master Plan.The Comprehensive Plan includes policies that support E Marginal Way as a priority corridor,such as:TG6: Promote efficient freight and goods movement (P. 3.4)TG18: Preserve and improve mobility and access for the transport of goods and services (P.3.5)TG19: Maintain Seattle as the hub for regional goods movement and as a gateway to nationaland international suppliers and markets (P. 3.5)T8: Establish a street system that can accommodate the weight of heavy vehicles and reducethe damage such vehicles can cause. (P. 3.4)

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the damage such vehicles can cause. (P. 3.4)T48: Recognize the importance of the freight network to the city’s economic health whenmaking decisions that affect Major Truck streets as well as other parts of the region’sroadway system. Complete Street improvements supporting freight mobility along with othermodes of travel may be considered on Major Truck streets. (P. 3.9)T50: Promote an intermodal freight transportation strategy, including rail, truck, air, and watertransport and advocate for improved freight and goods movement. Work toward improvedmulti-modal connections among rail yards, industrial areas, airports, and regional roadways. (P.3.10)CP6: Monitor, maintain and improve key freight corridors, networks and intermodalconnections that provide access to cargo container facilities and the industrial areas aroundthem to address bottlenecks and other access constraints. Provide safe, reliable, efficientand direct access between Port marine facilities and the state highway or interstate system,and between Port terminals and railroad intermodal facilities, recognizing that Port operationsmust address other transportation needs, such as pedestrian safety. (P. 12.4)CP7: Make operational, design, access and capital investments to accommodate trucks andCP7: Make operational, design, access and capital investments to accommodate trucks andmaintain successful railroad operations and preserve mobility of goods and services.Improvements may include, but are not limited to, improvement of pavement conditions,commute trip reduction strategies, including through transportation managementassociations, roadway re-channelization to minimize modal conflicts, use of intelligenttransportation systems, construction of critical facility links, and grade separation of modes,especially at heavily used railroad crossings. (P. 12.4)

Federal Functional Classification1. Functional class name

16 Urban Minor Arterial

Support for Centers1. Describe the relationship of the project to the center(s) it is intended to support.

For example, is it located within a designated regional, countywide or localcenter, or is it located along a corridor connecting to one of these areas?EMW is located in the heart of the Duwamish MIC: by far the largest and most active MIC inour region. It supports approximately 60,000 jobs, four times greater than the next largestMICs within King County. Its success contributes to regional and statewide economicprosperity, due to its direct access to national and international markets. EMW is also animportant link for those who pass through the MIC on their way to employment sites andother major destinations such as downtown Seattle, King County International Airport (BoeingField), or the Boeing and South Seattle College Georgetown campuses. This roadway isespecially critical for bicyclists traveling between West Seattle and downtown. The section ofE Marginal Way S between S Atlantic St and S Spokane St is part of the regional bicyclenetwork and sees 34,000 bicyclists each month.

Criteria: Development and User Benefit1. Describe how the project will benefit or support the development plans and

activities of the manufacturing/industrial center. Please provide a citation of thecorresponding policies and/or specific project references in a subarea plan or inthe comprehensive plan.The project addresses freight mobility, circulation, and access needs within and betweenseveral MICs and RGCs. The 2015 Freight Access Project (FAP), developed jointly by the Portof Seattle and City of Seattle, identified specific recommendations to realize ComprehensivePlan goals for efficient freight movement, mobility, and access, as well as improved safety,economic vitality, and network functionality. EMW is listed as a priority project within this plan.The FAP also reinforces recommendations from the 2014 Washington State Freight MobilityPlan (WSFMP), which emphasizes corridor connections from the Duwamish and Ballard MICsto the regional transportation system, including interstate and state highways, Port of Seattlefacilities, first- and last-mile connectors, and local rail yards.

The FAP further identifies EMW as a high priority for local and partnership funding. Byredesigning the corridor and reconstructing a majority of the corridor to Heavy Haul pavementstandards (S Atlantic St to S Spokane St), this project will facilitate Port of Seattle operationsas well as other industrial, transportation, and logistics businesses. Seattle’s Heavy HaulNetwork will enhance the seaport’s ability to support a wider variety of shipment types byproviding viable routes for oversize loads that often move through major seaports. Openingand expanding these new markets for international freight also creates new opportunities forbusinesses that might locate or expand their operations within the MIC.

The project is described in several plans, and consistently identified as a high priority for theMIC and the region. These plans include the adopted 2015 Move Seattle Strategic Vision and

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MIC and the region. These plans include the adopted 2015 Move Seattle Strategic Vision andthe adopted 2015 Freight Access Project as well as the 2016 Freight Master Plan. Substantialgrowth is planned in the area, in addition to the already intensive land uses in the MIC; 3,000additional jobs are forecasted by 2035.

2. Describe how the project will support the establishment of new jobs/businessesor the retention of existing jobs/businesses, including those in the industryclusters identified in the adopted regional economic strategy.PSRC’s 2015 Industrial Lands Analysis notes that the Duwamish MIC is home to regionallysignificant import/export and maritime-related transportation, logistics services, and major railyards, as well as aerospace production facilities. The Duwamish MIC additionally is home toUS Coast Guard District 13. This military facility is the home base for approximately 1,700military personnel and employees, and it manages international security concerns for thenation’s entire Pacific Northwest coast (approximately 400,000 square miles of ocean).

PSRC forecasts very strong industrial demand in the Duwamish area, and recommendsstrategies to ensure continued economic vitality for the Duwamish MIC and the region. Manyof the priority industry clusters identified in PSRC’s Regional Economic Strategy have asignificant presence in the Duwamish MIC, including Business Services, Maritime, Military, andTransportation andLogistics, which sustain approximately 60,000 existing jobs. By enhancing freight mobility, theEMW project supports the continued success of industrial businesses in an intenselydevelopedurban environment. Major employers in the MIC include Starbucks and Boeing headquartersas well as the King County International Airport (Boeing Field).

3. Describe how the project will benefit a variety of user groups, includingcommuters, residents, and/or commercial users.The project supports a wide range of user groups locally, regionally, and nationally. From anemployment perspective, the project directly serves approximately 60,000 primarily industrialworkers. Jobs in the MIC, especially those that are more accessible by non-motorized andtransit modes, are often an important ladder of opportunity for underserved communities thatsurround the MIC. Approximately 38,200 vehicles on a typical day use the SR 99 portion of theproject, connecting commuters to downtown Seattle and other northern destinations, as wellasadjacent residential communities such as the Georgetown and South Park neighborhoods.

There are virtually no residential uses within the MIC, and the adjacent Georgetown andSouth Park neighborhoods serve the Duwamish community's residential needs. Typical ofindustrial communities, Georgetown and South Park show exceptionally high rates ofunderserved populations. Poverty rates are in the 34% to 60% range, the highest categoryreported by PSRC. Minority populations are in the 59% to 92% range, also the highestreported category. Disabled populations are in the 15% to 20% range, the second highestcategory. The communities are also labeled as "very low opportunity" and "highly impacted," ameasure of their likelihood to suffer from poor air quality, noise pollution, and otherenvironmental concerns. The Puget Sound Clean Air Agency local monitoring stationshows particulate matter (sourced primarily from diesel engines) at levels that designate theDuwamish MIC as a highly impacted community.

From the perspective of different modes of transportation, the EMW project area bringsbenefits to both freight traffic and bicyclists. Both truck drivers and bicyclists agree on theneed for increased separation between their modes of transport, and this project providesthat improvement.

4. Describe how the project will benefit minority and low-income populations asidentified in the President’s Order for Environmental Justice, seniors, people withdisabilities, those located in highly impacted communities, and/or areasexperiencing high levels of unemployment or chronic underemployment; pleasebe specific and provide data where applicable.Reliable freight and general mobility in the Duwamish MIC are critical to support the nearly60,000 jobs located within the MIC, as well as jobs that are dependent upon the MIC. Theseinclude drivers, service providers, and others whose livelihood is directly dependent onfreightmovement within the Duwamish area. The prosperity of traditionally disadvantagedpopulations in this area demonstrates how living wage jobs add to the area’s and region’seconomy. These jobs advance the goals of the President’s Order for Environmental Justice. Byreducing delay for all users, improving air quality, and increasing the safety and attractivenessof low-cost travel modes such as biking and walking, the EMW project directly contributes tothe well-being of the identified user groups.

Criteria: Mobility and Accessibility Benefit1. Describe how the project provides and/or enhances opportunities for freight

movement.The EMW project directly serves trucks traveling to and from Port Terminals 25, 30,

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The EMW project directly serves trucks traveling to and from Port Terminals 25, 30,and 46, and also connects to BNSF Railway’s Seattle International Gateway (SIG) intermodalyard. The south segment of the corridor (SR 99 ramps to Diagonal Ave S) provides a directconnection to Union Pacific’s Argo rail yard, and also improves access to SR 509. At theselarge railyards, containerized freight is transferred between truck and rail modes of travel fromTerminals 25, 30, and 46 as well as Terminals 5 and 18.

The corridor is part of the nation’s Strategic Highway Corridor Network, which consists ofroutes that link Department of Defense installations with key ports. It is also designated as aWashington State Truck Freight Economic Corridor, which promotes and maintains significantfreight mobility and economic linkages. The majority of this corridor is being redesigned tomeet Heavy Haul standards and ensure that transload operations remain a significanteconomic driver in the Duwamish MIC, supporting the future vitality of Port of Seattleterminals.

The roadway has outlasted its useful life and will fail if not replaced. The existing street haspassed the “point of no return” despite on-going maintenance and repair work. Progressivepavement failure has begun. Complete failure is expected between 2023 and 2025, at whichpoint the road could become unusable or only partially usable (seasonal closures orrestrictions, for example). Seattle is exploring interim treatments to keep the corridor openand functioning as long as possible. These treatments may include lane closures, restrictionson vehicle types (or cargo types), and short-term fixes like temporary asphalt sections orsteel plates. However, EMW is located in an area with unstable soils, poor drainage, andfrequent problems with flooding and ponding. As pavement gradually crumbles over thesetypes of soils, the appropriate short-term fixes and their side effects are not fully known.

In addition to the City's operational concerns, legal liability may become a significant risk ifuneven pavement surfaces and/or steel plates become a new norm. These liability risks areespecially difficult on a roadway that's intensively used by heavy trucks and people on bikes.Although the City would seek to keep the road open and fully functioning as long aspossible, the viability of this plan is unclear.

2. Describe how the project completes a physical gap, provides an essential link, orremoves a barrier in the Freight & Goods component of the regionaltransportation system.The project preserves an essential link serving the Port of Seattle and intermodal rail yards.Road failure would, in effect, create a new barrier to freight and goods movement. Thenetwork around EMW does not offer viable detour routes if the road was closed, partiallyclosed, or otherwise restricted. The available detour routes are long, congested, and oftenimpeded by rail crossings where large freight trains close the roads for extended periods. Inaddition, several sites like the US Coast Guard Base Seattle take their sole access from EMW.Port terminals 25, 30, and 46, which lie between EMW and the shoreline, would essentiallybecome landlocked and unusable if EMW was closed. The City currently is exploring interimsolutions in case this scenario develops. EMW directly connects to the federally-designatedCritical Urban Freight Corridor (CUFC) network and has received CUFC designation by PSRC. Itis the only freight route west of I-5 that connects the Duwamish MIC to the Ballard-InterbayMIC, and it is a primary diversion route when the nearby state highway system is disrupted.

3. Describe how the project addresses safety and security.EMW is the single most important route of choice for people biking from WestSeattle to the Duwamish MIC as well as Seattle’s CBD, South Lake Union, and Uptownregional growth centers. Even with current road conditions, the City anticipates increasingbicycle usage above the 34,000 monthly bicycle trips documented in 2016. Physicallyseparated facilities will further encourage people biking along this corridor.

The EMW Corridor Improvements project will improve safety and reduce modal conflicts in twoways. First, the project design will create physical separation between trucks and bicyclists byadding separated bicycle facilities between S Atlantic St and S Spokane St, and a sharedmulti-use pathway between S Spokane St and Diagonal Ave S. Second, ITS and other trafficmanagement solutions will also improve safety and ease of use for all modes. Specifically,adaptive signals typically reduce crashes in the 5% to 15% range per FHWA’s Highway SafetyManual. Reducing congestion and moving vehicles in efficient platoons has been shown todecrease the risk of collisions by reducing stops, increasing predictability for all modes, andlowering driver frustration. The Highway Safety Manual notes that some agencies havereported much larger improvements for certain crash types (50% or more for serious injuryand fatality crashes in some cases).

4. Describe how the project improves access for one or more modes to majoremployment sites.EMW is the primary access to several of the state’s largest employers and freightdistribution centers. These include two intermodal rail yards, which serve approximately half ofall rail freight in the state, and a long list of major employment centers such as seaportterminals 25, 30, and 46, King County Airport (Boeing Field), and Boeing’s Seattleheadquarters. The corridor also serves trips from each of these facilities to the interstatefreeway system, including I-5 and I-90.

On the northern segment of the project, freight vehicles comprise more than one-third of all

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On the northern segment of the project, freight vehicles comprise more than one-third of alltraffic. The EMW project will improve access to areas within the Duwamish MIC, the Port ofSeattle terminals, West Seattle, and downtown Seattle destinations. The corridor links to Portof Seattle marine terminals, intermodal facilities, industrial and manufacturing facilities, and theUS Coast Guard Base Seattle installation.

5. Describe how the project provides opportunities for active transportation thatcan lead to public health benefits.The EMW project will establish a preferred route for active transportation in an area with fewother dedicated non-motorized travel options. Having safe, attractive, physically separatedfacilities will encourage more people to consider active transportation to and through theDuwamish MIC. Counts show approximately 34,000 bicycle trips per month along thissegment of EMW, demonstrating the attractiveness of the route for people on bikes despitethe existing on-street facilities. This project will construct a two-way protected bicycle lane(PBL) on the east side of EMW between S Atlantic St and S Horton St, a new diagonal bicyclesignal at S Horton St, and bicycle facilities on both sides of EMW between S Horton St and SSpokane St. At its narrowest points, the PBL will be separated from truck traffic by a rigidconcrete barrier. For a substantial part of the project area this project will be able to constructa curbed and landscaped buffer between bicyclists and motor vehicle traffic. Between SSpokane St and Diagonal Ave S there is neither a continuous sidewalk network nor acontinuous bicycle facility. This project will construct a shared pathway, with landscapedbuffer wherever possible.

6. Describe how the project promotes Commute Trip Reduction (CTR) and otherTDM opportunities.The EMW Reconstruction project greatly enhances first- and last-mile access to theDuwamish MIC and other nearby destinations. Many CTR employers are located along theEMW/SR 99 corridor, while other CTR employees travel along EMW to access large job sites inthe CBD (approximately a half mile north). Due to the high density of the SODO/Duwamisharea, many employers encourage the use of TDM options for daily work trips. Theseemployers offer commute options that are seldom available in industrial areas, recognizingthat TDM investments often allow them to reduce their parking footprint and maximizeproductive space. The project also supports downtown CTR by improving bike access todowntown Seattle from the south and west (the west Seattle peninsula as well as the cities ofBurien, SeaTac, Tukwila, and Renton). While the current bike facilities attract large numbers ofusers, they are the type of facility mostly used by experienced and confident riders. Aseparated facility would appeal to a broader range of people, increasing TDM opportunities inthe Duwamish MIC and each of the large employment centers to the north. The 4 RegionalGrowth Centers directly north of the site now host approximately 260,000 jobs and aregrowing rapidly.

7. Public health improvement descriptionN/A

8. Public health improvement descriptionN/A

Air Quality and Climate Change: Element Selection1. Please select one or more elements in the list below that are included in the

project’s scope of work, and provide the requested information in the pages tofollow.Roadway Improvement, Bicycle and Pedestrian Facilities, Intelligent Transportation Systems

Air Quality and Climate Change: Roadway Improvement1. What is the length of the project?

2 miles2. What is the average daily traffic before and after the project?

S Atlantic St to S Spokane St:Before project = 11,646 ADTAfter Project = 15,400 ADT

S Spokane St to Diagonal Ave S:Before project = 38,200 ADTAfter Project = 50,500 ADT

NOTE: Permanent road closure or intermittent/seasonal road closure, due to failed pavement,would reduce future traffic volumes to zero in a long-term "no-build" scenario.

3. What is the average speed before and after the project?S Atlantic St to S Spokane St:Before project = 36.5 MPHAfter Project = Design Speed 35 MPH

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After Project = Design Speed 35 MPH

S Spokane St to Diagonal Ave S:Before project = 38.6 MPHAfter Project = Design Speed 35 MPH

4. What is the average daily transit ridership along the corridor?0

5. How many daily peak period transit trips serve the corridor?0

6. What is the expected increase in transit speed due to the BAT/HOV lanes?NA

7. What is the expected increase in transit ridership due to the BAT/HOV lanes?NA

8. What is the percentage of freight truck traffic on the facility?S Atlantic St to S Spokane St 36%, S Spokane St to Diagonal Ave S 14%

9. Will the project result in shorter trips and reduced VMT? If so, please explain.Short-term, the project will allow heavy-haul trucks to access intermodal rail yards withoutdiversions and backtracking, which will result in a small reduction in VMT. Longer-term, as theroadway starts to become impassable in certain sections or during certain seasons, theproject will provide very substantial benefits in reducing VMT. Without EMW in the Duwamishtransportation network, diverted traffic would clog nearby arterials such as 1st Ave S. Thesecorridors are already at peak capacity during busy periods, such as AM/PM commute periodsand during major offloads from nearby seaport terminals.

10. Please describe the source of the project data provided above (e.g.,Environmental Impact Statement, EPA/DOE data, traffic study, survey, previousprojects, etc.).Operations modeling performed for Port of Seattle Container Terminal Access Study inconjunction with the City of Seattle Industrial Areas Freight Access Project and Freight MasterPlan.

Air Quality and Climate Change: Bicycle and Pedestrian Facilities1. Describe the facilities being added or improved

Physically separated bicycle and pedestrian facilities will be provided along the corridor.2. What is the length of the proposed facility?

2 miles3. Describe the connections to existing bicycle/pedestrian facilities and transit.

Bicycle and pedestrian connections generally are focused on making network connections todowntown Seattle, West Seattle, or destinations near the corridor such as Boeing Campus,Starbucks headquarters, and the Federal Center South CTR building. However, severalpopular Metro routes serve the adjacent SR 99 corridor and EMW non-motorized facilities arealso used by people traveling to and from this transit corridor. Nearby Metro routes include154, 113, 121, 122, and 123. Link light rail also runs approximately a half-mile to the east,generating additional pedestrian traffic from people who use light rail to commute to jobs inthe industrial center. This project would provide improved access to transit, local destinations,or pass-through trips for people on bike or on foot. Seattle's SODO trail will be completed in2019, allowing increased bicycle access to and from Spokane St.

4. Describe the current bicycle/pedestrian usage in the project area. If known,provide information on the shift from single occupancy vehicles.Over 100 bicyclists per hour have been regularly observed to travel along the corridor duringpeak periods, with numbers occasionally reaching as high as 200 to 400 bicyclists per hour.

5. What is the expected increase in bicycle/pedestrian usage from the project? Ifknown, provide information on the shift from single occupancy vehiclesThe City anticipates increasing bicycle usage above the 34,000+ documented monthlybicycle trips in 2016. Physically separated facilities will further encourage people biking alongthiscorridor.

6. What is the average bicycle trip length?Because EMW serves as a through route for the preponderance of users, the typical cyclist islikely traveling from West Seattle to downtown, a journey of at least 3 miles. EMW between SAtlantic St and S Spokane St is part of the regional bicycle network, and many trips may besignificantly longer than this.

7. What is the average pedestrian trip length?EMW could serve as a direct walking connection between West Seattle and downtown, ajourney of at least 3 miles. Observations indicate that pedestrian trips on this corridor are

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journey of at least 3 miles. Observations indicate that pedestrian trips on this corridor aretypically shorter journeys related to businesses along the corridor. A skate park at S HanfordSt is a main pedestrian attraction.

8. Please describe the source of the project data provided above (e.g.,Environmental Impact Statement, EPA/DOE data, traffic study, survey, previousprojects, etc.)Operations modeling performed for Port of Seattle Container Terminal Access Study inconjunction with the City of Seattle Industrial Areas Freight Access Project and Freight MasterPlan.

Air Quality and Climate Change: Intelligent TransportationSystems and Corridor Efficiency1. What is the existing level of service?

The average level of service for the project corridor is LOS C.2. What are the existing number of lanes (in one direction)?

S Atlantic St to S Spokane St: 1 travel lane in each direction, one bicycle lane in eachdirection, with turn lanes on SR 99 portion = 7 lanes

3. What is the existing average daily traffic?S Atlantic St to S Spokane St: 14,200 ADT, 36% heavy trucks. S Nevada St to Diagonal Ave S:38,200 ADT, 14% heavy trucks.

4. What is the existing average speed?The 85th percentile speeds are 36.5 MPH from S Atlantic St to S Spokane St and 38.6 MPHbetween S Nevada St and Diagonal Ave S

5. What are the ITS improvements being provided?SDOT has initiated discussions with the Port of Seattle about preferred ITS elements. Whiledecisions have not yet been finalized, ideas include installing Radio Frequency Identification(RFID) readers and fiber for data transmission to provide queue times for dynamic messagesigns at Port of Seattle terminal entrances and to private freight dispatch. This system wouldaddress efficient management of the corridor for both truck drivers and other users. We havealso discussed the installation of an in-motion truck weighing system to both collect betterdata about truck traffic as well as provide enforcement of over-legal loads.

6. How many intersections are being improved?Eleven intersections - all crossings along the corridor - will be improved.

7. What is the length of the project?2 miles

8. What is the percentage of freight truck traffic in the project area?S Atlantic St to S Spokane St = 36% trucks, S Nevada St to Diagonal Ave S = 14% trucks.

9. What is the expected improvement to level of service?LOS is expected to remain largely unchanged short-term, but safety and operations willimprove to provide a more reliable route for freight and other modes. Longer-term, LOS wouldbe substantially improved in the proposed condition compared to the "no-build" condition. IfEMW pavement is allowed to completely fail, the roadway will become impassable.

10. What is the expected improvement to average speed?Average speed is expected to remain largely unchanged, but safety and operations willimprove to provide a more reliable route for freight and other modes.

11. What is the expected improvement to average vehicle delay?Average vehicle delay is expected to be reduced approximately 20% from existing conditionswith adaptive signal systems. However, in the no-build condition, network-wide delay wouldincrease dramatically as this critical segment is removed from the freight network.

12. Please describe the source of the project data provided above (e.g.,Environmental Impact Statement, EPA/DOE data, traffic study, survey, previousprojects, etc.)Operations modeling performed for Port of Seattle Container Terminal Access Study inconjunction with the City of Seattle Industrial Areas Freight Access Project and Freight MasterPlan.

PSRC Funding Request1. What is the PSRC funding source being requested?

STP2. Has this project received PSRC funds previously?

No

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3. If yes, please provide the project's PSRC TIP IDN/A

Phase Year Alternate Year AmountPE 2021 2022 $4,000,000.00

Total Request: $4,000,000.00

Total Estimated Project Cost and SchedulePE

Funding Source Secured/Unsecured AmountSTP(L) Unsecured $4,000,000.00Local Secured $1,000,000.00

$5,000,000.00Expected year of completion for this phase: 2021

ROW

Funding Source Secured/Unsecured AmountLocal Secured $500,000.00

$500,000.00Expected year of completion for this phase: 2021

Construction

Funding Source Secured/Unsecured AmountLocal Secured $15,000,000.00Local Reasonably Expected $28,100,000.00

$43,100,000.00Expected year of completion for this phase: 2022

Summary1. Estimated project completion date

20232. Total project cost

$48,600,000.00

Funding Documentation1. Documents

EMW.pdf2. 2. Please describe the secure or reasonably expected funds identified in the

supporting documentation. For funds that are reasonably expected, an explanationof procedural steps with milestone dates for completion which will be taken tosecure the funds for the project or program should also be included.SDOT has budgeted $5,000,000 in its current Capital Improvement Program (2018-2023) tocomplete the funding package for the project’s Design and Right-of-Way phases. Thesesecured local revenues come from the Levy to Move Seattle. The Construction phase is fundedby acombination of reasonably expected funds from the Levy to Move Seattle, the Port of SeattleHeavy Haul agreement, and additional future grants. SDOT is seeking to program federal fundsin 2021 and use Advance Construction (AC), allowing design work to proceed on schedule in2020. If AC is not available, the project’s schedule (and the local matching funds) would beadjusted to match the timing of PSRC funds.

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Project Readiness: PE1. Are you requesting funds for ONLY a planning study or preliminary engineering?

Yes2. Is preliminary engineering complete?

N/A3. What was the date of completion (month and year)?

N/A4. Have preliminary plans been submitted to WSDOT for approval?

N/A5. Are there any other PE/Design milestones associated with the project? Please

identify and provide dates of completion. You may also use this space to explainany dates above.N/A

6. When are preliminary plans expected to be complete?N/A

Other Considerations1. Describe any additional aspects of your project not requested in the evaluation

criteria that could be relevant to the final project recommendation and decision-making process.EMW is the largest single element and the "signature project" of an extensive Heavy Haulnetwork that has been jointly identified and funded by the City and Port of Seattle, signifyingthe importance of truck mobility for both local and regional economies.

2. Describe any innovative components included in your project: these couldinclude design elements, cost saving measures, or other innovations.This project incorporates physically separated bicycle and pedestrian facilities in an industrialenvironment, enhancing safety and providing more convenient non-motorized connections inand through the Duwamish MIC. It also is being built to a standard that supports both heavytruck movements and network resiliency. It will incorporate innovative roadway managementfeatures such as adaptive signals and freight-oriented wayfinding. Lastly, EMW has beenidentified as a Critical Urban Freight Corridor, signifying its importance forregional and national freight mobility.

3. Describe the process that your agency uses to determine the benefits ofprojects; this could include formal cost-benefit analysis, practical design, orsome other process by which the benefits of projects are determined.The project is completing its conceptual design phase, and a preferred design has beendetermined after data collection, alternatives analysis, and public engagement.

4. Final documentsN/A

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East Marginal Way Corridor Improvements PLOT DATE : 4/25/2016AUTHOR: P&P GISJ:/GIS/GIS Projects/Grants

0 0.1 0.2 0.3 0.4Miles

Project Location City StreetsInterstate/Freeway

State Route/Freeway

Principal Arterial

Minor Arterial

Collector Arterial

Not Designated

County Arterial

Urban Center

Urban Village

Manufacturing Industrial

©2016, THE CITY OF SEATTLE.All rights reserved. Produced by the Seattle Department of Transportation.No warranties of any sort,including accuracy, fitness or merchantability, accompany this product.Coordinate System: State Plane, NAD83-91, Washington, North Zone

Legend

GreaterDuwamish

NorthBeaconHill

PioneerSquare

16TH

AVE

S

16TH

WR

AVE

SW

S SPOKANE SR ST5T

H A

VE S

4TH

AVE

S

6TH

AVE

S

S HORTON STS HANFORD ST

DIAGONAL AVE S

13TH

AVE

SW

2ND

AVE

S

S STEVENS ST

21ST

AVE

SW

COLO

RADO

AVE

S

S SNOQUALMIE ST

WEST SEATTLE BR

EAST

MAR

GIN

AL W

AY S

10TH

AVE

S

S SHELTON ST

S LANDER ST

S HOLGATE ST

OHIO

AVE

S

1ST

AVE

S

3RD

AVE

S

8TH

AVE

S

BEACON AVE S

S STACY ST

14TH

AVE

S

AIRP

ORT

WAY

S9T

H A

VE S

S HILL ST

S DEARBORN ST

S FOREST ST

DELR

IDGE

WAY

SW

25TH

AVE

SW

15TH AVE S

ALAS

KAN

WY

VIAD

UCT

11TH

AVE

S

DENVER AVE S

13TH

AVE

S

20TH

AVE

SW

19TH

AVE

SW

12TH

AVE

S

S DAKOTA ST

7TH

AVE

S

S HINDS ST

UTAH

AVE

S

SW SPOKANE ST

OCCI

DEN

TAL

AVE

S

WEST M

ARGINAL W

AY SW

22N

D AV

E SW

S IDAHO ST

S NEVADA ST

DUWAM

ISH RIVER TRL

23RD

AVE

SW

11TH AVE SW

16TH

AVE

SW

4TH

AV

S VI

1ST

AV S

VI

TERM

INAL

18

BRS ATLANTIC STKing County

5

90

Regional Map

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