HomeMy WebLinkAboutContractCAG -05-029
Congestion Relief & Bus Rapid Transit Projects
Bellevue, WA 98004
Main 425-456-8500
Fax 425-456-8600
January 7, 2005
Gregg Zimmerman, Public Works Director
City of Renton
1055 South Grady Way
Renton, WA 98055
Dear Mr. Zimmerman:
Re: I-405 / SR 167 Interchange 5% Design
Concurrence Letter
This letter documents that the City of Renton and the Washington State Department of
Transportation (WSDOT) concur with the I-405 / SR 167 interchange 5% design.
How are I-405 Proiects Defined, Funded and Phased?
As you know, the I-405 Corridor Environmental Impact Statement was approved by the FHWA
and FTA in October 2002 with a Record of Decision (ROD). The ROD identified the Selected
Alternative (the I-405 Master Plan) which provided transportation improvements throughout the
I-405 study area including a conceptual I-405 / SR 167 interchange configuration. The design
detail provided in the Selected Alternative is conceptual design, or approximately one percent
design. In spring 2003, the Washington State Legislature approved a Nickel Funding Package
providing more than $4 billion over 10 years for a variety of highway improvements throughout
the state. One of these "Nickel Projects" is on I-405 and SR 167 in the City of Renton. The $136
million Renton Nickel Project is the first step toward achieving the I-405 Master Plan. The
NEPA Environmental Assessment (EA) for the Renton Nickel Project will begin January 2005,
and project construction is scheduled to begin in 2007.
Part of the Renton Nickel Project funds work to advance the I-405 Master Plan "footprint"
through the City of Renton. Footprint design ensures that the Renton Nickel Project is consistent
with the Master Plan and that it does not unintentionally constrain the Master Plan Projects.
What is the I-405 / SR 167 Interchange Design Concept?
An I-405 / SR 167 interchange concept is provided in the I-405 ROD. To improve upon this
interchange concept, WSDOT and the City participated in the I-405 / SR 167 interchange design
charette May 28 through May 31, 2002. The charette team had two primary goals — to improve
"system -to -system" (I-405 to SR 167) operations and to improve local traffic circulation.
Another goal was to improve the City's Rainier Avenue and Grady intersection, which is the
City's highest accident location. Charette Concept 2D -- a split diamond configuration with
frontage roads between Lind and Talbot -- met these goals, and Concept 2D was advanced for
5% design.
Gregg Zimmerman, Public `� ks Director
City of Renton
Page 2
January 7, 2005
What is the I-405 / SR 167 Interchange 5% Design?
The 5% design is the preliminary design effort that defines the Master Plan footprint. For the I-
405 / SR 167 interchange, the 5% design is based off of the best information and forecasting
tools available in 2004 to predict the I-405 / SR 167 interchange operational needs in 2030.
Please refer to the attached documents, "I-405 Lind -Talbot Interchange Recommendation"
memo and the October 14, 2004 letter, for a detailed description of the interchange and the
factors evaluated in the interchange design screening process. The project team has worked
closely with City staff to examine the assumptions used to develop the interchange solution and
to evaluate the results of the I-405 traffic forecasting and operational modeling software. The
interchange design meets City and State standards.
The resulting I-405 / SR 167 interchange 5% design, a split diamond configuration with access at
both Lind and Talbot with no by-passes, was put forth to the City's Executive/Administrators
Committee in May 2004 and again November 2004. The Executive/Administrators Committee
recommended the interchange concept on December 6, 2004. The concept was presented
December 20, 2004 to Renton City Council for confirmation.
The Benson Structure — Why is there a need for Footprint Certainty?
The project team needs to understand the location of the Benson over crossing structure, which is
an improvement common to both the Renton Nickel Project and the I-405 Master Plan. Funding
has been authorized to construct the Benson structure as part of the Renton Nickel Project;
funding to construct the Master Plan is uncertain.
Two future Master Plan components influence the location and design of the Benson structure:
the I-405 mainline alignment and the proposed reconstructed I-405 / SR 167 interchange. These
Master Plan components need to be understood at a footprint level to ensure that the Renton
Nickel Project does not unintentionally constrain these future projects. The mainline alignment is
covered in a separate concurrence letter dated January 7, 2005.
When will we Refine the Interchange Desip-n and Make Final Decisions?
Once project funds are available, the project team will advance the 5% preliminary design to
15% design and prepare a NEPA environmental document. Progressing from 5% preliminary
design to 15% design is termed "design refinement". The 5% engineering work done to date will
shape the 15% design examined in the NEPA document. WSDOT will work closely with City
staff during design refinement to revisit the design assumptions and the design concept as the
15% design is developed.
Gregg Zimmerman, Public *401, ks Director
City of Renton
Page 3
January 7, 2005
Concurrence
I am anticipating a project that will set a high standard of cooperation between the City and
WSDOT. By signing below, the City and WSDOT concur with the 5% I-405 / SR 167
interchange design as we move into the Renton Nickel Project EA. The City and WSDOT
commit to work together to refine the interchange as the 15% design is developed in a future
NEPA environmental document once funding becomes available.
Sincerely,
Craig J. Stone, PE
I-405 Project Director
City of Renton Concurrence:
kms►-e,�, - �1��. 3 ryas
Kathy Keolker - Wheeler Date
Mayor, City of Renton
cc: Administrators Executive Committee members
City Design Team members
City Traffic Analysis Task Force members
I-405 Project Files
Attachments
CJS:sct
Attest:
Bonnie I. Walton, City Clerk
Congestion Relief & Bus Rapid Transit Projects
CAG -05-029
600-1081h Avenue NE, Suite 405
Bellevue, WA 98004
Main 425-456-8500
Fax 425-456-8600
1-405 Lind -Talbot Interchange Recommendation
Presented by:
City of Renton Traffic Analysis Task Force
December 2004
Recommendation
This document presents Option A-2 as the 1-405 Talbot / Lind interchange configuration recommended by the City of
Renton Traffic Analysis Task Force. Major features of the Option A-2 include:
• Half -diamond interchange on 1-405 at Lind Avenue SW
• Half -diamond interchange on 1-405 at Talbot Road (SR -515)
• One-way frontage road couplet connecting the two half -diamond interchanges with signalized at -grade
intersections at SW Lind and Talbot Road (no frontage road bypasses for through traffic)
• One-way S. Renton Village Place southbound connection with Talbot Road
Project Description (1-405/SR 167 Vicinity)
A key component of the 1-405 Congestion Relief and Bus Rapid Transit Projects program is the reconstruction of the
1-405 / SR -167 Interchange. Proposed improvements to the existing "clover -leaf" interchange include separating
local access from "system -to -system" access as follows:
• Eliminates the existing "loop" ramps, and adds HOV and general-purpose direct -connector ramps between
1-405 and the south leg of SR -167;
• Replaces the 1-405 access at Rainier Avenue with two new half -diamond interchanges, one with 1-405
access at Lind Avenue SW and the other with 1-405 access at Talbot Road;
• Provides a one-way couplet that connects these two new 1-405 half -diamond interchanges; and
• Reconnects Rainier Avenue to East Valley Road, and then to SR -167 with a new half -diamond in the vicinity
of SW 23`d
Description of Options
The task force considered several conceptual configurations for the 1-405 Talbot/ Lind interchange. Two options
were considered for the west half of the interchange at SW Lind Avenue. Five (5) southbound and four (4)
northbound interchanges options were considered for the east half of the interchange at Talbot Road.
Lind interchange configuration design options are:
• Frontage road with no bypass for through traffic to and from Talbot
• Frontage road with bypass for through traffic to and from Talbot
Talbot interchange configuration design options are:
AdMilk
Washington State
�r- Department of Transportation
01/19/2005
SA005VoadwaylreportslDraft Recom Memo - Lind -Talbot Configuration_v5.doc
Congestion Relief & Bus Rapid Transit Projects
600 —1081h Avenue NE, Suite 405
Bellevue, WA 98004
Main 425-456-8500
Fax 425-456-8600
Southbound
• Option S1: Frontage road with no bypass for through traffic to Lind and no S. Renton Village Place
connection with Talbot Road
• Option S2: Frontage road with no bypass for through traffic to Lind and one—way S. Renton Village Place
southbound connection with Talbot Road
• Option S3: Frontage road with no bypass for through traffic to Lind and two—way S. Renton Village Place
connection with Talbot Road
• Option S4: Frontage road with bypass for through traffic to Lind and no S. Renton Village Place connection
with Talbot Road
• Option S5: Frontage road with bypass for through traffic to Lind and one—way S. Renton Village Place
southbound connection with Talbot Road
Northbound
• Option N1: Frontage road with no bypass for through traffic from Lind and half -diamond at Talbot Road
• Option N2: Not used.
• Option N3: Frontage road with bypass for through traffic from Lind and loop ramp with 4 -legged Talbot
Road intersection
• Option N4: Frontage road with bypass for through traffic from Lind and loop ramp with 5 -legged Talbot
Road intersection
• Option N5: Not used.
• Option N6: Frontage road with bypass for through traffic from Lind and half -diamond at Talbot Road
The above interchange options could be mixed and matched to obtain the best configuration for the Lind / Talbot
interchange.
Design Issues and Considerations
In screening the interchange options the Task Force has considered the following project functions: local operations,
freeway operations, structures, and environmental. The evaluation of these functions considered the following:
Local Operations:
• Level of service for local roadway network,
• Queuing at intersections
• Vehicle travel time
• Access to local businesses
• Access to residential neighborhoods
• Driver's expectations.
Freeway Operations:
• 1-405 mainline operations between Maple Valley Highway (SR -169) and the Valley Highway (SR -167)
• 1-405 mainline operations between West Valley Highway (SR -181) and the Valley Highway (SR -167)
• Driver's expectations.
Structures:
Aft
Washington State
wf Department of Transportation
01/19/2005 2
SA005VoadwayVeports0raft Recom Memo - Lind -Talbot Configuration_v5.doc
Congestion Relief & Bus Rapid Transit Projects
600-1081h Avenue NE, Suite 405
Bellevue, WA 98004
Main 425-456-8500
Fax 425-456-8600
• 1-405 mainline structure over Main Avenue (near City Hall)
• Southbound 1-405 to Southbound SR -167 flyover incorporated
Environmental:
• Property impacts to businesses in the SW Lind Avenue vicinity
• Property impacts to One and Two Renton Place
• Property impacts to Renton Cinema 8
• Property impacts to Berkshire Apartment complex
• Property impacts to Talbot Hill residential neighborhood
Local Operations
The traffic analysis for the Lind/Talbot interchange showed that the local operations for all the considered options
operated at an acceptable level of service with the year 2030 traffic forecasts.
Bypass options did provide shorter travel times for vehicles exiting or entering 1-405 at Talbot Road and traveling to
or from Lind Avenue, and for vehicles existing or entering 1-405 at Lind and traveling to or from Talbot Road.
Access to Renton Place from Talbot Road was considered to be a critical element for local access; therefore,
southbound Talbot options that did not provide this connection were less desirable than the options that provided this
connectivity.
The northbound Talbot options with the `loop ramp", both with the four -legged and five -legged intersection at Talbot,
were less desirable than the northbound Talbot options with the half -diamond. The four -legged intersection option
eliminated one of the primary access points into the Talbot Hill neighborhood, which could not be replaced without
major impacts to the Talbot Hill neighborhood. The five -legged intersection option created another level of
complication to the intersection by adding a fourth turning movement to each of the original legs of the intersection.
Freeway Operations
Based on geometric limitations and the impact on freeway operations, bypass ramps northbound at Lind Avenue SW
and southbound at Talbot Road are not feasible.
Both bypasses would either result in unacceptable mainline weaves with the upstream interchange or require an
additional off -ramp from mainline. Neither of these options would be acceptable to FHWA or WSDOT since options
without these bypasses are forecast to operate well without these additional impacts.
Structures
Additional structures are required for the bypass options over options without bypasses. Wider roadways for
bypasses require wider bridge structures. In addition, the southbound Talbot bypass option requires the recently
completed southbound 1-405 to southbound SR -167 flyover ramp to be reconstructed with higher speed geometrics,
and requires the proposed southbound I-405 improvements to extend over Main Avenue in the vicinity of Renton City
Hall.
Aduk
Washington State
M, Department of Transportation
01/19/2005 3 SA005Voadwaylreports0raff Recom Memo - Lind -Talbot Configuration_v5.doc
Congestion Relief & Bus Rapid Transit Projects
600 —108th Avenue NE, Suite 405
Bellevue, WA 98004
Main 425-456-8500
Fax 425-456-8600
Environmental
All configurations have impacts on nearby properties to a varying degree. Bypass options have larger impacts to
adjacent properties created by the larger "footprint" than the "no bypass" options.
The bypass option at the Lind interchange requires impacting either the automobile dealership located north of 1-405
or large business complexes located south of SW 16"" Street. Both of these areas are essentially avoided with the
construction of the "no bypass" option.
The Talbot southbound bypass option, as discussed above in the Structures section, requires the proposed
southbound 1-405 improvements to extend over Main Avenue. The impacts, created by the close proximity of the
proposed 1-405 improvements and 1-405 traffic to City Hall, make this option unacceptable.
Talbot northbound options all impact the Birkshire Apartment complex by removing one or two of the northernmost
apartment buildings. The Talbot northbound half -diamond with bypass option impacts extend through the complex's
circulation road, requiring major changes to the configuration of the complex in order to maintain emergency
response access to the facility.
Summary
The aforementioned issues have been considered in evaluating the various proposed Lind -Talbot interchange
configuration options. Based on the resulting impacts and related functions, the Task Force recommends Option A-
2, a split diamond without bypasses, as the preferred interchange configuration for the new Lind -Talbot interchange.
The traffic analysis completed demonstrates the proposed Lind Avenue SW and Talbot Avenue S. interchange
concept operates at an acceptable level for the year 2030 conditions. Compared to a 2030 "Do Nothing" option,
there is significantly less delay and more vehicles served on the surrounding street network with the recommended
option. Bypass ramps are not feasible because the "no bypass" options operate well and the bypass ramps would
introduce additional impacts.
Although the interchange configuration has been determined by the Task Force, City staff expressed some
reservation with the interchange configuration at Lind. The distance between three of the Lind intersections in the
vicinity of the proposed interchange, the two ramp termini and SW 16" Street, is relatively short. This restricts the
roadway channelization and limits the room available for vehicle queuing between traffic signal cycles. Because of
this expressed reservation, a plan was developed to identify potential solutions if for some reason the intersections
do not operate at an acceptable level. Identified means for improving interchange traffic operations, in the order they
should be applied, are as follows:
• Improve intersection layouts with additional lanes for turning and/or queuing
• City street network improvements, i.e. extending Strander Blvd. to E. Valley Road will "pull" traffic away from
Lind Avenue at 1-405 crossing
• Reconstruct SW 16" and Lind/16" intersection to the south to create more queuing area between the
northbound ramp intersections and the16" Street intersection
While these options are available, they are not expected to be needed. The traffic analysis indicates that the Lind
interchange operates at an acceptable level with all intersections, as indicated by the control delay, operating at LOS
MWashington State
� Department of Transportation
01/19/2005 4 SA0051roadwaylreports0raft Recom Memo - Lind -Talbot Configuration_v5.doc
Congestion Relief & Bus Rapid Transit Projects
600 -108th Avenue NE, Suite 405
Bellevue, WA 98004
Main 425-456-8500
Fax 425-456-8600
C or better in 2030 peak conditions. This LOS is better than the LOS D/E, which is usually considered acceptable for
intersection operations. Also, the analysis was performed using conservative input in many cases. For example,
minimum green time for pedestrian movements was assumed on every cycle, 100% queue was used while traditional
engineering practice evaluates the 95'h percentile queue. When a decision is made to fund this major transportation
improvement to the 1-405/SR-167 interchange, traffic operations will be reviewed as part of the environmental
process. At this time, one or more of the above operations improvements options may be implemented if determined
to be needed at that time.
In addition to the above, the following observations are also noted:
The preliminary findings for routing the Bus Rapid Transit (BRT) in the City of Renton vicinity, as developed
through the 1-405 South Corridor BRT study, include a north -south crossing of 1-405 between Rainier
Avenue (SR -167) and the western Renton city limits. This cross -route was originally anticipated to utilize
Lind Avenue, but could easily be routed to Oakesdale Avenue to avoid any conflicts with Lind traffic if
needed to avoid the traffic entering or exiting 1-405 at Lind.
The City of Renton has agreements with the Washington State Department of Transportation which allows
the City to operate the traffic signals at the ramp termini intersections. Once the project is funded, The City
and WSDOT will develop agreements that will provide the City the authority to adjust the operations of the
signal so they are coordinated with other City operated signalized intersections.
ffiWashington state
v- Department of Transportation
01/19/2005 5 SA0051roadwaylreporfsWraft Recom Memo - Lind -Talbot Configuration_v5.doc
Congestion Relief & Bus Rapid Transit Projects
October 14, 2004
Mr. Nick Afzali
Planning and Programming Manager
City of Renton
1055 South Grady Way
Renton, Washington 98055
Dear Mr. Afzali:
CAG -05-029
600-1081h Avenue NE, Suite 405
Bellevue, WA 98004
Main 425-456-8500
Fax 425-456-8600
This letter is to follow up on the 1-405 Corridor meeting held October 11, 2004. In that meeting, the 1-405 team
presented information the City of Renton requested regarding the traffic forecasts and design options associated with
the proposed Lind Avenue SW. and Talbot Road S. interchange. Attached are electronic files of the Synchro results
as well as Corsim animation based on the analysis we have completed.
Traffic Volumes
As we presented in the meeting, the 1-405 team has reassigned future traffic volumes in this area to allow local traffic
to use the frontage roads in the interchange. We also have increased the southbound 1-405 off -ramp and on-ramp
volume by 200 vehicles during the P.M. peak hour. We feel our previous numbers are valid; however we increased
the volume to provide the City with an analysis of how traffic would operate with the higher volume.
Traffic Analysis
The traffic analysis conducted by the 1-405 team used the Corsim analysis software. Initial signal timing, phasing and
offset information was generated using the Synchro analysis software and used as input to the Corsim analysis.
For year 2014 and 2030 conditions, the following parameters were used in the Corsim analysis:
• 0.92 Peak Hour Factor
• 2% truck on all movements
• Grade values of 4-6% on sections of Lind Avenue SW.
• Minimum green time to allow pedestrian movements every cycle
• 110 second AM cycle length
• 120 second PM cycle length
Because these are future conditions, the analysis used the Highway Capacity Manual recommended Peak Hour
Factor of 0.92. We feel the truck percentage is conservative by applying 2% to all movements in the study area.
Truck percentages may be higher during off-peak conditions, but we feel these values are appropriate for peak
conditions. The future traffic signals in the study area will likely have pedestrian call buttons but not be activated
every cycle. To be conservative however, this analysis assumed enough minimum green time for pedestrian
movements on every cycle.
The following table identifies the 2030 peak hour intersection control delay, Level of Service (LOS), storage and
maximum queue lengths for the Lind Avenue SW. and Talbot Road S. interchange intersections. Traditional traffic
Nick Afzali
October 14, 2004,,,
Page 2
engineering practice evaluates 95th percentile queue, but we have used the 100% queue to again provide a
conservative assessment of traffic operations.
2030 AM and PM Peak Hour Intarsartinn naiav I OR and titimiae
* Storage for thru movements is shown for short segments only.
As the table indicates, some of the intersections have 100% queue values equal to the storage length. In the
animation files you will see that these queues clear every cycle and do not result in adverse operations over time.
Additionally, as the control delay indicates, all intersections operate at LOS C or better in 2030 peak conditions.
In the Corsim animations files, you may observe vehicles queuing on the frontage road as it tapers from two lanes to
one. The inability to model a mainline taper is a known limitation of Corsim. With the projected volumes we feel that
this taper will operate well and not result in queuing.
Finally, design details such as pocket length, detailed lane channelization, will be refined as the design process
proceeds. We do however feel that the proposed concept will operate at an acceptable level with the year 2030
traffic forecasts. Compared to a 2030 Do Nothing alternative, there is significantly less delay and more vehicles
served on the surrounding street network with this concept.
Bypass Options
Based on geometric limitations and the impact on mainline freeway operations, bypass ramps northbound at Lind
Avenue SW and southbound at Talbot Road S. are not feasible.
Both bypasses would either result in an unacceptable mainline weaves with the upstream interchange or require an
additional off -ramp from mainline. Neither of these options would be acceptable to FHWA or WSDOT since the
current option is forecasted to operate well without these additional impacts.
Adw
WashMpton stat.
Dapa�pn�nt of Transportation
S:U50961TraflkV oval CoordinationlRentonlOctober 2004 Lind -Talbot Letterdoc
Northbound Queue Eastbound Queue Southbound Queue
Westbound Queue
Intersection
Control
Delay
LOS
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Lind Ave./I-405
AM
17
B
120'
140'
90'
150'
100'
340'
340'
SB Frontage Rd.
PM
18
B
200'
300'
1
70'
80'
100'
320'
280'
Storage*
200'
300'
1
150'
150'
250'
350'
350'
Lind Ave./1-405
AM
21
C
130'
110'
250'
260' 1
130'
1 290'
NB Frontage Rd.
PM
26
C
160'
160'
200'
320'
140'
1 150'
Storage*
160'
160'
500'
500'
200'
300'
Lind Ave./SW
AM
14
B
70'
90'
150'
60'
100'
160'
30'
180'
90'
16th
PM
31
C
160' 1
270'
1
260'
130'
100'
160'
50'
150'
290'
Storage*
200' 1
300'
100'
160'
150'
400'
Talbot Rd./1-405
AM
25
C
280'
380'
1
250'
230'
160'
190'
120'
SB Frontage Rd.
PM
27
C
260'
360'
450'
160'
240'
230'
80'
Storage*
300'
230'
300'
300'
Talbot Rd./1-405
AM
21
C
530'
180'
210'
250'
140'
200'
NB Frontage Rd.
PM
26
C
290'
110'
290'
300'
210'
500'
Storage*
300'
300'
300'
300'
Talbot
AM
29
C
40'
450'
120'
50'
250'
180'
120'
350'
Rd./Puget
Dr.
PM
25
C
60'
340'
80'
90'
370'
510'
90'
210'
Storage*
220'
120'
400'
350'
* Storage for thru movements is shown for short segments only.
As the table indicates, some of the intersections have 100% queue values equal to the storage length. In the
animation files you will see that these queues clear every cycle and do not result in adverse operations over time.
Additionally, as the control delay indicates, all intersections operate at LOS C or better in 2030 peak conditions.
In the Corsim animations files, you may observe vehicles queuing on the frontage road as it tapers from two lanes to
one. The inability to model a mainline taper is a known limitation of Corsim. With the projected volumes we feel that
this taper will operate well and not result in queuing.
Finally, design details such as pocket length, detailed lane channelization, will be refined as the design process
proceeds. We do however feel that the proposed concept will operate at an acceptable level with the year 2030
traffic forecasts. Compared to a 2030 Do Nothing alternative, there is significantly less delay and more vehicles
served on the surrounding street network with this concept.
Bypass Options
Based on geometric limitations and the impact on mainline freeway operations, bypass ramps northbound at Lind
Avenue SW and southbound at Talbot Road S. are not feasible.
Both bypasses would either result in an unacceptable mainline weaves with the upstream interchange or require an
additional off -ramp from mainline. Neither of these options would be acceptable to FHWA or WSDOT since the
current option is forecasted to operate well without these additional impacts.
Adw
WashMpton stat.
Dapa�pn�nt of Transportation
S:U50961TraflkV oval CoordinationlRentonlOctober 2004 Lind -Talbot Letterdoc
Nick Afzali
October 14, 2004 VOW
Page 3
0
Summary
We feel that the traffic analysis completed by the 1-405 team demonstrates the proposed Lind Avenue SW. and
Talbot Avenue S. interchange concept operates at an acceptable level for year 2030 conditions. Bypass ramps are
not feasible options because the current concept operates well and the bypass ramps would introduce additional
impacts.
If you have any questions regarding this, please contact Patty Rubstello or myself.
Sin rely,
Stacy C. T ler, P. E.
1405 Segment Manager
Attachments: Synchro Electronic Files
Corsim Animation Files
GAwashlnylon stat.
�apar6nsnt of Transportation
S:1350961TrafficUcal CoordinationlRentonlOctober 2004 Lind -Talbot Letterdoc