HomeMy WebLinkAboutContract*11✓
Congestion Relief & Bus Rapid Transit
September 23, 2005
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Gregg Zimmerman, Planning/ Building/ Public Works Administrator
City of Renton
1055 South Grady Way
Renton, WA 98055
Dear Mr. Zimmerman:
Re: Renton Hill Access
Letter of Concurrence
600 -108th Avenue NE, Suite 405
Bellevue, WA 98004
Main 425-456-8500
Fax 425-456-8600
This letter documents that the City of Renton (City) and the Washington State Department of
Transportation (WSDOT) concur with the Renton Hill Access.
MS: NB82-250
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 design for maintaining access to Renton Hill. 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. Part of the original "Nickel Project" funds work to advance the I-405
Master Plan "footprint" through the City of Renton. Footprint design allows the I-405 team to be
prepared for additional regional funds if they are to become available.
What is Renton Hill Access?
The Renton Hill neighborhood is an important neighborhood to the City of Renton. The
widening of I-405 necessitates the existing bridges over I-405 at Renton Avenue and Cedar
Avenue be removed and access to the Renton Hill neighborhood be replaced. To replace the
accesses to Renton Hill, WSDOT and the City closely examined 22 options for providing access
to Renton Hill. The options ranged from constructing new bridges over I-405 to relocating a fire
station. See the attached Renton Hill Access Recommendation Memo for a detailed description
of the options evaluated.
Two accesses were recommended by the City of Renton Traffic Analysis Task Force, Option C
and Option Q. Option C reconstructs the Renton Avenue Bridge over I-405 but connects to the
S. 4`h Street intersection with Main Avenue (where the existing Renton Hill Cedar Avenue access
connects to today). Option Q constructs a "stacked" roadway within the existing Mill Avenue
right of way. The "lower" Mill Avenue ramps up from the Narco Park access road to Renton
Hill near the Mill Avenue intersection with S. 4`h Street. "Upper" Mill Avenue, constructed over
Washington State
Document l
Mo Department of Transportation
Gregg Zimmerman, PlanninN,,,,uilding/ Public Works Administrator r.r�
City of Renton
Page 2
September 23, 2005
"lower" Mill Avenue, connects Cedar and Renton Avenues and maintains access to the new
residences that front Mill Avenue. These two accesses replace the two removed Renton Hill
accesses, meeting the City of Renton Fire Department requirement for two separate access points
for response to emergencies on Renton Hill. In addition to these accesses, the two existing
secondary accesses at Grant Avenue and Beacon Way will remain.
The two Renton Hill access options, Options C and Q, were also the recommendation of the
Cedar River Vicinity Charrette held in mid-July of this year.
What about access during construction?
In constructing the recommended Renton Hill access options, Options C and Q, at least one
primary access to Renton Hill will remain open at all times, except possible short-term closures
for switching traffic, setting bridge girders, etc. Impacts to residential accesses will be
minimized, but the properties that front Mill Avenue will be affected for extended periods during
construction of the new "stacked" Mill Avenue (Option Q).
Why is there a need for Footprint Certainty?
The Renton Hill Access is an important component of the Renton section of I-405. Discussions
are currently underway to develop a regionally funded transportation package. In order to be in a
position for these funds the I-405 team needs to develop additional detail to define the project.
The project team needs to understand the design of the I-405 Implementation Plan, which is the
same as the I-405 Master Plan in the vicinity of Renton Hill. A solution for maintaining access
to Renton Hill is a critical component that needs to be identified to complete "footprint level"
development of the I-405 Implementation Plan.
What are the Next Steps?
Utilizing the Transportation Partnership Account (TPA) authorized by the 2005 Legislature, the
environmental process for the South Renton Implementation Plan Project is anticipated to "kick-
off' in January 2006. This environmental process will clear the TPA funded SR 515 (Talbot)
interchange as well as other improvements anticipated to receive additional regional funding.
WSDOT will work closely with City staff to refine the design of the local accesses as the
engineering progresses. The 405 project team will incorporate the Renton Hill access
replacements as they progress with the Implementation Plan design.
Gregg Zimmerman, Plannin�,,.euilding/ Public Works Administrator
City of Renton
Page 3
September 23, 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 Renton Hill Access Options
C and Q as we move forward in developing the 1-405 Master Plan.
Sincerely,
Craig J. Stone, PE
Deputy Administrator, Urban Corridors Office
City of Renton Concurrence:
C/�� 4&6& - /o -a r aaa s -
Kathy Kelollker — Wheeler Date
Mayor, City of Renton
Attest: „� 0az'66
Bonnie I. Walton, City Clerk
cc: Administrators Executive Committee members
City Design Team members
City Traffic Analysis Task Force members
I-405 Project Files
Attachments
CJS:bah
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Congestion Relief & Bus Rapid Transit Projects
0
Renton Hill Access Recommendation
Presented by:
City of Renton Traffic Analysis Task Force
September 2005
Recommendation
This document presents Option C and Option Q as the Renton Hill access configuration endorsed by the
City of Renton Traffic Analysis Task Force for the 1-405 Master Plan design. Major features of this design
include:
A new bridge over the widened 1-405, connecting Renton Avenue (on Renton Hill) to Main Avenue
at the S 4th Street intersection,
No bridge crossing over 1-405 at Cedar Avenue, and
A "stacked" roadway, constructed within the existing Mill Avenue right of way, which maintains
access to residences (Upper Mill Avenue) and provides a connection between Renton Hill and the
Narco Park access road (Lower Mill Avenue).
Project Description (Renton Hill Vicinity)
The 1-405 Congestion Relief and Bus Rapid Transit Project Master Plan adds two lanes in each direction
along the 1-405 corridor. In the vicinity of Renton Hill, this project also includes an additional auxiliary lane
in each direction between the SR 167 and SR 169 interchanges. To minimize impacts to the Renton Hill
neighborhood, all of the 1-405 widening is to be to the west, away from the residences (see 1-405 mainline
alignment concurrence letter and design decision). The widening of the freeway requires that the existing
Renton Hill access structures over 1-405 at Cedar Avenue and Renton Avenue be removed.
Description of Options
The Task Force considered many conceptual configurations for access onto Renton Hill. The Renton Hill
Access Option figures shows the 22 options considered. See Appendix A for figures of each option,
excluding the fire station relocation (Option M).
The Renton Hill access options are:
• Option A - Mill Ave to Grady Way Connection,
• Option B — Renton Ave to Narco Park connection
• Option B1 — Renton Ave to Narco Park connection (restricted use, no general traffic)
• Option B2 — Renton Ave to Narco Road connection,
• Option B3 — Renton Ave to Narco Road connection (two-way / one -lane)
• Option C — Renton Ave to Main Ave connection,
• Option D — Th Street to Grady Way S connection,
• Option E — Cedar Ave extension to south,
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• Option F — Grant Ave extension to south (restricted use, no general traffic),
• Option G — Beacon Way extension to south (restricted use, no general traffic),
• Option H — Cedar Ave to Benson Road S,
• Option J — Cedar Ave to S 2nd St,
• Option J1 — Cedar Ave to Mill Ave,
• Option K — High Ave to Narco Road,
• Option L — Beacon Way to Narco Road,
• Option M — Relocate Fire Station #13,
• Option N — Mill Street to SR 169,
• Option P — Existing configuration,
• Option Q — Mill Ave S to Narco Park,
• Option R — Mill Ave S to S 2nd St,
• Option S — Mill Ave S to Houser Way S, and
• Option T — Renton Ave `T'.
The above access options can be mixed and matched to obtain the best configuration for replacing the
removed accesses to Renton Hill and meeting the needs of the community.
Design Issues and Considerations
In reviewing the access options, the Task Force considered the many project features and impacts. The
evaluation of these accesses considered the following:
• Impacts to Residential Areas,
• Impacts to Businesses,
• Impacts to Park(s),
• Right of Way Needed,
• Fire / Emergency Response Time,
• Discourages Drive-Thru Traffic,
• Safe Geometrics (Grades and Curves), and
• Environmental Impacts to Slopes and Wetlands.
Traffic operations is not identified as a criterion because only one primary access is needed to
accommodate anticipated traffic accessing the Renton Hill neighborhood (see Appendix B for Renton Hill
Traffic Follow-up memorandum).
Using the above criteria, several options were found to be fatally flawed in that they did not meet minimal
project requirements. A discussion of the fatally flawed options follows this section. Exhibit 2 shows the
scorings for each of the fatally flawed options.
The scoring for each of the viable options is shown in Exhibit 1.
City of Renton requires at least two separate access points for response to emergencies on Renton Hill.
Currently, the Renton Hill neighborhood has two primary accesses from the north, at Renton Avenue and
Cedar Avenue, and two secondary accesses from the south, at Grant Avenue and Beacon Way. The
Page 2 of 8
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Renton Fire Department supports maintaining the same number of access points, either with one primary
access and three secondary accesses or with two accesses of each type (see Appendix C for Renton Fire
Department Emergency Vehicle Response to Renton Hill memorandum). It is expected that multiple
options will be required to satisfy the Fire Department requirements.
Impacts to Residential Area(s)
Minimizing impacts to the Renton Hill neighborhood is a critical element for the new access options. None
of the viable options require the acquisition of any residences on Renton Hill. Options E and H have minor
effects on the neighborhood, requiring acquisition of vacant property along the south and southwest sides
of Renton Hill, respectively. Option Q does not permanently impact any residences, but will impact the
access to residences between Renton and Cedar Avenues during construction. Subterranean easements
are likely required on these same parcels for the retaining wall tie -backs in Option Q. Options B1, C, F, G,
J1, M, and T do not impact the residential areas on Renton Hill.
Impacts to Businesses
The majority of viable options do not impact businesses in the Renton Hill vicinity. Both Options C and T
impact the parking lot behind the Renton Family Services Center, requiring a small area next to the existing
Cedar Avenue. Option J1 has the most impacts to businesses because of the impacts to Old City Hall and
the Fire Station. These impacts are a result of the new Cedar Avenue touching down in the middle of Mill
Avenue. The new roadway modifies and/ or eliminates accesses along Mill Avenue from Old City Hall and
the Fire Station.
Impacts to Park(s)
Few of the viable options impact Narco Park, Cedar River Park, Liberty Park, or Phillip Arnold Park.
Federal regulations protect parks from impacts, requiring that there are no other prudent and feasible
options that avoid parks. The options that did impact park properties were Options B1, G, Q, and T.
Option B1 constructs an emergency access road that goes into the Narco Park, impacting the park hillside
and lower area. This option is acceptable to the City of Renton Parks Department because of the
restriction of use to emergency vehicles only. Two options, Options G and Q, only have minor impacts to
parks. Option G requires putting automated gates through on Beacon Way at Phillip Arnold Park. The
Option Q roadway impacts the northwest corner of Narco Park, but the impacts are minimal in nature;
providing a new intersection with the park access road and the new Renton Hill access. Liberty Park and
associated well building are impacted by Option T.
Right of Way Needed
Many of the access options require right-of-way acquisition. Options C, G, and T require little to no right-of-
way to construct the proposed roadways. Options B1, E, and H require the most amount of property
acquisition of the options. Option 131 requires the acquisition of park property to construct the emergency
access road. Extending Cedar Avenue to the south, Option E, requires the acquisition of vacant private
property between the Berkshire Apartments and the Woodcliffe Apartments. Option H requires the
acquisition of vacant private property between Cedar Avenue and 1-405 along the south side of Renton Hill.
Options F, J1, and Q all require a small amount of right-of-way for the new roadways. Additional property
under the powerlines is required for Option F to open up the access road for emergency vehicles and install
automated gates. Option F only requires a small amount of right-of-way in the landscape area of Old City
Hall. Option Q requires a small amount of park property and subterranean easements under the private
parcels along Mill Avenue between Renton and Cedar Avenues.
Page 3 of 8
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Fire/ Emergency Response Time
The ratings for the Fire / Emergency Response Time criterion were based on times and response criteria
from the Renton Fire Department memo (Appendix C). Options with grades over 15%, the maximum grade
allowed for emergency response routes, are considered to be fatally flawed. The Renton Fire Department
measured response times for the existing four accesses and calculated a response time through Narco
Park. Options B, C, Q, and T had the best response times, as the accesses are in close proximity to Fire
Station 11. Options E, F, and G had the longest response times, as all are options with access on the
south of Renton Hill. The Fire Department measured the response times for Options F and G from Fire
Stations 11 and 13, which both exceeded the 6 minute criteria from stations 11 and 13. Option H is located
at about the mid -point of the western side of Renton Hill, therefore response times are expected to be
approximately in the middle of the shorter and longer times.
Discourages Drive-Thru Traffic
A majority of the access options discourage drive-thru traffic from entering the Renton Hill neighborhood.
Option E was given the lowest rating because extending Cedar Avenue to the south creates another north -
south corridor for vehicles through the Renton Hill neighborhood. Option H has a slight possibility of drive-
thru traffic, though likelihood of someone using this route is small. Option T has an increased likelihood of
drive-thru traffic between Main Avenue and SR 169, utilizing the new access route as a Bronson Way
bypass. The drive-thru traffic does not travel within the neighborhood, but adds traffic to the access route.
All other options were given the best score in this criterion.
Safe Geometrics (Grades and Curves)
The existing terrain of the Renton Hill areas provides some geometric challenges for design and
constructing a new access street. Many of the streets had grades up to 15%, the maximum allowed for an
emergency response route. Options with grades in excess of 15% are considered to be fatally flawed.
Options B1 and H had the most geometric issues. Option B1 has a 15% grade on the proposed roadway,
right at the maximum grade allowed. Option H also has a steep roadway grade, 14%, but also has multiple
sharp horizontal curves and an intersection with limited sight distance. The best geometric option is Option
G, which simply installed automated gates on the existing Beacon Road on a straight section of roadway.
Options C, E, F, J1, Q, and T all had some features that made the geometrics less desirable. Options C, E,
J1, Q, and T all had grades between 8% and a little under 13%, making them slightly less desirable.
Option F had some small radius cures for the emergency access road under the power lines.
Environmental Impacts to Slopes and Wetlands
The range of environmental impacts for the options ranges from no impacts to significant impacts. Options
C, F, G, and J1 had the least impacts, with no slopes or wetlands impacted. On the other end of the
spectrum, Options B1, E, and H have significant impacts to slopes and wetlands. Option B1 requires the
clearing of a large section of hillside between Narco Park and Renton Hill. The impacts of Option E include
Thunder Hills Creek and/ or a tributary to it, which is located in close proximity to the proposed roadway
between Berkshire Apartments and Woodcliffe Apartments. Option H impacts a large section of hillside
between 1-405 and neighborhood along the southside of Renton Hill. Options Q and T fall into the middle of
the range. Option Q impacts a portion of the north hill side next to the existing freeway for the new lower
Mill Avenue and intersection with the park access road. Option T replaces the existing Houser Way
crossing of Cedar River with a new, skinnier bridge.
Page 5 of 8
Fatally Flawed Options
Many of the access options have impacts and/ or features that make the option not viable. Exhibit 2 shows
the ratings for these options for the evaluation criteria. The impacts and/ or features that fatally flawed
each option range from park impacts to too steep of grades on the roadways.
Options A and D are considered fatally flawed for the impacts to businesses (the recently constructed
Sam's Club). In both options, the proposed roadway impacts the loading dock area of the building and
replaces the Sam's Club driveway as the southeast leg of the signaled intersection. Option D is also
considered fatally flawed because it exceeds the maximum allowable grade of 15% (at 17.5%) for
emergency response vehicles.
Options B, B2, B3, and N are fatally flawed because of the park impacts associated with each option. All
these options have large impacts into Narco Park and there are other feasible and prudent options which
do not have these large park impacts. Option N also impacts Cedar River Park with the proposed roadway
across the Cedar River.
The impacts to the old City Hall property fatally flaw Option J and Option R. The proposed roadway on
each option cut through the parking lot of the office building and replace the building driveway as the east
leg of the S 2nd St intersection with Mill Ave. The access and parking impacts likely require the total
acquisition of the property. Building a parking structure on this property is difficult because of the space
limitations with the proposed roadway cutting through the middle of the parking lot and ramping up to cross
over Houser Way, the railroad tracks, and 1-405.
Options L and K are also considered fatally flaw because of their impacts to Narco Park. Since federal
funds were used to help fund the acquisition of the Narco Park property, federal regulations dictate that the
park can not be impacted if other prudent and feasible options exist. Both options propose a connection
between Narco Road and the east side of Renton Hill, with Option K connecting to High Avenue and Option
L intersecting Beacon Way at Phillip Arnold Park. The proposed roadways go through the park and the
hillside between the park and Renton Hill. Option K is also considered fatally flawed because it exceeds
the 15% grade (at 20%) allowed for emergency response vehicles.
Option P maintains the existing configuration as much as possible. Both Cedar and Renton Avenue
structures are replaced and proposed to maintain the same configuration as exists today, with Renton
Avenue connecting at Houser Way and Cedar Avenue connecting to Main Avenue. This option is
considered fatally flawed because both roadways exceed the 15% grade (both are around 17%) allowed for
emergency response vehicles.
The proposed roadway grade of Option S is fatally flawed since the proposed grade is 21.5%, exceeding
the 15% maximum grade for emergency access routes. This steep roadway grade fatally flawed this option
in both the Emergency Response Time and Safe Geometrics sections.
Page 6 of 8
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Summary
The Task Force recommends Option C and Q as the Renton Hill Access configurations for the 1-405 Master
Plan. Option C has no impacts to the Renton Hill residential area and parks, limited impacts to businesses,
and provides a primary emergency response route. The proposed roadway grade is also flatter, at 8%,
than both of the existing Cedar and Renton Avenues, easing access to Renton Hill during winter months.
Option Q has numerous advantages over other options considered. The main benefit of Option Q is
providing a second primary emergency access route, matching the number of primary and secondary
access points as exists today. The impacts to the Renton Hill neighborhood are limited to construction
impacts and subterranean easements to the parcels along Mill Avenue between Cedar and Renton
Avenues. Option Q also has no impacts to businesses, has minimal impacts to the Narco property as it fits
within the proposed Park Master Plan.
In the construction of Options C and Q at least one primary access to Renton Hill will remain open at all
times, except possible short-term closures for switching traffic, setting bridge girders, etc. While the final
construction staging will be determined by the design -builder, one possible scenario would construct the
new access in 4 stages:
1. Close Renton Avenue crossing to allow reconstruction of the Renton Avenue / Mill Avenue
intersection as a structure. Access to Renton Hill is from the existing Cedar Avenue crossing.
2. With both Renton Avenue and Cedar Avenue crossings open, build stacked Mill Avenue (upper
and lower) between Renton and Cedar Avenue.
3. Close Cedar Avenue crossing to allow completion of "lower" Mill Avenue between Cedar
Avenue and S 4th Street. Construct connection between new "upper" Mill Avenue and existing
Cedar Avenue. Access to properties near Mill Avenue/ Cedar Avenue impacted. Utilize
existing Renton Avenue for access to Renton Hill.
4a. Route traffic to new "lower" Mill Avenue access under 1-405 to Houser/ Mill Avenue. Then
remove existing Renton Avenue structure over 1-405. Start reconstruction of 1-405 in this area
and approaches for new Renton Avenue.
4b. Construct new Renton Avenue structure over 1-405. Open to general public as soon as bridge
and approach construction is finished. Finish reconstruction of 1-405. Two accesses to Renton
Hill are provided using the new lower Mill Avenue and Renton Avenue (when bridge and
approach is finished).
Page 8 of 8
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APPENDIX B
lM
Congestion Relief 5 Bus Rapid Transit Projects
600 —1081, Avenue NE, Suite 405
Bellevue, WA 98004
Main 425-456-8500
Fax 425-456-8600
To: Stacy Trussler/Ross Fenton
From: Patty Rubstello/Karl Westby
Subject: Renton Hill Traffic Follow-up
A capacity analysis was conducted to update the future traffic operations of the proposed WSDOT 1405
Implementation Plan project. This memorandum discusses the results of this analysis as they apply to the Renton
Hill neighborhood. The operational analysis results incorporate the comments received by the neighborhood related
to traffic distribution on the east side of 1-405.
Future Volumes
The analysis was conducted for year 2030 AM and PM peak hour conditions. To determine future traffic volumes,
forecasts were developed using the Puget Sound Regional Council, City of Renton, and historical data sources.
Using existing counts as a starting point, traffic volumes to and from the Renton Hill neighborhood using the Cedar
and Renton Avenue crossings were projected to year 2030.
The AM peak hour traffic volume (both crossings, both directions) was projected to increase from 130 vehicles per
hour to 240 vehicles per hour, a 185% increase. The PM peak hour traffic volume (both crossings, both directions)
was projected to increase from 290 vehicles per hour to 620 vehicles per hour, a 214% increase. Although the
Renton Hill neighborhood is already developed, these projections assume increased density, new homes, and an
increase in the number of trips generated by individual households. It is likely that all of these increases will not be
realized in year 2030, however the use of these future year numbers results in a conservative evaluation of traffic
operations. If these future year volumes are not realized, traffic operations would be better than those presented
below.
Compared to a Do Nothing option, the year 2030 forecasts show lower volumes on Main Avenue South. The
additional lanes on 1-405 and the additional freeway access at Talbot Road South in the Implementation Plan remove
some of the traffic from Main Avenue South and place it on 1-405.
2030 Operational Analysis
Operational analysis was conducted for the AM and PM peak hours using the Corsim analysis software. In the
Implementation Plan, the traffic using the Cedar Avenue South crossing was reassigned to the Renton Avenue South
crossing. The reassigned traffic was distributed on the east side of 1-405 as follows: 40% of the traffic assigned to
Mill Avenue South, 60% of the traffic assigned to Cedar Avenue South.
Assuming three-way stop control, the intersection of the Renton Avenue South/Mill Avenue South is projected to
operate at Level of Service A for both AM and PM peak hour in 2030. The maximum queue of vehicles at the
intersection is projected to be four vehicles for the southeast approach in the PM peak hour. The other intersection
approaches have projected maximum queues of two to three vehicles.
A comparison was also made between the 2030 Do Nothing alternative and the 2030 Implementation Plan for all
vehicles accessing Renton Hill.
172
Congestion Relief & Bus Rapid Transit Projects
err
600 —108"' Avenue NE, Suite 405
Bellevue, WA 98004
Main 425456-8500
Fax 425-456-8600
Tdp Direction 2030 Do Nothing
2030 Implementation Plan
AM PM
AM PM
From Renton Hill 10.4 31.7
11.4 37.9
To Renton Hill 13.8 33.0
20.3 31.7
Weighted Average Vehicle Delay in Seconds
In the Do Nothing alternative, the AM Peak hour the weighted average vehicle delay for vehicles accessing the
Renton Hill neighborhood was estimated at 10.4 seconds. The AM peak hour Implementation Plan average delay for
the same movements was 11 A seconds. For vehicles leaving Renton Hill, the Do Nothing average delay was 13.8
seconds. The Implementation Plan was 20.3 seconds.
For the 2030 PM peak hour Do Nothing alternative, the weighted average vehicle delay for vehicles accessing the
Renton Hill neighborhood was estimated at 31.7 seconds. The PM peak hour Implementation Plan average delay for
the same movements was 37.9 seconds. For vehicles leaving Renton Hill, the Do Nothing average delay was 33.0
seconds. The Implementation Plan was 31.7 seconds.
Summa
Using a conservatively high estimate of future year traffic volumes, the intersection of Renton Avenue South/Mill
Avenue South is projected to operate at LOS A for the AM and PM peak hours. Maximum queues at this intersection
are less than five vehicles. A comparison Do Nothing and Implementation Plan travel to and from Renton H11 for
year 2030 AM and PM peak hours show little change in average delay. The average delay change ranged from a 1.3
second reduction to a 6.5 second increase depending on time and direction.
Please contact Kart Westby if you have any questions or concerns.
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APPENDIX C
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Renton Fire Department Emergency Vehicle Response
to Renton Hill
Background:
WSDOT is proposing a change to the primary access routes to Renton. This
change is a reduction from two primary access routes to one.
Currently, there are two secondary access routes to Renton Hill to be used
by Police and Fire when the primary access is not available. These
secondary access routes are also used for routine and special circumstances
related to providing City services to the residents of Renton Hill in the most
efficient manner.
Method:
Renton Fire apparatus were used to drive both the current primary and
current secondary access routes to Renton Hill from Station 11 and Station
13. Response times for aid cars, engines and truck companies were
measured.
Times were measured using stopwatches and the Department's existing
method for calculating emergency response. State Law and Department
policy do not allow code red response for non -emergency situations.
The times for the proposed Narco access were estimated based on known
information on the grade of the access route and the distance as calculated
by the City of Renton Transportation division.
Emergency Response Criteria:
Renton Fire Department emergency response criteria are as follows:
1. All code red call response is six minutes from the time of dispatch to
the time of arrival at the address requesting service. The goal is four
minutes or less. All responses over six minutes are evaluated to
determine what the mitigating factors were. These may include
subsequent calls, time of day and traffic, response vehicle location at
the time of call.
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2. For full first alarm response to larger emergencies such as house fires,
the goal is 8 minutes for all first alarm units. This include three
engines, one truck company, one aid car and one command vehicle.
3. Times were measure from each station to the intersection of 7`h and
Renton Avenue. This intersection was chosen due to its location at
the center of Renton Hill and at close to the highest grade on Renton
Hill. These times were taken during the mid -week morning hours.
Traffic was light, the weather was clear and the streets were dry.
These are considered optimal conditions by the Renton Fire
Department. Based on the traffic and weather during the data
collection period and analysis of calls to Renton Hill for the period of
2001 thru 2003, a 10% response time increase was added to the times
recorded.
Results:
Aid Car
Engine
Ladder
Engine
Sta. 11
Sta 11
Sta 11
Sta. 13
Milt Access
2:56
3:14
4:02
7:46
4a' Avenue
3:27
3:58
4:41
7:22
Grant *
7:19
7:28
8:14
6:25
Beacon *
8:24
8:46
10:11
7:17
Narco**
4:00
4:1.6
5:23
8:49
* The gates currently in place at Beacon and Grant were opened
prior to the measuring of response times to simulate the presence
opticom gates at these locations.
* * The response times of the proposed Narco access were arrived at
by calculating the distance and grade and measuring actual emergency
vehicle response for similar distance and grade. This time was then
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added to the time to the base of the Mill access and the time from the
intersection of Renton and Mill Ave to the intersection of 7`h and Renton
Avenue.
Analysis:
A single primary access to Renton Hill proposed by WSDOT does not
significantly impact emergency vehicle response times to Renton Hill.
However, if this primary access is blocked or is in anyway unavailable,
the secondary access at Grant Avenue or Beacon Way must be utilized.
Based on data using these secondary response routes, response times are
significantly longer than what the Fire Department allows. Station 11 units
take, on average, an additional 4 minutes to respond to Renton Hill using the
existing secondary access at Grant Avenue. These response times are longer
than Renton Fire Department guidelines allow.
The data shows that emergency response from Station I 1 using the proposed
Narco access is approximately 3 minutes faster than using the Grant Avenue
access. This secondary access option is preferred by the Fire Department for
access to Renton Hill by the primary responding Fire Station, which is
Station 11.
The secondary accesses off Beacon Way and Grant Avenue are both needed
to properly serve Renton Hill and the multi -family housing accessed off
Grant Avenue regardless of what the final configuration of I-405 and the
primary access from downtown Renton are.
Renton Fire Department continues to support three secondary access routes
to Renton Hill if a single primary access route is constructed.