HomeMy WebLinkAboutI405-Tukwila-I90-Vicinity-Express-Toll-Lanes-EA-Transportation Attachment ALakeWashington
520
520
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Renton
Bellevue
I-405, Tukwila to I-90 Vicinity Express Toll Lanes
Project (MP 0.0 to 11.9) and Downtown Bellevue
Vicinity Express Toll Lanes Project (MP 11.9 to 14.6)
July 2018
Attachment A: Transportation Discipline Report
Note to readers:
This version of the Transportation Discipline Report contains changes to
the project description and maps for the Tukwila to I-90 Vicinity portion of
the I-405 Express Toll Lanes Projects.
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Table of Contents| Page i
July 2018
Title VI
It is the Washington State Department of Transportation’s (WSDOT) policy to assure
that no person shall, on the grounds of race, color, national origin or sex, as provided
by Title VI of the Civil Rights Act of 1964, be excluded from participation in, be denied
the benefits of, or be otherwise discriminated against under any of its federally funded
programs and activities. Any person who believes his/her Title VI protection has been
violated, may file a complaint with WSDOT’s Office of Equal Opportunity (OEO). For
additional information regarding Title VI complaint procedures and/or information
regarding our non-discrimination obligations, please contact OEO’s Title VI
Coordinator at (360) 705-7090.
Americans with Disabilities Act (ADA) Information
This material can be made available in an alternate format by emailing the Office of Equal
Opportunity at wsdotada@wsdot.wa.gov or by calling toll free, (855) 362-4ADA (4232).
Persons who are deaf or hard of hearing may make a request by calling the Washington State
Relay at 711.
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July 2018
Notificación de Titulo VI al Público
Es la póliza de el Departamento de Transportes del Estado de Washington de asegurar
que ninguna persona sea excluida de participación o sea negado los beneficios, o sea
discriminado bajo cualquiera de sus programas y actividades financiado con fondos
federales sobre la base de raza, color, origen nacional o sexo, como proveído por el
Título VI de el Acto de Derechos Civiles de 1964. Cualquier persona que cree que sus
protecciones de Titulo VI han sido violadas, puede hacer una queja con la Oficina de
Igualdad de Oportunidades (OEO). Para información adicional con respecto a
procedimientos de quejas de Titulo VI y/o información con respecto a nuestras
obligaciones sin discriminación, por favor de comunicarse con el Coordinador de Titulo
VI de la Oficina de Igualdad de Oportunidades (OEO) (360) 705-7090.
Información del Acta Americans with Disabilities Act (ADA)
Este material es disponible en un formato alternative. Envie su petición por correo electrónico
al equipo de Oficina de Igualdad de Oportunidades (OEO) en wsdotada@wsdot.wa.gov o
llamando gratis, (855) 362-4ADA (4232). Personas sordas o con problemas de audición pueden
solicitar llamando el relé de estado de Washington al 711.
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
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July 2018
TABLE OF CONTENTS
Summary ...................................................................................................................................... 1
What is our study approach? .................................................................................................. 1
What are the existing conditions? .......................................................................................... 1
What would happen if the Projects are not built? .............................................................. 1
What would be the Projects’ effects? ................................................................................... 2
What measures would WSDOT use to avoid or minimize the Projects’ effects? ............ 2
Would there be any unavoidable adverse effects? .......................................................... 2
Introduction ............................................................................................................ 1-1
Design Year and Opening Year .......................................................................................... 1-1
Project Description ................................................................................................. 2-1
What improvements are proposed with the I-405, Tukwila to I-90 Vicinity
Express Toll Lanes Project? .................................................................................................... 2-1
What improvements are proposed with the I-405, Downtown Bellevue
Vicinity Express Toll Lanes Project? .................................................................................... 2-12
How would the express toll lanes work? ........................................................................... 2-16
What is the construction schedule? .................................................................................. 2-17
Study Approach ..................................................................................................... 3-1
Analysis Methodology ........................................................................................................... 3-1
Project and Related Corridors Forecasts ........................................................................... 3-2
Freeway Analysis .................................................................................................................... 3-3
Intersection Analysis ............................................................................................................... 3-3
Evaluation Criteria .................................................................................................................. 3-4
What are the previous and current plans on the I-405 corridor? .................................. 3-7
Sound Transit ........................................................................................................................... 3-8
Local Municipalities ................................................................................................................ 3-9
Existing Conditions ................................................................................................. 4-1
Information for Existing Conditions ...................................................................................... 4-1
Freeway Operations .............................................................................................................. 4-1
Local Intersection Operations .............................................................................................. 4-8
Existing Safety Performance ................................................................................................. 4-9
Existing Transit Network ........................................................................................................ 4-11
Existing Freight Mobility ........................................................................................................ 4-13
Existing Nonmotorized Network ......................................................................................... 4-13
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Project Effects ......................................................................................................... 5-1
No Build .................................................................................................................................... 5-1
Build ........................................................................................................................................ 5-20
Measures to Avoid or Minimize Effects ................................................................ 6-1
What measures will WSDOT take to mitigate traffic and transportation effects
during construction? .............................................................................................................. 6-1
What measures will WSDOT take to mitigate traffic and transportation effects
during operation of the Projects? ....................................................................................... 6-1
References .............................................................................................................. 7-1
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
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July 2018
EXHIBITS
Exhibit 2-1. Improvements Proposed with the I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project ........................................................................................................................ 2-2
Exhibit 2-2. I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project Improvements |
Sheet 1 of 8 ........................................................................................................................... 2-5
Exhibit 2-2. I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project Improvements | Sheet 2 of 8 ........................................................................................................................... 2-6
Exhibit 2-2. I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project Improvements |
Sheet 3 of 8 ........................................................................................................................... 2-7
Exhibit 2-2. I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project Improvements | Sheet 4 of 8 ........................................................................................................................... 2-8
Exhibit 2-2. I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project Improvements |
Sheet 5 of 8 ........................................................................................................................... 2-9
Exhibit 2-2. I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project Improvements | Sheet 6 of 8 ......................................................................................................................... 2-10
Exhibit 2-2. I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project Improvements |
Sheet 7 of 8 ......................................................................................................................... 2-11
Exhibit 2-2. I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project Improvements |
Sheet 8 of 8 ......................................................................................................................... 2-12
Exhibit 2-3. I-405, Downtown Bellevue Vicinity Express Toll Lanes Project Improvements |
Sheet 1 of 2 ......................................................................................................................... 2-15
Exhibit 2-3. I-405, Downtown Bellevue Vicinity Express Toll Lanes Project Improvements |
Sheet 2 of 2 ......................................................................................................................... 2-16
Exhibit 3-1. Level of Service Criteria for Signalized and Unsignalized Intersections ...................... 3-4
Exhibit 3-2. Study Area Intersections ..................................................................................................... 3-7
Exhibit 4-1. 2016 Existing Conditions 3-Hour Peak Period Average Travel Times by Direction
and Segment ....................................................................................................................... 4-3
Exhibit 4-2. I-405 Operations – 2016 Existing AM Period ..................................................................... 4-6
Exhibit 4-3. I-405 Operations – 2016 Existing PM Period ..................................................................... 4-7
Exhibit 4-4. Safety Performance Analysis Results .............................................................................. 4-12
Exhibit 5-1. I-405 AM and PM Peak 3-Hour Total Volumes, Sheet 1 of 2 .......................................... 5-3
Exhibit 5-1. I-405 AM and PM Peak 3-Hour Total Volumes, Sheet 2 of 2 .......................................... 5-4
Exhibit 5-2. I-405 AM and PM Peak 3-Hour Average Travel Times, Sheet 1 of 4 ............................. 5-6
Exhibit 5-2. I-405 AM and PM Peak 3-Hour Average Travel Times, Sheet 2 of 4 ............................. 5-7
Exhibit 5-2. I-405 AM and PM Peak 3-Hour Average Travel Times, Sheet 3 of 4 ............................. 5-8
Exhibit 5-2. I-405 AM and PM Peak 3-Hour Average Travel Times, Sheet 4 of 4 ............................. 5-9
Exhibit 5-3. I-405 AM and PM Peak 3-Hour Total Person Throughput, Sheet 1 of 2 ...................... 5-11
Exhibit 5-3. I-405 AM and PM Peak 3-Hour Total Person Throughput, Sheet 2 of 2 ...................... 5-12
Exhibit 5-4. I-405 Operations – 2025 No Build AM Period ................................................................. 5-14
Exhibit 5-5. I-405 Operations – 2025 No Build PM Period .................................................................. 5-15
Exhibit 5-6. I-405 Operations – 2045 No Build AM Period ................................................................. 5-16
Exhibit 5-7. I-405 Operations – 2045 No Build PM Period .................................................................. 5-17
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July 2018
Exhibit 5-8. Renton to Bellevue Express Toll Lane System ................................................................ 5-21
Exhibit 5-9. I-405 Operations – 2025 Build AM Period ....................................................................... 5-31
Exhibit 5-10. I-405 Operations – 2025 Build PM Period ........................................................................ 5-32
Exhibit 5-11. I-405 Operations – 2045 Build AM Period ....................................................................... 5-33
Exhibit 5-12. I-405 Operations – 2045 Build PM Period ........................................................................ 5-34
APPENDICES
Appendix A Acronyms and Abbreviations .......................................................................... A-1
Appendix B Glossary .............................................................................................................. B-1
Appendix C PSRC Model Renton to Bellevue Update ........................................................ C-1
Appendix D Traffic and Revenue Forecasting ..................................................................... D-1
Appendix E Intersection Analysis Results .............................................................................. E-1
Appendix F Current Transit Routes ......................................................................................... F-1
Appendix G 3-Hour Vehicle and Person Throughput ........................................................ G-1
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Summary | Page 1
July 2018
SUMMARY
The Washington State Department of Transportation
(WSDOT) is proposing to construct the I-405, Tukwila to I-90
Vicinity Express Toll Lanes Project (MP 0.0 to 11.9) (Tukwila to
I-90 Project) and the I-405, Downtown Bellevue Vicinity
Express Toll Lanes Project (MP 11.9 to 14.6) (Downtown
Bellevue Project) to improve traffic operations and safety
performance on Interstate 405 (I-405) between Tukwila and
Bellevue. This discipline report assesses these projects’
operational and construction effects on transportation. This
report evaluates conditions if the Projects were not
constructed (No Build Alternative) and conditions with the
Projects (Build Alternative).
What is our study approach?
The project team analyzed the transportation and traffic effects
of both the Tukwila to I-90 Project and the Downtown
Bellevue Project together. Collectively, these projects are called
the I-405 Express Toll Lanes Project or the Projects. This report
discusses traffic effects of the Projects cumulatively and
includes a discussion of individual project effects. The analysis
determined effects on freeway operations and local street
intersections.
What are the existing conditions?
Traffic on I-405 in the study area is congested due to high
regional traffic demands in both directions, many hours of the
day. Congestion is present in both general purpose (GP) lanes
and high-occupancy vehicle (HOV) lanes, with high volumes
and low operating speeds. Transit vehicles that use the HOV
lanes have reduced reliability due to congestion.
What would happen if the Projects are not built?
If the Projects are not built, the growth in regional traffic
demand would further degrade traffic operations in the study
area. This would be especially noticeable in bottleneck areas,
where traffic would continue to worsen with longer queues
and more hours of congestion. Drivers unable to access the
freeway due to congestion would seek alternate routes,
including adjacent local roadways for regional trips, which
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Summary | Page 2
July 2018
would add more congestion on these limited-capacity
facilities. Transit reliability would continue to degrade, and
travel times would increase.
What would be the Projects’ effects?
The Projects would add freeway capacity, improve travel time
reliability, increase travel speed, and benefit operations on
I-405. The Projects would link existing tolled systems to create
one 40-mile toll lane system between Auburn on State Route
167 (SR 167) and Lynnwood on I-405 that would give transit
and carpool users a more reliable trip throughout the region.
The projects would improve safety performance in the study
area by reducing congestion-related crashes.
What measures would WSDOT use to avoid or minimize the Projects’ effects?
Existing capacity would be maintained during construction
activities to the extent possible. Lane or roadway closures
would be minimized and scheduled for when there is the least
effect on traffic in the study area, such as overnight and
weekend time periods.
WSDOT would coordinate with the local agencies and other
projects to prepare a Traffic Management Plan prior to making
any changes that might affect traffic flow or implement lane
closures. Local agencies, the public, school districts,
emergency service providers, and transit agencies would be
informed of the changes in advance through the media, the
Projects’ website, and an email listserv. Pedestrian and bicycle
circulation would be maintained as much as possible during
construction. For any road, bicycle lane, and/or sidewalk
closure, clearly marked detours would be provided.
Would there be any unavoidable adverse effects?
We do not foresee these projects causing any substantial,
unavoidable adverse effects on transportation.
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Introduction | Page 1-1
July 2018
INTRODUCTION
This transportation discipline report was prepared in support
of the I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project
(MP 0.0 to 11.9) Environmental Assessment (EA) and the I-405,
Downtown Bellevue Vicinity Express Toll Lanes Project (MP 11.9
to 14.6) EA.
Both projects propose to make several roadway, structural,
drainage, and transit and operational improvements to the
Interstate 405 (I-405) corridor. Because the Projects are
anticipated to be built at the same time and are located next to
each other, the Washington State Department of
Transportation (WSDOT) has decided to evaluate possible
effects on transportation in a single technical analysis because
effects would be similar and occur in a contiguous area.
Both projects are part of a comprehensive strategy identified in
the 2002 I-405 Corridor Program Final Environmental Impact
Statement and subsequent Federal Highway Administration
(FHWA) Record of Decision to reduce traffic congestion and
improve mobility along the state’s second-busiest highway.
The Projects are needed because travelers on I-405 face one of
the most congested routes in the state, particularly during
peak travel times.
Design Year and Opening Year
We analyzed traffic conditions in 2016 to represent existing
conditions, as well as conditions in an opening year of 2025
and a design year of 2045 without the Projects (No Build)
and with the Projects (Build). The design year is consistent
with the federal requirements for environmental
documentation because it is 20 or more years past the start of
construction. They represent current existing conditions, as
well as the expected construction and funding timeline for
the opening year.
Why do we analyze existing conditions?
We analyze existing conditions for
several reasons. The existing
conditions analysis allows us to
identify issues and deficiencies within
the existing transportation study
area. In addition, we use existing
data to “calibrate” our models so
that we have confidence that they
are correctly predicting future conditions.
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
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July 2018
PROJECT DESCRIPTION
Section 2 provides a description of both projects evaluated in
this report: the I-405, Tukwila to I-90 Vicinity Express Toll Lanes
Project (Tukwila to I-90 Project) and the I-405, Downtown
Bellevue Vicinity Express Toll Lanes Project (Downtown Bellevue
Project). The Tukwila to I-90 Project is described first and the
Downtown Bellevue Project follows.
What improvements are proposed with the I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project?
Exhibit 2-1 describes in detail the improvements proposed
with the Project. Exhibit 2-2, sheets 1 through 8, show the
proposed improvements on a series of maps. In general, the
Project proposes to add one lane to I-405 in each direction for
about 9 miles beginning on I-405 near SR 167 and continuing
approximately 1 mile north of I-90. The Project would also add
a general purpose (GP) (auxiliary) lane to southbound I-405
between MP 6.7 (north of N 30th Street) and 7.1 (south of NE
44th Street) and MP 9.4 (north of 112th Avenue SE) to 10.5
(north of Coal Creek Parkway). The existing high-occupancy
vehicle (HOV) lane on I-405 and the additional lane would be
operated as a two-lane express toll lane system. Additional
details describing the express toll lanes are provided in the
next question, “How would the express toll lanes work?”
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July 2018
Exhibit 2-1. Improvements Proposed with the I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project
Project Element I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project
I-405/I-5 Interchange
Exhibit 2-2, Sheet 1 − Extend the southbound left lane at the I-5 interchange west for approximately 500 feet to provide additional merge distance.
I-405 Lanes and Shoulders from SR 167 to north of I-90
Exhibit 2-2, Sheets 2 through 8
− Create a dual express toll system from MP 2.9 (northeast of the I-405/SR 167 interchange) and MP 11.9 (north of the I-405/I-90 interchange) by adding one new lane in each direction and converting the existing HOV lane to an express toll lane.
− Convert the existing HOV lane to a single express toll lane from MP 2.4 (at the I-405/SR 167 interchange) to MP 2.9 on northbound I-405 and from MP 1.6 (in Renton over Springbrook Creek) to MP 2.9 on southbound I-405.
− Add an additional GP (auxiliary) lane on southbound I-405 between MP 6.7 (north of 30th Street) and MP 7.1 (south of NE 44th Street) and MP 9.4 (north of 112th Avenue SE) to MP 10.5 (north of Coal Creek Parkway).
− Bring I-405 up to current freeway standards where feasible.
I-405 Tolling from SR 167 to north of I-90
Exhibit 2-2, Sheets 2 through 8
− Construct tolling gantries to collect the tolls for the express toll lane system (see description in the row above).
Cedar Avenue
Exhibit 2-2, Sheet 4 − Reconstruct the bridge over I-405 to widen southbound I-405.
Renton Avenue
Exhibit 2-2, Sheet 4 − Reconstruct the bridge over I-405 to widen southbound I-405.
Cedar River Bridge
Exhibit 2-2, Sheet 4 − Widen the southbound I-405 bridge over the Cedar River.
Sunset Boulevard N Interchange Area
Exhibit 2-2, Sheet 4
− Widen the I-405 northbound and southbound bridges over Sunset Boulevard N.
NE Park Drive Interchange Area
Exhibit 2-2, Sheet 5
− Widen the I-405 southbound bridge over NE Park Drive.
N 30th Street Interchange Area
Exhibit 2-2, Sheet 5
− Replace the local road overpass abutment slopes with retaining walls on both sides of I-405 and lower the southbound I-405 roadway by approximately one foot.
NE 44th Street Interchange Area
Exhibit 2-2, Sheet 6
− Replace the northbound and southbound I-405 bridges over May Creek with two new single span bridges and provide habitat improvements.
− Replace the NE 44th Street bridge over I-405. Construct new direct access ramps and two inline transit stations (one in each direction) in the I-405 median. Transit stations would include station platforms, signage, artwork, lighting, fare machines (ORCA), and site furnishings such as shelters, lean rails, benches, bollards, bicycle parking, and trash receptacles.
− Realign and reconstruct the northbound access to I-405 from a loop ramp to a new on-ramp from Lake Washington Boulevard NE.
− Build four roundabouts along local arterials.
− Construct an at-grade park-and-ride lot at Lake Washington Boulevard N and N 43rd Street with a minimum of 200 parking stalls and a roundabout (improvements would be built, but may be built by Sound Transit or others).
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July 2018
Exhibit 2-1. Improvements Proposed with the I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project
Project Element I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project
112th Avenue SE Interchange Area
Exhibit 2-2, Sheet 7
− Replace the 112th Avenue SE bridge over I-405.
− Construct new direct access ramps, two inline transit stations (one in each direction) in the I-405 median. Transit stations would include station platforms, signage, artwork, lighting, fare machines (ORCA), and site furnishings such as shelters, lean rails, benches, bollards, bicycle parking, and trash receptacles.
− Construct a roundabout on 112th Avenue SE.
− Reconfigure the Newport Hills Park-and-Ride.
Coal Creek Parkway Interchange Area
Exhibit 2-2, Sheet 7
− Construct a new southbound I-405 bridge on a new alignment. Convert the existing southbound I-405 bridge to northbound express toll lanes.
− Convert the four local road intersections on Coal Creek Parkway SE to roundabouts.
I-405/I-90 Interchange Area
Exhibit 2-2, Sheet 8 − Reconfigure the I-405 southbound to I-90 eastbound ramp from one to two lanes.
− Realign the I-405 northbound to I-90 eastbound ramp. As part of this work, construct two new bridges over the eastbound I-90 ramp to Factoria Boulevard and over Factoria Boulevard.
Fish Passage
Exhibit 2-2, Sheet 6 − Construct four fish passage crossings for unnamed tributary (UNT) 08.LW.0283 (formerly Gypsy Creek).
− Construct a fish passage crossing under I-405 mainline for Stream UNT 08.LW.7.7A.a
− Construct a fish passage crossing under I-405 mainline for Stream UNT 08.LW.7.8.a
Lake Washington Trail
Exhibit 2-2, Sheets 6 and 7 − Realign and reconstruct the existing trail west of its current location to reside in the King County’s Eastside Rail Corridor property between Ripley Lane in Renton (MP 7.7) and Coal Creek Parkway in Bellevue (MP 10.2). As part of this work, widen a portion of the King County’s Eastside Rail Corridor Regional Trail.
Noise Walls
Exhibit 2-2, Sheets 4, 6, 7 and 8 − Construct 4 new noise walls.
− Relocate 2 existing noise walls.
Stormwater Management
Exhibit 2-2, Sheets 1 through 8 − Add 46.92 acres of new PGIS and 5.7 acres of non-PGIS.
− Provide enhanced treatment for 100% of new impervious surfaces.
− Retrofit 51 percent (111.5 acres) of existing untreated PGIS and continue to treat stormwater from the 21.27 acres of PGIS that currently receives treatment.
− Treat a total of 179.69 acres of PGIS.
Construction Duration
− 5 years of construction is expected from 2019 through 2024.
− The direct access ramps and associated transit improvements at 112th Avenue SE, reconfiguring the Newport Hills Park-and-Ride lot, and building four roundabouts on Coal Creek Parkway SE may be constructed after 2024, depending on when allocated funds for these elements become available.
GP = general purpose; HOV = high-occupancy vehicle; MP = milepost PGIS = pollutant generating impervious surfaces a For these culverts, a restrictor plate will be put in place to prevent flooding until a downstream barrier is removed, at which time the restrictor plate will be removed.
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Exhibit 2-2. I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project Improvements | Sheet 1 of 8
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Exhibit 2-2. I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project Improvements | Sheet 2 of 8
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Exhibit 2-2. I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project Improvements | Sheet 3 of 8
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Exhibit 2-2. I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project Improvements | Sheet 4 of 8
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Exhibit 2-2. I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project Improvements | Sheet 5 of 8
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Exhibit 2-2. I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project Improvements | Sheet 6 of 8
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Exhibit 2-2. I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project Improvements | Sheet 7 of 8
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Exhibit 2-2. I-405, Tukwila to I-90 Vicinity Express Toll Lanes Project Improvements | Sheet 8 of 8
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
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What improvements are proposed with the I-405, Downtown Bellevue Vicinity Express Toll Lanes Project?
The Downtown Bellevue Project would extend along I-405
approximately 2.7 miles from just north of the I-90 interchange
(milepost [MP] 11.9) to north of the NE 6th Street interchange
(MP 14.6). The Project proposes the following improvements
by mile posts, as shown in Exhibit 2-3, sheets 1 and 2:
Northbound I-405, I-90 to NE 6th Street (MP 11.9
to 13.7) – Develop approximately 1.6 miles of new lane
in the northbound direction by widening or restriping
I-405 from MP 11.9 to 13.5. In this same section of I-405,
convert the existing HOV lane to an express toll lane.
The new lane coupled with the existing HOV lane
would create a dual express toll lane. Between MP 13.5
and 13.7, convert the existing HOV lane to an express
toll lane. The express toll lane would connect to the
existing express toll lanes from downtown Bellevue to
Lynnwood. Westward expansion of I-405 is proposed
south of SE 8th Street, and eastward expansion is
proposed north of SE 8th Street.
Southbound I-405, I-90 to NE 6th Street (MP 11.9
to 13.7) – From MP 11.9 to 12.5, reconfigure the existing
outside HOV lane to the inner roadway and convert
both of the existing HOV lanes to express toll lanes.
From MP 12.5 to 13.5, develop a new lane by widening
or restriping. This new lane coupled with the existing
HOV lane would result in a dual express toll lane
south of NE 4th Street. Between MP 13.5 and 13.7,
convert the existing HOV lane to an express toll lane.
The express toll lane would connect to the existing
express toll lanes from downtown Bellevue to
Lynnwood. Where new pavement is needed, eastward
expansion is proposed.
I-405 Eastside Rail Corridor Overpass (MP 12.4) –
Build a new northbound I-405 bridge structure
adjacent to the existing I-405 structure over the
Eastside Rail Corridor Regional Trail. The new
structure would carry the two express toll lanes and
the general purpose (GP) lanes would remain on the
existing structure.
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Eastside Rail Corridor Regional Trail (MP 12.09
to 12.49) – Construct a new bridge for nonmotorized
travel over southbound I-405 near MP 12.15. Build a
section of nonmotorized trail to connect with the
Eastside Rail Corridor Regional Trail.
SE 8th Street Interchange (MP 12.78) – Widen the
northbound I-405 overpass over SE 8th Street.
Main Street Overpass (MP 13.31) – Reconstruct the
Main Street bridge (photo on right) over I-405.
Northbound I-405 to SR 520 Ramp (MP 14.6) – Widen
the existing northbound off-ramp to SR 520 from two
lanes to three lanes for approximately 600 feet
beginning where the NE 10th Street on-ramp merges
onto the I-405 ramp.
Stormwater – Build new flow control and runoff
treatment facilities.
Other Improvements – Provide pavement markings,
drainage improvements, permanent signing,
illumination, intelligent transportation systems,
barriers, and tolling gantries.
Context Sensitive Solutions – Incorporate Context
Sensitive Solutions (CSS) to enhance mobility, safety,
the natural and built environment, and aesthetics
throughout the project corridor.
Property Acquisitions – Acquire portions of five
commercial and public properties to accommodate the
Project.
Minimization Measures – Implement avoidance and
minimization measures or compensate for unavoidable
effects on the environment, as described in Chapter 6,
Measures to Avoid or Minimize Effects.
What are Context Sensitive Solutions?
The Context Sensitive Solutions
(CSS) process is a model for
transportation project
development that has received
much discussion and broad acceptance. Its essence is that a proposed transportation project must be planned not only for its physical aspects and road serving specific transportation objectives, but also for its effects on the aesthetic, social, economic, and natural environment, as well as the needs, constraints, and opportunities in a larger community setting.
Existing Main Street Overpass
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
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July 2018
Exhibit 2-3. I-405, Downtown Bellevue Vicinity Express Toll Lanes Project Improvements | Sheet 1 of 2
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
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July 2018
Exhibit 2-3. I-405, Downtown Bellevue Vicinity Express Toll Lanes Project Improvements | Sheet 2 of 2
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
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July 2018
How would the express toll lanes work?
At this time, the Washington State Transportation
Commission (WSTC) has not established operational hours,
user exemptions, occupancy requirements, and operating
parameters for the express toll lanes proposed with the
Project. The WSTC would set operational requirements for the
express toll lanes prior to opening day. For this analysis, we
assumed the requirements for the current I-405, Bellevue to
Lynnwood express toll lane system would be used for this
project. These assumptions, listed below, represent the most
recent operating guidance from the WSTC for express toll
lanes:
Limited Access – The system would have designated
entry and exit points, with a buffer between the
express toll lanes and the GP lanes. These access points
would vary in length, depending on the location.
Dynamic and Destination Pricing – The I-405 express
toll lane system would use both dynamic and
destination pricing to determine a driver’s toll at the
time they enter the express toll lane. With dynamic
pricing, toll rates vary based on congestion within the
corridor to maintain performance. Electronic signs
would be used to communicate the current toll rate for
drivers. Toll rates are updated every few minutes, but
the driver’s price is set when they enter the system.
With destination pricing, the toll is based on the driver’s
destination. Toll signs would show up to three toll
rates for different toll zones, or destinations. Drivers
would pay the rate they see upon entering the express
toll lanes to reach their destination, even if they see a
different toll rate for their destination further down the
road. When both of these pricing approaches are used
together, it means that the toll that drivers pay is based
both on the congestion in the corridor and the distance
they are traveling.
Operating Hours and Good To Go! Passes – The
express toll lane system is expected to operate from
5 a.m. to 7 p.m. on weekdays, with the system toll-free
and open to all at other hours and on major holidays.
Transit, HOVs, and motorcycles would need to have a
Good To Go! pass to use the express toll lanes for free
during operating hours. Eligible HOV users would be
When would tolls be charged to use the express toll lanes?
It is assumed the express toll lanes would operate from 5 a.m. to 7 p.m. on weekdays. At all other times and major holidays, the lanes would be free and open to all without a Good To Go! pass.
During operating hours:
• Single Occupancy Vehicle (SOVs)
would pay a toll to use the lanes.
• Transit, High Occupancy Vehicle (HOV) 3+, and Motorcycles would
travel for free with a Good To Go!
pass.
• HOV 2+ would travel for free from
9 a.m. to 3 p.m. with a Good To
Go! pass. From 5 a.m. to 9 a.m.
and 3 p.m. to 7 p.m. HOV2+
would pay a toll to use the
express toll lanes with or without a
Good To Go! pass.
• Large vehicles over 10,000
pounds gross vehicle weight would not be able to use the express toll lanes at any time.
How does dynamic pricing work?
Electronic monitors along the roadway measure real-time information on speed, congestion, and number of vehicles in the express toll lanes. This information is used to determine whether tolls go up or down to optimize lane use.
As the express toll lanes become congested, toll rates increase, and
as congestion decreases, toll rates
decrease. The use of dynamic
pricing allows the lanes to operate
with high volumes, but avoid
becoming congested.
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July 2018
required to set the Good To Go! pass to the HOV mode
to avoid charges. Single-occupant vehicles (SOVs)
could choose to pay a toll to use the express toll lanes
during operating hours with or without a Good To Go!
pass.
Occupancy Requirements – During the peak periods
(weekdays from 5 a.m. to 9 a.m. and 3 p.m. to 7 p.m.),
transit vehicles and carpools with three or more
persons (HOV 3+) would be able to use the lanes for
free with a Good To Go! pass. From 9 a.m. to 3 p.m., the
system would be open toll-free to those with two or
more passengers (HOV2+) with a Good To Go! pass.
Motorcycles ride toll-free in the express toll lanes with
a Good To Go! pass. During non-operating hours, SOVs
will not be permitted to enter the express toll lanes
from ramps where access is provided directly from
local streets. SOV access would only be permitted from
freeway GP entry and exit points.
Vehicle Weight – Vehicles over 10,000 pounds gross
vehicle weight will be prohibited, which is consistent
with HOV lane restrictions throughout Washington.
Electronic Tolling – Payments would be made via
electronic tolling with a Good To Go! pass. For drivers
who choose not to use a Good To Go! Pass, WSDOT
offers optional photo billing (pay by mail) for an extra
fee.
What is the construction schedule?
Both projects are anticipated be built at the same time.
Construction is expected to last up to 5 years beginning in
2019 and ending in 2024.
What is a Good to Go! Account?
A Good To Go! account is the
cheapest and easiest way to pay tolls in Washington. With an
account, your tolls will be paid
automatically without having to
stop at a toll booth or worry about
bills in the mail. For more
information please go to:
http://www.wsdot.wa.gov/GoodTo
Go/default.htm
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July 2018
STUDY APPROACH
The project team performed a combined analysis of
transportation effects for the I-405, Tukwila to I-90 Project and
the Downtown Bellevue Project. Section 5, Project Effects,
presents the results of the analysis. This section presents the
analysis approach.
Analysis Methodology
WSDOT used several tools to conduct the transportation
analysis. Models included EMME, a regional travel demand
model; VISSIM, a freeway operations simulation model
(WSDOT 2014; FHWA 2004); Synchro, an intersection
operations model (WSDOT 2017); and SIDRA, a roundabout
operations model (WSDOT 2015).
Traffic analyses are necessary to enable FHWA approval of
interstate system access modifications and to provide traffic
data for air and noise analyses for project-level environmental
documentation. These tools were also used to provide the
traffic operations basis for the project design.
Analysis Data
The project team compiled data on the following
information in the study area:
Volume, speed, and congestion data for GP lanes,
HOV lanes, express toll lanes, high-occupancy toll
(HOT) lanes, on-ramps, and off-ramps. These data
come from permanent loop detectors embedded in
the roadway that collect continuous data. On
freeways, loops are typically spaced every 0.5 mile.
Truck data from several permanent data recorders in
the study area.
Information about where motorists are coming from
and going to, commonly referred to as origin-
destination data.
Volume and origin-destination patterns within
existing express toll and HOT lanes from tolled
transactions.
We obtained local street, peak-period, turning movement
traffic volumes from the cities of Bellevue and Renton and
supplemented these data with traffic volume counts we
What are the differences between freeway lane types?
General purpose (GP) lanes are available to all traffic.
High-occupancy vehicle (HOV) lanes are available to buses, motorcycles, vanpools, and vehicles carrying a specified number of occupants. As noted on
signs, most HOV lanes require two
passengers, while some require
three within the study area.
High-occupancy toll (HOT) lanes
and express toll lanes are available
for use by HOV users without a toll
and single-occupant vehicles (SOV)
users who choose to pay a variable
toll.
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July 2018
collected on July 13, 2016. We also collected other
transportation data, including traffic impact studies and
information regarding future transportation projects, to
develop future year traffic projections.
We used WSDOT crash data from freeways and ramps in the
study area for the latest 5-year period available, from 2012 to
2016.
Project and Related Corridors Forecasts
The project team used the Puget Sound Regional Council
(PSRC) travel demand forecast model to develop future year
traffic projections. This model predicts traffic volumes and
travel patterns based on adopted land use plans and the
expected transportation network within the region. We refined
the PSRC model to include detailed network resolution for the
I-405 and State Route 167 (SR 167) corridors, as well as
portions of SR 520, I-90, and Interstate 5 (I-5). We incorporated
supplemental data from other cities’ travel demand models
from cities located along the study area.
We refined housing, employment, and land use projections for
future year modeling. We also included future network
improvements such as planned roadway and transit projects,
including Sound Transit 3 (ST3)-funded improvements to the
corridor. We assumed some projects would be constructed by
2025, and others by 2045, based on their current completion
schedule and whether they are funded. Of note, the
I-405/SR 167 interchange Direct Connector Project, currently
under construction, would be a key component of the future
transportation network in the study area and is included in
both No Build and Build forecasting and planning.
We then developed existing, opening year, and design year
forecasts for No Build and Build (the projects) scenarios,
assuming that both projects would be built. Appendix C,
PSRC Model Renton to Bellevue Update, details the
forecasting process used to update the PSRC model for
existing conditions and No Build and includes a list of the
assumed future year roadway projects.
The operational characteristics of the Projects are discussed in
Section 5, Project Effects, for both the No Build and Build
Alternatives.
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Express Toll Lane Volumes
The Projects would connect the existing express toll lanes
between Bellevue and Lynnwood with the HOT lane system
on SR 167, using the I-405/SR 167 Direct Connector. We made
further refinements to modeling forecasts, including driver
willingness to pay tolls to develop forecasted volumes and
revenue for the full express toll lane system. Our modeling
reflects the dynamically priced express toll lane system and
assumes toll rates adjusted to optimize express toll lane use
and overall mobility. This includes a detailed origin and
destination volume data set that was used in the freeway and
local intersection analysis. Appendix D, Traffic and Revenue
Forecasting, details the process used for Build Alternative
forecasting, including projected express toll lane use and
revenue. Additional information about how WSDOT would
operate the toll lanes is provided in Section 5, Project Effects.
Freeway Analysis
The analysis team used VISSIM (Version 7.00-16), a traffic
modeling software commonly used on WSDOT projects, for
modeling existing and future year freeway operations. For the
analysis, we used VISSIM to assign vehicles to trip paths
based on travel demand patterns in the study area freeway
network. We calibrated an existing conditions model to
accurately represent field conditions, such as volumes and
speeds, and used it as the base for evaluating future
conditions.
Intersection Analysis
The quality of traffic operations at intersections is measured
using a level of service (LOS) system as defined in the
Transportation Research Board Highway Capacity Manual
(HCM) (TRB 2010). LOS refers to the degree of congestion
measured in average delay per vehicle. LOS A is the best
operating condition, with motorists experiencing minimal
delays. LOS F is the worst condition, with motorists
experiencing very high delays, and at signals, often waiting
through multiple signal cycles. This analysis reports the LOS
results for intersection operations. Exhibit 3-1 shows the LOS
and average vehicle delay criteria for signalized and
unsignalized intersections.
What are signalized and unsignalized intersections?
An intersection that uses a traffic signal to control vehicles, bicyclists, and pedestrian movements is considered a signalized intersection. An intersection that uses signs such as “Stop” and “Yield” to control movements is considered unsignalized.
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Exhibit 3-1. Level of Service Criteria for Signalized and Unsignalized Intersections
LOS Signalized Average Delay per Vehicle (seconds)
Unsignalized Average Total Delay per Vehicle (seconds) Description
A 0–10 0–10 Little or no delay
B 10–20 10–15 Short delays
C 20–35 15–25 Moderate delays
D 35–55 25–35 Long delays
E 55–80 35–50 Very long delays
F >80 >50 Failure - extreme congestion
Source: Transportation Research Board Highway Capacity Manual (2010)
We used Synchro (Version 9.1.912) to calculate the
unsignalized and signalized intersection delay and to develop
future year signal timings. To support our analysis, we used
geometric layouts, volume, and signal timing information
from the City of Bellevue, the City of Renton, and WSDOT.
For future year scenarios, the intersection timing parameters
were maintained from the existing analysis while cycle lengths
and signal timings were optimized by Synchro.
We used SIDRA (Version 6.1) to analyze roundabout
intersections. The roundabout analysis assumes the same LOS
criteria as used for signalized intersections.
Evaluation Criteria
We identified evaluation criteria to differentiate between the
No Build and Build Alternatives.
We evaluated freeway operations using vehicular volumes,
travel times, person throughput, and speed as measures of
effectiveness on mainline roadways. Differing facilities types
were considered separately (such as GP, HOV, or express toll
lane facilities). We measured speeds for a 6-hour AM and PM
peak period, while the remaining measures were evaluated for
a 3-hour peak period.
We evaluated local intersections in terms of vehicular
volumes, LOS, average vehicle delay and queuing during the
AM and PM peak hours. Safety, transit, freight, pedestrian,
and bicycle operations were evaluated qualitatively.
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Time Periods
The morning and evening commutes on freeways in the study
area last for several hours. Our traffic models replicate the AM
and PM peak commute periods, including the buildup and
dissipation of congestion using a 6-hour VISSIM model (5 a.m.
to 11 a.m., and 2 p.m. to 8 p.m.). Each model also has a 1-hour
warm up, or “seeding” period, prior to the 6-hour evaluation
period.
To capture the peak freeway operations during each commute
period, we report data from a 3-hour period in both the
morning (7 a.m. to 10 a.m.) and afternoon (4 p.m. to 7 p.m.). In
general, the AM and PM peak identified above represents, on
average, the period with the most congestion throughout the
entire study area. We selected a 3-hour average because the
corridor has variable peaking characteristics and using a
typical 1-hour peak reporting interval would under-represent
the worst traffic conditions. For example, special trip
generators such as Seattle-Tacoma International Airport (Sea-
Tac Airport) and Boeing shift changes have an early peak
hour. Other generators, such as the Microsoft Campus in
Redmond, have a peak hour during the latter part of each
period.
For the intersection analysis, we used the corridor peak AM 1-
hour and peak PM 1-hour to represent the worst-case
condition. The intersection AM peak hour is 7 to 8 a.m., and
the PM peak hour is 4 to 5 p.m.
Study Area
The freeway analysis includes mainline and ramp facilities of
the entirety of I-405 with adjacent portions of I-5, SR 167, I-90,
and SR 520, as these facilities influence operations in the study
area. We analyzed local streets and intersections in the study
area from NE 8th Street to Talbot Road S. Local intersections at
the ramp terminal intersections, as well as immediately
adjacent intersections are included in the analysis. The local
intersection analysis in this report focuses on operations at
ramp terminal intersections because these would have the
greatest impact from the Projects.
Exhibit 3-2 shows the local intersections in the study area.
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July 2018
Exhibit 3-2. Study Area Intersections
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What are the previous and current plans on the I-405 corridor?
A number of ongoing studies, plans, and projects in the area
have varying degrees of influence on the study area. The
Projects discussed in this report align with the long-range
vision of the plans presented below.
I-405 Master Plan
The I-405 Master Plan, as documented in the 2002 I-405
Corridor Program NEPA/SEPA Final Environmental Impact
Statement (WSDOT 2002), describes a 20-year-plus vision of
multimodal improvements to the freeway, transit systems, and
arterials along the I-405 corridor from Tukwila to Lynnwood.
This plan includes improvements over the 20-year period,
such as additional freeway lanes and park-and-ride facilities
and additional transit services such as bus rapid transit (BRT).
The current vision to complete the 2002 I-405 Master Plan
includes two additional lanes of capacity through the corridor,
but operating one of the additional lanes as part of a two-lane
express toll lane system (converting the existing HOV lane to
form the second express toll lane) and one additional GP lane.
The Projects would move toward this vision by constructing
one additional lane in each direction and converting the HOV
lane to a two-lane express toll lane that would operate as part
of a regional 40-mile toll lane system on SR 167 and I-405.
Tukwila to Renton Improvement Project and SR 169
to I-90 Renton to Bellevue Project
Environmental impacts of the I-405 Tukwila to Renton
Improvement Project (TRIP), (I-5 to SR 169) and the I-405, SR
169 to I-90 Renton to Bellevue Project (Renton to Bellevue
Project) were previously evaluated in 2006 and 2008,
respectively. We have already constructed some elements of
TRIP and would construct additional improvements with the
Tukwila to I-90 Project.
A summary of the remaining elements of the TRIP and Renton
to Bellevue Project is provided below. It is assumed that these
improvements would be constructed as funds become
available. Because the remaining improvements of the TRIP
and the Renton to Bellevue Project were evaluated in EAs
completed in 2008 and 2006, respectively, much of the analysis
is complete. Updates to previous environmental
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July 2018
documentation would be made as needed when future
construction stages are proposed.
Tukwila to Renton Improvement Project
The remaining elements of the TRIP that are not yet funded
are discussed in detail in Chapter 4 of the 2008 TRIP EA
(WSDOT 2008) and include the capacity improvements listed
below in addition to associated improvements to modify and
expand interchanges and local roadways, build noise walls,
construct stormwater management facilities, and construct fish
passage:
Constructing one additional GP lane in both directions
on I-405 from SR 181 through SR 167
Constructing an auxiliary lane on northbound SR 167
from S 43rd Street to I-405
Constructing one additional GP lane in each direction
on I-405 from SR 167 through SR 169
Renton to Bellevue Project
The remaining elements of the Renton to Bellevue Project are
discussed in detail in Chapter 4 of the 2006 Renton to Bellevue
EA (WSDOT 2006). These improvements include constructing
an additional GP lane in each direction on I-405 between
Renton to Bellevue and associated improvements to
interchanges, local roadways, noise walls, stormwater
management facilities, and fish passage. One of the key
components of this project discussed the addition of two GP
lanes and a buffer separation to the existing HOV lane, while
changing the HOV user requirements to 3+ carpool and transit
only from the 2+ designation as it today.
Sound Transit
We assumed there would be several projects funded through
Sound Transit within the Project corridor. In November 2016,
voters passed an expansion of the regional mass transit
system, collectively known as ST3. The ST3 package of projects
includes funding for BRT along I-405 between Lynnwood and
south Renton. The ST3 plan provides funding for freeway
stations that would allow buses to stop in the freeway right-of-
way to pick up and drop off riders. A freeway station would
be built at the NE 44th Street interchange in Renton, and
connections to this station would be provided by direct access
ramps. A freeway station at the 112th Avenue SE interchange
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July 2018
is also assumed as additional funding becomes available from
Sound Transit. While specific routing of Sound Transit BRT
has not been determined, the analysis assumes BRT would
operate in the express toll lane wherever feasible and is
included in the Build condition forecasting and analysis.
WSDOT would coordinate with Sound Transit and its partners
(such as its consultants and contractors, and other transit
agencies such as King County Metro) throughout the
development and implementation of the Projects.
Local Municipalities
The Projects pass through four separate cities and King
County. The cities of Tukwila, Renton, Newcastle, and
Bellevue provided land use and transportation input to the
regional planning process. WSDOT would coordinate with
these municipalities throughout the development and
implementation of the Projects.
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July 2018
EXISTING CONDITIONS
The existing conditions analysis encompasses the
transportation network in the study area as of spring 2016.
This section documents the conditions in the study area,
including traffic volumes, freeway and local street operations,
safety performance, transit service, freight, and nonmotorized
(pedestrian and bicycle) facilities.
Information for Existing Conditions
For the analysis, the project team developed models of
existing conditions for both freeway and intersection
operations using the data described in Section 3, Study
Approach.
The project team reviewed WSDOT volume and speed data
to determine typical operations under existing conditions.
To develop a consistent data set in the study area, we used
typical weekdays (Monday through Friday) from March 21
through May 31, 2016. We eliminated holidays and days
when traffic conditions changed due to regional road
closures. For the analysis, we used an average of 46 days for
the existing conditions.
The analysis used a 6-hour AM and 6-hour PM VISSIM
freeway model. We compiled twelve 30-minute average
freeway and ramp volumes to use for the AM and PM
models. We conducted an extensive review of each ramp
and mainline volume to confirm that the data aligned with
expected volumes, and we removed erroneous data from the
dataset.
Freeway Operations
This section discusses freeway operations on I-405 in the study
area.
Freeway Daily Traffic Volumes
We compiled the existing average weekday traffic volumes
from available data. In our analysis, these volumes represent
two-directional total volumes (for all lane types), with
northbound and southbound traffic added together. On I-
405 between I-5 and SR 167, traffic volumes are 174,000
vehicles per day and between SR 169 and SR 900, traffic
volumes are 141,000 vehicles per day. Approaching
Why did we use Mondays through Fridays from March 21 through May 31 for the existing conditions analysis?
Seasonal variation in traffic patterns typically show higher volumes in summer, which has more light and less rain. Winter, which has less light and more effects from weather, typically shows lower volumes with higher congestion. Spring typically represents an average condition.
Monday through Fridays were used instead of a typical Tuesday through Thursday because there was not a noticeable difference in average traffic volumes, and a larger number of days was desirable in the analysis.
Why use an average instead of a single typical day?
Many factors affect traffic
operations from day to day, such as weather, commute patterns, crashes, and events. An average value better accounts for this variability in congestion.
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downtown Bellevue between I-90 and SE 8th Street, I-405
carries 206,000 vehicles per day, the highest daily traffic
volume in the study area. Truck traffic makes up
approximately 8 percent of the average weekday traffic
volume, while HOV and transit vehicles with two or more
persons makes up approximately 16 percent of the average
weekday traffic volume.
Freeway Peak Period Traffic Volumes
Northbound I-405 north of NE 44th Street carries an average of
5,350 vehicles during the AM peak hour, with 35 percent in the
HOV lane. During the PM peak hour, southbound I-405 in this
section carries an average of 4,750 vehicles, with 25 percent in
the HOV lane.
North of I-90, northbound I-405 carries an average of 8,300
vehicles during the AM peak hour, with 13 percent in the
HOV lane. During the PM peak hour, southbound I-405 in this
section carries an average of 6,400 vehicles, with 17 percent in
the HOV lane.
Peak hour volumes are constrained by congestion within the
corridor. Congestion affects the total volume of traffic able to
access both GP and HOV facilities. Effects from congestion-
related constraints are discussed in the following sections.
Freeway Travel Times
We determined freeway travel times from the VISSIM
modeling efforts. We are reporting two trip pairs: from I-5 in
Tukwila to I-90 and from I-90 to SR 520. The results are an
average of the 3-hour AM peak and PM peak periods.
When traveling at the posted speed limit, the trip on I-405
between I-5 and I-90 should take about 11.9 minutes and the
trip between I-90 and SR 520 should take about 2.7 minutes.
The model considers actual field-measured vehicle speeds, so
for some segments and lane types, modeled travel times can
be faster than speed limit travel times. Exhibit 4-1 shows travel
times for existing conditions in 2016.
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Exhibit 4-1. 2016 Existing Conditions 3-Hour Peak Period Average Travel Times by Direction and Segment
I-405 Segment Lane Type Travel Time (minutes)
AM PM
Northbound I-405: I-5 to I-90 GP 29.0 15.3
HOV 15.4 13.2
Northbound I-405: I-90 to SR 520 GP 4.1 2.4
HOV 3.0 2.4
Southbound I-405: SR 520 to I-90 GP 2.5 11.0
HOV 2.5 7.6
Southbound I-405: I-90 to I-5 GP 12.7 16.8
HOV 11.7 13.4
Congestion creates longer travel times relative to the posted
speed travel time for northbound I-405 through Renton during
the AM peak period for both the GP and HOV lanes.
During the PM peak period, congestion in Bellevue creates
slow travel times for southbound I-405, affecting both the GP
and HOV lanes.
Freeway Person Throughput
Person throughput is the number of persons moved through
various freeway sections. It is measured as the number of
vehicles in a particular class (SOVs, HOVs, buses, and trucks)
multiplied by the average number of persons in each vehicle
class.
North of NE 44th Street, I-405 carries an average of
7,850 persons northbound and 5,450 persons southbound
during the AM peak hour. During the PM peak hour, this
section carries an average of 6,900 persons northbound and
6,650 persons southbound.
North of I-90, I-405 carries an average of 11,750 persons
northbound and 8,750 persons southbound during the AM
peak hour. During the PM peak hour, this section carries an
average of 9,700 persons northbound and 9,350 persons
southbound.
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Freeway Operations
Due to high regional traffic demands in both directions, I-
405 experiences congestion in the study area many hours of
the day in both the GP and HOV lanes. Key locations, or
“recurring bottlenecks” create congested conditions during
both the AM period and PM period.
The HOV lanes experience congestion in the peak travel
direction and regularly do not meet WSDOT’s performance
standard of maintaining a 45 mile-per-hour (mph) speed.
HOV lanes are over capacity in the peak travel direction.
The capacity of HOV lanes is further reduced when the
adjacent GP lanes are congested because traffic volumes are
generally high, and slower GP lanes cause HOV users to
drive more cautiously. The I-405 HOV lane in the study area
operates with open access, and HOV drivers reduce speeds
out of concern of sudden lane changes to and from the HOV
lane. The HOV lane generally operates well during off-peak
periods.
We analyzed freeway operations in terms of speed.
Temporal speed figures were developed for GP and HOV
lanes on I-405 from I-5 in Tukwila to SR 520 in Bellevue.
These figures use the VISSIM model speed output, averaged
across all lanes for each facility type (GP or HOV), and were
summarized every 0.2 mile. To depict travel speed visually
in the exhibits, it was converted into a color range
corresponding to operations over time (x-axis) and location
along the corridor (y-axis). Areas of congestion, which are
designated with average travel speeds 45 miles per hour
(mph) or lower, can be seen by the increasing presence of
yellow, red, and then black coloring representing a
degradation in speed. A green color scale is also used to show
uncongested areas. Green represents average travel speeds at
or above the posted speed limit, while other shades of green
show areas with lower speeds but still considered
uncongested. Using this color range, from the VISSIM
analysis, Exhibit 4-2 shows the 2016 existing AM period
operations by direction and lane type, and Exhibit 4-3 shows
the 2016 existing PM period operations by direction and lane
type.
What is a recurring bottleneck?
A recurring bottleneck is a localized constriction of traffic flow that occurs on a frequent and predictable basis, regardless of weather conditions, crashes, or events.
A bottleneck causes congestion because of too much traffic in one area. It can be exacerbated by the
roadway condition, such as
narrowing of the roadway or the
presence of on- or off-ramps.
Generally, slower-than-posted
speeds form upstream of a
bottleneck, while speeds closer to
posted limits occur downstream of
a bottleneck.
How does open access work?
An HOV lane with open access
means motorists can weave into
and out of the lane at any point.
This differs from a limited access
lane (such as ETLs) where
motorists may only access the
lane at designated points.
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AM Period
During the AM period in the study area, some areas
experience congestion. Listed below are the locations of
bottlenecks and how far congestion extends. Bottlenecks in the
study area affect operations in both the GP and HOV lanes:
A bottleneck begins on northbound I-405 at the NE
44th Street interchange, with congestion extending
south through the SR 167 interchange. This congestion
frequently extends onto northbound SR 167.
A bottleneck begins on northbound I-405 at the SR 520
off-ramp, with congestion extending south to the I-90
interchange area.
A bottleneck begins on southbound I-405 at the NE
30th interchange area, with congestion extending north
through the NE 44th Street interchange.
PM Period
As with the AM period, during the PM period in the study
area some areas experience congestion. Listed below are the
locations of bottlenecks and how far congestion extends.
Bottlenecks in the study area affect operations in both the GP
and HOV lanes:
A bottleneck begins on northbound I-405 at the Park
Avenue N interchange, with congestion extending
south through the I-5 interchange in Tukwila.
A bottleneck begins on southbound I-405 at the Coal
Creek Parkway interchange, with congestion extending
north through the SR 520 interchange.
A bottleneck begins on southbound I-405 at the NE
30th Street interchange, with congestion extending
north through the NE 44th Street interchange.
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Exhibit 4-2. I-405 Operations – 2016 Existing AM Period
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Exhibit 4-3. I-405 Operations – 2016 Existing PM Period
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Local Intersection Operations
We evaluated operations at 34 intersections in the study area
using Synchro to calculate the average delay experienced by
vehicles, using the methodology and criteria provided in
Section 3, Study Approach. Appendix E, Intersection Analysis
Results, shows intersection LOS results of the Synchro analysis
for each of the study area intersections.
The local intersection peak period turning movement data (as
discussed in Section 3, Study Approach) were used to
establish traffic volumes for existing conditions. Because the
turning movement data were from a variety of sources,
including single-day data collection efforts, we compared
freeway ramp volumes from WSDOT with intersection ramp
turning-movement volumes. Volumes between the two
sources were adjusted to be consistent.
In the AM peak hour under existing conditions, four
intersections operate at LOS E or worse, with an additional
four intersections with at least one approach operating at LOS
E or worse. The remaining intersections operate at LOS D or
better for all approaches.
In the PM peak hour under existing conditions, five
intersections operate at LOS E or worse, with an additional
five intersections with at least one approach operating at LOS
E or worse. The remaining intersections operate at LOS D or
better for all approaches.
While overall intersection operations show only a few
intersections at LOS E or F during the two peak periods, many
specific intersection approaches operate at LOS E or F. These
approaches create congested conditions for many users, with
queuing that can affect adjacent intersections. Queuing from
adjacent intersections may not always be reflected in LOS
performance as measured using the 2010 HCM (TRB 2010)
methodologies.
Existing Ramp Queuing
Whenever possible, WSDOT monitors and manages ramp
terminal signals to minimize ramp queuing from affecting
mainline operations.
Under existing conditions, ramp queuing at unsignalized
intersections can queue back, thus, affecting operations on the
mainline.
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Existing Safety Performance
We collected historical freeway crash information for a 5-year
period from 2012 to 2016, the most recent data available at the
time of this analysis. We are reporting crash data for two
areas: mainline I-405 from I-5 in Tukwila to I-90 and from I-90
to SR 520. In addition, we are reporting crash data for the
entire I-405 mainline study area. The crash data provided the
frequency, location, and types of crashes along the corridor.
The overall number of crashes over the 5-year period in the
study area is approximately 6,600 crashes, or approximately
1,320 crashes per year. Approximately 1,060 crashes per year
occurred between I-5 and I-90, while approximately
260 crashes per year occurred between I-90 and SR 520.
In the northern end of the study area, the Bellevue-to-
Lynnwood express toll lanes were constructed and opened to
traffic in the study period, which altered lane configurations
from NE 6th Street to the north in Bellevue. In this small
overlapping study segment, within the 5-year dataset there
were no noticeable changes in crashes because of the Bellevue
to Lynnwood Project.
When we analyze crashes based on severity, we look at
different crash types, including property damage only, injury,
and fatal. A crash is classified as an injury or fatal based on the
most severe injury level sustained in a crash. Most of the
reported crashes in the study area resulted in property
damage only. Approximately 30 percent of the total crashes
resulted in an injury to at least one or more persons in the
crash. We further analyze serious injury and fatal crashes in
more detail below. Over the 5-year reporting period, four fatal
crashes were reported in the Projects study area:
In March 2012, on southbound I-405 at MP 0.59 at
1 a.m., a vehicle struck another vehicle while
attempting to change lanes. Driving under the
influence and exceeding a reasonable speed were
reported as contributing factors of the crash. Lighting
conditions were reported to be dark with street lights
turned off, and the weather was reported to be
clear/partly cloudy.
In May 2013, on the northbound I-405 on-ramp from
112th Avenue SE at MP 9.69 at 11 p.m., a pedestrian
was struck under dry and street-lit conditions.
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In August 2013, on southbound I-405 at MP 11.77 at
5 a.m., a vehicle struck a deer and was subsequently
rear-ended under dark and wet conditions.
In September 2013, on southbound I-405 at MP 13.33
south of the NE 6th Street direct access on-ramp at
10 p.m., a vehicle was rear-ended and struck the
concrete median barrier under street-lit conditions.
Driving under the influence and exceeding a
reasonable speed were reported as contributing factors
of the crash.
There were also 27 reported serious injury crashes on I-405
over the 5-year reporting period. Of these crashes, the
following trends were observed:
Two-thirds of the crashes (18 of 27) occurred on
northbound I-405
30 percent occurred during the weekday evening
commute
37 percent struck a fixed object
Approximately 48 percent of all crashes occurred during peak
weekday travel times (6 a.m. to 10 a.m. and 3 p.m. to 7 p.m.),
with the remaining 52 percent of crashes occurring outside of
these times on weekdays and on weekends. These 4-hour peak
periods see heavier congestion and higher volumes; they make
up about 25 percent of the total weekly hours but account for
almost half of the total crashes. During these peak hours, crash
history had the following distributions:
74 percent rear end
22 percent sideswipe
3 percent fixed object
1 percent other types
Rear end and sideswipe make up most of the crashes; these
crashes are typically associated with congested conditions. Of
these peak period crashes, approximately 72 percent were
property damage-only crashes, with 28 percent resulting in an
injury. During the peak periods, the most common
contributing factors were driver distraction or inattention (24
percent), exceeding a reasonable safe speed (27 percent), and
following too closely (23 percent).
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For the crashes during the off-peak periods (outside the
identified weekday peak periods of 6 a.m. to 10 a.m. and 3
p.m. to 7 p.m.) the distribution of crash types was as follows:
64 percent rear end
22 percent sideswipe
11 percent fixed object
3 percent other types
Rear-end and sideswipe make up a majority of the crashes.
During the off-peak periods, approximately 67 percent were
property damage only crashes, with 32 percent resulting in an
injury and less than 1 percent resulting in a fatality (the three
crashes discussed earlier). During the off-peak periods, the
most common contributing factors were exceeding a
reasonable safe speed (29 percent), driver distraction or
inattention (23 percent), and following too closely (21 percent).
Most crashes under existing conditions are rear-end or
sideswipe (91 percent), which are typically associated with
congested conditions.
Exhibit 4-4 shows the proportion of crashes by severity and by
crash type. The exhibit groups any crash that involved an
injury in the ”injury” category, including serious injury
crashes.
Existing Transit Network
Currently, transit service is available throughout the study
area on local streets, as well as on SR 167 and I-405. King
County Metro Transit (Metro) and Sound Transit provide
service. All bus routes in the study area offer weekday service,
and three routes also offer weekend service. We further
describe existing transit service in the study area in
Appendix F, Current Transit Routes.
Metro has 12 bus routes in the study area, and 8 of these
routes use a portion of I-405 for their trip. Most of these routes
provide local and regional service. Sound Transit has three
express bus routes that use a portion of I-405. These routes
provide service to major regional destinations such as Sea-Tac
Airport, Overlake, and Downtown Bellevue. Where possible,
transit vehicles use HOV lanes.
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Exhibit 4-4. Safety Performance Analysis Results
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Bus routes traveling on I-405 provide service to five main
park-and-ride lots located along and near I-405 in the study
area:
Wilburton at SE 8th Street
Newport Hills at 112th Place SE
South Renton at S Grady Way/Shattuck Avenue S
South Bellevue at Bellevue Way/112th Avenue SE
Eastgate at SE Eastgate Way and 141st Avenue
Transit vehicles can use the HOV bypass lanes located at
many freeway on-ramp locations in the study area. These
lanes allow transit vehicles to bypass ramp meters to minimize
delay. Transit vehicles also use the NE 6th Street direct access
ramp that provides access directly to HOV lanes connecting
into downtown Bellevue and the Bellevue Transit Center.
Transit vehicles experience delay because congestion is
present throughout peak periods under existing conditions the
in HOV lanes throughout the study area. This reduces transit
reliability and creates more transit travel time variability.
Transit agencies that use the corridor must account for this
variability in their budgeting and time schedules.
Existing Freight Mobility
I-405 is a major carrier of freight traffic in east King County.
Trucks make up about 8 percent of daily traffic on I-405 in the
study area, with major freight origin and destinations
throughout the area. The Green River Valley is a major
industrial zone and I-405 is the major access corridor for
freight to I-90.
Existing Nonmotorized Network
We define pedestrian and bicycle modes of travel as
nonmotorized, which is a broad term to represent human-
powered means of travel. While a primary function of
roadways is to accommodate vehicles and transit, roadways
also support nonmotorized transportation modes. Although
pedestrian and bicycle travel are prohibited on freeway
facilities in the study area, several nonmotorized facilities are
located in and adjacent to the study area.
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Two pedestrian crossings of I-405 in the study area are served
by off-street paths. In Renton, the Cedar River Trail crosses
under I-405 south of the SR 169 interchange. The Mountain-to-
Sound Greenway, also known as the I-90 rail, connects Seattle
and Mercer Island to Bellevue and runs parallel to I-90.
The Lake Washington Trail runs along the west side of I-405
between the NE 44th Street interchange and the Coal Creek
Parkway interchange.
For roads that cross I-405 in the study area, sidewalks are
provided on one or both sides of the road except along 112th
Avenue SE, which has a wide shoulder along the north side of
its interchange with I-405. Dedicated bicycle lanes are
provided on some roads crossing I-405, including Benson
Road and N 30th Street in Renton.
What is an off-street path?
WSDOT defines an off-street path as a facility physically separated from motorized vehicular traffic within the highway right-of-way or on an exclusive right-of-way. It is designed and built primarily for bicycles but can be used by other nonmotorized users.
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PROJECT EFFECTS
This section compares the Projects’ effects using the evaluation
criteria described in Section 3, Study Approach, for the No
Build and Build (with the Projects) conditions analysis for both
the opening year and design year.
The clearest way to display the differences is to show the No
Build and Build Alternatives in the same graphics. Many of
these figures are introduced in the No Build sections and are
also referred to in later sections for the Build Alternative (with
the Projects).
No Build
No Build would include the continuation of WSDOT routine
maintenance in the study area, which would consist of any
short-term minor construction necessary for continued
operation of the existing I-405 facility. It would also include
minor safety improvements as required within the Project
limits.
Assumed future year roadway projects, as discussed in
Section 3, Study Approach, and Appendix C, PSRC Model
Renton to Bellevue Update, are included in the No Build
analysis. Of note in the study area, the No Build scenario
includes the I-405/SR 167 Direct Connector Project, which
would provide a center-to-center (the leftmost inside lanes)
connection between northbound SR 167 and northbound I-405
and between southbound I-405 and southbound SR 167. With
the No Build, this Direct Connector Project would be operated
as an HOV 2+ facility, matching the HOV occupancy
requirements of the I-405 HOV lane and the SR 167 HOT lane.
No Build Daily Traffic Volumes
The transportation analysis defined weekday daily traffic
volumes as two-directional totals (HOV and GP) with
northbound and southbound freeway traffic added together.
Future regional population and employment growth is
anticipated in the region, so freeway traffic demand would
continue to increase in the future.
In 2025 with the No Build, volumes on I-405 between I-5 and
SR 167, traffic volumes are expected to be 191,000 by 2025,
which is an increase of 10 percent compared to existing
conditions. Between SR 169 and SR 900 on I-405, there would
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be 170,000 vehicles per day, an increase of 21 percent
compared to 2016 existing conditions. I-405 approaching
downtown Bellevue, between I-90 and SE 8th Street, would
have 255,000 vehicles per day, an increase of 24 percent over
2016 existing conditions. In 2045, daily traffic volumes would
increase to 203,000 north of I-5, 179,000 north of SR 169 and
264,000 north of I-90. Congestion during the peak commute
periods limits growth. Most daily traffic volume growth
would occur outside the peak travel periods.
No Build Peak Period Traffic Volumes
With No Build, travel demand would increase the intensity
and duration of congestion on I-405 during the AM and PM
peak travel periods. Parts of the study area that are generally
considered the off-peak travel direction would have higher
traffic volumes and increased congestion. During peak travel
periods, this increased congestion would reduce the number
of vehicles able to travel through certain portions of the study
area with the No Build as compared to 2016 existing
conditions without any capacity changes.
We used the VISSIM model to analyze freeway operations for
the 2025 and 2045 No Build. Exhibit 5-1 shows graphically the
peak 3-hour, directional traffic volumes along I-405 from the
model. Appendix G, 3-Hour Vehicle and Person Throughput,
provides this information in tabular format.
Regional congestion limits the number of vehicles able to
access I-405 with existing conditions, and this would remain
true for future years with the No Build. Therefore, limited
traffic volume growth would occur during the peak hour. In
fact, some areas, such as southbound I-405 during the 2025
and 2045 No Build peak period in downtown Bellevue would
have lower traffic volumes than existing conditions because
the roadway capacity would be reduced as a result of
bottlenecks in Bothell and Kirkland, which would limit the
amount of traffic able to be served during the peak period.
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Exhibit 5-1. I-405 AM and PM Peak 3-Hour Total Volumes, Sheet 1 of 2
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Exhibit 5-1. I-405 AM and PM Peak 3-Hour Total Volumes, Sheet 2 of 2
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No Build Freeway Travel Times
Freeway travel times from the VISSIM modeling efforts were
collected for two trip pairs, from I-5 in Tukwila to I-90 and
from I-90 to SR 520. Exhibit 5-2 shows the reported average
3-hour travel times for existing, 2025, and 2045 No Build and
Build for GP and HOV/express toll lane trips.
When traveling at the posted speed limit (60 mph), the trip
between I-5 and I-90 should take about 11.9 minutes and the
trip between I-90 and SR 520 should take about 2.7 minutes.
During the AM period, northbound I-405 experiences heavy
congestion in Renton, which would continue to worsen in the
future without the Projects. During the PM period,
southbound I-405 experiences high congestion through
downtown Bellevue into the Coal Creek Parkway interchange
area and at points farther south in Renton, which would
continue to worsen in the future. Vehicle travel times in both
segments would increase for GP and HOV with the 2025 and
2045 No Build.
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Exhibit 5-2. I-405 AM and PM Peak 3-Hour Average Travel Times, Sheet 1 of 4
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Exhibit 5-2. I-405 AM and PM Peak 3-Hour Average Travel Times, Sheet 2 of 4
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Exhibit 5-2. I-405 AM and PM Peak 3-Hour Average Travel Times, Sheet 3 of 4
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Exhibit 5-2. I-405 AM and PM Peak 3-Hour Average Travel Times, Sheet 4 of 4
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No Build Freeway Person Throughput
Person throughput is the number of persons moved through
various freeway sections, which accounts for the occupancy of
the different vehicles using the system. Exhibit 5-3 shows peak
3-hour, directional person throughput on I-405 for existing
conditions, No Build, and Build. Appendix G, 3-Hour Vehicle
and Person Throughput, provides this information in tabular
format.
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Exhibit 5-3. I-405 AM and PM Peak 3-Hour Total Person Throughput, Sheet 1 of 2
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Exhibit 5-3. I-405 AM and PM Peak 3-Hour Total Person Throughput, Sheet 2 of 2
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No Build Freeway Operations
Exhibits 5-4 through Exhibit 5-7 show the 2025 and 2045 No
Build, AM, and PM period operations by direction and lane
type from the VISSIM analysis.
Operations would degrade at existing bottleneck locations
with the 2025 and 2045 No Build. The reduction in
operations would affect both GP and HOV lane speeds and
volumes throughout the study area. While demand would
increase in these congested sections, the total throughput
volume during congested periods would be typically similar
to existing conditions and, in some cases, would decrease
due to decreased capacity through bottlenecks.
In both 2025 and 2045, freeway speeds under No Build
would be slower compared to existing conditions. During
the AM peak period, the extent and duration of congestion
would continue to degrade. On northbound I-405, congestion
would extend between NE 44th Street and I-5 and spill back
onto northbound SR 167 and I-5. The northbound HOV lane
would also operate with slow speeds.
During the PM peak period, the bottleneck at Coal Creek
Parkway on southbound I-405 would remain. Congestion
would continue to spill back from this location, through
downtown Bellevue and into south Kirkland. The I-90 and
SR 520 mainlines would also be affected by congestion spilling
back from this location. The HOV lane would continue to
operate poorly through this area. Farther south, congestion
would continue to occur in Renton. By 2045, congestion would
occur throughout most interchanges along southbound I-405.
Congestion on northbound I-405 would also continue, starting
near the NE Park Drive interchange, and extending south to
I-5 in both 2025 and 2045.
How reliable would the HOV lanes be under No Build?
This section details the speed performance of HOV lanes over entire segments throughout the 6-hour peak period. During the most congested periods at bottleneck locations, HOV facilities would experience congestion that would limit the reliability of transit and carpool trips.
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Exhibit 5-4. I-405 Operations – 2025 No Build AM Period
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Exhibit 5-5. I-405 Operations – 2025 No Build PM Period
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Exhibit 5-6. I-405 Operations – 2045 No Build AM Period
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Exhibit 5-7. I-405 Operations – 2045 No Build PM Period
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No Build Local Intersection Operations
We analyzed future year traffic operations using Synchro for
signalized and unsignalized intersections and Sidra for
roundabouts. These models calculate intersection LOS and
delay for the No Build. Appendix E, Intersection Analysis
Results, shows results of the local intersection analysis, with
both Synchro and Sidra results presented with the 2025 and
2045 No Build.
Higher traffic demands are expected at all study intersections,
which would degrade operations compared to existing
conditions; however, most of the projected growth would
occur outside the peak hour because network congestion
would limit the amount of additional volume during the peak
hour.
We developed future No Build Synchro models that
considered volume forecasts and optimized signal timings. As
with existing conditions, queuing from adjacent intersections
may not always be reflected in LOS performance as measured
using HCM methodologies.
The No Build modeling results show similar failing
intersections as existing conditions, despite higher demand. By
2025, improvement projects would add capacity to the
two-ramp terminal intersections at NE 44th Street and the
intersection of NE 44th Street and Seahawks Way. We expect
these three intersections to be signalized and have additional
capacity. These improvements are required mitigation by new
developments near the interchange. These three intersections
would operate better than in 2016, despite traffic volume
increases, because of these improvements.
Under No Build in the 2025 AM peak hour, two intersections
would operate at LOS E or worse, with an additional five
intersections operating with at least one approach at LOS E or
worse. The remaining intersections would operate at LOS D or
better. In the 2045 AM peak hour, three intersections would
operate at LOS E or worse, with an additional five
intersections with at least one approach operating at LOS E or
worse. The remaining intersections would operate at LOS D or
better.
In the 2025 PM peak hour, four intersections would operate at
LOS E or worse, with at least one approach operating at LOS E
or worse. The remaining intersections would operate at LOS D
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or better. In the 2045 PM peak hour, eight intersections would
operate at LOS E or worse, and four additional intersections
would operate with at least one approach operating at LOS E
or worse. The remaining intersections would operate at LOS D
or better.
No Build Ramp Queuing
WSDOT monitors and manages ramp terminal signals to
minimize ramp queueing from affecting I-405 mainline
operations whenever possible. Under existing conditions,
ramp queuing at ramp terminal intersections can queue back
and affect traffic operations on the mainline. While some
signalized ramp terminal approaches may operate at LOS E or
F, the anticipated queue length would not exceed provided
capacities.
No Build Safety Performance
As described in previous sections, I-405 would become more
congested with No Build compared to 2016 existing
conditions. The resulting congestion is assumed to increase the
number of congestion-related crashes in the study area.
No Build Transit Operations
Transit vehicles experience delay because congestion is
present throughout peak periods under existing conditions in
HOV lanes throughout the study area. Congested conditions
would continue to worsen in No Build future years, thus,
further degrading transit operations. This would reduce
transit reliability and create more transit travel time
variability. Transit agencies that use the I-405 in the study area
would be required to account for this increased variability in
their budgeting and time schedules in the future. Funded
transit investments as part of the ST3 package include BRT
within the study area that anticipates the use of express toll
lanes for speed and reliability. With No Build, the Sound
Transit BRT system would not operate within an express toll
lane through any portion of the study area, which would
decrease reliability.
No Build Freight Mobility
With No Build, freight would be affected by increased
congestion relative to existing conditions. This increase in
congestion would affect freight routes throughout the study
area for additional hours of congestion relative to existing
conditions.
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No Build Pedestrian and Bicycle Facilities
Pedestrian travel and bicycle travel would continue to be
prohibited, as they are now, on I-405 under No Build. Current
pedestrian and bicycle travel provided in the area would
remain with the No Build, with area agencies planning to
improve connections for the current Eastside Rail Corridor
Regional Trail beyond the existing facility.
Build
Build Description
The Build Alternative includes all the assumed future year
roadway projects included under No Build and the elements
discussed in Section 2, Project Description, for the Tukwila to
I-90 Project and the Downtown Bellevue Project. With the
Build Alternative, the I-405/SR 167 Direct Connector would be
part of the regional 40-mile-long toll lane system and would
operate as a tolled facility.
Regional Tolling with the Build Alternative
The Tukwila to I-90 Project and Downtown Bellevue Project
are key components of a regional express toll lane system.
These projects would connect the existing Bellevue-to-
Lynnwood express toll lane system to the SR 167 HOT lane
system. The I-405/SR 167 interchange direct connector ramps
would connect the SR 167 system to the I-405 system. The SR
167 system is assumed to be converted to an express toll lane
system with destination pricing. Additional discussion
regarding destination-based pricing is provided in the section
below.
When these projects open, there would be one combined
40-mile-long toll lane system between Auburn and Lynnwood.
If the SR 167 system is not converted to an express toll lane,
the projects, along with the I-405/SR 167 Direct Connector,
would still link the two existing systems. With the projects, a
user would be able to use all three systems during their trip.
Exhibit 5-8 shows the extents of the express toll lane system in
the study area, proposed access locations, fare zones, and
system decision points.
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Exhibit 5-8. Renton to Bellevue Express Toll Lane System
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Express Toll Lane Operations
At this time, the Washington State Transportation
Commission (WSTC) has not established operational hours,
user exemptions, occupancy requirements, and operating
parameters for the express toll lanes proposed with the
Project. The WSTC would set operational requirements for the
express toll lanes prior to opening day. For this analysis, we
assumed the requirements for the current I-405, Bellevue-to-
Lynnwood express toll lane system would be used for this
Project. These assumptions, listed below, represent the most
recent operating guidance from the WSTC for express toll
lanes:
Limited Access – The system would have designated
entry and exit points, with a buffer between the
express toll lanes and the GP lanes. These access points
would vary in length, depending on the location.
Dynamic and Destination Pricing – The I-405
express toll lane system would use both dynamic and
destination pricing to determine the travelers toll at
the time they enter the express toll lane. With
dynamic tolling, rates vary based on congestion
within the corridor to maintain performance.
Electronic signs would be used to communicate the
current toll rate for drivers. Toll rates are updated
every few minutes, but the driver’s price is set when
they enter the system. With destination pricing, the
toll price is based on the driver’s destination. Toll
signs would show up to three toll rates for different
toll zones, or destinations. Drivers would pay the rate
they see upon entering the express toll lanes to reach
their destination, even if they see a different toll rate
for their destination farther down the road. When
both pricing approaches are used together, it means
that the toll that drivers pay is based both on the
congestion in the corridor and the distance they are
travelling.
Operating Hours and Good To Go! Passes – The
express toll lane system is expected to operate from
5 a.m. to 7 p.m. on weekdays, with the system toll-free
and open to all at other hours and on major holidays.
Transit, HOVs, and motorcycles would need to have a
Good To Go! pass to use the express toll lanes for free
How does dynamic pricing work?
Electronic monitors along the roadway measure real-time information on the speed, congestion, and number of vehicles in the express toll lanes. This information is used to determine whether tolls go up or down to optimize lane use.
As the express toll lanes become
congested, toll rates increase, and
as congestion decreases, toll rates
decrease. The use of dynamic
pricing allows the lanes to operate
with high volumes but avoid
becoming congested.
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during operating hours. Eligible HOV users would be
required to set the Good To Go! pass to the HOV mode
to avoid charges. SOVs could choose to pay a toll to
use the express toll lanes during operating hours
with or without a Good To Go! pass.
Occupancy Requirements – During the peak periods
(weekdays from 5 a.m. to 9 a.m. and 3 p.m. to 7 p.m.),
transit vehicles and carpools with three or more
persons (HOV 3+) would be able to use the lanes for
free with a Good To Go! pass. From 9 a.m. to 3 p.m.,
the system would be open toll-free to those with two
or more passengers with a Good To Go! pass.
Motorcycles ride toll-free in the express toll lanes
with a Good To Go! pass. During non-operating hours,
SOVs will not be permitted to enter the express toll
lanes from ramps where access is provided directly
from local streets. SOV access will only be permitted
from freeway GP entry and exit points.
Vehicle Weight – Vehicles over 10,000 pounds gross
vehicle weight would be prohibited, which is
consistent with HOV lane restrictions throughout
Washington.
Electronic Tolling – Payments would be made via
electronic tolling with a Good To Go! pass. For drivers
who choose not to use a Good To Go! Pass, WSDOT
offers optional photo billing (pay by mail) for an extra
fee.
Express Toll Lane Access
Express toll lane access would be provided via a combination
of direct access ramps and weaving areas, as shown in
Exhibit 5-8. Four interchanges would provide direct access to
the express toll lanes. Where direct access ramps are not
present, access to and from the express toll lanes would be
provided via weaving areas. Each weaving area would have a
skip stripe between the express toll lane and GP lanes,
indicating access is allowed. Advance signage ahead of direct
access ramps and weaving areas would show the appropriate
freeway exits at each access point and the given toll rate(s) to
enter the express toll lanes.
When would tolls be charged to use the express toll lanes?
It is assumed the express toll lanes would operate from 5 a.m. to 7 p.m. on weekdays. At all other times and major holidays, the lanes would be free and open to all without a Good To Go! pass.
During operating hours:
· SOVs would pay a toll to use the
lanes.
· Transit, HOV 3+, and motorcycles
would travel for free with a Good To
Go! pass.
· HOV 2+ would travel for free from
9 a.m. to 3 p.m. with a Good to Go!
pass. From 5 a.m. to 9 a.m. and 3
p.m. to 7 p.m., HOV 2+ would pay a
toll to use the express toll lanes with
or without a Good To Go! pass.
· Large vehicles over 10,000
pounds gross vehicle weight would
not be able to use the express toll
lanes at any time.
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Express Toll Lane Management and Rate Setting
Posted toll rates would be based on real-time traffic
conditions. Similar to the Bellevue-to-Lynnwood express toll
lane system, we expect toll rates to be updated every few
minutes based on how many cars are in the express toll lanes
and how fast they are going. We would operate the system to
keep express toll lane traffic moving and would set the toll
rates to accomplish this goal.
Tolls would be collected in the express toll lanes to manage
traffic conditions, not for revenue generation. When traffic is
flowing and there is available capacity in the express toll lanes,
we would set toll rates to encourage more cars to use them.
Conversely, as the lanes start to fill up, toll rates would rise to
discourage too many cars from entering the lanes so we can
provide a reliable and efficient trip. When I-405 becomes a
tolled facility in the study area, FHWA performance metrics
requires the express toll lanes to operate so that carpools,
transit, and paid users receive a reliable trip at 45 mph for 90
percent of the time.
We projected tolled volume, rates, and revenue for the full 40-
mile express toll lane system. Peak-period, peak-direction toll
rates are projected to reach and exceed the current $10.00 toll
cap in place for the Bellevue-to-Lynnwood express toll lane
system in both 2025 and 2045 and exceed $10.00 in the Renton
to Bellevue system by 2045. The express toll lanes are expected
to operate at capacity through congested sections of the I-405
corridor. This analysis allowed toll rates to exceed the current
$10.00 WSTC-set maximum toll rate to represent a condition in
which the express toll lanes would be expected to meet the
WSTC’s policy to manage demand so that carpools, transit,
and paid users receive a reliable trip.
Further WSTC action would dictate tolling policy updates. We
anticipate any policy changes to remain consistent with the
express toll lane purpose to manage demand. If future tolling
policy is inconsistent with the assumptions of this report,
operations in the express toll lane system and adjacent GP
lanes would be different than what is described herein.
Notably, if the current $10.00 toll cap is maintained into the
future, express toll lane system performance would degrade
compared to the results presented in this report.
What is a system decision point?
A Decision Point is the location
between express toll lane facilities
where a user makes the choice to
continue in the express toll lane by
paying a new and separate toll or
exit from the express toll lane into
the GP lanes without incurring an
additional charge.
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System Decision Points and Fare Zones
The Projects would connect the existing Bellevue-to-
Lynnwood express toll lanes to the SR 167 HOT lanes;
however, each toll lane “system” would operate independent
of each other. A decision point is the location between each
toll lane system where a user makes a choice. A user can
continue in the express toll lane by paying a new and separate
toll or exit the express toll lane into the GP lanes without
incurring an additional charge. At each system decision point,
a toll rate sign would include destinations that were not
displayed in the previous express toll lane system. With the
Projects, system decision points would be located near NE 6th
Street in Bellevue and SR 167 in Renton.
The Projects’ express toll lanes would have destination-based
pricing. We expect to have three fare zones between SR 167
and NE 6th Street. The fare zones are indicated in green in
Exhibit 5-8. Dynamic message signs would show a toll rate for
each available destination zone. A user’s trip would be
assigned the toll rate associated with a destination fare zone as
displayed on the sign when the vehicle entered the express toll
lane. Any express toll lane exit in that zone would be charged
the same toll rate until a user passes the next-listed road and
enters a new fare zone. Similar to the Bellevue-to-Lynnwood
express toll lane system, a user would only pay the toll rate for
the fare zone where they exit the express toll lanes.
Toll Revenue
Federal law and state law provide specific requirements on
how toll revenues can be used. Federal law regarding the use
of toll revenues is contained in 23 USC Section 129 (a)(3). This
law states that all toll revenues received from operation of the
toll facility are used for such things as debt service, a
reasonable return on investment for any private financers of
the project, operations and maintenance costs, and payments
associated with any public-private partnership agreements.
In addition to these federal requirements, the RCW 47.56.820
requires that all revenue from an eligible toll facility must be
used only to construct, improve, preserve, maintain, manage,
or operate the eligible toll facility on or in which the revenue is
collected. Similar to the federal law, expenditures of toll
revenues must be approved by the state legislature and must
be used only to cover operations and maintenance costs; to
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repay debt, interest and other financing costs; and to make
improvements to the eligible toll facilities.
As required by state law, all toll revenue generated from the
Projects’ express toll lanes would be used to construct,
improve, preserve, maintain, manage, or operate the I-405
corridor.
Build Express Toll Lane Transition Areas
The Projects’ express toll lane system would connect into
existing facilities at the southern and northern terminus. As
discussed in the previous section, the Projects’ express toll lane
system would connect with the Bellevue-to-Lynnwood
express toll lane system to the north and the SR 167 HOT
system to the south. This section discusses the terminus areas
of the express toll lane system in the study area.
Northern Terminus: Southbound
Currently, the two-lane portion of the Bellevue-to-Lynnwood
express toll lane system terminates with a single lane exit to
NE 6th Street, and the second express toll lane transitions to an
HOV 2+ lane. An access area is provided for toll-paying users
to exit into the GP lanes and the HOV 2+ users to weave into
the new HOV 2+ lane. With the Projects, the single lane would
continue as an express toll lane and a second express toll lane
would begin as an add-lane from the NE 6th Street
southbound on-ramp. There would be a mainline access point
at the NE 6th Street interchange area.
Northern Terminus: Northbound
Currently, the two-lane portion of the Bellevue-to-Lynnwood
northbound express toll lane system begins by transitioning
from a single HOV 2+ lane to a single express toll lane south of
the NE 6th Street interchange, with the second express toll
lane forming as an add-lane from the NE 6th Street
northbound on-ramp (see Exhibit 2-2 in Section 2, Project
Description). There is a transition area for HOV 2+ users to exit
the lane and express toll lane users to enter the lane. With the
Projects, there would be two express toll lanes south of this
area, with a single-lane exit to the NE 6th Street exit ramp and
the second express toll lane continuing as a single express toll
lane through the NE 6th Street interchange area. The second
express toll lane from the NE 6th Street northbound on-ramp
would match existing conditions. There would be a mainline
access point within the NE 6th Street interchange area.
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I-405/SR 167 Direct Connector
The I-405/SR 167 direct connector ramps would operate as an
HOV 2+ lane matching the HOV designation on I-405 in the
study area prior to the Projects’ opening. With the Projects,
this HOV facility would be converted along with the existing
I-405 HOV lane to be part of the express toll lane system,
which would give express toll lane users on SR 167 and I-405
the option to use both facilities without exiting the express toll
lane system. We assume the I-405/SR 167 would be tolled
during normal operating hours and is a toll system decision
point.
Southern Terminus: Southbound
The two-lane express toll lane system through Renton would
have a single lane continue south through the SR 167
interchange, while the leftmost express toll lane would drop
into the southbound I-405 to southbound SR 167 direct
connector ramp. The single-lane would end south of SR 167,
where there would be a transition area for express toll lane
users to exit the lane and HOV users to enter the lane as it
transitions to a HOV 2+ lane heading toward the I-5
interchange. Lane configurations and HOV designations on I-
405 approaching I-5 would remain unchanged from existing
conditions.
Southern Terminus: Northbound
The two-lane express toll lane system through Renton would
begin with a single-lane add from the northbound SR 167 to
northbound I-405 direct connector ramp. The second lane
would begin at the SR 167 interchange, where the single HOV
2+ lane would transition to an express toll lane. There would
be a transition area for express toll lane users to enter the lane
and HOV users who do not wish to use the express toll lane to
exit the lane south of SR 167. Lane configurations and HOV
designations on I-405 between I-5 and SR 167 would remain
unchanged from existing conditions.
Build Daily Traffic Volumes
The transportation analysis defined weekday daily traffic
volumes as two-directional totals (HOV and GP) with
northbound and southbound traffic added together. We
anticipate future regional population and employment growth
in the region, so freeway traffic demand would continue to
increase in the future.
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With the Build Alternative in 2025, I-405 between I-5 and SR
167, total daily traffic volumes are expected to be 200,000,
which is an increase of 5 percent compared to 2025 No Build.
SR 169 and SR 900 would carry 200,000 vehicles per day, an
18 percent increase over the 2025 No Build. Approaching
downtown Bellevue between I-90 and SE 8th Street, I-405
would carry 279,000 vehicles per day, a 9 percent increase over
2025 No Build. In 2045 with the Projects, there would be
206,000 vehicles per day north of I-5, 215,000 vehicles per day
in the segment north of SR 169 and 297,000 vehicles per day in
the segment north of I-90. This represents an increase of
20 percent between SR 169 and SR 900 and 13 percent between
I-90 and SE 8th Street over the 2045 No Build.
Build Peak Period Traffic Volumes
Similar to the No Build, we used the VISSIM model to analyze
freeway operations for the 2025 and 2045 Build. Exhibit 5-1
shows peak 3-hour, directional traffic volumes on I-405 for
existing, No Build, and Build.
The Build Alternative would increase capacity, which would
allow more vehicles to use I-405 during the peak period. We
expect the additional capacity to be fully utilized in the peak
directions of travel in 2025. Limited volume growth between
2025 and 2045 is forecasted, as shown in Exhibit 5-1. We
anticipate all lanes would be fully utilized in 2025 and 2045 in
the peak commute direction during the peak hour.
Build Freeway Travel Times
We determined freeway travel times from the VISSIM
modeling efforts. We are reporting two trip pairs: from I-5 in
Tukwila to I-90 and from I-90 to SR 520. Exhibit 5-2 shows the
reported travel times for existing, 2025, and 2045 No Build and
Build Alternatives.
During the AM period, the Projects would improve congestion
in the Renton area on northbound I-405. Travel times would
decrease in both the GP and express toll lanes compared to No
Build. Travel times on southbound I-405 would also decrease
with the Projects. A travel time increase would occur on one
segment of northbound I-405 between I-90 and SR 520 as the
Project would allow more vehicles to reach the bottleneck at
SR 520. Due to worse congestion at this location, travel times
would increase.
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During the PM period, southbound I-405 experiences high
congestion at the Coal Creek Parkway interchange area and at
points farther south in Renton with the No Build. The Projects
would improve congestion in these areas, thus, decreasing
travel times in both the GP lanes and the express toll lane
relative to the HOV lane with the No Build. A new bottleneck
would form in the southbound GP lanes between the SR 169
and Talbot Road interchange. However, a trip between
downtown Bellevue and I-5 is expected to be 24 minutes faster
with the Build Alternative in the GP lanes compared to the No
Build, meaning that travel times in the entire study area would
improve with the Projects in 2045.
By 2045 in the PM peak period, northbound I-405 travel times
would increase by 9 minutes between I-90 and SR 520
compared to the No Build Alterative. Under the No Build PM
peak period, congestion from southbound I-405 spills back
onto I-90 and SR 520, which meters traffic to northbound I-405.
With the Build Alternative, southbound I-405 operations
improve, relieving congestion at interchanges on I-90 and
SR 520. In the northbound direction of I-405, this results in
more congestion and longer travel times in the greater
Bellevue area. Southbound I-405 is able to accommodate the
shift in congestion through Bellevue with no negative effects.
Other I-405 Master Plan improvements are planned in this
part of the study area of the corridor and are expected to
provide future benefits that would improve travel times.
Build Freeway Person Throughput
Exhibit 5-3 shows peak hour, directional person throughput
on I-405 for existing conditions, No Build, and Build.
Freeway person throughput with the Build Alternative
assumes the same vehicle classes as the No Build. In addition,
with Build, the person throughput measurement also accounts
for BRT operating exclusively in the express toll lanes. We
expect increases in person throughput in the study area with
the Projects.
Build Freeway Operations
Within the study area, we are forecasting higher traffic
demand with the Build than with No Build. With No Build,
the freeway would be too congested to handle additional
traffic; whereas, with the Projects there would be additional
capacity. The additional demand on the freeway system with
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the Build Alternative would reduce trips that are bypassing
freeway congestion and using local roadways with the No
Build. The additional capacity in the study area would
improve operations for some sections of the freeway in the
study area, while some congestion would shift to other areas.
Overall, there would be more traffic volume traveling at
higher speeds with the Build Alternative.
Modeling results represent expected typical day operations.
Some days would have less congestion than discussed in this
report, while other days would have additional congestion.
Crashes, weather, and major sporting events would affect I-
405 traffic operations in future years. Higher congestion days
and other event effects would produce further spillback in
congested areas and reduce operations.
Exhibits 5-9 through Exhibit 5-12 show the 2025 and 2045
Build AM and PM period operations by direction and lane
type from the VISSIM analysis.
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Exhibit 5-9. I-405 Operations – 2025 Build AM Period
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Exhibit 5-10. I-405 Operations – 2025 Build PM Period
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Exhibit 5-11. I-405 Operations – 2045 Build AM Period
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Exhibit 5-12. I-405 Operations – 2045 Build PM Period
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AM Freeway Operations
I-405 would operate at higher speeds and accommodate more
vehicles with the Build Alternative than with No Build. The
following existing and No Build AM period bottlenecks would
be affected with the Projects:
▪ Traffic effects of the existing bottleneck that begins on
northbound I-405 at the NE 44th Street interchange,
with congestion through most of Renton, would be
reduced with the Projects. The additional capacity
through this area would allow traffic to travel farther
north at a higher rate. This would affect operations at
other areas that have capacity constraints and
congestion today, such as the ramps to eastbound and
westbound I-90 and eastbound and westbound SR 520.
Congestion in sections upstream of this existing
bottleneck would see increased speeds and higher
throughput volumes. The reduction of this bottleneck
would improve operations on northbound I-405 south
of this point and on northbound SR 167 approaching
the I-405/SR 167 interchange.
▪ The existing bottleneck that begins on northbound
I-405 at the SR 520 off-ramp would continue to be
congested with the Projects. However, the
improvement to the I-405/SR 520 ramp would help
alleviate some congestion. Higher traffic volumes
would be able to access this area due to the increased
capacity upstream of this location, thus, increasing the
rate at which vehicles arrive at this interchange area.
We still expect congestion to extend through
downtown Bellevue and affect operations on the I-405
GP and express toll lanes. WSDOT has identified long-
term improvements at the SR 520 interchange to
improve operations in this area. However, they are
currently unfunded.
▪ Traffic effects of the existing bottleneck that occurs on
southbound I-405 at the Talbot Road interchange,
SR 169, and on the Kennydale Hill would be reduced
with the Projects. The additional capacity through this
area would allow traffic to travel south at a higher rate.
This would affect operations at other areas that have
capacity constraints and congestion today, such as the
ramp to northbound I-5 in Tukwila. Sections of I-405
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between downtown Bellevue and SR 167 would see
increased speeds and higher volumes, while
congestion would increase and speeds would decrease
between SR 167 and the I-5 interchange areas.
▪ Express toll lane access to and from the GP lanes
would be provided at several access locations. In
general, we expect vehicle speeds to be slower in these
access sections because of vehicle lane changes and
friction. At the 112th Avenue SE, SE 8th Street, and NE
6th Street express toll lane access points, vehicle speeds
would also be slower because of high weaving
volumes merging into congested GP lanes.
Overall volumes would increase and speeds in the express toll
lane would be more reliable than the HOV lanes with the No
Build. This would give more users, including transit and
carpools, a faster and more reliable trip. Capacity constraints
outside of the study area, including on I-5, I-90, and SR 520,
would continue to limit operations in 2025 and would worsen
operations in 2045.
PM Freeway Operations
With the Build Alternative, I-405 would operate at higher
overall average speeds and accommodate more vehicles than
with the No Build. The following sections where there would
not be No Build PM peak period bottlenecks would be affected
differently with the Projects:
The Projects would reduce the existing bottleneck that
begins on northbound I-405 at the Park Avenue N
interchange. The additional capacity through this area
would allow traffic to travel farther north at a higher
rate. Congestion spilling back from Kirkland would
increase and extend south of SR 520. Overall, regional
congestion would decrease.
The Projects would reduce the existing bottleneck that
begins on southbound I-405 at the Coal Creek Parkway
interchange. The additional capacity through this area
would allow traffic to travel farther south at a higher
rate and improve operations upstream of this location.
The Projects would reduce the existing bottleneck that
begins on southbound I-405 at the NE 30th Street
interchange. The additional capacity through this area
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would allow traffic to travel farther south at a higher
rate.
The reduction of the two southbound bottleneck
locations during the PM peak period would increase
congestion at the I-5/SR 518/I-405 interchange and on
southbound SR 167. These facilities are currently
capacity-constrained and operate with many hours of
congestion during the PM peak period. At the I-5/SR
518/I-405 interchange, southbound I-405 congestion
would extend from I-5 to the SR 167 interchange.
The southbound ramp to eastbound I-90 ramp would
have a capacity improvement, which would decrease
queuing effects on southbound I-405 mainline while
not adversely affecting operations on I-90 during the
PM period.
Express toll lane access to and from the GP lanes
would be provided at several access locations. In
general, we expect vehicle speeds to be slower in these
access sections because of vehicle lane changes and
friction. At the NE Park Street and SR 169 accesses,
vehicle speeds would also be slower because of high
weaving volumes merging into congested GP lanes.
The Projects would relieve bottlenecks but increase congestion
outside of the study area, in particular, approaching the I-5/I-
405/SR 518 interchange.
Overall, vehicles would travel at higher speeds in the express
toll lanes and have a more reliable trip with the Projects than
with the No Build HOV lanes. This would give more users,
including transit and carpools, a faster trip.
Identified Master Plan Improvements
WSDOT has identified projects as part of the I-405 Master
Plan. While currently unfunded, improvements to the I-5/SR
518/I-405 interchange area, as well as SR 167, I-90, SR 520 and
within downtown Bellevue could help address existing and
future congestion in the area.
Build Local Intersection Operations
We analyzed future year traffic operations using Synchro for
signalized and unsignalized intersections, and Sidra for
roundabouts. These models calculate intersection LOS and
delay for the Build Alternative. Appendix E, Intersection
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Analysis Results, shows results of the local intersection
analysis, with both Synchro and Sidra results presented under
the 2025 and 2045 Build. We studied 37 intersections for the
Build (three more than No Build) because the Projects would
add new intersections at the NE 44th Street and 112th Avenue
SE interchanges.
We expect higher traffic demands at most study intersections
with the Build Alternative, compared to existing conditions
and No Build. Similar to the No Build, signal timings would
be optimized to serve additional demand expected to and
from I-405 and to minimize off-ramp queues from spilling
back from the intersections to the I-405 mainline.
The difference in traffic demand between the Build and No
Build would affect operations at local intersections. The
Projects would include geometric changes to local
intersections at the NE 44th Street, 112th Avenue SE, Coal
Creek Parkway, and NE 6th Street interchange areas.
Additional striping and lane designation changes would also
occur at local intersections at the SR 169 interchange area. Each
of these interchange area changes are discussed in the
following sections. All other study area intersections would
not have major geometric changes with the Projects; however,
changes in ramp-storage lengths, ramp-lane configuration,
approach lane and intersection control, signal operations, and
metering may also affect operations at the ramp terminal
intersections, and were included in the analysis.
The Projects would increase freeway volumes and, in turn,
more vehicles would use ramps to enter and exit the freeway.
We expect that the increase in ramp traffic would cause some
intersections or specific movements in an intersection to
operate worse than with No Build. While some intersection
operations may degrade, in most cases they would remain
above LOS D. In addition, geometric changes at some
interchange areas would improve operations compared to No
Build.
In the 2025 AM peak hour, we expect all intersections to
operate at LOS D or better; however, two intersections would
have at least one approach operating at LOS E or worse. In the
comparable 2045 AM peak hour, one intersection would
operate at LOS E or worse and an additional three
intersections would have at least one approach operating at
LOS E or worse. The remaining intersections would operate at
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LOS D or better. Compared to No Build, the Projects would
have fewer intersections operating at LOS E or worse in both
2025 and 2045.
In the 2025 PM peak hour, three intersections would operate at
LOS E or worse, and an additional two intersections would
have at least one approach operating at LOS E or worse. The
remaining intersections would operate at LOS D or better. In
the comparable 2045 PM peak hour, seven intersections would
operate at LOS E or worse, and an additional two intersections
would have at least one approach operating at LOS E or
worse. The remaining intersections would operate at LOS D or
better. Compared to No Build, with the Projects fewer
intersections would operate at LOS E or worse in both 2025
and 2045.
SR 169 Interchange
With the Projects, we assume the intersection of SR 169 and
the I-405 southbound on-ramp would have several lane and
signal modifications. We are assuming the existing HOV
bypass lane would be converted into a GP lane on the
southbound I-405 on-ramp and allow for the following
improvements at the intersection:
The southbound approach would be reconfigured to
provide two through lanes.
The westbound approach would have an additional
left-turn lane.
We expect this intersection to operate at LOS E or better in the
2025 and 2045 peak hours with the Projects. This intersection is
expected to operate better than the No Build, which is
expected to operate at LOS F in the 2045 PM peak hour.
NE 44th Street Interchange
With the Projects, we assume several changes at the NE 44th
Street interchange:
The local road overpass at the interchange would be
reconstructed.
New direct access ramps would be built for transit and
express toll lane users in the I-405 median.
Lake Washington Boulevard would be reconstructed
and realigned between NE 44th Street and SE 76th
Street.
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▪ The northbound on-ramp to I-405 would be realigned
and connected to Lake Washington Boulevard at a new
roundabout intersection.
▪ Reconfigure NE 44th Street to manage traffic with four
roundabouts with limited movements at Seahawks
Way.
The analysis assumes that a roundabout would be built at the
intersection of NE 44th Street/N 43rd Street, with a
reconfigured intersection with Seahawks Way when the new
park-and-ride in the interchange area is developed.
We expect the intersections to operate at LOS C or better in the
2025 and 2045 AM and PM peak hours under the Projects. If
geometric changes at Seahawks Way and N 43rd Street are not
completed, NE 44th Street ramp terminal intersections would
continue to operate at LOS C or better.
112th Avenue SE Interchange
With the Projects, we assume direct access ramps for transit
and express toll lane users in the I-405 median, with an
intersection within the bridge structure on 112th Avenue SE. A
roundabout would be constructed at the 112th Avenue SE and
I-405 northbound ramps intersection.
The direct access ramp may be constructed after the assumed
2025 opening, depending on when allocated funds for the
improvements become available. Therefore, improvements at
this interchange may be constructed in a phased approach.
Local intersections and the new direct access ramp terminal
intersection at this interchange would operate at an acceptable
LOS with the Projects. If the direct access ramps are part of a
later phase, operations in the interim condition would be
similar to the No Build in both the 2025 and 2045 AM and PM
peak hours.
Coal Creek Parkway Interchange
With the Projects, all study intersections along Coal Creek
Parkway would be converted to roundabouts. The
roundabouts may be constructed after the assumed 2025
opening, depending on when allocated funds for the
improvements become available. Therefore, improvements at
this interchange may be constructed using a phased approach.
Should the full conversion to roundabouts be phased after the
initial buildout, there would be minor capacity improvements,
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July 2018
such as left- and right-turn lanes, to key movements at the
interchange with the initial phase.
After all phases, all four Coal Creek Parkway study
intersections would be converted to a series of single- and
two-lane roundabouts. The roundabouts would operate better
than the No Build, with a LOS of B or better in the 2025 and
2045 AM and PM peak hours.
NE 6th Street Interchange
The Projects would increase traffic volumes at the NE 6th
Street direct access ramp because more vehicles would access
the express toll lane system to the south via the direct access
ramps. The direct access ramp would continue to prioritize
HOV and transit vehicles. Managed SOV vehicles would be
able to use the ramp as space is available. Geometric changes
at the intersection of NE 6th Street and the I-405 direct access
ramps would allow for right turns onto the southbound on-
ramp to operate concurrently with the northbound left turns.
WSDOT would restrict any off-ramp to on-ramp movements
at this intersection to eliminate any vehicle conflicts. With the
geometric change, we expect this intersection to operate at
LOS D or better in the 2025 and 2045 AM and PM peak hours.
Geometric changes at the NE 6th Street and 112th Avenue
NE intersection would allow for the westbound traffic lanes
to change based on the time of day to accommodate changes
in traffic volume using a changeable message sign to
indicate allowable movements in each lane. With this
change, in the AM peak hour, we expect this intersection
would operate at LOS D in 2025 and LOS D in 2045. During
the PM peak hour with the change, we expect this
intersection would operate at LOS E in 2025 and LOS F in
2045 as traffic shifts from other congested downtown
Bellevue streets to this intersection. This would be a
degradation from operations under No Build, where the
intersection would operate at LOS D or better in the 2025 and
2045 AM and PM peak hours.
WSDOT would work with the City of Bellevue to monitor
future year operations at this location. Toll rates may be
adjusted to manage use at this and other locations as
necessary.
What is a changeable message sign?
A changeable message sign is an
electronic sign over each lane that indicates the direction of travel and turning movements allowed for each lane. This sign can be changed, depending on peak directional needs.
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Build Ramp Queuing
WSDOT monitors and manages ramp terminal signals to
minimize ramp queueing from affecting mainline operations
whenever possible.
Our analysis did not find queues at any ramp terminal
operations that would affect I-405 mainline under typical
operations in the future. While some ramp terminal
approaches may operate at LOS E or F, the anticipated queue
length would not exceed provided capacities. With the
construction of the Projects, affected ramps would undergo
design modifications and improvements that would help
minimize the occurrence of ramp queuing and traffic backups.
Build Safety Performance
Most crashes under existing conditions are rear-end and
sideswipe crashes (91 percent). These crash types are typically
associated with congested conditions. The Tukwila to I-90
Project and the Downtown Bellevue Project collectively would
add capacity to I-405, which would improve freeway
operations and reduce overall congestion. This is expected to,
in turn, improve safety performance of these crash types in
segments of the study area where congestion is eliminated
compared to the No Build.
Overall safety performance with the Projects during off-peak
periods is expected to be similar to the No Build as there are
not as many congestion-related crashes during these times.
With the Projects, lane and shoulder widths in some sections
of I-405 would be increased compared to No Build and widths
in some sections would decrease based on physical limitation
in the study area. With the Projects, lane widths would vary
between 11 and 12 feet and shoulder widths would vary
between 2 and 10 feet. Based on research, areas with reduced
widths are expected to see a decrease in safety performance
while areas with added width are expected to see an increase
in safety performance compared to the No Build. The effects of
shoulder and lane widths on safety is further discussed in
design analysis documentation.
The Projects would introduce tolling to the study area, but we
would not expect tolling to influence safety performance.
The Projects would reduce overall congestion by increasing
capacity, which is expected to improve safety performance.
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However, some congestion would be relocated (e.g.,
northbound I-405 approaching I-90 in the AM peak period),
which is expected to reduce congested-related safety
performance in those areas. The reduced lane and shoulder
widths are expected to reduce safety performance compared
to full width shoulders and lanes. Overall, the Projects are
expected to improve safety performance by reducing
congestion-related crashes relative to the No Build.
Build Transit Operations
Completing the 40-mile-long toll lane system between Auburn
and Lynnwood would provide opportunities for transit
improvements in the study area. With the No Build, traffic
congestion would increase in both the GP and HOV lanes,
thus creating reliability issues for transit operations.
Express toll lanes provide a more reliable travel time for
transit vehicles compared to HOV or GP lanes. The Projects
would limit the number of vehicles in the express toll lanes,
and vehicles would only be allowed to enter the express toll
lanes at designated locations. We are projecting the express
toll lanes would maintain an average travel speed of at least 45
mph in 2025 and 2045, even when the GP lanes become
congested. This would be an improvement over existing
conditions or No Build.
Some transit routes would still operate in the GP lanes for
some or all of their trip along I-405 in the study area. The
Projects would improve GP lane congestion and speeds in the
study area, and transit vehicles would operate at similar
speeds to other vehicles in these lanes.
The Projects would not create HOV and transit bypass lanes
along metered on-ramps in the study area. Where applicable,
WSDOT would repurpose existing HOV and transit bypass
lanes, which are now on approximately half of the existing on-
ramps, into metered lanes. Fully metered ramps would
maintain a more consistent volume of traffic accessing the
freeway, resulting in better operations for all users; however, a
metered lane would increase transit travel time compared to
existing HOV and transit bypass lanes.
We assumed there would be several projects funded through
Sound Transit in the study area. In November 2016, voters
passed an expansion of the regional mass transit system,
collectively known as ST3. The ST3 package of projects
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July 2018
includes funding for BRT along I-405 between Lynnwood and
south Renton and additional park-and-ride facilities. The ST3
plan provides funding for freeway stations that would allow
buses to stop in the freeway right-of-way to pick up and drop
off riders. A freeway station would be built at the NE 44th
Street interchange in Renton, and connections to this station
would be provided by direct access ramps. An additional
freeway station may be built at the 112th Avenue SE
interchange if additional funding becomes available from
Sound Transit. While specific routing of Sound Transit BRT
has not been determined, this analysis assumes the express toll
lane improvements would serve new BRT service.
Our modeling assumed BRT would primarily operate in the
express toll lanes and would benefit from higher speeds and a
more reliable trip compared to the GP lanes.
Build Freight Mobility
The Projects would not adversely affect freight travel. We
expect the Projects would decrease congestion in the GP lanes
through portions of the study area, thus, improving operations
for all users, including freight. The express toll lanes would
continue to have the same vehicle weight limits as all HOV
lanes. With the No Build, freight would be affected by
increased congestion relative to existing conditions.
Build Pedestrian and Bicycle Facilities
Pedestrian travel and bicycle travel would continue to be
prohibited, as they are now, on I-405 with the Build
Alternative. With the Projects, WSDOT has designed
improvements to local infrastructure at freeway terminal
intersections that include pedestrian and bicycle facilities on
local roadways.
The two off-street paths crossing I-405 would not be affected
by the construction of the Projects. WSDOT designed a new
trail crossing over southbound I-405 that would connect to the
future Eastside Rail Corridor Regional Trail. This crossing
would be provided at Wilburton, just north of the I-90
interchange. The Projects would also include an extension of
the Eastside Rail Corridor Regional Trail that would run
parallel to the west side of I-405 between Coal Creek Parkway
and Ripley Lane in Renton. WSDOT would also improve
connections on the Lake-to-Lake Trail in Bellevue. Currently,
this trail crosses Main Street on a narrow sidewalk. WSDOT
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July 2018
would provide a wide multiuse path on the south side of the
rebuilt Main Street crossing that would make this crossing
more pedestrian and bicycle friendly.
All new crossings of I-405 would provide sidewalk and bicycle
lanes on both sides of the street, except along 112th Avenue
SE, where a sidewalk would be provided only on the north
side of the street to tie into existing pedestrian facilities outside
the interchange area. Improvements at the Coal Creek
Parkway interchange would include pedestrian facilities on
both sides of the local roadway to accommodate connections
to existing facilities and the new Eastside Rail Corridor
Regional Trail.
Other Effects of the Projects
Our traffic analysis models included portions of freeways
outside the study area specific to the Projects, such as I-5 and
SR 520. This freeway analysis demonstrated effects on these
areas. This section discusses other effects that may be delayed
or distant from the study area.
The Projects would reduce congestion that would occur at
several bottleneck locations with No Build. Downstream areas
would see changes in volume and congestion because of this
reduction.
Decreased AM Period Northbound SR 167
Congestion
Congestion spills back on to northbound SR 167 during the
morning commute. With the additional capacity on I-405, this
congestion would be eliminated and would allow traffic to
travel farther north at a faster rate on SR 167.
Increased PM Period Southbound SR 167 Congestion
There would be congestion on southbound SR 167 under both
the No Build and Build at the S 277th Street interchange
bottleneck. Under No Build, there would be congestion on
southbound SR 167 through several bottleneck locations near
the S 277th Street interchange and the end of the HOT system
south of SR 18. These congested locations would affect
operations in both the GP and HOT lanes. With the Projects,
lower congestion on southbound I-405 would allow traffic to
arrive on SR 167 sooner, which would worsen congestion at
the S 277th Street bottleneck. With No Build, some of this
volume would be stuck in congestion on southbound I-405.
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WSDOT has identified projects on the SR 167 corridor that
would reduce congestion in these identified areas. An
auxiliary lane between the SR 516 interchange southbound on-
ramp and the S 277th Street interchange southbound off-ramp
could help reduce congestion at the S 277th Street bottleneck;
these projects are currently unfunded.
While the Projects would increase the number of vehicles
accessing southbound SR 167, reduced congestion on
northbound I-405 would decrease congestion spillback to
northbound SR 167 in both the AM and PM periods.
Impacts of Different Project Delivery Schedules
The Build Alternative analyzed in this report assumes
improvements as part of the Projects. While both projects are
necessary to complete the fully connected express toll lane
network as discussed previously, this section discusses effects
of individual projects.
Constructing only the Tukwila to I-90 Project
If WSDOT delivered just the Tukwila to I-90 Project, traffic
operations in the study area would have similar benefits to the
Build Alternative south of I-90 with both projects, and similar
conditions to the No Build Alternative north of I-90.
During the AM period, northbound I-405 would see
improvements. I-90 is a major destination for northbound AM
trips; if construction does not include improvements north of
I-90, the Tukwila to I-90 Project alone would still result in
similar improvements for trips destined to I-90. The major
destinations of downtown Bellevue and SR 520 would
continue to see high demand and potential congestion because
trips would not have additional capacity nor the option for a
reliable trip within an express toll lane to access these
destinations. Congestion in downtown Bellevue would be
worse compared to conditions with both projects.
During the PM period, congestion at the Coal Creek Parkway
interchange area on southbound I-405 would improve
compared to No Build. However, with limited capacity
through the I-90 interchange, conditions would not improve as
much as with both projects. Diversion to adjacent local streets
in south Bellevue and congestion through downtown Bellevue
and north into Kirkland would continue without the
Downtown Bellevue Project in place.
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Drivers using the express toll lane would be able to use the
inside-to-inside direct connector ramps at the I-405/SR 167
interchange. However, demand for the system would be in a
congested portion of the corridor, where the system would
end at I-90.
Constructing only the Downtown Bellevue Project
If WSDOT delivered just the Downtown Bellevue Project,
traffic operations in the study area would have some benefits
compared to conditions with both projects.
During the AM period, traffic operations would be similar to
No Build. However, operations on northbound I-405
approaching downtown Bellevue could improve with higher
capacity through the weaving area north of I-90 for trips
destined to downtown Bellevue using the NE 6th Street direct
access ramp. The bottleneck approaching SR 520 would also
improve due the additional capacity provided on the collector-
distributor roadway with the Downtown Bellevue Project.
During the PM period, congestion at the Coal Creek Parkway
interchange area on southbound I-405 would still affect
operations on I-405, but with additional capacity north of I-90,
the congestion may not reach as far north as it would with the
No Build. Both projects together would be needed to improve
operations through this congested area.
Extension and operations of the express toll lane through the
study area would produce a limited benefit without the ability
to serve major demands from Renton and to fully use the
inside-to-inside direct connector ramps at the I-405/SR 167
interchange that would occur with a full express toll system.
Transportation Effects During Construction
The Projects would widen I-405 in certain locations; rebuild
NE 44th Street, 112th Avenue SE, and Main Street bridges over
I-405; and construct new I-405 bridge structures over Coal
Creek Parkway, I-90, the I-90 interchange off-ramp to Factoria
Boulevard, and the Wilburton crossing. We expect
construction to take place between 2019 and 2024, but
construction activities in some areas would not take place
throughout the entire period. When a contractor is selected for
the Projects, they could use multiple work crews and zones to
reduce the overall construction period.
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July 2018
WSDOT would maintain existing roadway capacity during
construction activities to the extent possible. Lane or roadway
closures would be minimized and scheduled to occur when
there would be the least effect on traffic in the study area, such
as during overnight and weekend periods.
Effects of Construction Traffic on the Transportation
Network
Most of the Project construction vehicles would carry dirt and
materials to and from construction sites. Access to the
construction sites would be located on the I-405 mainline, I-
405 ramps, and from local arterials. Construction vehicles
would be needed mostly for earthwork and rebuilding
bridges. Construction vehicles would increase traffic delay
and volume in the study area during the construction period.
These delays would occur on freeways and arterials identified
as haul routes. The exact haul routes and quantity of
construction vehicles would not be known until a construction
contract is signed, but we anticipate most construction
vehicles would use I-405, SR 167, and I-90 to bring materials to
and from construction sites.
Effects of Construction Activities on Freeway Travel
During construction of the Projects, the existing I-405 GP
and HOV lanes would be realigned through the construction
area. Temporary night and weekend lane closures would be
required as WSDOT widens the freeway. Freeway ramps
would be closed as needed during construction, but closures
would also occur during nights and weekends when traffic
demand would be lower and detour routes can better
accommodate additional traffic volume.
Full freeway closures in one or both directions of travel
would be required at limited times to shift traffic between
phases of construction or during demolition, construction,
and setting of bridge girders and installation of fish passage
culverts. Most of these full closures would occur at night and
can be accomplished with rolling slowdowns; however, a
longer-duration full closure could be needed. The longer-
duration closures would occur at night or over a weekend.
Effects of Construction Activities on Local Arterial
Travel
The construction of new bridges with the Projects would be
staged to minimize the effects on local street operations.
What is a rolling slowdown?
A rolling slowdown is a safe way to
accomplish road closures with little
disruption to traffic. Traffic is slowed
down to a low speed (typically 20
miles per hour or slower) well in
advance of the construction area
to create a gap in traffic so
construction can occur without
active traffic in the immediate
construction zone.
While motorists are traveling slowly,
construction crews are completing
the required work without anyone driving through the work zone. These slowdowns generally last a few minutes but could be longer if the work zone activity requires it.
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Temporary closures to arterials would be required for erecting
the bridge girders, demolishing existing bridges, and placing
the concrete deck slabs. Other closures would be needed for
constructing new intersections, building walls, and installing
new utilities. These closures would be of short duration and
limited to nights or weekends to the extent possible, with the
exceptions described below.
We expect the Main Street overpass in Bellevue to be
constructed in phases, with an anticipated closing of up to two
lanes for over a year. WSDOT would maintain bidirectional
traffic flow during construction to the extent possible.
Construction activities may also limit pedestrian and bicyclist
movements on local roadways. Safe routes for nonmotorized
users would be maintained to the extent possible, with
specified detour routes when needed.
The Cedar Avenue S and Renton Avenue S structures would
be constructed in phases. We expect a long-term closure of
Cedar Avenue S while WSDOT demolishes and rebuilds the
structure. Renton Avenue S would remain fully open during
the construction of the Cedar Avenue S overpass. WSDOT
would use a similar approach when demolishing and
rebuilding Renton Avenue S. As that overpass is being
constructed, WSDOT would close Renton Avenue S and keep
Cedar Avenue S open.
At the Coal Creek Parkway and NE 44th Street interchanges,
roundabout construction would be phased to maintain
existing capacities to the extent possible. Any major closures
would occur during evening and weekend periods, as needed.
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Measures to Avoid or Minimize Effects | Page 6-1
July 2018
MEASURES TO AVOID OR MINIMIZE EFFECTS
What measures will WSDOT take to mitigate traffic and transportation effects during construction?
Existing capacity will be maintained during construction
activities to the extent possible. Lane or roadway closures will
be minimized and scheduled to occur when there is the least
effect on traffic in the study area, such as overnight and
weekend time periods.
WSDOT will coordinate with the local agencies and other
projects to prepare a Traffic Management Plan prior to making
any changes to the traffic flow or lane closures. Local agencies,
the public, school districts, emergency service providers, and
transit agencies will be informed of the changes in advance
through the media, the Projects’ website, and an email listserv.
Pedestrian and bicycle circulation will be maintained as much
as possible during construction. For any road, bicycle lane,
and/or sidewalk closure, clearly marked detours will be
provided.
What measures will WSDOT take to mitigate traffic and transportation effects during operation of the Projects?
The project team foresees no adverse effects related to project
operation that will require mitigation.
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
References | Page 7-1
July 2018
REFERENCES
Federal Highway Administration (FHWA). 2004. Traffic Analysis Toolbox Volume III:
Guidelines for Applying Traffic Microsimulation Modeling Software. June.
Transportation Research Board (TRB). 2010. Highway Capacity Manual (HCM). Retrieved from
http://hcm.trb.org/?qr=1.
Washington State Department of Transportation (WSDOT). 2002. I-405 Corridor Program
NEPA/SEPA Final Environmental Impact Statement, I-405 Master Plan. Retrieved from
https://www.wsdot.wa.gov/sites/default/files/2018/01/08/I405EISChapters111.pdf.
Washington State Department of Transportation (WSDOT). 2008. I-405, Tukwila to Renton
Improvement Project (I-5 to SR 169 – Phase 2) Environmental Assessment and Draft
Section 4(f) Evaluation. March.
Washington State Department of Transportation (WSDOT). 2006. I-405, SR 169 to I-90 Renton to
Bellevue Project Environmental Assessment (2006 Renton to Bellevue EA). March.
Washington State Department of Transportation (WSDOT). 2014. Protocol for VISSIM
Simulation. Retrieved on March 2016 from
http://www.wsdot.wa.gov/Design/Traffic/Analysis/ September.
Washington State Department of Transportation (WSDOT). 2015. WSDOT Sidra Policy Settings.
Retrieved on March 2016 from http://www.wsdot.wa.gov/Design/Traffic/Analysis/
November.
Washington State Department of Transportation (WSDOT). 2017. WSDOT Synchro and
SimTraffic Protocol. Retrieved on January 2017 from
http://www.wsdot.wa.gov/Design/Traffic/Analysis/. April.
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix A Acronyms and Abbreviations | Page A-1
July 2018
APPENDIX A ACRONYMS AND ABBREVIATIONS
Term Meaning
BRT bus rapid transit
FHWA Federal Highway Administration
GP general purpose
HOT high-occupancy toll
HOV high-occupancy vehicle
I-405 Interstate 405
I-5 Interstate 5
I-90 Interstate 90
LOS level of service
Metro King County Metro Transit
MP milepost
mph miles per hour
PSRC Puget Sound Regional Council
RCW Revised Code of Washington
Sea-Tac Airport Seattle-Tacoma International Airport
SOV single-occupant vehicle
SR 167 State Route 167
ST3 Sound Transit 3
TRIP I-405 Tukwila to Renton Improvement Project
USC United States Code
WSDOT Washington State Department of Transportation
WSTC Washington State Transportation Commission
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Appendix B Glossary | Page B-1
July 2018
APPENDIX B GLOSSARY
Term Meaning
Changeable message
sign
A changeable message sign is an electronic sign over each lane that
indicates the direction of travel and turning movements allowed
for each lane. This sign can be changed, depending on peak
directional needs.
Express toll lane A limited-access freeway lane that is actively managed through a
variable toll system to regulate its use and thereby maintain
express travel speeds and reliability. Toll prices rise or fall in real
time as the lane approaches capacity or becomes less used. This
ensures that traffic in the express toll lane remains flowing at
express travel speeds of 45 to 60 miles per hour. Transit and
carpools do not pay a toll.
Off-street path WSDOT defines an off-street path as a facility physically separated
from motorized vehicular traffic within the highway right-of-way
or on an exclusive right-of-way. It is designed and built primarily
for bicycles, but can be used by other nonmotorized users.
Recurring bottleneck A recurring bottleneck is a localized constriction of traffic flow that
occurs on a frequent and predicable basis, regardless of weather
conditions, crashes, or events.
Rolling slowdown A rolling slowdown is a safe way to accomplish road closures with
little disruption to traffic. Traffic is slowed down to a low speed
(typically 20 miles per hour or slower) well in advance of the
construction area to create a gap in traffic so construction can occur
without active traffic in the immediate construction zone.
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Appendix C PSRC Model Renton to Bellevue Update | Page C-1
July 2018
APPENDIX C PSRC MODEL RENTON TO BELLEVUE UPDATE
TECHNICAL MEMORANDUM
Date:
To:
From: Robert Sicko, Fehr & Peers
Subject: I-405 Renton to Bellevue Modeling
SE16-0478
Introduction
Fehr & Peers was selected by the Washington State Department of Transportation (WSDOT) to
provide support for traffic modeling and analysis as part of the I-405 Renton to Bellevue (RTB)
Project. The key components of travel demand modeling support are as follows:
• Prepare 2015, 2025 and 2045 demand model databases to allow various options to be
analyzed in support of Practical Design and estimation of toll revenues;
• Perform with and without tolling scenarios for the design options identified by WSDOT;
and
• Work closely with WSDOT staff to reach agreement on assumptions prior to model runs.
Fehr & Peers recently worked with WSDOT to prepare travel modeling analyses for SR 167
Completion and SR 509 Corridor projects. The project team agreed to build on the models
previously used for these WSDOT projects, supplemented by additional detail in the
transportation network and transportation analysis zone (TAZ) system in the I-405 study area.
This memo provides a summary for the tasks outlined in the approved scope of work.
This report begins by describing key components of the development of the SR 167 and SR 509
Travel Models which form the foundation of the I-405 Travel Model. Subsequently, the
modifications made to the I-405 study area, as well as the scenarios tested and performance
metrics extracted are summarized.
I-405 Travel Model Development
The version of the regional travel demand model used for the I-405 project last year was used to
perform travel demand modeling analysis for the I-405 Project after making appropriate
additions and changes relative to the network surrounding the I-405study area. The model is
based on the Puget Sound Regional Council (PSRC) 4K V4.05 travel model framework. This
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Appendix C PSRC Model Renton to Bellevue Update | Page C-2
July 2018
section summarizes the background and updates made to that model, based on consultation
with PSRC and WSDOT staff.
Land Use
An important input variable for the development of the I-405 travel demand model was an
accurate estimate of current land use data (2015) and future year forecasts. Future year land use
estimates used the PSRC’s Land Use Vision (LUV, January 2016) forecasts to develop total
households and total employment allocations that are consistent with County and local
jurisdiction land use allocations. The base and future land use estimates were developed by
Stantec.
Generally, the 2015 base year land use estimates were developed using a variety of data sources.
The 2015 total household and total employment data was created at the census tract geography.
The following sources were used to develop household and employment estimates:
• 2010 U.S. Census
• Year 2000 thru 2014 building permit data at census tract geography (PSRC)
• 2015 census tract housing data (Office of Financial Management)
• 2015 census tract household size data (PSRC)
• 2014 PSRC employment summaries derived from the Quarterly Census of Employment
and Wages (QCEW), administrative records employers report, by law, to the Washington
State Employment Security Department (ESD).
• PSRC’s supplemental data from the Boeing Company, the Office of Washington
Superintendent of Public Instruction (OSPI), and governmental units throughout the
central Puget Sound region
The 2025 land use estimates are based on the PSRC’s January 2016 Land Use Vision (LUV)
forecasts. Efforts were made to ensure that the growth between the base year (2015) and the
2025 PSRC estimates were logical. Minor adjustments were made to 2015 total household and
total employment estimates to minimize illogical growth. The 2015 adjustments were made to
Forecast Analysis Zones (FAZs) that did not have an exact equivalency between census tract
geographies and FAZ geography.
The PSRC LUV future forecasts extend to year 2040. For this study, a year 2045 land use
estimate was required. Working closely with PSRC, the project team developed an estimated
land use forecast for 2045. The 2045 forecasts were developed by determining the average
annual growth between 2025 and 2040 as well as determining the average annual growth rate
between 2035 and 2040. The two growth rates were then averaged and applied to the PSRC 2040
forecasts to extend out an additional five years.
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Model Framework
The I-405 Travel Model was initially developed based on the PSRC’s older Regional Travel
Demand Model, Version 1.00b. The PSRC has extensive model documentation and a User’s
Guide. Rather than re-write the PSRC documentation, this memorandum summarizes the
changes Fehr & Peers made to update the I-405 travel model. These changes include major
updates to the following:
• Expansion of TAZ detail from 938 TAZs to 973 TAZs
• Added detail and refined the roadway network in all four counties
• Updated transit network to include current 2015 transit itineraries for King County
Metro, Community Transit, and Everett Transit
• Updated park-and-ride component of the model
• Included Tideflats truck trip generation component (special generators)
• Updated demographic inputs from the 2010 Census and employment data from the ESD
• Revised trip generation rates based on the PSRC 2006 Household survey
• Updated assignment methods for traffic, transit, and park-and-ride lots
The following sections describe these items in more detail, including the specific changes that
were made to develop the I-405 travel model, why they are relevant for the model, and provide
some details about key input and output files.
TAZ Updates
TAZs organize land use development data into specific geographic areas. The I-405/SR 509 TAZ
equivalencies can be found in Table 1. The TAZs that were split for the I-405 and SR 509
modeling are highlighted in Figure 1. The TAZ splits were primarily made to enhance the
distribution of travel demand into the I-405 corridor.
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Table 1 – I-405/SR 509 TAZ Equivalencies
PSRC TAZ I-405/SR 509 TAZ
289 289, 939, 940, 941, 942, 943, 944, 945, 946, 947, 948, 949, 953
291 291, 954, 955, 956
293 293, 952
294 294, 951
295 295, 950
310 310, 957, 958, 959, 960, 961, 962
323 323, 963, 965
324 324, 964
372 372, 970, 971, 972
373 373, 969
374 374, 966, 973
375 375, 967, 969
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FIGURE 1: SR 509 & I-405 TAZ SPLITS
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Transportation Networks
Highway Network
The highway network developed for the base year SR 509 Travel Model was created by
updating the base travel model highway network with additional detail in Snohomish and King
County. Much of the highway network modification was done to accommodate the additional
TAZs created in the study area. A generalized summary of the modifications made to the
SR 509 highway network is shown in Table 2.
Table 2 – SR 509 Travel Model Network Modifications
Network Attributes Modifications
Zone Connectors
The regional TAZs that were split required coding new TAZ connectors to the arterial network. Any TAZ connectors that were connected to intersections were moved to mid-block. Driveway locations were identified with aerial photos and centroid connectors were located appropriately for the small mixed-use center TAZs. Walk access links were added to all regional centers and to park-and-ride lots.
Additional Arterials Additional base year network detail was added to support the screenline validation effort and future year network assumptions.
Lanes Modified lanes based on review of aerial photos and field visits. Major changes included coding of center turn lanes (adding 0.2 lanes per the common convention in the area-e.g., a three-lane road is coded as having 1.2 lanes in each direction).
Speed Speed limits for arterials and collectors in the I-405 study area were set to match field conditions.
Capacity Roadway capacities were modified where appropriate throughout the region (e.g., correcting inconsistent coding from previous modeling efforts.)
Freeway Interchanges Modified intersection geometries at all I-405 I-5 interchanges to match actual ramp configurations.
Turn Prohibitions Added turning restrictions at various locations based on network modifications.
Tolls Updated SR 16 and SR 520 toll to match current rates. Toll rates are in year 2010 dollars and are a blended rate based on a mix of cash and Good To Go pass usage.
Transit Networks
The transit network and operations inputs for the I-405 Travel Model were updated to reflect
2015 service characteristics (routes and headways) for all transit agencies in the region,
including Sound Transit, Pierce Transit, King County Metro, Community Transit, Kitsap
Transit, and Everett Transit. The modifications were made for peak period and off-peak service.
The process to determine demand at park and ride lots was also modified. The I-405 travel
models incorporated a utility factor to differentiate the attractiveness of a park and ride lot
based on transit connectivity and capacity of the lot. The PSRC model does not assume such a
factor.
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Sociodemographic Data
As described in Chapter 5 of the PSRC model documentation, a key element of the overall
model structure is the sociodemographic characteristics of households. This data influences
model components such as vehicle availability, mode choice, and trip generation. Version 1.00b
of the PSRC model was based on sociodemographic data from the 2000 US Decennial Census.
As part of the I-405 Travel Model development, the sociodemographic data were updated using
the most recent 2010 Decennial Census data from the US Census Bureau. This data updates the
proportions of the households in each of the 256-household cross-classification categories
defined in the model.
Trip Generation Rates
In conjunction with the updated sociodemographic information, the PSRC updated the trip
generation rates for their trip base models. The primary source of changes in trip rates for
households were derived from the 2006 household travel survey. Trip rates for employment
were also modified. Summaries of all the trip rate changes can be found in the PSRC
publication, Puget Sound 4K Model Version 4.03, Draft Model Documentation, June 2015. The new
rates have been incorporated into the I-405 Travel Model.
External Trips
The external trips for the travel models were updated to be reflective of the year 2015 traffic
counts. The future year external trips are assumed to grow at approximately two percent a year,
to be consistent with PSRC’s latest regional model.
Special Generators
The travel models for the I-405 project used similar special generators as the PSRC trip model.
The only differences compared to the PSRC’s approach to model special generators are as
follows:
The modeling of Sea-Tac International Airport trips was modified to better reflect
origins and destinations of trips to and from the airport. PSRC has recently incorporated
the modifications used in the I-405 model.
The travel model also includes Bremerton Navy base and the Snohomish County Boeing
facility as special generators.
Transit Assignment
The transit assignment process has been modified from the approach used by PSRC in the
regional travel model. The transit assignment methodology used in the I-405 travel model
mirrors the methodology used in the Sound Transit Incremental Transit Ridership Model.
Specifically, the models incorporate Sound Transit’s Boarding Penalty and Wait Time Factors
used in the regional transit assignment. The Sound Transit methodology better accounts for
passenger bias in selecting both mode and station locations for boarding/alighting based on
factors other than transit headways/speeds that are considered in the PSRC 4K model
framework. To work with the updates in the transit assignment macro, the transit nodes in the
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network file have been flagged to identify the following, consistent with the Sound Transit
methodology:
Regular bus stops
Transit centers
Rail stations (e.g., Sounder, Central and Tacoma Link)
The approach in the Sound Transit model has been approved by the Federal Transit
Administration (FTA) and provides greater flexibility in how different stations are represented
in the model and more accurately reflects observed boarding and transfer patterns.
Traffic Assignment
Fehr & Peers updated the volume delay functions (VDFs) to improve the performance of the
traffic assignment portion of the I-405 Travel Model. The VDFs were developed based on the
Highway Capacity Manual’s (2010) recommendations for VDFs for large regional travel
demand models (Chapter 30 – Area wide Analysis Appendix C). The VDF changes were
initially made in conjunction with WSDOT for Fehr & Peers’ earlier work on the I-405 Eastside
Tolling Corridors project. The VDFs were specifically developed to reduce the PSRC model’s
tendency to “over-assign” traffic to the freeway corridors compared to adjacent arterial
corridors with less congestion. In other words, the standard PSRC VDFs tend to make major
regional roadways more “attractive” compared to typical city arterials and collectors. These
VDFs have been used on more than 20 model updates over the past 15 years due to their
superior performance for forecasting local traffic patterns. The new VDFs are based on
functional class and speed. The VDFs used in the PSRC 4K Version 4.03 and the I-405 travel
model are shown in Table 3.
Table 3 –Volume Delay Functions
Speed (MPH) PSRC Version 1.00b I-405/SR 509 Travel Model
< 30
fd5 = (length*60/ul2)*(1+0.60* (HRFAC *volau/ (ul1*lanes))^5.8) +el1/((1-get(1)).max.0.01)
fd1 =(length*60/ul2)*(1 + 1.5*(HRFAC*(volau) / (lanes*ul1)) ^4)
30 fd2 =(length*60/ul2)*(1 + 1.2*(HRFAC*(volau) / (lanes*ul1)) ^5)
35 fd3 =(length*60/ul2)*(1 + 1*(HRFAC*(volau) / (lanes*ul1)) ^ 5)
40 fd4 =(length*60/ul2)*(1 + 0.7*(HRFAC*(volau) / (lanes*ul1)) ^5)
45 fd5 =(length*60/ul2)*(1 + 0.72*(HRFAC*(volau) / (lanes*ul1)) ^5)
50 fd3 = put((length*60/ul2)*(1+0.56*(HRFAC *volau/ (ul1*lanes))^6.0))+length*((0.5639+
fd6 =(length*60/ul2)*(1 + 0.74*(HRFAC*(volau) / (lanes*ul1)) ^5)
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55
put(get(1)/ length)*(0.6398+get(2)*(-0.0712+get(2)* (0.0004+0.00009*get(2)))))) fd7 =(length*60/ul2)*(1 + 0.1*(HRFAC*(volau) / (lanes*ul1)) ^10)
60 fd1 = put((length*60/ul2)*(1+0.72*(HRFAC *volau/(ul1* lanes))^7.2))+ length*(0.max.(-.5639+put(get(1)/ length)*(0.6398+get(2)*(-0.0712+get(2)* (0.0004+0.00009*get(2))))))
fd8 =put((length*60/ul2)*(1 + 0.72*(HRFAC*(volau) / (lanes*ul1)) ^7.2))+length*(0.max.(-0.5639+put(get(1)/length)*(0.6398+get(2)*(-0.0712+get(2)*(0.0004+0.00009*get(2))))))
70 fd10 =(length*60/ul2)*(1 + .32*(HRFAC*(volau) / (lanes*ul1)) ^7)
Centroid fd9 =(length*60/ul2) fd9 =(length*60/ul2)*(1 + 1.5*(HRFAC*(volau) / (lanes*ul1)) ^4) or (length*60/ul2)
Notes: fd: Function Definition (part of EMME macro language) length: Link distance
UL2: Speed in EMME model
HRFAC: EMME Time Period Peak Hour Factor (AM=.375, PM=.35,MD=.184,EV=.354,NI=.255)
Volau: EMME Total Vehicle Demand for Time Period
Lanes: Number of Lanes
UL1: EMME Capacity (vphpl)
Base Year 2015 I-405 Travel Model Validation
The I-405 model validation was done for the AM and PM peak hours. Figure 4 shows the
locations chosen for the validation effort. The observed data was generally obtained from the
WSDOT 2015 Compact Data Retrieval (CDR) database.
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FIGURE 4: I-405 VALIDATION LOCATIONS
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Tables 4a, 4b and 4c show the results of the validation for the I-405 validation locations for the AM and
PM peak periods.
Table 4a – I-405 Peak Period Validation Results
1: I-405 S. of SE 8th St
AM 1Hr Est 2015 Observed 2015 Model / Observed PM 1Hr Est 2015 Observed 2015 Model / Observed
NB GP 6889 6952 0.99 NB GP 6806 5770 1.18
NB HOV 719 1221 0.59 NB HOV 723 801 0.90
Total 7608 8173 0.93 Total 7528 6571 1.15
SB GP 6557 5266 1.25 SB GP 5227 4394 1.19
SB HOV 982 495 1.98 SB HOV 1246 1234 1.01
Total 7539 5761 1.31 Total 6473 5628 1.15
2: I-405 N. of Coal Creek Pkwy
AM 1Hr Est 2015 Observed 2015 Model / Observed PM 1Hr Est 2015 Observed 2015 Model / Observed
NB GP 4088 4547 0.90 NB GP 3492 3892 0.90
NB HOV 683 1194 0.57 NB HOV 671 676 0.99
Total 4771 5740 0.83 Total 4163 4568 0.91
SB GP 3462 3325 1.04 SB GP 3640 2544 1.43
SB HOV 1031 715 1.44 SB HOV 1214 1557 0.78
Total 4494 4040 1.11 Total 4854 4102 1.18
3: I-405 S. of SE 52nd St
AM 1Hr Est 2015 Observed 2015 Model / Observed PM 1Hr Est 2015 Observed 2015 Model / Observed
NB GP 3213 3678 0.87 NB GP 3096 3695 0.84
NB HOV 615 1413 0.44 NB HOV 641 901 0.71
Total 3827 5090 0.75 Total 3737 4596 0.81
SB GP 3306 3398 0.97 SB GP 3730 3157 1.18
SB HOV 1004 766 1.31 SB HOV 1033 1602 0.64
Total 4310 4164 1.04 Total 4763 4759 1.00
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4: I-405 S. of NE 44th St
AM 1Hr Est 2015 Observed 2015 Model / Observed PM 1Hr Est 2015 Observed 2015 Model / Observed
NB GP 3792 3378 1.12 NB GP 3394 3819 0.89
NB HOV 754 1569 0.48 NB HOV 816 1074 0.76
Total 4546 4948 0.92 Total 4210 4893 0.86
SB GP 3592 3611 0.99 SB GP 4012 3465 1.16
SB HOV 1318 928 1.42 SB HOV 1055 1577 0.67
Total 4910 4539 1.08 Total 5066 5041 1.00
Table 4b – I-405 Peak Period Validation Results
5: I-405 S. of NE 30th St
AM 1Hr Est 2015 Observed 2015 Model / Observed PM 1Hr Est 2015 Observed 2015 Model / Observed
NB GP 3692 2875 1.28 NB GP 3321 3650 0.91
NB HOV 768 1461 0.53 NB HOV 813 1088 0.75
Total 4459 4336 1.03 Total 4134 4739 0.87
SB GP 3607 3600 1.00 SB GP 3596 3347 1.07
SB HOV 1169 1585 0.74 SB HOV 1055 1946 0.54
Total 4777 5185 0.92 Total 4651 5293 0.88
6: I-405 S. of NE Park Dr.
AM 1Hr Est 2015 Observed 2015 Model / Observed PM 1Hr Est 2015 Observed 2015 Model / Observed
NB GP 4025 2475 1.63 NB GP 3031 3149 0.96
NB HOV 304 1383 0.22 NB HOV 556 1052 0.53
Total 4329 3858 1.12 Total 3587 4201 0.85
SB GP 3037 3133 0.97 SB GP 3227 2964 1.09
SB HOV 1230 735 1.67 SB HOV 687 1321 0.52
Total 4268 3868 1.10 Total 3914 4285 0.91
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7: I-405 N. of Talbot St.
AM 1Hr Est 2015 Observed 2015 Model / Observed PM 1Hr Est 2015 Observed 2015 Model / Observed
NB GP 3773 2442 1.54 NB GP 4392 4421 0.99
NB HOV 328 1002 0.33 NB HOV 606 998 0.61
Total 4101 3445 1.19 Total 4999 5420 0.92
SB GP 4479 4570 0.98 SB GP 3720 3650 1.02
SB HOV 1183 616 1.92 SB HOV 692 859 0.81
Total 5662 5186 1.09 Total 4412 4509 0.98
8: I-405 W. of SR 167
AM 1Hr Est 2015 Observed 2015 Model / Observed PM 1Hr Est 2015 Observed 2015 Model / Observed
NB GP 2329 3558 0.65 NB GP 4259 4818 0.88
NB HOV 877 495 1.77 NB HOV 1466 909 1.61
Total 3206 4053 0.79 Total 5725 5727 1.00
SB GP 4713 4640 1.02 SB GP 3551 3927 0.90
SB HOV 1527 705 2.17 SB HOV 1170 787 1.49
Total 6241 5345 1.17 Total 4721 4714 1.00
9: SR 167 S. of I-405
AM 1Hr Est 2015 Observed 2015 Model / Observed PM 1Hr Est 2015 Observed 2015 Model / Observed
NB GP 3263 3558 0.92 NB GP 4259 4818 0.88
NB HOV 877 495 1.77 NB HOV 1466 909 1.61
Total 4140 4053 1.02 Total 5725 5727 1.00
SB GP 4713 4640 1.02 SB GP 3551 3927 0.90
SB HOV 1527 705 2.17 SB HOV 1170 787 1.49
Total 6241 5345 1.17 Total 4721 4714 1.00
10: I-90 E. I-405
AM 1Hr Est 2015 Observed 2015 Model / Observed PM 1Hr Est 2015 Observed 2015 Model / Observed
EB GP 4736 4554 1.04 EB GP 6065 6497 0.93
EB HOV 351 178 1.97 EB HOV 941 737 1.28
Total 5087 4732 1.08 Total 7005 7234 0.97
WB GP 5642 6152 0.92 WB GP 4779 4425 1.08
WB HOV 417 721 0.58 WB HOV 601 451 1.33
Total 6059 6873 0.88 Total 5380 4877 1.10
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City Project Name Description Source Planned Completion year
Bellevue
110th Avenue NE/NE 6th Street to NE 8th Street
Five-lane roadway section. Bellevue 2017-2022 TIP
Bellevue
120th Ave NE (Stage 3) NE 12th St to NE 16th St
Extend the 120th Avenue NE widening from NE 12th Street to NE 16th Street to consist of five lanes, including two travel lanes in each direction with turn pockets or a center turn lane;
Bellevue 2015-2021 CIP 2017
Bellevue 120th Ave NE Stage 2 - NE 8th St to NE 12th St
Extend, realign, and widen 120th Ave NE. Build a new signalized intersection at Lake Bellevue Drive/Old Bel-Red Road. The section will consist of five lanes, including two travel lanes in each direction with turn pockets or a center turn lane.
Bellevue 2015-2021 CIP 2017
Bellevue
124th Avenue NE/NE 18th Street to Northup Way
Widen the roadway to five lanes. Bellevue 2017-2022 TIP
Bellevue
124th Avenue NE/NE 8th Street to NE Spring Blvd
Widen 124th Avenue NE between Bel-Red Road and Spring Boulevard. The roadway cross-section of this segment will consist of five lanes, including two travel lanes in each direction with turn pockets or a center turn lane.
Bellevue 2017-2022 TIP
Bellevue
130th Avenue NE/NE 20th to NE Bel-Red Road
From NE 20th Street to NE Spring Blvd will include two travel lanes; NE Spring Blvd to Bel-Red Road will include one
Bellevue 2017-2022 TIP
11: I-90 East Channel Bridge
AM 1Hr Est 2015 Observed 2015 Model / Observed PM 1Hr Est 2015 Observed 2015 Model / Observed
EB GP 4473 4639 0.96 EB GP 5130 5290 0.97
EB HOV 490 248 1.98 EB HOV 1110 882 1.26
Total 4963 4887 1.02 Total 6239 6172 1.01
WB GP 5553 6104 0.91 WB GP 5929 4981 1.19
WB HOV 1104 1266 0.87 WB HOV 657 875 0.75
Total 6657 7370 0.90 Total 6586 5856 1.12
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City Project Name Description Source Planned Completion year
through lane in each direction, a center turn lane.
Bellevue
143rd Place NE/NE 20th Street to Bel-Red Road/
NE 20th Place signal
New two-lane road starting at the NE 20th Street/143rd Place NE traffic signal and extending to the end of the existing NE 20th Place north of Bel-Red Road. Install signal, eastbound to northbound left turn pocket at the existing Bel-Red Road and NE 20th Place intersection.
Bellevue 2017-2022 TIP
Bellevue Bel-Red Rd/NE 20th St to NE 24th St
Widen to five lanes, including two travel lanes in each direction, with center turn lane
Bellevue 2017-2022 TIP
Bellevue
Eastside Rail Corridor Grade Separated Crossing at NE 4th Street
Construct a grade separated crossing over NE 4th Street along the Eastside Rail Corridor.
Bellevue 2017-2022 TIP
Bellevue
NE Spring Blvd (Zone 1) - 116th to 120th Avenues NE
Construct a new arterial street between NE 12th Street/116th Avenue NE and 120th Avenue NE. NE 12th Street will be widened between 116th Avenue NE and the new street connection west of the Eastside Rail Corridor. The roadway will have two travel lanes in each direction with turn pockets, along with new traffic signals at the NE 12th Street and at 120th Avenue NE intersections
Bellevue 2015-2021 CIP 2021
Bellevue
NE Spring Boulevard - 130th to 132nd Ave NE
Construct the westbound lane and other improvements on the north half of a new arterial roadway connection between 130th Avenue NE and 132nd Avenue NE. The project includes traffic signals at the 130th Avenue NE and 132nd Avenue NE and a single travel lane outside the LRT alignment.
Bellevue 2015-2021 CIP 2021
Bellevue
NE Spring Boulevard – 130th Avenue NE to 132nd Avenue NE (eastbound)
Construct the eastbound lane and other improvements on the south half of a new arterial roadway connection between 130th Avenue NE and 132nd Avenue NE.
Bellevue 2017-2022 TIP
Bellevue Northup Way/156th Avenue NE to
Add median left-turn lane Bellevue 2017-2022 TIP
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City Project Name Description Source Planned Completion year
164th Avenue NE
Bothell 228th St SE from 35th Ave SE to 39th Ave
Widen 228th Ave to a 4-lane roadway; add EB right turn pocket at 228th/35th. Bothell 2017-2022 TIP
Bothell
Beardslee Boulevard Widening (Campus to I-405)
Add an EB lane along Beardslee Blvd from 110th Ave NE to I-405. Bothell 2017-2022 TIP
Bothell Main Street Extension Extends the current Main Street from Bothell Way to 98th Avenue NE. Bothell 2015-2021 CFP
Bothell
Multiway Blvd: Phase 2 (SR 522 to NE 188th St - Excluding West Side)
Multiway Boulevard consists of four travel lanes, a left turn lane. Bothell 2015-2021 CFP
Bothell
Pop Keeney Way (NE 185th St / 98th Ave NE)
Construct a road that connects the new NE 185th Street near the bend at 98th Avenue NE to Pop Keeney Field. Bothell 2015-2021 CFP
Bothell
SR 522 Stage 2B Improvements (Wayne Curve to NE 180th St)
Installation of a BAT lane westbound. Bothell 2015-2021 CFP
Bothell SR 522 Stage 3 Improvements
Widen the GP lanes; add BAT lanes in each direction (including the missing Seattle outbound direction of the BAT lane from 91st Avenue NE to approximately 800 feet west of the 96th Avenue NE intersection).
Bothell 2015-2021 CFP
Kirkland
124th Ave NE Roadway Improvements (North Section) Design
Widen the existing roadway between intersections at NE 116th Street and NE 124th Street from 3 lanes to 5 lanes, to include 2‐way center turn lane.
Kirkland CIP 2017-2022 design phase
Lynnwood 194th St SW - 33rd Ave W to 40th Ave W
Construct a new 2 lane road from 40th Ave W to 33rd Ave W. Lynnwood CFP 2017-2022
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City Project Name Description Source Planned Completion year
Lynnwood
196th St SW (SR-524) - 37th Ave W to 48th Ave W
Widen 196th St SW from five lanes to seven lanes. Lynnwood CFP 2017-2022 2019
Lynnwood 200th St SW - 40th Ave W to 48th Ave W
Widen 200th St SW from three lanes to 5/7 lanes; turning lanes at the 44th Ave W/200th St SW intersection.
Lynnwood CFP 2017-2022 2022
Lynnwood 200th St SW 64th Ave W to Scriber Lk Rd Widen 200th St SW. Lynnwood CFP 2017-2022 2022
Lynnwood 36th Ave W Maple Road to 164th St SW
36th Ave W will be widened to a three-lane arterial; roundabout will be installed at 179th St SW; Maple Road and 172nd St SW will be realigned into a single intersection with a traffic signal.
Lynnwood CFP 2017-2022 2020
Lynnwood 42nd Ave W 200th St SW to 194th St SW
Build a new road from Alderwood Mall Blvd. to 194th St SW. Lynnwood CFP 2017-2022 2020
Lynnwood 44th Ave W I-5 to 194th St SW
Build a new northbound lane from 200th to 194th. Construct a new southbound lane from 194th to 195th.
Lynnwood CFP 2017-2022 2022
Lynnwood 52nd Ave W 168th St SW to 176th St SW Widen from 2 to 3 lanes Lynnwood CFP 2017-2022 2022
Lynnwood
Beech Road Extension AMP to Ash Way Underpass
Construct two extensions of Beech Road. Lynnwood CFP 2017-2022 2022
Lynnwood Maple Road Extension AMP to 32nd Ave W Construct a new road. Lynnwood CFP 2017-2022 2020
Lynnwood
Poplar Extension Bridge Phase I&II
Construct a bridge across I-5 to connect Poplar Way with 33rd Ave W. Lynnwood CFP 2017-2022 2020
Redmond
Redmond Way and Cleveland St. Couplet Conversion
Convert Redmond Way from 160th Ave NE to Avondale Way to one through lane in each direction and center turn lane. Convert Cleveland Street to one through lane in each direction; A BAT lane will be completed from the Bear Creek Bridge
Redmond TIP 2017-2022
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City Project Name Description Source Planned Completion year
near SR 520 to 168th Ave with a queue jump at Avondale Way.
Renton SW 27th St/Strander Blvd Connection
Provides a critical four/five-lane arterial that will serve as a connector to West Valley Highway (SR 181) and East Valley Road.
Renton TIP 2017-2022
Renton S 7th St - Rainier Ave S to Talbot Rd S
Widen the existing roadway to 3 lanes (2 lanes EB and 1 lane WB; new eastbound right-turn lane at the intersection of S 7th St and Shattuck Ave S and a traffic signal at this location.
Renton TIP 2017-2022
Renton Carr Road Improvements Widen to 5-lane roadway (2 lanes westbound, 3 lanes eastbound). Renton TIP 2017-2022
Renton Park Ave N Extension Extend Park Ave N to the north of Logan Ave N. Renton TIP 2017-2022
Renton
Houser Way N - N 8th St to Lake Washington Blvd
Widen a one lane roadway to a two-lane roadway. Renton TIP 2017-2022
Renton 116th Ave SE Improvements Widen roadway to provide a 3-lane roadway. Renton TIP 2017-2022
Renton
Rainier Ave N Corridor Improvements - Phase 5
Narrow the street from 5 to 3 lanes where feasible. Renton TIP 2017-2022
Renton Lind Ave SW - SW 16th St to SW 43rd St
Widen existing roadway to five lanes where required. Renton TIP 2017-2022
Renton
Oakesdale Ave SW/Monster Rd SW/68th Ave S to SR 900
Widen existing roadway to four lanes plus two-way-left-turn-lane where needed. Renton TIP 2017-2022
Tukwila Strander Blvd Extension Phase 3
Build a new roadway extending Strander Blvd/SW 27th St from West Valley Highway to Oakesdale Ave in the City of Renton.
Tukwila CIP 2017-2022 2020
Tukwila West Valley Hwy (I-405 - Strander Blvd)
Design and construct completion of 7 lane sections of West Valley Hwy. Tukwila CIP 2017-2022
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix C PSRC Model Renton to Bellevue Update | Page C-19
July 2018
City Project Name Description Source Planned Completion year
Woodinville 171st Urban Parkway Construct three lane urban parkway 131st lo 14o0th. Woodinville TIP 2017-2022
Woodinville Trestle Replacement - SR202 Corridor Widen existing roadway. Woodinville TIP 2017-2022
Woodinville
Sammamish Bridge Replacement (SBRP)
Widen existing two-lane road and bridge section from 127th to 131st to provide additional lanes.
Woodinville TIP 2017-2022
Woodinville 140th Ave NE Widen NE 181st St to Woodinville-Snohomish Road to 5 lanes. Woodinville TIP 2017-2022
Woodinville Woodinville-Snohomish Widening Widen the road to a 5-lane section. Woodinville TIP 2017-2022
Woodinville NE 173rd St New 2/3 lane grid road; 135th Ave to 138th Ave. Woodinville TIP 2017-2022
Woodinville 135th Ave NE New 2/3 lane grid road; 175th St to Little Bear Creek Parkway. Woodinville TIP 2017-2022
Woodinville Garden Way New 2/3 lane grid road; NE 171st St to NE 175th St. Woodinville TIP 2017-2022
Woodinville State Route 202 Corridor Improvement
Add additional lanes from 12th Pl NE to NE 148th. Woodinville TIP 2017-2022
Woodinville Little Bear Creek Parkway
SR 202 to NE 190th -Widen the existing two-lane road sections to provide additional lanes.
Woodinville TIP 2017-2022
Woodinville NE 178th St (Mill Place) 140th Ave NE -Wood-Duvall - New three lane grid road. Woodinville TIP 2017-2022
Woodinville 1351h Ave NE South NE 175th lo NE 171st - New 2/3 lane grid road. Woodinville TIP 2017-2022
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix D Traffic and Revenue Forecasting | Page D-1
July 2018
APPENDIX D TRAFFIC AND REVENUE FORECASTING
Stantec Consulting Services Inc. (Stantec) was tasked with forecasting traffic and gross potential
revenue for the I-405 express toll lanes. The first step in this process was to calibrate the existing
Puget Sound Regional Council (PSRC) 4k model for the I-405 corridor. Utilizing WSDOT data
for the general purpose lane counts and speeds combined with actual I-405 express toll lane
usage provided by the WSDOT Toll Division, Stantec created a successfully calibrated existing
conditions model. The I-405 express toll lane was calibrated based on both origin-destination
(O-D) volumes and toll rates.
BERK Consulting (BERK) conducted an independent review of available regional and subarea
land use forecast products for the Central Puget Sound region. The purpose of this review was
to assess whether adjustments would be necessary to develop a revised forecast data product
that is suitable to inform the development of traffic and revenue estimates for the I-405 express
toll lane. When necessary, BERK performed additional analysis to prepare land use forecast
data for all PSRC transportation analysis zones (TAZ) in the Central Puget Sound region.
BERK’s review and adjustment of PSRC’s land use forecast product was conducted at four
levels of geographic scale: regional, county, jurisdiction, and TAZ. Each level serves as the
control totals for the level below. BERK focused exclusively on population forecasts for the
regional, county, and jurisdictional reviews.
Toll diversion modeling was completed utilizing Stantec’s proprietary toll diversion algorithm.
The regional EMME model was transferred into Cube Voyager for the toll diversion process.
The model was stratified into hourly models for the AM and PM peak periods (six 1-hour
models each) and a 2-hour midday model (14 total tolling hours). Value of time information by
trip purpose and vehicle occupancy was incorporated from other regional tolling studies
conducted by Stantec. The characteristics of the existing I-405 express toll lane toll algorithm
was incorporated into the model. This algorithm sets tolls based on express toll lane speeds and
volumes and helps forecast appropriate toll levels based on corridor conditions.
Stantec modeled both the existing geometries with separate tolling policies and configurations
for the existing I-405 express toll lane and the SR 167 high-occupancy toll (HOT) lanes and the
future condition when the facilities will be connected via the I-405 express toll lane from Renton
to Bellevue. Once the system is completed, uniform tolling and high-occupancy vehicle (HOV)
policies will be adopted.
Stantec produced a 40-year forecast of traffic and gross potential revenue for the system. These
forecasts were incorporated into the operational VISSIM model to identify any problem areas
that need to be addressed and updated in the forecast.
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix E Intersection Analysis Results | Page E-1
July 2018
APPENDIX E INTERSECTION ANALYSIS RESULTS
This appendix presents AM and PM intersection analysis
results. The tables show existing, 2025 No Build, 2025 with the
Projects (Build), 2045 No Build, and 2045 with the Projects
(Build).
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix E Intersection Analysis Results | Page E-2
July 2018
AM Intersection Analysis Results
Intersection
Intersection Control Level of Service (LOS)
Existing/
No Build Build
2016 2025 2025 2045 2045
Existing No Build Build No Build Build
NE 8th St @ 112th Ave NE Signal Signal D D D D D
NE 8th St @ 116th Ave NE Signal Signal C C C C C
NE 6th @ 112th Ave NE Signal Signal C C D C D
NE 6th @ I-405 DA Ramps Signal Signal B B B C B
NE 4th @ 112th Ave NE Signal Signal C C C C C
NE 4th @ I-405 SB Ramps Signal Signal B B C B C
NE 4th @ I-405 NB Ramps Signal Signal C C B D B
NE 4th @ 116th Ave NE Signal Signal C C C C C
SE 8th @ 114th Ave SE Signal Signal C C C C C
SE 8th @ I-405 SB Ramps Signal Signal B B B B B
SE 8th @ I-405 NB Ramps Signal Signal B B B B B
Lake Hills @ I-405 NB Ramp Signal Signal A A A A A
Coal Creek @ 120th Ave SE TWSC Roundabout C C A C A
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix E Intersection Analysis Results | Page E-3
July 2018
AM Intersection Analysis Results
Intersection
Intersection Control Level of Service (LOS)
Existing/
No Build Build
2016 2025 2025 2045 2045
Existing No Build Build No Build Build
Coal Creek @ I-405 SB Ramps Signal Roundabout C C A C A
Coal Creek @ I-405 NB Ramps Signal Roundabout F F A F A
Coal Creek @119th Ave SE Signal Roundabout C D A D A
112th @ 106th Ave SE TWSC TWSC A A A A A
112th @ I-405 SB Ramps TWSC TWSC B B B B B
112th @ I-405 DA Ramps N/A TWSC - - B - B
112th @ I-405 NB Ramps TWSC Roundabout C C A D A
N 44th @ N 43rd St TWSC Roundabout C B A B A
N 44th @ Seahawks Way1 TWSC/Signal TWSC C C C C C
NE 44th @ I-405 SB Ramps1 TWSC/Signal Roundabout F D A E A
NE 44th @ I-405 DA Ramps N/A Roundabout - - A - A
NE 44th @ I-405 NB Ramps1 AWSC/Signal Roundabout F B A C A
Lake Washington Blvd NE@ I-405 NB Ramp N/A Roundabout - - A - A
N 30th @ I-405 SB Ramps AWSC AWSC A A B A B
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix E Intersection Analysis Results | Page E-4
July 2018
AM Intersection Analysis Results
Intersection
Intersection Control Level of Service (LOS)
Existing/
No Build Build
2016 2025 2025 2045 2045
Existing No Build Build No Build Build
N 30th @ I-405 NB Ramps AWSC AWSC C C D C E
NE Park @ I-405 SB Ramps Signal Signal C C C C C
NE Park @ I-405 NB Ramps Signal Signal C C A C B
Sunset @ I-405 SB Ramp Free Free A A A A A
Sunset at I-405 NB Ramp Free Free A A A B B
SR 169 @ Houser Way N Signal Signal A A B A B
SR 169 @ I-405 SB Ramp Signal Signal E E C E D
SR 169 @ I-405 NB Ramps Signal Signal B C D C D
Talbot @ I-405 SB Ramp Signal Signal B B C C C
Talbot @ I-405 NB Ramp Signal Signal A A A A A
Notes: TWSC: Two-Way Stop Controlled (worst movement level of service reported) AWSC: All-Way Stop Controlled
1 Intersection is signalized in No Build
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix E Intersection Analysis Results | Page E-5
July 2018
AM Intersection Approaches with LOS E or F
Intersection
Intersection Control Approaches with LOS E or F
Existing/
No Build Build
2016 2025 2025 2045 2045
Existing No Build Build No Build Build
NE 8th St @ 112th Ave NE Signal Signal NB, SB NB, SB, SW SW WB, NB, SB, SW SB, SW
NE 8th St @ 116th Ave NE Signal Signal
NE 6th @ 112th Ave NE Signal Signal WB
NE 6th @ I-405 DA Ramps Signal Signal
NE 4th @ 112th Ave NE Signal Signal
NE 4th @ I-405 SB Ramps Signal Signal
NE 4th @ I-405 NB Ramps Signal Signal NB
NE 4th @ 116th Ave NE Signal Signal
SE 8th @ 114th Ave SE Signal Signal NB
SE 8th @ I-405 SB Ramps Signal Signal
SE 8th @ I-405 NB Ramps Signal Signal
Lake Hills @ I-405 NB Ramp Signal Signal
Coal Creek @ 120th Ave SE TWSC Roundabout
Coal Creek @ I-405 SB Ramps Signal Roundabout SB SB SB
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix E Intersection Analysis Results | Page E-6
July 2018
AM Intersection Approaches with LOS E or F
Intersection
Intersection Control Approaches with LOS E or F
Existing/
No Build Build
2016 2025 2025 2045 2045
Existing No Build Build No Build Build
Coal Creek @ I-405 NB Ramps Signal Roundabout WB WB WB
Coal Creek @119th Ave SE Signal Roundabout NB NB NB
112th @ 106th Ave SE TWSC TWSC
112th @ I-405 SB Ramps TWSC TWSC
112th @ I-405 DA Ramps N/A TWSC - - -
112th @ I-405 NB Ramps TWSC Roundabout
N 44th @ N 43rd St TWSC Roundabout
N 44th @ Seahawks Way1 TWSC/Signal TWSC
NE 44th @ I-405 SB Ramps1 TWSC/Signal Roundabout SB WB WB
NE 44th @ I-405 DA Ramps N/A Roundabout - - -
NE 44th @ I-405 NB Ramps1 AWSC/Signal Roundabout NB, SB
Lake Washington Blvd NE@ I-405 NB Ramp N/A Roundabout - - -
N 30th @ I-405 SB Ramps AWSC AWSC
N 30th @ I-405 NB Ramps AWSC AWSC WB WB
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix E Intersection Analysis Results | Page E-7
July 2018
AM Intersection Approaches with LOS E or F
Intersection
Intersection Control Approaches with LOS E or F
Existing/
No Build Build
2016 2025 2025 2045 2045
Existing No Build Build No Build Build
NE Park @ I-405 SB Ramps Signal Signal
NE Park @ I-405 NB Ramps Signal Signal EB EB EB
Sunset @ I-405 SB Ramp Free Free
Sunset at I-405 NB Ramp Free Free
SR 169 @ Houser Way N Signal Signal
SR 169 @ I-405 SB Ramp Signal Signal SB SB EB, SB
SR 169 @ I-405 NB Ramps Signal Signal SB
Talbot @ I-405 SB Ramp Signal Signal
Talbot @ I-405 NB Ramp Signal Signal
Notes: TWSC: Two-Way Stop Controlled (worst movement level of service reported)
AWSC: All-Way Stop Controlled
1 Intersection is signalized in No Build
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix E Intersection Analysis Results | Page E-8
July 2018
PM Intersection Analysis Results
Intersection
Intersection Control Level of Service (LOS)
Existing/
No Build Build 2016 2025 2025 2045 2045
Existing No Build Build No Build Build
NE 8th St @ 112th Ave NE Signal Signal E E E F F
NE 8th St @ 116th Ave NE Signal Signal D D D E E
NE 6th @ 112th Ave NE Signal Signal C C E C F
NE 6th @ I-405 DA Ramps Signal Signal B B C B D
NE 4th @ 112th Ave NE Signal Signal C C D D E
NE 4th @ I-405 SB Ramps Signal Signal B B B B B
NE 4th @ I-405 NB Ramps Signal Signal C C B C B
NE 4th @ 116th Ave NE Signal Signal D D D E F
SE 8th @ 114th Ave SE Signal Signal D E E F F
SE 8th @ I-405 SB Ramps Signal Signal C C C C C
SE 8th @ I-405 NB Ramps Signal Signal B B C C C
Lake Hills @ I-405 NB Ramp Signal Signal A A A A C
Coal Creek @ 120th Ave SE TWSC Roundabout C C A C A
Coal Creek @ I-405 SB Ramps Signal Roundabout E E A E A
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix E Intersection Analysis Results | Page E-9
July 2018
PM Intersection Analysis Results
Intersection
Intersection Control Level of Service (LOS)
Existing/
No Build Build 2016 2025 2025 2045 2045
Existing No Build Build No Build Build
Coal Creek @ I-405 NB Ramps Signal Roundabout F F A F A
Coal Creek @119th Ave SE Signal Roundabout D D A E A
112th @ 106th Ave SE TWSC TWSC A A A A A
112th @ I-405 SB Ramps TWSC TWSC B B B B B
112th @ I-405 DA Ramps N/A TWSC - - B - B
112th @ I-405 NB Ramps TWSC Roundabout B B A B A
N 44th @ N 43rd St TWSC Roundabout B C A C A
N 44th @ Seahawks Way1 TWSC/Signal TWSC C A B A B
NE 44th @ I-405 SB Ramps1 TWSC/Signal Roundabout E B A B A
NE 44th @ I-405 DA Ramps N/A Roundabout - - A - A
NE 44th @ I-405 NB Ramps1 AWSC/Signal Roundabout F B A B A
Lake Washington Blvd NE@ I-
405 NB Ramp N/A Roundabout - - A - A
N 30th @ I-405 SB Ramps AWSC AWSC B B B B B
N 30th @ I-405 NB Ramps AWSC AWSC B B B B B
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix E Intersection Analysis Results | Page E-10
July 2018
PM Intersection Analysis Results
Intersection
Intersection Control Level of Service (LOS)
Existing/
No Build Build 2016 2025 2025 2045 2045
Existing No Build Build No Build Build
NE Park @ I-405 SB Ramps Signal Signal B C C C C
NE Park @ I-405 NB Ramps Signal Signal B B B B B
Sunset @ I-405 SB Ramp Free Free A A A A A
Sunset at I-405 NB Ramp Free Free A A A A A
SR 169 @ Houser Way N Signal Signal A B B B B
SR 169 @ I-405 SB Ramp Signal Signal D D D F E
SR 169 @ I-405 NB Ramps Signal Signal B A B A B
Talbot @ I-405 SB Ramp Signal Signal C C C C D
Talbot @ I-405 NB Ramp Signal Signal A A A A A
Notes: TWSC: Two-Way Stop Controlled (worst movement level of service reported) AWSC: All-Way Stop Controlled
1 Intersection is signalized in No Build
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix E Intersection Analysis Results | Page E-11
July 2018
PM Approaches with LOS E or F
Intersection
Intersection Control Approaches with LOS E or F
Existing/
No Build Build 2016 2025 2025 2045 2045
Existing No Build Build No Build Build
NE 8th St @ 112th Ave NE Signal Signal EB, NB, SB, SW SB, SW EB, WB, NB, SB All 5 Approaches EB, WB, NB, SB
NE 8th St @ 116th Ave NE Signal Signal SB SB WB, SB EB SB
NE 6th @ 112th Ave NE Signal Signal EB, WB, SB EB EB, WB, SB
NE 6th @ I-405 DA Ramps Signal Signal
NE 4th @ 112th Ave NE Signal Signal EB, SB
NE 4th @ I-405 SB Ramps Signal Signal
NE 4th @ I-405 NB Ramps Signal Signal WB
NE 4th @ 116th Ave NE Signal Signal EB EB, SB EB EB, SB EB, SB
SE 8th @ 114th Ave SE Signal Signal NB, SB, NE All 4 Approaches NB, SB, NE All 4 Approaches All 4 Approaches
SE 8th @ I-405 SB Ramps Signal Signal SB
SE 8th @ I-405 NB Ramps Signal Signal NW NW NW NW NW
Lake Hills @ I-405 NB Ramp Signal Signal
Coal Creek @ 120th Ave SE TWSC Roundabout
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix E Intersection Analysis Results | Page E-12
July 2018
PM Approaches with LOS E or F
Intersection
Intersection Control Approaches with LOS E or F
Existing/
No Build Build 2016 2025 2025 2045 2045
Existing No Build Build No Build Build
Coal Creek @ I-405 SB Ramps Signal Roundabout SB SB SB
Coal Creek @ I-405 NB Ramps Signal Roundabout WB, NB EB, WB, NB EB, WB, NB
Coal Creek @119th Ave SE Signal Roundabout NB NB WB, NB
112th @ 106th Ave SE TWSC TWSC
112th @ I-405 SB Ramps TWSC TWSC
112th @ I-405 DA Ramps N/A TWSC - - -
112th @ I-405 NB Ramps TWSC Roundabout
N 44th @ N 43rd St TWSC Roundabout
N 44th @ Seahawks Way1 TWSC/Signal TWSC
NE 44th @ I-405 SB Ramps1 TWSC/Signal Roundabout SB
NE 44th @ I-405 DA Ramps N/A Roundabout - - -
NE 44th @ I-405 NB Ramps1 AWSC/Signal Roundabout NB, SB
Lake Washington Blvd NE@ I-405 NB Ramp N/A Roundabout - - -
N 30th @ I-405 SB Ramps AWSC AWSC
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix E Intersection Analysis Results | Page E-13
July 2018
PM Approaches with LOS E or F
Intersection
Intersection Control Approaches with LOS E or F
Existing/
No Build Build 2016 2025 2025 2045 2045
Existing No Build Build No Build Build
N 30th @ I-405 NB Ramps AWSC AWSC
NE Park @ I-405 SB Ramps Signal Signal
NE Park @ I-405 NB Ramps Signal Signal
Sunset @ I-405 SB Ramp Free Free
Sunset at I-405 NB Ramp Free Free
SR 169 @ Houser Way N Signal Signal
SR 169 @ I-405 SB Ramp Signal Signal EB SB
SR 169 @ I-405 NB Ramps Signal Signal
Talbot @ I-405 SB Ramp Signal Signal SB
Talbot @ I-405 NB Ramp Signal Signal
Notes: TWSC: Two-Way Stop Controlled (worst movement level of service reported)
AWSC: All-Way Stop Controlled
1 Intersection is signalized in No Build
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix F Current Transit Routes | Page F-1
July 2018
APPENDIX F CURRENT TRANSIT ROUTES
I-405 Influence Route Route Name Service Area Service Type
Use 111 Maplewood to Lake Kathleen to Downtown Seattle
Maplewood, Lake Kathleen, Renton Highlands P&R, Kennydale, Newport Hills P&R, Downtown Seattle Weekday
Use 114 Renton Highlands to Downtown Seattle Renton Highlands, New Castle, Newport Hills, Downtown Seattle Weekday
Use 167 South Renton P&R to University District South Renton P&R, Renton Transit Center, Newport Hills P&R, Evergreen Point Station, Montlake, University District Weekday
Use 237 Woodinville P&R to Bellevue TC Woodinville P&R, Brickyard Freeway Station, Totem Lake Freeway Station, Houghton P&R, Bellevue Transit Center Weekday
Use 342 Shoreline P&R to Renton TC
Shoreline P&R, Aurora Village Transit Center, Kenmore P&R, Bothell P&R, Totem Lake Freeway Station, Houghton P&R, Bellevue Transit Center, Renton Boeing, Renton Transit Center Weekday
Use ST 560 / ST 566 Auburn/West Seattle to Bellevue
Auburn Station, Auburn P&R, Kent Station, Westwood Village, Burien, Sea-Tac Airport, Renton Transit Center, Kennydale Freeway Station, Newport Hills P&R, Bellevue Transit Center, Overlake Transit Center
Weekdays, Saturday, Sunday
Use ST 567 Kent to Overlake Kent Station, Bellevue Transit Center, Overlake Transit Center Weekdays
Use 952 Auburn P&R to Kennydale to Boeing Everett
Auburn P&R, Kent Station, Kennydale Freeway Station, Newport Hills Freeway Station, Wilburton Freeway Station, Houghton Freeway Station, Brickyard Freeway Station, Canyon Park Freeway Station, BOMARC, Boeing Everett Weekdays
Use 887 Newport Hills to International School
Coal Creek Pkwy Freeway Station, Lake Washington Boulevard, International School
Weekday
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix F Current Transit Routes | Page F-2
July 2018
I-405 Influence Route Route Name Service Area Service Type
Use 989 Eastgate P&R to Lakeside (Haller Lake) Eastgate P&R, Factoria, Mercer Island, University Prep, Lakeside School Weekday
Cross 240 Bellevue TC to Renton TC Bellevue Transit Center, Wilburton P&R, Eastgate P&R, Factoria, Newport Hills, New Castle, Renton Highlands, Renton Boeing, Renton Transit Center Weekdays, Saturday, Sunday
Cross 246 Eastgate P&R to Somerset to Bellevue TC to Clyde Hill Eastgate P&R, Somerset School, Factoria, Woodridge P&R, Bellevue Transit Center, Clyde Hill/Yarrow Point Freeway Station Weekdays
Cross 271 Issaquah to University District Issaquah, Issaquah Transit Center, South Cove, Eastgate P&R, Bellevue College, Bellevue Transit Center, Montlake, University District Weekdays, Saturday, Sunday
Cross 886 Newport High School to International School Newport High School, Coal Creek Pkwy Freeway Station, International School Weekday
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix G 3-Hour Vehicle and Person Throughput | Page G-1
July 2018
APPENDIX G 3-HOUR VEHICLE AND PERSON THROUGHPUT
3-Hour Vehicle Throughput - Northbound AM Peak Period
N of I-5 N of SR 181 N of SR 167 N of Talbot N of SR 169 N of Park N of 30th N of 44th N of 112th N of CCPW N of I-90 N of SE 8th N of NE 6th
Existing 14,040 12,270 9,420 11,280 10,950 12,240 14,160 15,660 18,270 21,600 23,790 22,110 18,600
2025 No Build 13,560 11,700 9,210 11,220 11,220 12,480 14,670 16,260 18,960 22,380 24,870 22,890 19,770
2025 Build 15,870 14,340 12,810 15,060 14,070 14,670 17,070 17,670 21,660 25,080 26,310 24,270 19,440
2045 No Build 12,780 11,220 9,090 11,250 10,890 12,210 14,490 16,110 18,960 22,290 24,510 22,740 20,070
2045 Build 16,080 14,160 12,750 15,120 14,460 15,150 17,490 17,970 21,960 25,140 26,550 24,660 19,980
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix G 3-Hour Vehicle and Person Throughput | Page G-2
July 2018
3-Hour Vehicle Throughput - Southbound AM Peak Period
S of SR 520 S of NE 6th S of NE 4th S of SE 8th S of I-90 S of CCPW S of 112th S of 44th S of 30th S of Park S of SR 169 S of SR 167 S of SR 181
N of I-
5
Existing 24,570 16,260 19,380 17,910 12,780 12,030 11,700 12,330 12,510 13,200 17,010 15,900 15,060 15,060
2025 No Build 24,960 16,440 19,920 18,450 13,230 12,420 12,030 12,750 13,020 13,830 17,700 16,860 15,960 15,990
2025 Build 25,890 17,460 21,120 19,650 14,460 13,590 13,110 14,010 14,310 15,090 18,870 16,980 15,930 15,960
2045 No Build 25,050 16,620 20,250 18,690 13,350 12,570 12,180 13,020 13,320 14,280 18,300 17,010 16,350 16,380
2045 Build 25,800 18,060 21,780 19,950 14,100 13,350 12,870 13,830 14,190 15,270 19,260 17,490 16,680 16,680
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix G 3-Hour Vehicle and Person Throughput | Page G-3
July 2018
3-Hour Vehicle Throughput - Northbound PM Peak Period
N of I-5 N of SR 181 N of SR 167 N of Talbot N of SR 169 N of Park N of 30th N of 44th N of 112th N of CCPW N of I-90 N of SE 8th N of NE 6th
Existing 15,960 17,610 16,140 18,030 14,970 14,250 14,430 13,830 14,460 15,840 18,420 19,260 21,060
2025 No Build 16,200 17,910 16,530 18,510 15,450 14,730 15,000 14,310 15,120 16,680 20,130 21,090 22,620
2025 Build 15,750 17,220 17,040 18,960 16,050 15,420 15,690 14,520 15,900 17,700 20,940 22,410 22,380
2045 No Build 15,090 16,950 16,530 18,480 15,330 14,550 14,820 14,100 14,940 16,440 20,580 21,660 23,460
2045 Build 14,850 15,990 16,980 18,990 16,320 15,840 16,050 14,730 16,260 18,030 20,850 21,900 22,050
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix G 3-Hour Vehicle and Person Throughput | Page G-4
July 2018
3-Hour Vehicle Throughput - Southbound PM Peak Period
S of SR 520 S of NE 6th S of NE 4th S of SE 8th S of I-90 S of CCPW S of 112th S of 44th S of 30th S of Park S of SR 169 S of SR 167 S of SR 181 N of I-5
Existing 16,680 12,780 17,460 18,930 14,910 14,730 14,250 14,580 14,220 14,880 16,470 14,460 14,580 14,580
2025 No Build 17,070 12,630 17,550 18,540 15,000 14,730 14,250 14,670 14,400 15,480 17,100 15,120 15,240 15,240
2025 Build 19,230 15,690 20,910 21,870 18,000 18,180 17,610 17,640 17,490 18,390 19,620 15,900 16,380 16,410
2045 No Build 15,360 10,950 15,930 17,220 14,940 14,910 14,430 14,820 14,580 15,750 17,580 15,720 15,690 15,630
2045 Build 18,630 15,180 20,820 22,260 18,180 18,120 17,520 17,580 17,430 18,300 19,710 15,840 16,350 16,380
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix G 3-Hour Vehicle and Person Throughput | Page G-5
July 2018
3-Hour Person Throughput - Northbound AM Peak Period
N of I-5 N of SR 181 N of SR 167 N of Talbot N of SR 169 N of Park N of 30th N of 44th N of 112th N of CCPW N of I-90 N of SE 8th N of NE 6th
Existing 19,410 17,190 13,350 15,990 15,990 18,060 20,820 22,770 26,460 31,590 33,480 31,110 26,040
2025 No Build 18,840 16,500 13,860 16,770 16,920 19,020 22,230 24,210 28,050 33,210 35,280 32,460 27,960
2025 Build 22,020 20,100 19,290 22,620 21,510 22,560 25,980 27,000 32,550 37,650 37,800 34,830 27,570
2045 No Build 17,760 15,810 13,440 16,650 16,380 18,570 21,870 23,910 27,990 33,000 34,860 32,310 28,560
2045 Build 22,320 19,950 19,170 22,740 22,170 23,340 26,700 27,480 33,030 37,830 38,280 35,550 28,500
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix G 3-Hour Vehicle and Person Throughput | Page G-6
July 2018
3-Hour Person Throughput - Southbound AM Peak Period
S of SR 520 S of NE 6th S of NE 4th S of SE 8th S of I-90 S of CCPW S of 112th S of 44th S of 30th S of Park S of SR 169 S of SR 167 S of SR 181 N of I-5
Existing 34,110 22,410 27,060 25,050 16,740 15,660 15,240 16,080 16,290 17,280 22,230 20,520 19,380 19,410
2025 No Build 36,060 23,580 28,650 26,670 17,400 16,230 15,690 16,650 16,980 18,120 23,130 21,900 20,670 20,670
2025 Build 37,260 25,320 30,690 28,680 19,950 18,690 18,000 19,290 19,680 20,850 25,680 22,620 21,030 21,060
2045 No Build 36,150 23,850 29,190 26,970 17,550 16,410 15,870 16,950 17,400 18,690 23,880 22,170 21,210 21,240
2045 Build 37,080 26,130 31,590 29,040 19,380 18,330 17,610 18,930 19,440 21,000 26,100 22,980 21,780 21,780
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix G 3-Hour Vehicle and Person Throughput | Page G-7
July 2018
3-Hour Person Throughput - Northbound PM Peak Period
N of I-5 N of SR 181 N of SR 167 N of Talbot N of SR 169 N of Park N of 30th N of 44th N of 112th N of CCPW N of I-90 N of SE 8th N of NE 6th
Existing 22,710 24,810 22,680 25,530 21,210 20,250 20,550 19,710 20,640 22,950 27,240 28,380 30,990
2025 No Build 22,800 25,050 23,040 26,010 21,840 20,850 21,210 20,340 21,540 24,150 29,880 31,170 33,540
2025 Build 22,650 24,630 24,600 27,540 23,580 22,620 23,010 21,270 23,430 26,250 31,380 33,360 33,240
2045 No Build 21,210 23,700 22,800 25,740 21,480 20,430 20,820 19,860 21,090 23,670 30,720 32,190 35,010
2045 Build 21,510 22,980 24,510 27,540 23,940 23,190 23,490 21,540 23,790 26,730 31,410 32,820 33,000
I-405 EXPRESS TOLL LANES PROJECTS TRANSPORTATION DISCIPLINE REPORT
Appendix G 3-Hour Vehicle and Person Throughput | Page G-8
July 2018
3-Hour Person Throughput - Southbound PM Peak Period
S of SR 520 S of NE 6th S of NE 4th S of SE 8th S of I-90 S of CCPW S of 112th S of 44th S of 30th S of Park S of SR 169 S of SR 167 S of SR 181 N of I-5
Existing 23,010 18,090 25,170 27,540 20,940 20,610 19,860 20,250 19,800 20,700 22,980 19,320 19,710 19,710
2025 No Build 23,790 18,330 25,710 27,450 21,360 20,850 20,130 20,640 20,310 21,750 24,060 20,250 20,610 20,640
2025 Build 27,180 20,970 30,810 32,400 26,250 26,490 25,620 25,620 25,500 26,700 28,350 21,810 22,620 22,650
2045 No Build 21,510 15,810 23,580 25,770 21,270 21,150 20,400 20,940 20,580 22,170 24,720 21,060 21,240 21,180
2045 Build 26,820 20,250 31,050 33,420 26,640 26,490 25,560 25,620 25,470 26,670 28,680 21,720 22,620 22,680