4.9 Transportation

4.9.1: Existing conditions may vary. * Design speed is used to determine geometric elements, and does not imply posted Streets and roadways - vehicles or legally permissible speeds. Source: WA Department of Transportation (WSDOT) In Washington State - a roadway classification system is a requirement for receiving state and Tacoma roadways - are functionally classified federal highway funds (RCW 35.78.10). State law within a hierarchy that reflects access priorities, requires that cities and counties adopt a street traffic volumes, roadway widths and classification system that is consistent with improvements, traffic controls, and other state and federal guidelines. Washington State operating characteristics. Roadway designations Department of Transportation (WSDOT) adopted are an integral method of managing street use the following standards accordingly. and associated land use developments.

Class Arterial Collector Local Tacoma classifies city roadways into 4 Function Intra- Inter- Individual functional categories based on the purpose each communit neighbor house and roadway provides to city transportation: y hood site connectio connectio connectio Class Definition ns with ns with ns with Principal Intercommunity and intra-metro activity local collector arterial area streets that are primarily used centers. arterials. system. for traffic movement at moderate to Access Partially Limited Limited to high speeds of 35-55 miles per hour controlled to abutting (mph), of high traffic generators, . abutting properties and no on-street parking. Principal lots not . arterials carry the highest levels of fronting traffic in the system at the greatest onto local speed for the longest uninterrupted street. distance, often with some degree of Daily 25-40,000 500- >1,500 access control that is used for volume ADT 20,000 ADT through trips and connections ADT within the system. Number 4-6 lanes 2-4 lanes 2 lanes Minor Intercommunity and intra-metro lanes arterial area streets that provide primarily Design 30-55 25-35 25 mph for traffic movement and speed mph mph secondarily for land access with Minimum 52-74 feet 44-48 feet 40 feet moderate speeds of 30-40 mph and right-of- moderate to high traffic volumes of way 1,500 to 16,000 vehicles per day Minimum 48-70 feet 40-44 feet 36 feet with some restrictions on traffic pavement movements, controlled driveway width spacing, and no on-street parking. Truck use Yes Yes Limited Minor arterials provide access to Type curb Type A Type A Rolled high-intensity land uses such as curb major employers or large Minimum 310 feet 250 feet 160 feet commercial centers and connections sight within the system. distance Collector Streets with primary function to Minimum 560 feet 140 feet 150 feet collect and distribute traffic radius between the local street system and Maximum 12% 11% 15% the arterial street system with low grade speeds of 25-30 mph, low to Maximum 0.06 0.06 0.02 moderate traffic volumes of 500 to super feet/foot feet/foot feet/foot 5,000 vehicles per day, limited elevation regulation of access control, and Sidewalks required required One side limited on-street parking. Collectors The geometric design of arterial roads is case serve neighborhood centers. specific and therefore, right-of-way and widths Local Streets that primarily serve direct

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 167 access land access with the secondary major and minor arterial roadways. Traffic function of traffic movement at low volumes are highest in and around the business speeds of 25 mph, low traffic activities that generate through travel and local volumes of less than 1,500 vehicles resident access volumes, and enter and exit I- per day, few access controls, and 705, I-5, and SR-509 at peak hours. For example: permitted on-street parking. I-705 –volumes were 68,743 ADT north of I-5, Tacoma is served by two interstate freeways, then 65,584 at the intersection with SR-509, i.e., I-5 and I-705, and several state highways then 52,697 before the downtown Tacoma exit, including SR-16, SR-7, SR-167, SR-163, and SR- then 39,000 north of the downtown exit 509. continuing on to Schuster Parkway.

Key north-south arterials include South Tacoma By comparison, the following are ADT counts for Way, Pacific Avenue, Portland Avenue, principal streets in the downtown and MLK McKinley Avenue, Jackson Avenue, Pearl subarea along with capacity estimates. Street, Orchard Street, Stevens Street, Proctor Street, Union Avenue, Sprague Avenue, Port of Road ADT Capacity % Tacoma Road, and Schuster Parkway. Pacific Ave – north 18,030 @24,000 75% of 21st Key east-west arterials include 6th Avenue and Pacific Ave - south 11,175 @24,000 47% North 30th, North 26th, North 21st, South12th, of 17th South 19th, South 38th, South 56th and South Pacific Ave – south 11,393 @24,000 47% 74th/East 72ndStreets. of 7th Tacoma Ave – north 8,163 @18,000 45% A 2001 inventory indicates that Tacoma has of 21st approximately 282 lane-miles of principal Tacoma Ave – south 8,556 @18,000 48% arterials, 209 of minor arterials, 164 of collector of 14th arterials, and 582 of residential streets, with a Tacoma Ave - @ 9,183 @18,000 51% total of approximately 1,237 lane-miles. Division Yakima Ave – north 10,228 @18,000 57% Federal requirement – is to determine that all of 25th public roads in the United States be uniformly Yakima Ave – south 10,918 @18,000 61% classified by function and to identify the of 19th percentage of roads to be classified in each Yakima Ave – south 9,041 @18,000 50% level. of 12th Tacoma 6th Ave – at MLK 9,017 @18,000 50% Class Federal Miles Percent 11th Street – east of 8,117 @18,000 45% Principal arterials 5-10% 282 23% MLK Minor arterials 10-15% 209 17% 19th Street – west of 17,942 @18,000 99% Collectors 5-10% 164 13% MLK Local access 65-85% 582 47% 19th Street – east of 12,800 @18,000 71% Total 100% 1,237 100% MLK Source: Tacoma Comprehensive Plan, Capacity – assumes maximum effective through Transportation Element control of curb cuts, on-street parking, and signal phasing. Tacoma has a greater percentage of principal Source: Tacoma Public Works Department and minor arterials than the federal average and a lesser percentage of local access roads A roadway’s capacity is affected by the number because it is the central city of the surrounding of lanes and whether: urbanized area. ƒ separate lane turning pockets are provided at key intersections, The MLK subarea contains key east-west ƒ key intersections are provided roundabouts arterials including 6th Avenue, South 12th and or signals, South 19th Streets, and some key collectors ƒ signals are phased to allow continuous including MLK Way, Yakima Avenue, and South travel, 11th Street. ƒ median lanes are provided to allow cross traffic turns into businesses or Traffic volumes ƒ medians are channelized to prevent cross Tacoma Public Works Department conducts traffic or roadway turns into businesses, citywide average daily traffic (ADT) counts for

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 168

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 169 ƒ curb cuts or restricted or consolidated to LOS 1.00 v/c Operating conditions at or frontage businesses, E near roadway capacity with ƒ parking is provided or restricted on-street, speeds 50% of normal and and delays of 55- 80 seconds at ƒ the extent of truck route traffic and in- signalized and 35-50 seconds roadway loading or unloading. at un-signalized intersections. LOS 1.00 v/c Forced flow operation at very Under ideal operating conditions and F low speeds with stop-and-go management controls, a 2-lane road can traffic and long average accommodate upwards of 12,000 vehicles, a 3- delays of more than 80 lane (2 lanes with turning pockets) upwards of seconds per vehicle at 18,000 vehicles, and a 4-lane upwards of 24,000 signalized and more than 50 vehicles. seconds at un-signalized intersections. Under less than ideal operating conditions and Source: Tacoma Comprehensive Plan management controls, all roads can deteriorate to the point where they can handle less than Level-of-service (LOS) – roadway corridors 50% or even 25% of design capacity. The quality and performance of transportation facilities is also evaluated with a level-of-service Very few downtown or MLK subarea streets, with (LOS) definition that measures the carrying the exception of South 19th Street east of MLK Jr capacity of the roadway compared with average Way, would appear to be generating traffic close daily traffic volumes. to presumed ADT capacity based on the number of moving and turning lanes. The analysis projects the amount of time that all vehicles are delayed while traveling in platoons Level-of-service (LOS) - intersections due to the inability to pass. The methodology The quality and performance of transportation accounts for urban versus rural setting, number facilities is evaluated with a level-of-service and width of lanes, pavement types, traffic (LOS) definition that measures the degree of controls, percentage of truck traffic, peak hour congestion and conflict created under different factors, directional distribution, shoulder and traffic volume-to-capacity ratios at key lane widths, design speeds, and other operating intersections. characteristics.

volume/ volume/ LOS capacity condition LOS capacity condition LOS 0.30 v/c Free-flow condition with LOS 0.60 v/c Free-flow condition with A travel speeds at or near the A average speed 60 mph, no speed limit and little to no platoons or 3 or more delay of 0-10 seconds at vehicles, delays occur nor signalized and un-signalized more than 30% of the time intersections. due to slow moving vehicles. LOS 0.50 v/c Stable flow where drivers still LOS 0.61 v/c Stable flow with average B have reasonable freedom to B speed 55 mph, passing select travel speeds and demands become significant, minor delays of 10-20 delays occur up to 45% of the seconds at signalized and 10- time. 15 seconds at un-signalized LOS 0.71 v/c Stable flows with average intersections. C speed 52 mph, noticeable LOS 0.75 v/c Stable flows but under increase in platoon C controlled travel speeds and formation, platoon size, and maneuvers with delays from frequency of passing 20-35 seconds at signalized impediments. and 15-25 seconds at un- LOS 0.81 v/c Approaching unstable flows signalized intersections. D with speed 50 mph, passing LOS 0.90 v/c Approaching unstable flows demand high and extremely D with restricted speed and difficult with mean platoon maneuvering and delays from sizes of 5-10 vehicles 35-55 seconds at signalized common. and 25-35 seconds at un- LOS 0.91 v/c Operating conditions at or signalized intersections. E near roadway capacity with

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 170 speed below 50 mph, ƒ Traffic Assignment - which determines sometimes below 25 mph on zone-to-zone travel routes over the sustained upgrades, passing transportation network and accumulates the virtually impossible, and zone-to-zone travel demand (by mode) using platoons become intense each network segment; and when encountering with ƒ Mode Split - which estimates how much of slower vehicles or other the total zone-to-zone travel demand uses each interruptions. mode of travel available. LOS 1.00 v/c Forced flow operation at very F low speeds with stop-and-go The forecasting is conducted using the EMME/2 traffic. model, in cooperation and coordination with the Source: Tacoma Comprehensive Plan, models used by Pierce County and the Puget Transportation Element Sound Regional Council (PSRC). In addition to travel demand forecasting, EMME/2 is also used Concurrency assessments in traffic impact analyses for specific projects Tacoma conducts concurrency tests of the city’s or development proposals, in order to transportation network on a periodic basis, determine the need for mitigation and maintain using the EMME/2 computerized transportation the concurrency requirements. model. The latest assessment was conducted in 2002 to determine if the existing road system Designated centers and connecting would be sufficient to meet the city’s corridors transportation needs for the immediate (6 years) The primary mission of the transportation and long-term (20 years) future. system is to accommodate the mobility and accessibility needs of designated mixed use and 2002 Concurrency evaluation manufacturing-industrial centers and LOS % Concurrent connecting corridors. Designated mixed use standard ALM centers are intended to be walkable places with Arterial 85% ALM at 96.5 Yes a mix of housing, jobs, shopping and other corridors 0.99 activities close together, and served by excellent 2025 Concurrency evaluation transit service. Manufacturing-industrial centers LOS % Concurrent are areas primarily for intensive manufacturing, standard ALM industrial, and related uses. Arterial 85% ALM at 88.3 Yes corridors 0.99 Connecting corridors are major transportation Source: Tacoma Comprehensive Plan, routes consisting of freeways, highways, Transportation Element principal arterial streets, and transit routes that ALM – Arterial Lane Miles provide access into and out of the city, act as travelways connecting centers, both local and Considering this and other analysis, Tacoma regional, and/or support high levels of transit does not anticipate a problem maintaining service. current LOS for the transportation system. However, should future analysis show a The MLK subarea is a designated mixed-use degradation of the transportation system, the center, with the Hilltop business district at its city's land use assumptions would have to be core. 6th Avenue, South 12th and South 19th reviewed to determine if they should be Streets, and some key collectors including MLK modified to bring the transportation system Jr Way, Yakima Avenue, and South 11th Street back into concurrency status. are the designated collector arterials.

Travel demand forecasting Public transit Concurrency assessments are part of the on- going travel demand forecasting process that Transit refers to all existing and proposed incorporates the following elements: transit vehicles and types provided by Pierce Transit and Sound Transit. Existing transit ƒ Trip Generation - which estimates the trips service is provided by bus, the Sounder produced by and attracted to each commuter rail, and the LINK light rail. Future transportation analysis zone (TAZ); transit service may also include streetcars. ƒ Trip Distribution - which link the trip ends from trip generation to form matrices of zone- to-zone travel demand;

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 171 Sound Transit upcoming budget year, together with Since voters approved a regional mass transit preliminary proposals and financial estimates system in 1996, Sound Transit has been for the subsequent 5-year period. planning, building and operating express buses, light rail and commuter train services serving Sound Transit updated its Long Range Plan in the urban areas of King, Pierce and Snohomish 2005, using public input to fine tune the overall counties. Sound Transit is governed by an 18- roadmap to mass transit's future in the region. member Board of Directors who are mostly local The Long Range Plan informed the identification mayors and city and county council members. of the Sound Transit 2 Plan and provides the foundation for expanding the regional transit The Sound Transit district includes the most system. populated urban areas of King, Pierce and Snohomish counties. The district boundary Sounder trains - travel between Lakewood and generally follows the urban growth boundaries Seattle (making stops in South Tacoma, Tacoma, created by each county in accordance with the Puyallup, Sumner, Auburn, Kent and Tukwila) state Growth Management Act (GMA). and between Everett and Seattle (making stops in Mukilteo and Edmonds). The Sounder’s main The law that created Sound Transit also Tacoma station is located on the rail tracks authorized the agency to levy and collect voter- adjacent to Freighthouse Square in the Dome approved local option taxes to pay for building District. and operating a regional mass transit system. These taxes could include an employer tax, a Sounder regularly runs weekday mornings and special motor vehicle excise tax (the tax on afternoons only. Sounder also serves select license plate tabs) and a sales and use tax. Taxes major weekend events such as Mariners and are only levied within the Sound Transit district. Seahawks games. Adult fares are between $2.75 and $5.25 depending on how far the travel. The RTA tax is a 0.3% motor vehicle excise tax (MVET) and a 0.9% sales tax approved by voters ST Express buses - travel between major cities of central Puget Sound. Taxpayers who live in King, Snohomish and Pierce counties. Sound within the RTA district boundaries pay the RTA Transit buses make limited stops along the way tax. to get to and from work quickly. Some routes run only during the busiest commute times, A 15-member volunteer Citizen Oversight Panel while others run 20 hours a day. Adult fares are oversees and monitors the implementation of between $2.50 and $3.50 depending on how far Sound Transit's voter-approved regional transit the travel. plan and provides ongoing review and oversight. Route 586 - runs 9 schedules from a station at the Tacoma Dome to arrive at multiple stops at An independent 15-member Diversity Oversight the University of Washington in Seattle and Committee was established by the Sound Transit culminate at a station at NE Pacific Street & NE Board in 2006 to ensure that the agency Pacific Place. complies with its guiding principles for employment and contracting. Route 590 - runs 25 schedules from a station in downtown Tacoma at 10th and Commerce then Oversight also includes the US Department of to the Tacoma Dome station then on to multiple Transportation, which monitors the progress of stops in downtown Seattle to culminate at a Sound Transit projects that receive federal grant station at Eastlake & Stewart. funding. Route 594 – runs 29 schedules from Lakewood In 2008, voters approved a new expansion plan through multiple stops in downtown Tacoma (ST II) that adds ST Express bus and Sounder including the SR-512 park-and-ride, 10th & service and will build 36 new miles of Link light Commerce, and Tacoma Dome, then on to arrive rail to form a 55-mile regional system. This at multiple stops in downtown Seattle to package included resources to fund an culminate at the Eastlake & Stewart station. expansion of Link light rail service in Tacoma.

Each year, Sound Transit planners propose a new plan to guide the delivery of ST Express bus, Sounder commuter rail and Link light rail services. This Service Implementation Plan (SIP) describes service and revisions proposed for the

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 172

Transit routes in and around the MLK district

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 173 Link light rail – currently consists of 19 miles As the streetcar line is developed and designed, of commuter rail service on two routes: access for pedestrians and bicycles will be evaluated and planned simultaneously so users Central Link light rail - travels between have many mode options for arriving at the Westlake Station in downtown Seattle and Sea- station and their destination. Streetcars will be Tac Airport, making 11 stops along the way. pivotal in creating a more fully integrated Link trains run every 7.5, 10 or 15 minutes multimodal transportation system for Tacoma’s depending on the time of day. Service is future. available from 5 a.m. to 1 a.m. Monday through Saturday and from 6 a.m. to midnight on Sunday Pierce Transit and holidays. Adult fares range from $2.00 to The Pierce Transit Public Transportation Benefit $2.75 depending on how far the travel. Area (PTBA) was founded in 1979 and is a nationally recognized leader in the public Tacoma Link light rail - travels 1.6 miles transportation industry. Pierce Transit covers through downtown Tacoma, making five stops 292 square miles of Pierce County with roughly along the way. Link trains run every 12 to 24 70% of the county population. minutes depending on the time of day. Service Pierce Transit is governed by a 10- is available from 5:30 a.m. to 10 p.m. Monday member Board of Commissioners. The Board is through Friday, from 8 a.m. to 10 p.m. Saturday, made up of elected officials representing 13 and from 10 a.m. to 6 p.m. on Sunday and jurisdictions, Pierce County and 1 non-voting holidays. Riding Tacoma Link is free. Union Representative.

Streetcars Serving Washington’s second largest county, Streetcars operate on rails on city roadways and Pierce Transit provides 3 types of service, Fixed often share a travel lane with automobiles. Route, SHUTTLE paratransit and Vanpools that Streetcars were a basic mode of travel in help get passengers to jobs, schools and Tacoma from 1888 to 1938 and helped spur the appointments. development of many of Tacoma’s commercial and residential districts. The streetcar network Local and Express Bus Service – includes 37 linked neighborhoods and business districts to Pierce Transit Routes, 11 Sound Transit Routes downtown and other noteworthy destinations Shuttle – is a specialized transportation for including Pt. Defiance Park. customers who are unable to use the fixed route bus system due to their disabilities. The network also included a cable car system Vanpool & Rideshare - ridesharing services that looped up and down the steep slopes of include vanpools, Park & Ride lots, and efficient downtown to the MLK district and back on South commute programs for more than 100 11th and South 13th Streets so people could employers. avoid the strenuous hill climb on foot. Pierce Transit’s 2011 ridership statistics By 1912 Tacoma had developed a include: comprehensive streetcar line with 125 miles of Bus (local routes) track in the city and additional electric rail ƒ 12,149,044 boardings connecting Tacoma to Seattle. But as ƒ 39,679 rides per weekday automobiles began to dominate the streets, ƒ 6,413,864 service miles streetcars became less financially feasible and Vanpool & rideshare the streetcar system’s final line closed in 1938. ƒ 859,624 vanpool trips ƒ 2,548 Vanpool customers Tacoma hopes to regain some of the efficiency ƒ Partnerships with 117 employers of its historic rail system with a new streetcar ƒ Partner regionally with over 786 ORCA line. Tacoma’s 1.6 mile LINK light rail opened in Passport agreements 2003 and connects the Tacoma Dome area to the ƒ 16,000 customers in regional ridematch downtown theater district. The City of Tacoma database, RideshareOnline.com and Sound Transit are currently planning for Shuttle expansion of the LINK. Tacoma envisions an ƒ 437,021 trips efficient and sustainable streetcar network that ƒ 6,948 eligible users will serve to enhance both the non-motorized Sound Transit Routes (operated by Pierce and motorized transportation systems and Transit) support economic growth along the transit ƒ 3.5 million boardings lines. ƒ 11,868 rides per weekday ƒ 6.7 million service miles per year

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 174 Fleet Data ƒ Freeze on cost of living and wages for ƒ 272 Buses – (includes 101 Sound Transit management and non-union employees Buses)100 Shuttle vehicles ƒ Non-union employees pay more medical and ƒ 326 Vanpool vehicles dental costs ƒ Capital facility projects eliminated or Pierce Transit serves as a vital link in our delayed regional transportation system by connecting with: Intercity Transit in Pierce County, King Without additional funding Pierce Transit will County Metro, Pierce County Ferries at have to further cut service. As a result, Pierce Steilacoom, Washington State Ferries at Pt. Transit placed Proposition 1 on the 2012 Defiance, Amtrak in Downtown Tacoma, November ballot to authorize a 3/10th of 1% Greyhound, Sound Transit express buses, increase (equal to $0.03 on a $10 taxable Tacoma Link light rail and Sounder trains from purchase or an estimated average of $3.33 a the Tacoma Dome Station. month).

Six Pierce Transit routes travel from downtown In a very close vote, Proposition 1 was defeated Tacoma through MLK to outlying destinations on the November 2012 ballot. Therefore, unless including Tacoma Community College (TCC), alternative funding sources can be identified, Walmart, Lakewood, Parkland, Tacoma Mall, and Pierce Transit will likely be looking at: Purdy on the Gig Harbor Peninsula. ƒ 53% Service Reduction by 2014 Route 1 – runs from the Tacoma Community ƒ Elimination of Saturday and Sunday service College (TCC) station through the MLK subarea for buses and paratransit service for people on 6th Avenue, then through the downtown and with disabilities out to SR-7 and the Walmart at 200th and ƒ No service on holidays Mountain Highway. ƒ No service past 7pm Route 2 – runs from downtown Tacoma through ƒ Longer wait times – buses arrive less often MLK on South 19th Avenue to Tacoma ƒ No restoration of special express service to Community College (TCC) and then Lakewood events like the Puyallup Fair and the Fourth Transit Center. of July Freedom Fair Route 28 – runs from downtown Tacoma through the MLK subarea on South 11th and If Pierce Transit winds up squeezing its runs 12th Streets to Tacoma Community College that radically, its usefulness as a regional transit (TCC) Transit Center. agency will be radically diminished. Many Route 45 – runs from downtown Tacoma people depend on need bus and shuttles to get through the MLK subarea on Yakima Avenue to to work, school, stores and medical the Parkland Transit Center. appointments. The need doesn’t always conform Route 57 – runs from downtown Tacoma to weekday hours. through the MLK subarea on South 9th Street, MLK Way, South J Street, and South 25th Street Low-income workers, in particular, rely on buses to the Tacoma Mall Transit Center. in the evening and on weekends; many juggle Route 102 – runs from the Purdy park-and-ridge multiple part-time jobs and have no other way on the Gig Harbor Peninsula through the MLK to get around. For the elderly and many with subarea on MLK Way to downtown Tacoma. physical impairments, shuttle service is an essential lifeline to the outside world. Proposition 1- Pierce Transit depends on sales tax revenues for 71% of its operations. Sales tax If the economy bounces back strongly, proceeds have declined drastically during the providing more revenue for Pierce Transit’s recession. As a result, over the past few years existing 0.6% sales tax, the agency could be able Pierce Transit has made the following cuts to its to avert some of these projected cuts. The operating services: estimated cutbacks were based on a very slow economic recovery; so far, the recovery has ƒ 31% reduction in management been outpacing the assumptions. ƒ 43% reduction in bus and paratransit services Non-motorized transportation ƒ 2 fare increases in 2 years ƒ 3 rounds of layoffs The City of Tacoma is committed to creating a ƒ Eliminated community event service to the full service multi-modal transportation system Puyallup Fair, Fourth of July Freedom Fair, that supports all modes and supports all users. and others Expansion of non-motorized transportation

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 175 facilities, such as for pedestrians and bicycles, is key to this effort. Residential streets with low motor vehicle speeds, linked with shared use paths, and busier Non-motorized transportation systems include streets with well-defined pavement markings parallel and on and off-road bicycling routes, between bicycles and vehicles can accommodate sidewalks, pedestrian trails, and other walkway children without encouraging them to ride in improvements. Some portions of non-motorized the travel lane of major arterials. routes can be used for commuting purposes to reduce potential vehicular traffic volumes. Basic – or less confident adult riders may use bicycles for transportation purposes, e.g., to get Federal and state legislation now requires that to the store or to visit friends, but prefer to bicycling and pedestrian planning to be avoid roads with fast and busy motor vehicle included in a complete transportation-planning traffic unless there is ample roadway with to package. allow easy overtaking by faster motor vehicles.

Bicycles Pedestrians Basic riders are comfortable riding on Benefits Efficient, uses Efficient, uses neighborhood streets and shared use paths and no fossil fuels, no fossil fuels, prefer designated facilities such as bike lanes or uses little requires little wide shoulder lanes on busier streets. physical space, physical space, good exercise, good exercise, Advanced – or experienced riders are generally equipment inexpensive. using bicycles as they would motor vehicles relatively riding for convenience and speed with direct inexpensive. access to destinations with a minimum of Trip Distance, Distance detour or delay. barriers safety, (generally not inadequate more than 0.5 Advanced riders are typically comfortable riding facilities, miles), safety, with motor vehicle traffic; however, they need weather, time, lack of sufficient operating space on the traveled way and aesthetics. sidewalks, lack or shoulder to eliminate the need to shift of connectivity position when passed by a motor vehicle. of sidewalks, weather, time, Bicycle systems and aesthetics. Depending on their location and context, the Destination Security, Coordinate with recommended facility types for Tacoma’s barriers facilities, lack public bicycle network would include the following of employer transportation, facilities: support, security, and status. status. Bicycle Boulevards – are shared roadways that use a combination of traffic calming measures Properly located, designed and maintained – and other streetscape treatments to slow vehicle non-motorized trails can accommodate a traffic while facilitating safe and convenient significant portion of local resident travel bicycle travel. Bicycle boulevards provide safe, between residential areas and shopping centers, efficient, and pleasant travel for bicyclists by schools, and places of employment. Separated using engineering techniques that reduce or off-road commuting and recreational hike vehicular traffic speeds and facilitate bicycle and bike trails can also satisfy local access travel through intersections (e.g. stop signs for needs between residential areas and parks, cross-traffic or bicycle-actuated signals at schools, commercial and employment areas, arterial streets). depending on the trail locations. Appropriate treatments depend on several Bicycle users factors including traffic volumes, vehicle and The following are general types of bicycle bicycle circulation patterns, street connectivity, facility users: street width, physical constraints, and other parameters. Treatments include pavement Children – riding on their own or with parents, markings, signage, traffic calming (e.g. speed may not travel as fast as the adult counterparts bumps, chicanes, curb extensions, etc.), and but still require access to key destinations in the traffic diversion. community including schools, convenience stores, and recreational facilities. Currently, there are no bicycle boulevards improved for this purpose in Tacoma. Within

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 176 the MLK subarea, J Street is designated to users (both non-motorized and motorized), become a bicycle boulevard. The recently equestrians, and other non-motorized users” adopted Mobility Master Plan (MoMaP), which is (RCW 1020.03). Shared-use paths provide a component of the Comprehensive Plan’s additional width over a standard sidewalk and, Transportation Element, lays out the policies, when constructed next to the road, shared-use strategies and implementation measures to paths must have some type of vertical (e.g., achieve this system. curb or barrier) or horizontal (e.g., landscaped strip) buffer separating the path area from Bike Lanes – are designated exclusively for adjacent vehicle travel lanes. bicycle travel and are separated from vehicle travel lanes with striping and also include Currently, there are a number of shared use pavement stencils and signage. Bike lanes are paths in Tacoma including the Ruston Way Trail, appropriate on streets where traffic volumes Water Ditch Trail, Scott Pierson Trail, and the and speeds indicate a need for modal Esplanade and South 19th Street Trail along separation, rather than on roadways where Thea Foss Waterway and into the University of bicyclists can comfortably share the lane with Washington Tacoma campus. drivers, due to lower vehicle speeds and volumes that allow drivers to safely pass Note - bicycles are permitted on all public roads cyclists. in the State of Washington - except where specifically prohibited, such as on interstates in Currently, there are numerous bike lanes urban areas like Tacoma. designated and improved for this purpose at scattered locations throughout Tacoma, and in As such, Tacoma’s entire street network is the MLK subarea on South 15th Street from MLK effectively a bicycle network, regardless of Jr Way west into the neighborhoods. whether or not a bikeway stripe, stencil, or sign is present on a given street. The designation of Shared Lane Markings - (also known as certain roads as bike routes is not intended to “sharrows”) are high-visibility pavement imply that these are the only roadways intended markings that help position bicyclists within a for bicycle use, or that bicyclists should not be shared vehicle/bicycle travel lane. These riding on other streets. markings are typically used on streets where dedicated bike lanes are desirable but are not Rather, the designation of a network of on-street possible due to physical or other constraints. bikeways recognizes that certain roadways are preferred bicycle routes for most users, for Currently, there are only a few shared lane reasons such as directness or access to markings or sharrows installed in Tacoma, but significant destinations, and allows Tacoma to none are located within the MLK subarea. then focus resources on building and maintaining a primary network. Cycle Tracks - are a hybrid bicycle facility combining the experience of a separated path On and off-road biking standards with the on-street infrastructure of a Washington State Department of Transportation conventional bike lane. Cycle tracks provide (WSDOT), the US Forest Service (USFS), and the exclusive space for bicycles that is physically American Association of State Highway & separated from pedestrians and cars. Cycle Transportation Officials (AASHTO) have tracks are appropriate on streets with higher developed standards for on and off-road biking traffic volumes where greater separation is routes including grade, shoulder clearing, needed, and where cross-traffic is limited. width, path tread, and surface depending on the walking volume, skill, location, and other Currently, there are no improved cycle tracks in characteristics. Tacoma. On-road Off-road Shared Use Paths - the Revised Code of Grade 1 2 3 4 5 6 Washington defines shared-use paths as “a Slope – 5% 10% 15% facility physically separated from motorized sustained vehicular traffic within the highway right of way Length in 100 300 500’ or on an exclusive right of way with minimal feet ’ ’ crossflow by motor vehicles. Slope – 11 11 11 10% 30% 30% maximu % % % + Shared use paths are designed and built m primarily for use by bicycles, but are also used Cross 2% 2% 2% 5% 5% 5% by pedestrians, joggers, skaters, wheelchair

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 177 slope Clearing Board/sidewalk Barrier-free Shoulder 1’ 1’ 1’ Grade 1 2 3 4 5 6 width Slope– 5% 5% 8.3% 5% 8.3% 12. sustain 5% Height in 8’ 8’ 8’ 8’ 8’ 8’ Length-ft 80 80 160 80 160 160 feet Slope–max 8.3 8.3 8.3% 8.3 14% 20% Tread % % % Width 2- 5- 4- 0’* 2’ 1.5’ 1’ Length-ft 30 30 30 30 50 50 way 6’ 5’ Cross 2% 2% 2% 2% 3% 5% Turns slope Radius in 6’ 3’ 2’ Clearing 1 2 3 4 5 6 feet Shoulder 0- 0’ 0’ 2’ 2’ 1’ Surface width 2’ Asphalt yes yes yes Road - 0- 0-5’ Coarse yes yes yes separation 10’ 5’ gravel Height-ft 8’ 8’ 8’ 8’ 8’ 8’ Sand yes yes yes Path read Compact yes yes yes Width 2- 10- 6’ 5’ 8’ 8’ 4’ dirt way 15’ * 14-foot minimum width vehicular travel lane Width 1- 4’ 4’ 3’ Sources: Pedestrian Facilities Guidebook way WSDOT/PSRC 1997, WSDOT Design Manual, Surface Chapter 1020 – Bicycle Facilities May 2001, US Concrete yes yes yes yes yes yes Forest Service Handbook, Washington 1987, and Asphalt yes yes yes yes yes yes American Association of State Highway & Wood yes yes yes Transportation Officials (AASHTO) Guide for planking Development of Bicycle Facilities 1999. Crushed yes yes

rock Pedestrian systems Pea gravel yes Pedestrians include individuals using assistive devices for mobility and sensory disabilities Bound yes including walkers, wheelchairs, scooters, service wood animals, and canes. The term “pedestrian” chips refers to a person moving from place to place, Coarse yes on foot and/or with the use of an assistive gravel mobility device (when that person has a Sand disability and/or medical condition). “Walking” Compact yes or “to walk” are the terms used to describe the dirt movement of a pedestrian. Sources: Pedestrian Facilities Guidebook WSDOT/PSRC 1997, WSDOT Design Manual, On and off-road walking/hiking standards Chapter 1020 – Bicycle Facilities May 2001, US Forest Service Handbook, Washington 1987, and Washington State Department of Transportation American Association of State Highway & (WSDOT), the US Forest Service (USFS), and the Transportation Officials (AASHTO) Guide for American Association of State Highway & Development of Bicycle Facilities 1999. Transportation Officials (AASHTO) have developed standards for on and off-road Sidewalk conditions walking routes including grade, shoulder The MLK subarea has been improved with clearing, width, path tread, and surface sidewalks and curbs and gutters on most all depending on the walking volume, skill, public rights-of-way. In most areas, the location, and other characteristics. sidewalks are 4 to 5 feet, which is sufficient to accommodate most pedestrian users. Within the business district core, such as along MLK Jr Way and South 11th Street, sidewalks wider to promote pedestrian and retail activity.

Tacoma locations identified as high priority for sidewalk development and pedestrian intersection treatments are areas with higher densities of pedestrian attracting land uses,

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 178 particularly schools, employment centers, parks Width 2-way 14’ 12’ 10’ 8’ and transit centers.

Tacoma recently completed 3.55 miles of Surface sidewalk improvements in high priority areas in Asphalt yes yes yes the city, though none were located in MLK. MLK Wood planking yes yes yes yes sidewalks are not proposed to be improved Crushed rock yes yes yes yes under the city’s short and medium term Compact dirt yes yes sidewalk improvements program. Sources: Pedestrian Facilities Guidebook

WSDOT/PSRC 1997, WSDOT Design Manual, The MLK subarea has been improved with Chapter 1020 – Bicycle Facilities May 2001, US marked crosswalks on principal arterial Forest Service Handbook, Washington 1987, and corridors including MLK Way and Yakima American Association of State Highway & th Avenue, and 6 Avenue and South 9th, 11th, Transportation Officials (AASHTO) Guide for 15th, 17th, 19th, 21st, and 25th Streets. Development of Bicycle Facilities 1999. Midblock crossings have also been provided on MLK Way and South J Street within the MultiCare Existing multipurpose trails and Franciscan Health Systems hospital Tacoma has a number of low-impact trails that campuses. provide recreational opportunities for pedestrians and in some cases serve as Tacoma intersection improvements are pedestrian as well as bicycle routes through generally recommended for locations that open space corridors. These trails include: previously experienced pedestrian crashes or that were identified by members of the public as ƒ Garfield Gulch needing improvement. Intersection ƒ Julia’s Gulch improvements include high-visibility crossings, ƒ Puget Gulch curb extensions, ADA-compliant curb ramps, and other treatments. 4.9.2: Impacts

Tacoma recently completed intersection Both alternatives will allow development and improvements on 5 priority intersections, redevelopment in the MLK subarea for urban though none were in the MLK subarea. The short uses and activities to various intensities. An term intersection improvement program increase in urban development and thereby the proposes to improve South I Street and Division overall employee and resident population will in Avenue, South J Street and South 19th Street turn increase traffic volumes, particularly if based on prioritization criteria. local employees and residents continue to

commute to places of employment outside of Multipurpose off-road trail standards the MLK area in private vehicles. Washington State Department of Transportation (WSDOT), the US Forest Service (USFS), and the An increase in urban development and thereby American Association of State Highway & the overall population will also create increased Transportation Officials (AASHTO) have also traffic congestion, particularly on the city’s developed standards for multipurpose arterial roadway grid and at major intersections bike/hike/horse trails including grade, shoulder and connections on MLK Way, Yakima Avenue, clearing, width, and surface depending on the 6th Avenue, South 11th and 19th Streets. user volume, skill, location, and other characteristics. Increased urban development could also lead to a higher number of potential traffic accidents Grade 1 2 3 4 between vehicles, bicyclists, and pedestrians - if Slope – sustained 5% 5% 5% 5% the local MLK bicycle and pedestrian networks Length in feet 80’ 80’ 80’ 80’ are not improved. Slope –maximum 8.3% 8.3% 8.3% 11% Length in feet 30’ 30’ 30’ 50’ Traffic congestion will increase if the road Cross slope 2% 2% 2% 2% network is not balanced with other modal Clearing – each improvements including transit and non- shoulder motorized trail systems. Shoulder width 2’ 2’ 2’ 2’ Road separation 5’ 5’ 5’ 5’ Projections Height in feet 10’ 10’ 10’ 10’ In January 2012, Tacoma requested the Puget Path tread – width Sound Regional Council (PSRC) assist with the

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 179

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 180 evaluation of local and regional transportation Tacoma’s Comprehensive Plan Transportation impacts of alternatives for the South Downtown Element states that accommodating a large and MLK Subarea Plans by forecasting travel percentage of future growth through transit- patterns utilizing the PSRC’s travel demand oriented development (TOD) will help create a model. (Grant funding that the city received safer, more comfortable pedestrian from PSRC for the subarea plans was not environment, encourage alternative sufficient to accomplish this type of analysis). transportation, promote active living, and can enhance the quality of life of residents. Regional travel demand analysis is essential to consider the impacts of redistributing growth Elements of TOD generally include: allocated to Tacoma through Vision 2040 into ƒ A mix of land uses, including residential and the South Downtown and MLK subareas, a commercial development; change that would be expected to have a ƒ Moderate to high density housing; substantial impact on local and regional trip ƒ Pedestrian orientation/connectivity; making. ƒ Convenient access to transportation choices, including transit, bike, and pedestrian 2030 and 2040 baselines facilities; For the purpose of projecting South Downtown ƒ Reduced size of surface parking facilities; and MLK subarea traffic volumes, Pierce County and Council’s (PCC) 2030 population, households, ƒ High quality design. and employment growth allocations for Tacoma (which are based on PSRC’s Vision 2040) were TOD development can also incorporate specific extrapolated into traffic analysis zones (TAZs) strategies and innovative techniques such as: used to project traffic volumes. (The MLK ƒ Transit ride-free areas; subarea partially extends into 6 TAZs – 702, ƒ Neighborhood collector or shuttle transit 703, 704, 705, 707, and 712 - making exact service; correlations of MLK subarea traffic impacts ƒ Transit marketing; difficult.) ƒ Car-sharing; and ƒ Location efficient mortgages. The resulting 2030 TAZ projections were extrapolated in the same proportions to T-LUT-1 Land Use Considerations determine 2040 TAZ allocations since the PCC Development, expansion, or improvement of has not yet developed 2040 projections for transportation facilities should be coordinated Pierce County. with existing and future land use patterns and types of development. The 2030 and 2040 baseline projections for the T-LUT-2 Land Use Patterns MLK subarea TAZ’s are in turn being correlated Encourage land use patterns and developments, to correspond with the moderate growth and especially in mixed-use centers, that support build-out capacity projections used throughout non-single occupancy vehicle travel, increase this DEIS. community access, improve intermodal connectivity, and encourage short trips easily This detailed transportation modeling is being made by walking or bicycling for recreation and done in conjunction with the South Downtown commuting. Subarea Plan and EIS project. This work will T-LUT-3 Centers and Corridors cover the entire Downtown, including the MLK Give high priority to improvement of District. There will be a separate opportunity to transportation facilities and services within comment on this transportation modeling as designated centers and along identified part of the South Downtown Draft EIS in corridors connecting the centers. Examine January-February 2013. Comments submitted parallel low traffic roadways for potential during that period will be considered as input to pedestrian and bicycle movement and the Final EIS for the MLK Subarea Plan. improvements. T-LUT-4 Support Economic Bases 4.9.3: Mitigation measures Give high priority to those transportation facilities that provide the greatest opportunity Both alternatives to serve and support the existing economic bases and will aid the city in attracting new Tacoma Comprehensive Plan general goals investments. and policies Land use and transportation

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 181 T-LUT-5 Accessibility T-MS-3 Inter-Modal Conflict Situate new transportation facilities in a manner Support programs, regulations, and design that will assure reasonable access for all modes standards that separate at-grade crossing to places of employment and attraction in the conflicts to increase safety and to increase the city. capacity and timeliness of both over-land and T-LUT-6 Concurrency rail freight. Ensure that the City’s transportation network T-MS-4 Transit Planning adequately serves the existing and projected Support future transit planning among local and land use developments. If adequate service regional governmental agencies to improve the levels are not maintained, pursue improvements reliability, availability, and convenience of to the transportation systems, mitigations of transit options. impacts, or modifications to the land use T-MS-5 Transit Operational Efficiency assumptions, where appropriate. Allow sidewalks to extend up to the travel lane T-LUT-7 Street Rights-of-Way on certain arterial streets to serve as passenger Establish procedures to implement the authority loading platforms to improve transit operational granted to the city by RCW 35.79 to inventory, efficiency and safety by avoiding merging and evaluate, and preserve right-of-way needs for weaving maneuvers into traffic by buses. In future transportation or recreational purposes, principle, such sidewalk extensions may be and wherever possible, make advanced located along arterial streets on transit routes, acquisition in order to minimize inconvenience with minimum of two travel lanes in each to affected property owners and to safeguard direction and posted speed limit of 35 mph or the general public interest. less. Dimensions must be in compliance with T-LUT-8 Partner with Transit established standards for roadway and traffic Partner with Pierce Transit and Sound Transit to engineering and transit facilities. coordinate land use and transportation planning T-MS-7 Special Transportation Needs and to promote transit-oriented development. Recognize and accommodate the special T-LUT-9 Transit Oriented Development transportation needs of the elderly, children, Encourage and promote transit-oriented the disabled and the socio-economically development (TOD) and provide incentives for disadvantaged in all aspects of transportation development that includes specific TOD planning, programming and implementation. features. Use local, state or Federal, design standards that satisfy the communities desire for a high level Multimodal System of accommodation for the disabled. An efficient multimodal system is designed to T-MS-8 Partner with Pierce Transit accommodate the safe and efficient movement Partner with Pierce Transit so that resources of people and goods. The city recognizes that may be combined and an efficient multimodal freight mobility and access are critical to transit system may be created. Tacoma’s economic development. T-MS-9 Car-Sharing Explore car-sharing programs and public-private Additionally, the city recognizes that partnerships with car-sharing businesses to transportation needs and travel choices change reduce auto-ownership dependence. over time as alternatives to car travel become T-MS-12 Complete Streets available. It is the intent of these policies to Apply the Complete Streets guiding principle[1], reduce car use; minimize intermodal conflicts; where appropriate, in the planning and design enhance freight mobility; and accommodate the for new construction, reconstruction and major mobility needs of Tacoma residents and transportation improvement projects[2], to visitors. appropriately accommodate all users, moving by car, truck, transit, bicycle, wheelchair, or T-MS-1 Transportation Demand foot to move along and across streets. The Management Complete Streets guiding principle shall also be Support and promote Travel Demand used to evaluate potential transportation Management (TDM) strategies aimed at reducing projects, and to amend and revise design the number and length of car trips and manuals, regulations, standards and programs increasing the efficiency of the transportation as appropriate to create over time an integrated system. and connected network of complete streets that T-MS-2 Roadway Capacity meets user needs while recognizing the function Assess roadway capacity on the basis of a and context of each street. facility’s total people-carrying capacity in [1] The Complete Streets guiding principle is addition to its vehicle-carrying capacity. to design, operate and maintain streets to enable safe and convenient access and travel for

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 182 all users – pedestrians, bicyclists, transit riders, (GTEC). More aggressive CTR strategies will be and people of all ages and abilities, as well as implemented within the GTEC, involving freight and motor vehicle drivers – and to foster selected target audiences besides the CTR- a sense of place in the public realm. affected employers. Expected outcomes of the [2] Major transportation improvement pilot program are the reduction of auto- projects include but are not limited to street dependent trips and the alleviation of the and sidewalk construction; street and sidewalk burdens on state highway facilities. lighting; street trees and landscaping; street amenities; drainage, pedestrian and bicycle The following policies are intended to provide safety improvements; access improvements for additional tools to ensure the successful freight; access improvements, including implementation of the CTR Plan and Ordinance, compliance with the Americans with and contribute to accomplishing the city’s Disabilities Act; and public transit facilities strategic goals of healthy environment, accommodation including, but not limited to, sustainable economy and livable community. pedestrian access improvements to transit stops and stations. T-CTR-1 Comprehensive Planning and T-MS-13 Walkability CTR Provide height bonuses and other incentives to Incorporate Commute Trip Reduction in the developments that promote walkability through planning for land use, transportation, housing, pedestrian orientation, providing amenities capital facilities, environmental protection, such as weather protection and seating, and open space and recreation facilities, improving pedestrian connectivity. neighborhoods and communities, and other applicable disciplines of comprehensive Commute Trip Reduction planning. This will be accomplished by As required by the Commute Trip Reduction promoting CTR related and supportive policy Efficiency Act of 2006 and the associated aspects, such as those listed below: Washington Administrative Code, the Tacoma ƒ Promote transit-oriented development; City Council adopted the Commute Trip ƒ Encourage maximum parking requirements Reduction Plan in 2007 and adopted the for new development; Commute Trip Reduction (CTR) Ordinance into ƒ Require non-motorized connections between the Tacoma Municipal Code Chapter 13.15 in retail, living and work places; 2008. ƒ Evaluate land use changes to the The CTR Plan provides guidelines for the city Comprehensive Plan and determine how the and major employers affected by the state law development furthers the goals of CTR; to implement effective strategies to achieve the ƒ Realize the Complete Street concept; goals of 10% reduction in drive-alone trips and ƒ Strive for job-housing balance; 13% reduction in vehicle miles traveled by 2011. ƒ Support an integrated, regional high capacity transit system; The CTR Ordinance establishes requirements for ƒ Enhance walking and bicycling environment; affected employers, including an appeals ƒ Require parking for bicycles where process, and procedures for the City for applicable; and program administration, monitoring, ƒ Ensure that connectivity, accessibility and enforcement and intergovernmental transferability among multiple modes of coordination. transportation are adequate, efficient, safe and friendly for pedestrians and bicyclists. The CTR Plan and Ordinance are designed to achieve the following objectives: improve air Environmental Stewardship quality, reduce traffic congestion, and reduce Tacoma complies with the Washington Clean Air the consumption of petroleum fuels. With the Act, the Commute Trip Reduction Law, the focus on employer-based programs that National Environmental Policy Act, and the State encourage the use of alternatives to driving Environmental Policy Act. It also supports the alone for the commute trip, CTR represents a city’s interest in reducing stormwater and air centerpiece of the overall strategy of pollution by lessening the use of petroleum fuel Transportation Demand Management (TDM). vehicles.

In addition to the mandated program activity, Policies that reduce car use and encourage Tacoma is also participating in a voluntary, pilot transit, walking and bicycling are keys to program encouraged and funded by the State, reducing transportation-related environmental whereby downtown Tacoma is designated as a impacts and can be found throughout Tacoma’s Growth and Transportation Efficiency Center Comprehensive Plan. In addition, the city’s

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 183 Climate Action Plan guides the city toward reductions in greenhouse gas (GHG) emissions The plan moves the city towards social, by such measures as decreasing use of the economic and environmental sustainability and conventional internal combustion engine serves as a cornerstone for Tacoma’s climate automobile. action diminution strategies. A sustainable non- motorized transportation network is vital for Transportation contributes to more than 50% of Tacoma to achieve a substantial reduction in Tacoma’s GHG emissions. In an effort to achieve carbon emissions, as well as to provide a the GHG reductions laid out in its Climate healthier environment for its residents. Action Plan, the city encourages the use of a variety of vehicles and devices for The Mobility Master Plan envisions an transportation that are free of emissions. These interconnected bicycle and pedestrian network vehicles and devices include Low Speed Electric that provides safe routes to neighborhoods, Vehicles (LSV), bicycles, skateboards, and other schools, transit, business districts recreational forms of active transportation. facilities, and other destinations. The Mobility Master Plan is consistent with The intent of the following policies is to Tacoma’s Complete Streets policy and its encourage the use of emission-free vehicles and associated design guidelines. The Mobility devices and to plan and implement Master Plan Design Guidelines provide a transportation projects that will not negatively comprehensive set of tools for designing and impact the quality of the environment and will implementing pedestrian and bicycle contribute to the city’s overall efforts in infrastructure. Tacoma’s streets vary addressing issues associated with global significantly in width, speed and usage and the warming and climate change. Design Guidelines provide a wide array of options to make them more user-friendly. T-ES-2 Noise and Air Pollution Encourage the reduction of noise and air Prioritizing transportation investment - the pollution from various modes of transportation; ‘Green Transportation Hierarchy’ is a recent promote the use of alternative fuels for movement that recognizes transportation vehicles; and ensure Tacoma meets ambient air modes that have the least environmental impact quality standards. and greatest contribution to livability. Intended T-ES-3 Congestion Management as a prioritization strategy, the Green Encourage the use of alternative modes, and Transportation Hierarchy promotes funding and thereby slow the increase in the use of single development of facilities for modes that occupant vehicles and the increase of affordably enhance access for the majority of environmental degradation associated with their Tacoma residents, rather than using level of use. service standards focused on vehicle movement. T-ES-5 Urban Design Give maximum consideration to aesthetics and beautification while insuring compatibility with safety standards in the design and location of both local and state owned transportation facilities to ensure a positive contribution to the appearance and form of the city. T-ES-7 Electric Vehicles Encourage and promote the use of electric vehicles as they are developed in all automobile, truck and commercial vehicle classes. Neighborhood Electric Vehicles and Medium Speed Electric Vehicles may travel Tacoma’s street network where appropriate and consistent with State law. Encourage the use of such vehicles in a way that conditions are safe and don’t impede traffic flow.

Mobility Master Plan The hierarchy gives precedence to pedestrians, The 2010 Mobility Master Plan provides a vision, then to bicyclists and public transit. policies and an implementation plan for how Commercial vehicles and trucks are also Tacoma can improve conditions for pedestrians recognized as having priority over passenger and bicyclists citywide over the next 15 years. vehicles.

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 184 Tacoma is using this model as a conceptual tool ƒ Create a safer street environment that for elevating pedestrians, bicycles and public reduces intermodal crashes involving bicyclists, transit in the planning and design of streets in a pedestrians and motor vehicles by at least 10% manner that is consistent with the City’s from 2010 rates by 2015 and work to meet Complete Streets policy and Climate Action Washington State’s Target Zero goal of Plan. It gives recognition to the most vulnerable eliminating fatal and serious injuries by users of the streets: pedestrians and bicyclists 2030. of all ages and abilities. ƒ Increase the non-motorized mode split to 5% by 2015 and continue gains thereafter in order Guiding Principles - were established to serve to achieve the Climate Action Plan goal of as a statement of values and to convey the reducing greenhouse gases emissions from impact the plan will have on Tacoma’s future. transportation sources. The principles stand as a guide for policy, ƒ Increase transit use by enhancing pedestrian development and implementation of the plan. access and bicycle support facilities through the development of bikeways and walkways that ƒ Accessibility – incorporate the needs of serve transit hubs. people with disabilities into planning, design, ƒ Implement a benchmarking and construction and maintenance of the measurement system to gauge success for transportation system. pedestrian and bicycle infrastructure ƒ Connectivity – prioritize projects that improvements and usage. connect multi-use residential centers, ƒ Apply implementation and maintenance transportation hubs and activity districts and strategies that expand and sustain Tacoma’s downtown. pedestrian and bicycle infrastructure. ƒ People – prioritize movement of people as a ƒ Promote healthy lifestyles by offering measure of mobility over movement of cars. improved opportunities for active living for ƒ Equity – establish geographic and modal people of all abilities through the development equity across Tacoma. of a robust non-motorized network, including ƒ Safety – prioritize the safety and comfort of bikeways, sidewalks, and linear parks. pedestrians and bicyclists on all Tacoma streets ƒ Sustainability – develop a comprehensive Implementation - recommended pedestrian and pedestrian and bicycle network as a critical step bicycle network improvements were developed in realizing a sustainable and livable Tacoma. with a thorough analysis of existing conditions ƒ Multimodal – make multiple travel modes utilizing a variety of methodologies, including safe and available to all users. the Pedestrian Zone Analysis, Pedestrian Crash Analysis, Bikeway Quality Index and Cycle Zone Vision and Goals - Tacoma is a world-class Analysis. The recommended pedestrian network walking and biking community in which improvements are consistent with Tacoma’s pedestrians and bicyclists are top priorities in 2008 ADA Transition Plan which outlines the transportation planning. Tacoma's city’s strategic priorities for curb ramp and transportation system is useable and welcoming sidewalk improvements. to people of all abilities. Streets accommodate bicyclists in large numbers, sidewalks are user- The following criteria are used to evaluate friendly, and residents share the road safely and potential projects for the pedestrian and bicycle are fully mobile without an automobile. networks. These criteria, listed in the order of importance, were developed with input from Goals public workshops and the Steering Committee. ƒ Achieve “Bicycle Friendly Community” status as designated by the League of American Enhances system connectivity/Closure of Bicyclists by 2015 by developing and enhancing critical gap the five Es: Engineering, Education, Evaluation, To what degree does the project fill a missing Enforcement, and Encouragement. gap in the bicycle and/or pedestrian system? ƒ Complete a safe and comfortable bicycling How well does the project overcome a barrier in system that connects all parts of the city (north the current bicycle and pedestrian network? to south/east to west) and accommodates all Interface with other transportation modes types of cyclists by 2025. (e.g., transit) ƒ Complete an accessible network of To what degree does the project connect to pedestrian supportive infrastructure, including transit facilities? sidewalks, curb ramps, accessible pedestrian signals and shared-use paths, in high-priority pedestrian areas.

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 185 Geographic distribution of City coverage To what degree does the project offer potential Facility type 2012 % Total % benefits to the wider, regional community by Bicycle 10.61 50% 51.12 26% offering opportunities for increased boulevards connectivity to surrounding communities, other Bike lanes 5.23 25% 76.43 39% regional walkways/bikeways etc.? Sharrows 0.10 0% 6.38 3% Cost Effectiveness Cycle tracks 0.00 0% 3.84 2% How difficult will it be to implement the Sidewalks 3.30 16% 15.96 8% project? This criterion takes into account Shared use 1.89 9% 40.25 21% constraints like topography, existing paths development, presence or lack of available Total 21.13 100% 193.98 100% right-of-way, and environmental and political Source: Tacoma Comprehensive Plan, issues. Transportation Element Suitability for bicycling and/or walking with improvements The short term (1-5 year) bicycle project priority Does the route have potential to be safe and/or list includes 31 projects with 65.13 miles of comfortable for bicycling after improvements improvements including the following projects have been made? in the MLK subarea:

Destinations served Project miles Does the project provide connectivity to key South 11th Street bike lane – Ferry to 1.25 destinations, including schools, parks, Pacific Avenue employment, commercial centers, and civic 6th Avenue bike lane – Ainsworth to 0.87 centers? Broadway Improvement that serves an immediate safety Sheridan Ave bike boulevard – 6th 1.37 need Street to South 25th Street Can the project potentially improve bicycling South 25th Street bike lane – State to 0.21 and walking at locations with perceived or Sheridan Ave documented safety issues? This criterion takes Prairie Line Trail share use path – 0.80 into account available crash data as well as Pacific Ave to Water Ditch Trail feedback from the Steering Committee and Tacoma residents. The short term (1-5 year) and medium term (6- Integration into the existing local and regional 11 year) pedestrian project priority list include bikeway/walkway system 15 projects with 12.66 miles of improvement How many user generators does the project projects. The list, however, does not include any connect to within reasonable walking or improvements for the MLK subarea. bicycling distance, such as schools, parks, Downtown, colleges and universities, etc.? The short term (1-5 year) and medium term (6- Projected reduction in vehicle trips and 11 year) intersection project priority list include vehicle miles traveled 24 projects including improvements in the MLK To what degree will the project likely generate subarea for: transportation or recreational usage based on population, corridor aesthetics, etc.? Does the Project project serve transportation needs, reducing the South I Street & Division Avenue need for drive-alone trips, and promoting South J Street & South 19th Street bicycling as a viable alternative to driving? Sound Transit – LINK expansion

Tacoma has completed or initiated construction The Tacoma Link Expansion Project will extend of over 21.13 miles of the proposed bicycle and the Tacoma Link light rail route. Sound Transit pedestrian system, with plans to complete is working with stakeholders in the Tacoma construction of 193.98 miles within the next 11- community to plan the expansion of the line. 15 years. The 1.6 mile Tacoma Link light rail line currently serves 6 stations from the Theater District to the Tacoma Dome Station. Trains run every 12 minutes during the day and served nearly a 1,000,000 riders in 2011.

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Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 187 Voters in 2008 approved an expansion of ƒ The Eastside Corridor - extends east from Tacoma Link as part of the Sound Transit 2 Tacoma Dome Station on 25th Street and ballot measure. Sound Transit's Tacoma Link continues south along Portland Avenue to 72nd Expansion Alternatives Analysis project will Street. identify and study alternative travel corridors ƒ The North Downtown Central Corridor - for expansion of the Tacoma Link light rail extends north from the 9th/Theater District system. Station via Stadium Way; continues northwest and west via North E Street, North First Street, Over the next 12 months, Sound Transit in and Division Avenue; and continues south on cooperation with the City of Tacoma and Pierce MLK Way to South 19th Street. Transit will engage the wider community to help ƒ The North End Corridor - extends north identify a range of alternatives, study these from 9th/Theater District Station via Stadium alternatives, and determine a preferred corridor Way; continues northwest and west via North E alternative for the expansion. The study will Street, North First Street, and Division Avenue; also produce a project financing plan that will and continues west to Alder Street via I identify committed and potential funding Street/North 21st Street. sources. ƒ The North End Central Corridor - extends north from 9th/Theater District Station via Tacoma Link Expansion Stakeholder Group Stadium Way; continues northwest and west via Final Report 2011 North E Street, North 1st Street, and Division From July 2010 through January 2011 Sound Avenue; and continues southwest and west via Transit, the City of Tacoma, and Pierce Transit Division Avenue to South 6th Avenue to convened a group of community stakeholders, Alder/Cedar Streets. including neighborhood and business leaders, ƒ The Pacific Highway Corridor - extends to begin looking at possible routes and station east from the Tacoma Dome Station to Pacific locations to expand Tacoma Link. Highway South to Fife, at 54th Avenue East. ƒ The South Downtown Central Corridor - The 2011 report document details the work of extends west from Union Station on South 19th the Tacoma Link Expansion stakeholder group Street and continues west on South 19th Street and its recommendations on potential corridor to Mildred Street. alternatives for expanding Tacoma Link. The ƒ The South Downtown to MLK Corridor - group's mission was to provide commentary and extends west from Union Station on South 19th feedback on potential corridor alternatives Street, continues north on MLK Way to Division using their expertise as representatives of Avenue, and potentially could loop back to the diverse constituencies. The qualitative, 9th/Theater District Station. community-focused report should help guide ƒ The South End Corridor - extends from decision-makers during further technical South 25th Street Station south via Pacific planning. Avenue and continues west on 38th Street to Tacoma Mall Boulevard. Pre-Alternatives Analysis Report Concurrent with the work conducted by the The major conclusions reached during the Pre- Tacoma Link Expansion Stakeholder Group, Alternatives Analysis are that there appear to be Sound Transit prepared a technical report several alternative corridors that meet providing an initial analysis of the alternative community and Sound Transit objectives and corridors identified by the Stakeholder Group are feasible to construct. and 2 additional alternatives. The purpose of the Pre-Alternatives Analysis However, of all 8 corridors, the North Downtown was to determine if the alternative corridors Central Corridor (MLK subarea) would serve the could meet community and Sound Transit largest population in 2040. It would also serve a objectives. high number of existing and forecast jobs, as well as a high percentage of low-income and The Pre-Alternatives Analysis built upon work minority residents. This corridor would also completed in 2004, 2005, and 2008 for serve a large number of community institutions. extending the Tacoma Link streetcar and It would travel through 4 historic districts (Old evaluated 8 potential extensions of the Tacoma City Hall, Wright Park and Seymour Link system. The evaluation included an Conservatory, Stadium-Seminary, and North assessment of potential benefits and impacts of Slope). each corridor, engineering constraints, design assumptions, preliminary cost estimates, and Alternatives analysis potential funding sources. This project will need substantial federal grant funding to be built. A major source of federal

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 188 funding is the Federal Transit Administration's 6: At a comparatively low cost – to serve the New Starts/Smart Starts program. Grants are MLK subarea as well as provide the basis for awarded nationwide on a competitive basis eventual expansion into the North, North End following a rigorous, objective review of Central, and South Downtown Central corridors. potential projects. As a reflection of the above objectives and To support an application for federal funding, opportunities, the MLK subarea currently Sound Transit will conduct an alternatives includes a number of catalytic projects analysis that compares reasonable alternatives underway at MultiCare and Franciscan Hospitals, that could satisfy the purpose and need for the and the development of the new Community investment. Those alternatives can include Health Care facility on the MLK corridor that multiple routes or corridors and modes (such as depends on and will attract additional riders. bus rapid transit and rail), identified with the public's participation. The goal of the In addition, the MLK Subarea Plan will alternatives analysis process is to identify those implement a number of transit oriented alternatives which are most promising before developments on currently vacant and beginning formal environmental review, underused properties in the business district core that will generate 465 or more dwelling MLK Subarea Plan Working Group units for urban households most likely to utilize recommendation transit services on MLK Jr Way and between the The MLK Subarea Plan Working Group MLK subarea and core destinations. recommended Sound Transit pursue development of the North Downtown Central Therefore, for the reasons outlined above, the corridor as the number one priority alternative MLK Subarea Plan Working Group unanimously for the reasons originally outlined in the recommended Sound Transit pursue February 2001 Tacoma Link Expansion development of the North Downtown Central Stakeholder Group Final Report – namely that alternative as the number one priority. the North Downtown Central corridor of all the corridor options best: Streetcar versus light rail For the purpose of the Alternatives Analysis 1: Serves underserved communities – in that it study and cost estimating purposes, it will be has the greatest ability to generate economic assumed that the Tacoma Link extensions will development. be configured and operate as typical modern streetcar, in existing traffic lanes shared with 2: Serves Tacoma neighborhoods – connecting other traffic. the MLK district including the MultiCare and Franciscan hospitals and Evergreen College to However, there may be instances where the the downtown and other core areas. streetcar will operate in an exclusive lane in order to by-pass congestion, pass through low- 3: Serves downtown Tacoma – potentially clearance underpasses or accomplish unique creating a loop opportunity between the MLK traffic maneuvers such as queue jumps. subarea, the downtown, waterfront, UWT, brewery, and dome districts – as well as The key system configuration assumptions providing the opportunity for future expansions address the major project components that have into the North, North End Central, and South the largest affect on the scale and cost of the Downtown Central corridors. streetcar project and determine the basic configuration of the project. Other design 4: Captures high ridership – attracting current elements such as the specific track alignment and new riders from urban households bound will be addressed in future phases of project for activities in the MLK subarea as well as development. downtown, waterfront, UWT, brewery, and dome district destinations. Vehicles - streetcars are typically 65 long, 8 feet wide, double-articulated, steel wheel on steel 5: Completes regional connections – including rail and are operated as single cars. By contrast, the opportunity to link the MLK subarea and light rail vehicles are usually about 90 feet long, eventually the North, North End Central, South 8.5 feet wide, double-articulated, and steel Downtown Central corridors to the intermodal wheel on steel rail and operated in 2 to 4 car connections at Freighthouse Square to Sound trains. Transit’s Central Link and SeaTac as well as Amtrak. The smaller size and reduced scale of streetcars fit their intended function and allow them to

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 189 Loop System

Double Track – Pinched Loop System

Single Track with Bypass

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 190 share the road with other travel modes; around the wire is used for all elements that will accessing places and streets such as residential require maintenance such as traffic signal heads neighborhoods that light rail cannot, due to its to comply with OSHA requirements. much larger scale. In general, the approach to streetcar projects The larger size and scale of light rail vehicles has been to minimize the amount of also fits their function, as the trunk of regional modifications to what is absolutely necessary transit systems typically have very high number and maximize the reuse of as much of the of passengers as their ridership capture areas existing equipment as possible. are large geographic areas, fed by multiple modes of transportation and traveling to and Guideway type - in order to contain costs and from dense urban cores. minimize impacts, the design approach to a typical streetcar is to limit construction to that For the purpose of the alternatives study, it is which is absolutely necessary. Often, the track assumed that any future Tacoma Link extension construction can be limited to 1 foot on either will have to be designed to accommodate the side of the track with grind and overlay to make existing streetcar fleet and that all future up any minor grade differences and blend the vehicles will have similar characteristics such as track into the existing roadway cross slope. length, location of ADA boarding, vehicle loading (for structural design) etc. By contrast, the construction of semi-exclusive guideways are major endeavors since the Streetcar stops - many light rail systems have guideways are essentially a separate facility stations that cost in the $1-3,000,000 range (or from the existing road yet all existing modes even higher for exclusive guideway systems) must still be accommodated within the road with large custom structural canopies, increased right-of-way. capacity, and multiple passenger amenities. Streetcar systems such as Seattle or Portland Conclusion - typical modern streetcar systems have taken a simplified approach and have kept serve a very specific purpose, providing costs for most stations under $100,000. For the increased connectivity and circulation within an Tacoma Link extensions, it is assumed that a urban area. The need to fit and blend into similar approach will be taken. The proposed existing neighborhoods requires a transit stops would, in general, have the following solution that is true to the scale and character features and characteristics: of those neighborhoods.

ƒ Dimensions - approximate length would be Streetcars serve this purpose well. Their smaller 45-60 feet and 8-12 feet wide depending on side scale and shared guideway operation, results in or center location less infrastructure, smaller construction ƒ Shelter - stop will have a basic shelter akin footprints and therefore lower cost than to a bus shelter systems that operate in a semi-exclusive ƒ Next “streetcar” display - stop will have guideway such as the northern/eastern portion automated display indicating time until next of the existing Tacoma Link. streetcar ƒ ADA boarding - will be accommodated MLK streetcar alignment using vehicle-deployed bridge plates similar to Tacoma prepared a conceptual design of street the current stops/vehicles and utility improvements for MLK Way between ƒ Station appurtenances - such as benches, Division Street and South 25th Street to support trash receptacle, and railings as needed. the creation of a Local Improvement District (LID). The city is considering the option of Traffic signals - streetcars typically operate in adding streetcar service to the MLK subarea in existing traffic lanes and are controlled by the the future, potentially between Division Street same traffic signals as automobile users and South 19th Street. whereas for light rail, the need to keep other vehicles off the guideway and increased travel The development of an electric streetcar system speeds necessitates a dedicated train control has the possibility of many conflicts with system that is interconnected with the traffic existing utility systems. In addition, the signal system. streetcar system may conflict with existing and proposed traffic and pedestrian flow. The Even with streetcars, the overhead trolley wire conceptual design will be used by the city used to power the vehicles can create a conflict during the design process for street and utility between the existing traffic signal head or mast improvements and utility relocations arm. Typically a 10 foot minimum clearance

Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 191 incorporating the future location of the At a later time, the platform features, power streetcar line. substations, overhead contact system, and controls could be installed. The complete Three alignment options with various service system will also require the purchase of cars options were considered including: and operational certification. A local maintenance facility could be implemented, or Loop System – the streetcar travels in a the system may be integrated into the Tacoma clockwise loop on MLK Way, South 6th Street, Link system and maintenance, with connection South J Street, and South 20th Street. The at Division. streetcar vehicles would generally be in the automobile traffic lanes. Alternative 2: MLK Subarea Plan

Double-Track Pinched-Loop System - the In addition to the measures listed under both streetcars would travel on dual parallel tracks alternatives, the following measures have been along MLK Way. The streetcars would generally incorporated into Alternative 2: MLK Subarea be in the vehicle travel lanes with street traffic. Plan to mitigate possible adverse impacts: At each end, the streetcar would reverse directions and cross over to the other side of 35: Walkways and sidewalks – improve and the street. This system could be extended to complete key connections on 11th, 15th, 19th, Division Street and ultimately be connected with 25th Streets, and MLK Way from the the proposed streetcar extension on Division neighborhoods to the west of the MLK subarea, Street with a relatively short extension. and from the MLK subarea to the downtown, UW Tacoma, Thea Foss Waterway, Murray Morgan Single Track with Bypass System – the Bridge, and other major walking destinations streetcar travels on a single lane track system including a Safe Routes to School program for on MLK Way between South 4th Street and South McCarver Elementary School. 19th Street. Because of bi-directional travel, the streetcar track must be isolated from the vehicle 36: Crosswalks – install special paving lanes. In order to allow streetcars to travel in materials, flashing light crossing strips, both directions, the track is split into a double pedestrian activated signals, median and curb track by-pass near the center. This system could extensions to improve pedestrian safety, be extended to Division Street. and ultimately increase visibility, and calm traffic at major be connected with the proposed streetcar intersections throughout the MLK subarea, extension on Division Street, also with a especially on MLK and Yakima Avenues, and relatively short extension. South 11th and 19th Streets.

The city is planning a Local Improvement 37: Trails – extend and connect the MLK District (LID) redevelopment project which is subarea’s walkways on South 6th, 11th, 15th, expected to renovate much of the utility and 19th, and 25th Streets to the neighborhood to street system along MLK Way between South the west and the downtown to the east and 25th Street and Division Avenue. explore extension of the proposed UW Tacoma hillclimb into the district to provide The timing and financing of the LID is not connections to the Prairie Line Trail, UW anticipated to be able to support complete Tacoma, South Downtown, and Thea Foss development of the streetcar system at the same Waterway. time. If the project were to be completed in two phases, first completing the LID and second 38: Bikeway network – institute bike lanes on building the street car, the magnitude of the 6th, 11th, 19th, and 25th Avenues, I Street and disturbances to the businesses and surrounding Yakima Avenue, and bike boulevard on J Street area would be of equal magnitude in both to complete key connections to and the MLK phases. Therefore, construction of the most district, schools, parks, and other major invasive part of the project in one phase would commuter and recreational destinations as well minimize the impact to the residents. as with the downtown and larger city system. Develop the J Street bike boulevard in For the construction of the trackway with the conjunction with MultiCare and Franciscan LID project, the concrete trackbed and rails Health Systems to account for emergency access would be installed with the utility and street to the hospitals. construction project. The basic platforms and traffic hardscape features that are required by the streetcar would be installed.

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Draft Planned Action Environmental Impact Statement (DEIS) MLK Subarea Plan Page 194 39: Street maintenance – institute a citywide system should also be designed to allow financing strategy with which to maintain life potential loop configurations and future cycle pavement conditions, with a focus on MLK expansions west into the neighborhoods and to residential streets and roads including South I other commercial districts, mixed-use centers, and J Streets, and South 19th, 21st, and 25th and destinations. Streets east of the MLK district. 46: Pierce Transit – retain and expand Pierce 40: MLK retail/pedestrian/transit – reconfigure Transit’s schedules and stops to include hours MLK to expand and improve sidewalks, and routes that support MLK district employees particularly in the business district, retain on- and residents, particularly at MultiCare and street parking, install bulbouts and curb Franciscan Health System’s Hospitals, extensions and median turn lanes and planting Community Health Care and within the business strips with street trees in accordance with a district core. retail, pedestrian, transit street designation that promotes pedestrian uses and anticipates the 4.9.4: Unavoidable adverse impacts eventual development of a streetcar (or LINK) connection. Under both alternatives, the undeveloped and underdeveloped lands in the MLK subarea will

41: Connectors – reconfigure 6th, 9th, 11th, be redeveloped for higher intensity uses that 15th, 17th, 19th, and 25th Streets to provide will increase population levels, with associated sidewalks, turn lanes, transit stops and other increases in traffic, noise, and air pollution features to support vehicle and bus access from generated by increased travel if residents the neighborhoods to the west to the MLK commute out of the MLK subarea by private subarea, and from MLK to the downtown. vehicle to work, shop, or play.

42: Parkway – improve Yakima Avenue to Both alternatives will increase associated remove on-street parking, install bike lanes, requirements for vehicle, transit, and non- expand sidewalks, plant street trees next to the motorized transportation system development, curbs and in the medians to create a parkway maintenance, and service enhancements. Both boulevard from Wright Park south.43: Urban alternatives will require the funding of residential streets – reconfigure L Street and additional roadway, transit, and trail system MLK Jr. Way south of 19th Street to expand on- capacities and projects. street parking, improve sidewalks, and plant street trees to calm traffic, improve pedestrian The application of mitigation measures will and bike access, and establish a character to prevent any unavoidable adverse impacts on these residential neighborhood streets. plans and policies that have not already been accounted for. 44: Green streets – reconfigure South I and J Streets, and the wider right-of-way in 14th, 21st, However, Alternative 2: MLK Subarea Plan will and 25th Streets (historical streetcar routes) to stimulate mixed use, low-impact, green, and expand on-street parking, improve sidewalks, smart development patterns that generate local plant street trees, and develop bio-swale rain live, work play opportunities for existing and gardens to calm traffic, improve pedestrian and future MLK subarea residents. bike access, and establish a “green and park- like” Green Complete Streets character to these residential neighborhood streets.

45: Streetcar (LINK) – re-install streetcar (or LINK) service on MLK Jr Way in shared lanes with vehicles or in a dedicated median lane with stops at least serving MultiCare Health System, People’s Park, the Business District core, People’s Community Center, Franciscan Health System, and 23rd Street. The streetcar (or LINK) service should connect the MLK district with local employment and residential areas and destinations, such as the Stadium District, Downtown core, UW Tacoma, Brewery District, Thea Foss Waterway, and the Dome District (where there are regional connections with Sound Transit, Greyhound, and Amtrak). The

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