Puyallup Avenue Corridor Conceptual Design Tech Memo #1: Baseline Conditions `

February 2017

PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN |BASELINE CONDITIONS City of Tacoma

Table of Contents Page 1 Introduction 1-1 2 Previous Plans 2-1 Land Use and Transportation Plans ...... 2-1 Design Guidelines...... 2-7 Development Plans ...... 2-10 Transit and Station Area Access Plans ...... 2-10 3 Corridor Context 3-1 Population and Employment...... 3-4 Travel Patterns ...... 3-8 Current Street Layouts ...... 3-8 4 Traveling Puyallup Avenue Today 4-1 Walking ...... 4-1 Bicycling ...... 4-13 Pedestrian and Bicyclist Volumes ...... 4-17 Taking Transit ...... 4-19 Driving ...... 4-24 Parking ...... 4-39 Freight...... 4-43 Special Events ...... 4-49 5 Changes Coming to Puyallup Avenue 5-1 Tacoma Dome Station ...... 5-1 Pierce Transit ...... 5-1 Sound Transit ...... 5-2 Development ...... 5-5 Amtrak Station Relocation and East 25th Street Redesign ...... 5-6 6 Land Use and Regulatory Environment 6-1 Zoning ...... 6-1 Parking Requirements ...... 6-2 Regulatory Environment ...... 6-4 7 Issues and Opportunities 7-1

Appendix A Hourly Traffic Volume and Vehicle Mix by Segment A-1 Appendix B Future Sound Transit Project Information B-1

Table of Figures Page Figure 2-1 Priority Networks (All Modes), City of Tacoma Transportation Master Plan, 2015 2-3 Figure 2-2 Green Transportation Hierarchy ...... 2-4 Figure 2-3 South Downtown Subarea (black dotted line) including Dome District and Old Brewery District ...... 2-6 Figure 2-4 Tahoma to Tacoma Trail Network Alignments ...... 2-7

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Figure 2-5 Federal Way Transit Center to Tacoma Dome Light Rail Representative Alignment and Stations ...... 2-11 Figure 2-6 Tacoma Dome Station Access ...... 2-13 Figure 2-7 Tacoma Trail Map ...... 2-15 Figure 3-1 Study Area Districts...... 3-2 Figure 3-2 Puyallup Avenue Study Area ...... 3-3 Figure 3-3 Population Density...... 3-5 Figure 3-4 Employment Density ...... 3-6 Figure 3-5 Combined Population and Employment Density ...... 3-7 Figure 3-6 Work Trips Mode Split ...... 3-8 Figure 3-7 Neighborhood District Street Layout (S 24th Street between Pacific Avenue and A Street) Typical Cross Section and Photos ...... 3-9 Figure 3-8 TOD District Street Layout (Puyallup Avenue between D St and E St) Typical Cross Section and Photos ...... 3-10 Figure 3-9 Industrial Corridor Street Layout (S 24th Street between K St and L St) Typical Cross Section and Photos ...... 3-11 Figure 4-1 Sidewalk Widths and Conditions ...... 4-2 Figure 4-2 Driveway Spacing ...... 4-3 Figure 4-3 Pedestrian Crossing Opportunities and Conditions ...... 4-5 Figure 4-4 Pedestrian Signal Clearance Time ...... 4-6 Figure 4-5 Walking Conditions...... 4-8 Figure 4-6 Walking Conditions...... 4-9 Figure 4-7 Urban Design and Placemaking Conditions ...... 4-12 Figure 4-8 Existing and Proposed Bicycling Infrastructure and Collision Locations...... 4-15 Figure 4-9 Bicycling Conditions...... 4-16 Figure 4-10 Pedestrian and Bicyclist Volumes ...... 4-17 Figure 4-11 PM Peak Hour Pedestrian and Bicyclist Volumes ...... 4-18 Figure 4-12 Average Daily Transit Volumes by Segment ...... 4-19 Figure 4-13 Transit Routes Serving Puyallup Avenue ...... 4-21 Figure 4-14 Transit Priority Network ...... 4-22 Figure 4-15 Transit Conditions ...... 4-23 Figure 4-16 Average Daily Traffic by Segment ...... 4-24 Figure 4-17 Average Daily Traffic by Hour ...... 4-25 Figure 4-18 Average Hourly Volumes by Street Segment ...... 4-28 Figure 4-19 Peak Hour Traffic Volume and Direction ...... 4-29 Figure 4-20 Vehicle Classification ...... 4-33 Figure 4-21 Vehicle Class on Puyallup Avenue ...... 4-33 Figure 4-22 Vehicle Mix by Segment ...... 4-34 Figure 4-23 Average Speeds by Street Segment ...... 4-35 Figure 4-24 Average Speeds by Percent ...... 4-36 Figure 4-25 Vehicle Collisions on Puyallup Avenue ...... 4-37 Figure 4-26 Driving Conditions ...... 4-38 Figure 4-27 Parking Supply and Demand on Puyallup Avenue ...... 4-40 Figure 4-28 Parking Supply and Demand on S 25th Street and E 25th Street ...... 4-41 Figure 4-29 Parking Conditions ...... 4-42 Figure 4-30 Freight Network Map ...... 4-44 Figure 4-31 Average Freight Volumes by Street Segment ...... 4-45

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Figure 4-33 Freight Conditions ...... 4-48 Figure 5-1 Rendering of New Amtrak Station ...... 5-6 Figure 6-1 Zoning Areas and Development Regulations ...... 6-2 Figure 6-2 Base Zoning Designations ...... 6-3 Figure 6-3 Crosswalk Design Standards ...... 6-4 Figure 6-4 Access Management Standards ...... 6-5 Figure 6-5 Lane Width Standards ...... 6-6 Figure 6-6 Land Use Conditions...... 6-7 Figure 7-1 Key Issues and Opportunities...... 7-1 Figure 7-2 Illustrations of Select Opportunities for Puyallup Avenue ...... 7-3

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1 INTRODUCTION Puyallup Avenue runs through the heart of South Downtown Tacoma and connects commuters, businesses, visitors, and industrial lands. The street is a key part of the City of Tacoma’s pedestrian, transit, freight, and bicycle networks and a future connection to the Prairie Line Trail. Residential and commercial development, the relocation of the Amtrak station, and the role of the Tacoma Dome as a regional draw support the need to examine Puyallup Avenue as a future multimodal complete street. The study area encompasses Puyallup Avenue from Portland Avenue to S C Street. The goal of the project is to develop a multimodal concept for the Puyallup Avenue corridor that will enhance the experience for everyone, including pedestrians, cyclists, drivers, transit riders, and freight operators. This first technical memorandum provides a baseline for how people currently travel the street and how it operates. It includes both quantitative and technical analysis, as well as qualitative input from fieldwork conducted in September 2016. This document articulates the conditions, issues, opportunities, and constraints on Puyallup Avenue today to ensure a shared understanding of existing conditions. The memo is organized into the following chapters: . Chapter 2: Previous Plans reviews the planning context for the corridor and South Downtown Subarea. . Chapter 3: Corridor Context explains current population, employment, travel patterns, and street layouts along Puyallup Avenue. . Chapter 4: Traveling Puyallup Avenue Today looks at the current conditions for people walking, biking, taking transit, driving, and parking well as freight and special event uses. . Chapter 5: Changes Coming to Puyallup Avenue provides an overview of upcoming development projects and changes to the corridor. . Chapter 6: Land Use and Regulatory Environment describes relevant zoning, parking, and development regulations. . Chapter 7: Issues and Opportunities summarizes the key issues, constraints, and opportunities along the corridor.

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2 PREVIOUS PLANS This chapter summarizes the recommendations and applicability to Puyallup Avenue of previous land use and transportation plans, design guidelines, development plans, and mode-specific plans. LAND USE AND TRANSPORTATION PLANS

One Tacoma Comprehensive Plan, City of Tacoma, 2015 One Tacoma is the city’s guide to long-term development and a vision for the city’s future. The plan builds on the vision and goals of Tacoma 2025 to create a vibrant, connected, and sustainable city. The plan consists of two parts: book 1 contains the goals and policies of the plan, and book 2 lays out implementation programs and strategies. The transportation chapter consists of the Transportation Master Plan, covered separately in this plan review. Summary of Recommendations One Tacoma specifies goals, policies, and implementation actions related to all aspects of the city: urban form, design and development, environmental and watershed health, housing, economic development, transportation, parks and recreation, public facilities and services, the container port, public engagement, and downtown Tacoma. The plan presents future land use designations and corresponding zoning for city districts and designates four urban centers that will be the primary areas for growth through 2040. These include the Downtown Regional Growth Center, Tacoma Mall Regional Growth Center, Crossroads Center, and Neighborhood Center. Transportation recommendations are included in the plan’s Transportation Element, also referred to as the Transportation Master Plan. Applicability to Puyallup Avenue The future land use designation on the western end of the Puyallup Avenue corridor is part of the Downtown Regional Growth Center. Corresponding zoning in One Tacoma was UCX-TD, or Urban Center Mixed-Use District. This was updated with the adoption of the South Downtown Subarea Plan to DMU or Downtown Mixed-Use. On the eastern end, the corridor is designated as light industrial. Corresponding zoning is M-1, Light Industrial District.

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Transportation Master Plan, City of Tacoma, 2015 The Transportation Element of the Comprehensive Plan, referred to simply as the Transportation Master Plan (TMP), provides policy and implementation guidance for all travel modes. It contains projects, programs, and strategies to help the community consider transportation needs and funding through the year 2040. The plan envisions a city that is sustainable, strategic in its transportation planning, and offers multimodal travel options. The plan also provides an update on the Mobility Master Plan, which contains the city’s vision for bicycle and pedestrian networks. Summary of Recommendations Strategies in the TMP are framed by a layered transportation network across the city, consisting of land use and priority pedestrian, bicycle, transit, freight, and auto networks. The TMP also designates roadway typologies. Proposed projects are accompanied by financial strategies, performance measures, and prioritization to assist with implementation. Applicability to Puyallup Avenue The TMP designates Puyallup Avenue as part of the priority bike network and part of the priority transit network. It is also designated as a pedestrian street and as part of the freight corridor. The plan notes that these overlapping designations result in three modal priorities on either end of the corridortransit- pedestrian-bicycle from Pacific Avenue to E D Street, and pedestrian-bicycle-freight from E D Street to city limitsand suggests conducting a “modal conflict planning study” on the corridor. Puyallup Avenue is also noted as a potential streetcar corridor. Recommended projects for Puyallup Avenue are: . Bike lane from Holgate Avenue to Pacific Avenue and from Pacific Avenue to city limits . Puyallup Avenue Multimodal Corridor Project to include safety improvements, high-capacity transit corridor enhancements, and access management strategies . Change to signal phasing and addition of left turn pocket to southbound approach at Puyallup Avenue and E D Street intersection . Widen intersection with additional left turn/through lanes at Puyallup and Portland Avenues . Implement complete streets reconfiguration

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Figure 2-1 Priority Networks (All Modes), City of Tacoma Transportation Master Plan, 2015

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Mobility Master Plan, City of Tacoma, 2010 The City of Tacoma Mobility Master Plan was first adopted in 2010 and amended in 2013. It is a section of the Transportation Master Plan element of One Tacoma. The goal of the Mobility Master Plan is to provide a vision, policies, and implementation plan for a comprehensive network of bikeways and walkways in the city.

Summary of Recommendations The Mobility Master Plan envisions an interconnected bicycle and pedestrian network citywide. To prioritize transportation investments, the plan uses a “Green Transportation Hierarchy” prioritization strategy, which gives the highest priority to transportation modes with the lowest impact on the environment. The hierarchy promotes funding and development of facilities that enhance mobility rather than using more typical vehicle level-of-service (LOS) standards. It gives highest priority to pedestrians, then to bicyclists and public transit, and lowest priority to single occupancy vehicles. Figure 2-2 Green Transportation Hierarchy

Applicability to Puyallup Avenue The Mobility Master Plan calls for several projects on or connecting to Puyallup Avenue, including: . Adding 1.71 miles of bike lane on Puyallup Avenue between Pacific Avenue and city limits . Adding 0.10 miles of bike lane on Puyallup Avenue between Holgate and Pacific Avenues . Analysis of the best route for bike connections between Dome District and Puyallup Avenue . A multiuse trail from the end of the Prairie Line trail at S 25th Street connecting via S C Street to S Tacoma Way

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South Downtown Subarea Plan, City of Tacoma, 2013 The City of Tacoma adopted the South Downtown Subarea Plan in 2013 as part of the city’s Comprehensive Plan, now called One Tacoma. The primary goals of the plan are to encourage and guide redevelopment in the South Downtown Subarea (Subarea) to accommodate future job and population growth. The plan divides the Subarea into five distinct districts, two of which include Puyallup Avenue/S 24th Street. To the west, the Old Brewery District includes S 24th Street to I-705, and to the east the Dome District includes Puyallup Avenue from I-705 to L Street (Dome District). Along with the plan, the city published a non-project State Environmental Policy Act (SEPA) environmental impact statement for the subarea. Summary of Recommendations Key strategies for the Subarea are to develop housing and employment in relation to transit, improve safety and convenience of active transportation access to rail and transit stations, provide open space, and enhance the public realm. Recommendations to achieve these strategies include transit-oriented development, placemaking, and enhancing trail and open space networks. The plan also called for re- zoning the Dome District from UCX-TD (Urban Center Mixed Use) to DMU (Downtown Mixed Use) to encourage redevelopment and better unify the Dome District with the rest of the Subarea. This rezoning was adopted by City Council Ordinance No. 28194 in 2013. Applicability to Puyallup Avenue Specific recommendations that are applicable to Puyallup Avenue include: . Prioritize the complete streets redesign of Puyallup Avenue. Design recommendations include converting the street to two lanes and adding bike lanes, curb bulbs, and widened sidewalks. . Create safe, comfortable pedestrian crossings at: Puyallup Avenue & E C Street, A Street & S 24th Street, and Pacific Avenue & S 24th Street. . If intervening property is renovated or redeveloped, encourage integration of a publicly accessible path to connect Prairie Line Trail and S Holgate. . Reconfigure Puyallup Avenue/S 24th Street to create an attractive pedestrian- and bicycle-friendly route through and between the Dome and Brewery Districts. . Expand the downtown Reduced Parking Area (RPA) to include the Brewery and Dome Districts. This RPA sets residential and commercial parking minimums to zero (accessible parking is still required). . Explore charging for parking in Tacoma Dome Station. . Spearhead the implementation of shared parking agreements. . Redevelop the Public Works-owned parcel on the north side of Puyallup Avenue between E B and C Streets. . Support a catalyst housing project on vacant parcels at the Mattress Factory site at Puyallup Avenue and G Street. . Maintain LOS D (or better) for transit vehicles as part of future changes to transit corridors in the Subarea, including Puyallup Avenue. Explore transit-supportive facilities on Puyallup Avenue and at five intersections along the corridor, such as dedicated bus lanes, queue jumps, and transit signal priority.

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. Create well-marked multi-use trail loops including Puyallup Avenue. . Add iconic gateway elements including locations on Puyallup Avenue and S 25th Street. . Designate S C Street and E C Street as Primary Pedestrian Streets. With rezoning to DMU, Puyallup Avenue shall also become a Primary Pedestrian Street (was designated as a Pedestrian Street under UCX-TD zoning). Figure 2-3 South Downtown Subarea (black dotted line) including Dome District and Old Brewery District

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Tahoma to Tacoma Trail Network, Puyallup Watershed Initiative and Alta Planning + Design, 2016 The Tahoma to Tacoma Trail Network is a vision for a trail network connecting Mt. Rainier National Park (Tahoma) to Commencement Bay in Tacoma. Summary of Recommendations The report evaluates two trail alignments of the Tahoma to Tacoma Trail Network. The Main Alignment connects existing trails including the Foothills Trail and Puyallup Riverwalk Trail. The Pipeline Trail alignment follows a more southern route and connects Tacoma and South Hill communities. Both alignments are evaluated for their potential impacts on health, equity, the environment, tourism property value, and transportation Applicability to Puyallup Avenue The Main Alignment concept for the Tahoma to Tacoma Trail Network follows Puyallup Avenue, although the plan notes that the corridor is conceptual in nature and that specific alignments have yet to be determined. Figure 2-4 Tahoma to Tacoma Trail Network Alignments

DESIGN GUIDELINES

Mixed-Use Centers Complete Streets Guidelines, City of Tacoma, 2009 The City of Tacoma adopted a Complete Streets Policy in 2009, stating that the city will maintain a “safe, accessible, and clean transportation network that accommodates all users, whether moving by an active mode, transit, truck, or car.” The policy endorsed the creation of Tacoma’s Complete Streets Guidelines and accompanying Mixed-Use Centers Complete Streets Guidelines and Residential Complete Streets Guidelines. The Mixed Use Centers Complete Streets Guidelines provide specific guidance for adopting Complete Streets policies and practices for mixed-use centers in Tacoma such as along Puyallup Avenue. They

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contain design objectives and guidance for the various zones that comprise a complete street: sidewalk and amenity zone, parking zone, bicycle zone, travel/transit, and median. Design of intersections is also addressed. The guidelines include estimates for capital costs and ongoing maintenance. Summary of Recommendations The guidelines identify four complete streets typologies that can be applied to streets in mixed-use centers, based on adjacent land uses, right-of-way conditions, and other considerations. The four complete street types are: . Urban/residential . Transit . Avenue . Main street Strategies for incorporating green streets and low-impact development strategies into complete streets projects are also articulated in the guidelines. These include street trees, landscaping, and other considerations. Applicability to Puyallup Avenue The Dome District is considered a mixed-use center, making these guidelines applicable to complete street design for Puyallup Avenue. However, the guidelines do not provide a complete street typology for Puyallup Avenue. Additional detail on the guidelines can be found in Chapter 6 – Land Use and Regulatory Environment.

Mobility Master Plan Pedestrian and Bicycle Design Guidelines, City of Tacoma, 2010 The Pedestrian and Bicycle Design Guidelines were adopted as an implementation strategy of the Mobility Master Plan and are included as a chapter in the Complete Streets Design Mixed-Use Guidelines.

Summary of Recommendations The guidelines provide tools for designing and implementing pedestrian and bicycle infrastructure projects in Tacoma. They aim to make Tacoma’s streets more user-friendly and provide a range of design options and details for pedestrian and bicycle treatments.

Applicability to Puyallup Avenue The Pedestrian and Bicycle Design Guidelines offer a broad toolbox of potential pedestrian and bicycle treatments that can be referenced as part of conceptual design for Puyallup Avenue.

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Tacoma Right-of-Way Design Manual, City of Tacoma, 2016 The City of Tacoma Right-of-Way (ROW) Design Manual articulates the city’s standards for improving municipal infrastructure within the right-of- way. The manual contains engineering standards for infrastructure ranging from site development to shared use paths. It was updated in January 2016, with revisions published in June 2016. Summary of Recommendations The Tacoma ROW Design Manual contains separate chapters for the key elements of complete streets: . Street Design . Illumination . Traffic Signalization . Roadway Channelization and Signing . Pedestrian Facilities . Tree and Vegetation Management . Stormwater and Wastewater Sewer . Shared Use Paths Roadway designs conform to American Association of State Highway and Transportation Officials (AASHTO) standards as well as the specific design guidance found in Tacoma’s Complete Streets Guidelines and other resources. The National Association of City Transportation Official’s Urban Streets Design Guide has been endorsed by the city and may be used as a design resource. Applicability to Puyallup Avenue The ROW Design Manual contains specific design standards for road geometry, design speed, design vehicle, and other elements that will be referenced as part of the complete streets conceptual design for Puyallup Avenue. These standards are explored in further detail in Chapter 6 – Land Use and Regulatory Environment.

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Economic Development Strategic Framework and Action Plan, City of Tacoma Community and Economic Development Department, 2013 The City of Tacoma Community and Economic Development Department presented an Economic Development Strategic Framework and Action Plan (Action Plan) for the Dome District at a city council study session in 2013. The Action Plan lays out a five-year plan for economic development, with a specific focus for several downtown neighborhoods including the Dome District.

Summary of Recommendations The Economic Development Strategic Framework calls for strengthening pedestrian amenities and transportation systems as a way to support business district and neighborhood revitalization. Key economic development strategies addressed in the Action Plan are: . Attracting, expanding, and retaining businesses . Developing small businesses and entrepreneurship . International development and relationships . Downtown development and revitalization . Neighborhood revitalization

Applicability to Puyallup Avenue In the Dome District, economic development strategies include prioritizing infrastructure improvements associated with privately-financed catalytic projects and marketing high priority sites for development. The plan also seeks to establish a vibrant 24-hour community and enhance pedestrian-oriented business districts. TRANSIT AND STATION AREA ACCESS PLANS

Regional Transit Long-Range Plan, Sound Transit, 2014 Sound Transit’s Regional Transit Long-Range Plan (LRP) lays out the goals, policies, and strategies for the development of high-capacity transit in the Puget Sound region. The plan was adopted in 2014 and is updated periodically. The plan contains a mix of transportation improvements, including bus rapid transit, regional express bus routes, commuter rail, and light rail. It also denotes gateways where communities connect with the rest of the region and suggests services and facilities to support the system. Summary of Recommendations The 2014 plan outlines the envisioned regional transit network. Details such as alignments and corridors for high-capacity transit are further articulated in the Sound Transit 2 (ST2) and Sound Transit 3 (ST3)

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Regional Transit System Plans. ST3 recommendations for the next phase of regional transit network investments were approved by voters in November 2016. Applicability to Puyallup Avenue Figure 2-5 Federal Way Transit Center to Tacoma Dome Light Rail Representative Alignment and Stations

Sound Transit’s 2016 Sound Transit 3 Regional Transit System Plan (ST3) funds a light rail extension project from downtown Tacoma to Federal Way. The Federal Way Transit Center to Tacoma Dome Light Rail project proposes three elevated stations, including one in East Tacoma in the vicinity of Portland Avenue. Projected daily riders in 2040 on the corridor are estimated at 27,000 to 37,000. Under the proposed alignment, light rail would follow the west side of I-5 until it crosses the Puyallup River, where it would follow E Bay Street to a station in East Tacoma “in the vicinity of E Portland Avenue.” Alternate alignments suggest locating the East Tacoma Station on E 27th Street and E Portland Avenue. From Portland Avenue, the alignment would continue along East 26th Street to the Tacoma Dome Station area. Final alignment and station locations will be determined after planning, environmental review, and preliminary engineering. To complete the project, reconstruction of E 26th Street may be required, though the specifics are not included. The project also calls for Tacoma Dome station to be sized to accommodate four-car trains. Project elements also include a pedestrian bridge connecting the Tacoma Dome Station to Freighthouse Square and a new light rail bridge over the Puyallup River.

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Sound Transit does not plan to include a parking facility at the new East Tacoma Station as part of the Federal Way Transit Center to Tacoma Dome Light Rail project. Parking may be available to commuters and visitors at the Puyallup Tribe’s Emerald Queen Casino, located at 29th Street near Portland Avenue. The Puyallup Tribe broke ground in August 2016 on the Emerald Queen Casino I-5 parking structure, which will have space for 2,500 cars, as part of a larger casino expansion. Other projects near the Puyallup Avenue corridor specified in ST3 are: . Extend LINK light rail between the Tacoma Dome and Federal Way Transit Center, and extend Tacoma Link west to Tacoma Community College with six additional stations. . Capital improvements to Sounder south stations including Tacoma Dome Station. Improvements might include better access for pedestrians, bicyclists, buses, and vehicles according to recommendations made in the Sounder Station Access Study, and extending station platforms to serve additional rail cars. . Additional studies for high capacity transit between Tacoma Dome Station and the Tacoma Mall area.

Sounder Station Access Study, Sound Transit, 2012 In 2012, Sound Transit conducted an evaluation of access to and from eight Sounder commuter rail stations including Tacoma Dome Station. The aim of the study was to inform future Sounder station improvements such as expanded parking, improvements to bike facilities, improvements to pedestrian access, and better transit connections. Summary of Recommendations Tacoma Dome Station was found to have limited pedestrian access from the south due to at-grade crossings and topography. Other transportation infrastructure such as I-5, I-705, and the BNSF railway line were identified as barriers to pedestrian and bicycle access. Improvements to pedestrian and bicycle networks and better coordination between Sounder trains and feeder transit buses were recommended for Tacoma Dome Station.

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Figure 2-6 Tacoma Dome Station Access

Applicability to Puyallup Avenue Specific recommendations to improve access to Tacoma Dome Station included the following improvements to Puyallup Avenue: . Make Puyallup Avenue crossing improvements, such as crosswalks and lighting, at E C Street . Install pedestrian-focused lighting for Puyallup Avenue . Add bike lanes and signage along Puyallup Avenue from S C Street to Milwaukee Way (from 2010 Mobility Master Plan) . Implement parking pricing policy to manage demand for parking at Tacoma Dome Station . Install real-time parking availability signage

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Tacoma Extension Feasibility Study, Sound Transit, 2004 In 2004, Sound Transit prepared a Tacoma Extension Feasibility Study for the Puyallup Tribe examining the feasibility of route alternatives on E 28th Street, E 29th Street, E 32nd Street, and Bay Street. Summary of Recommendations The study found all four alternatives to be feasible, though each had differing design considerations and tradeoffs. Applicability to Puyallup Avenue All of the alternatives used a common segment along Puyallup Avenue from G Street to Portland Avenue. Track configuration along Puyallup Avenue calls for double track in the center of the roadway from East I Street to East N Street. The study notes that Puyallup Avenue was chosen for the alignment over E 25th Street because it would have fewer business and utility impacts, increased right-of-way widths, wide existing lanes, low traffic volumes, and greater visibility for the streetcar system because it is a major arterial and not a local street.

Transit Development Plan (Draft), Pierce Transit, 2016 Pierce Transit’s 2016 draft Transit Development Plan provides a summary of the agency’s service and assets, outlines strategies for complying with state goals, and reports on agency revenues and expenditures. The plan also provides a six-year capital plan for improvements to transit service and facilities. Summary of Recommendations Priorities for the six-year capital plan (2016-2021) entail minor expansion and routine replacement of vehicles, capital facilities maintenance, and infrastructure replacement. Applicability to Puyallup Avenue Pierce Transit capital improvement program funds are budgeted for 2016-2021 for repairs and refurbishments to Tacoma Dome Station on E 25th Street. Some of the projects will benefit people accessing the station from Puyallup Avenue. Projects include improving accessibility to meet Americans with Disabilities Act (ADA) requirements, repairing cracked asphalt, and enhancing overall station appearance. Other improvements that will benefit Puyallup Avenue transit customers may include: adding modern LED light fixtures to enhance evening visibility; replacing signs; repairing damaged curbs, roadway, and parking surfaces; renewing landscaping; repairing damaged shelters; and replacing and adding customer seating. Pierce Transit also has plans to renovate the station using crime prevention through environmental design principles and strategies, xeriscaping, and other energy efficient practices.

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Tacoma Dome Transit Station Trail Linkage Study, City of Tacoma and Pierce County, 2009 The City of Tacoma’s Public Works Department and Pierce County’s Parks and Recreation Department conducted a study of trail linkages to Tacoma Dome Station in 2009. The purpose of the study was to identify logical, safe, and effective trail alignments and connections in the station area.

Figure 2-7 Tacoma Trail Map

Summary of Recommendations The study provided ten potential connections and route alignments for three trails linking to the Tacoma Dome Station: the Historic Water Flume Line, Prairie Line, and Foss Esplanade/Shoreline trails; Tacoma Rail Trail and Quad C Trail; and Puyallup River Levee/Fife trail extensions. Applicability to Puyallup Avenue The study proposed rechannelizing Puyallup Avenue to create space for a potential trail extension between the Tacoma Dome Station and Fife.

Nelson\Nygaard Consulting Associates, Inc. | 2-15 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN |BASELINE CONDITIONS City of Tacoma Tacoma Dome Station Pricing Study, Pierce Transit, 2015 Pierce Transit studied Tacoma Dome Station parking garages that are used by commuters taking Sounder trains, Tacoma Link, and Sound Transit express buses to determine the best pricing structure to manage parking at Tacoma Dome Station. Summary of Recommendations The study recommended charging commuters $2 per day or $40 per month for parking at Tacoma Dome Station garages. Revenues would be used to pay for staffing, lighting, and safety improvements. Applicability to Puyallup Avenue Parking pricing at Tacoma Dome Station could increase availability of nearby short-term parking spaces along Puyallup Avenue that are meant for businesses along the corridor but are often used by commuters today.

Image from The News Tribune

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3 CORRIDOR CONTEXT The Puyallup Avenue Corridor Conceptual Plan study area stretches from S C Street to Portland Avenue, a distance of 1.2 miles. (West of I-705, Puyallup Avenue turns into S 24th Street.) The corridor runs parallel to I-5 to the south and Highway 509 to the north. Overpasses for I-705 run over Puyallup Avenue’s western end. The corridor serves as a gateway to Tacoma for many visitors, a freight route for the Port of Tacoma, and a neighborhood retail and commercial destination. Puyallup Avenue links several neighborhoods, including the Brewery District and University of Washington (UW) campus north of S C Street, the Foss Waterway, and the Dome District. Land uses and built form change along the corridor’s length and can generally be characterized into three districts. These district names will be used throughout the project to frame recommendations and analysis (see Figure 3-1). 1. Neighborhood District. From S C Street to D Street, Puyallup Avenue contains a mix of street- fronting retail and commercial spaces. Beyond the west edge of this district, S 21st and Hood Streets connect to the Prairie Line Trail circulating through the UW campus. The west end of the study area is included in the Brewery District. This section of Puyallup Avenue feels more walkable and human-scale than the eastern end of the corridor. 2. TOD District. The area from D to G Streets has the most development potential along the corridor. This section serves the Tacoma Dome Station (Pierce Transit, Sound Transit, and future Amtrak service) and the Freighthouse Square retail area on parallel E 25th Street. 3. Industrial District. From G Street to Portland Avenue, the corridor contains active industrial uses. The east end of Puyallup Avenue connects to Highway 509 and I-5. Figure 3-2 shows the roadway network and major destinations within the study area. In terms of street circulation, the freight and current Amtrak corridor parallels Puyallup Avenue to the north. Several cross streets have dead end street legs north of Puyallup Avenue (E Street, E C Street, and Dock Street). The rest of the intersections along Puyallup Avenue east of E Street are all T-intersections with no through movement north of Puyallup Avenue. To the south, E 25th Street parallels Puyallup Avenue. The eastern end of this street through the Industrial District consists of one lane in each direction, with no curbs or sidewalks and occasional parking. There are two blocks south of E 25th Street (N Street and J Street) that do not connect between E 25th Street and Puyallup Avenue. In the TOD District, E 25th Street has a retail character with businesses focused on serving the Tacoma Link Station, Tacoma Dome Station, and Freighthouse Square.

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Figure 3-1 Study Area Districts

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Figure 3-2 Puyallup Avenue Study Area

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POPULATION AND EMPLOYMENT Puyallup Avenue is primarily a commercial and industrial street with limited retail and a heavy transportation focus. Employment densities along the corridor range from low to medium. The highest employment densities occur toward the eastern end of the study area. Currently, fewer than ten people live directly along Puyallup Avenue. Several neighborhoods surround the corridor, including the Hilltop neighborhood to the west, new developments along Foss Waterway to the north, and the Eastside neighborhood to the south. The following maps (Figure 3-3, Figure 3-4, Figure 3-5) display 2015 Census population and employment densities along Puyallup Avenue and in surrounding neighborhoods. To put the density thresholds shown on the figures into perspective, Tacoma’s average citywide population density per acre is 6.5 and average employment density is 2.9.1 The medium-high population density shown in the large block group north of Puyallup Avenue is due to the Northwest Detention Center. Figure 3-5 combines population and employment densities into a composite image to show where concentrations of both jobs and population exist throughout an expanded area. Densities help inform levels of transit service needed, identify potential demand for transportation services, and establish a baseline for growth.

1 2015 American Community Survey (ACS) 5-Year Estimate

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Figure 3-3 Population Density

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Figure 3-4 Employment Density

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Figure 3-5 Combined Population and Employment Density

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TRAVEL PATTERNS

Mode Split In the census blocks adjacent to Puyallup Avenue, 75% of commute trips are made by people driving alone. This is higher than the average drive alone rate in downtown Tacoma and lower than average drive alone rate for the Port of Tacoma (see Figure 3-6). Within the Puyallup corridor area, more workers travel via carpool than downtown and in the Port of Tacoma area. Rates of commuting via public transportation, walking, and biking are average for Tacoma as a whole and are slightly lower than downtown and slightly higher than in the Port area. These commute rates are based on people who live in the area, and do not reflect the percentages of commuters who pass through the corridor on their way to work (e.g., transit customers at Tacoma Dome Station). Figure 3-6 Work Trips Mode Split

Commute Mode Port of Tacoma Tacoma Downtown Puyallup Corridor Area Drove Alone 87% 72% 75% Carpool 8% 10% 12% Public Transportation 3% 10% 6% Walk and Bike 1% 7% 4% Source: PSRC Regional Travel Model, 2014; 2014 ACS 5-Year Estimate CURRENT STREET LAYOUTS This section describes current street layouts in the three parts of the corridor: Neighborhood District, TOD District, and Industrial District. Figure 3-7 through Figure 3-9 show a typical street layout for each district and example photos. Note that layouts also differ within the districts. . Right-of-Way. When considering the entire right-of-way—from building face to building face—the Puyallup Avenue corridor is widest in the TOD District and narrowest in the Industrial District. . Curb-to-Curb. The street measured curb-to-curb is widest in the TOD District and narrowest through the Neighborhood District. . Sidewalks. Sidewalk widths range from a maximum of 15 feet in the TOD District to a minimum of 4.75 feet in the Industrial District of the corridor. . Buffers. There is not a consistent vegetated planting strip throughout the corridor, but some areas have an expanded “buffer” that provides additional walking space and some separation from traffic. In some places there are trees or empty tree pits in the buffer space. A few blocks in the Industrial District have trees along the private property line but not within the right-of-way. Buffers are noted as a “planting strip” in Figure 3-7 through Figure 3-9 regardless of the presence of vegetation. . Travel Lanes. Travel lane widths vary from 10 feet to 19 feet. Most areas of the corridor consist of two travel lanes in each direction with a center turn lane. The exception is parts of the Neighborhood District, where right turn-only lanes or left turn lanes often replace one of the travel lanes. . Parking. Sections of the Neighborhood District have parallel parking on both sides of the street, as does the TOD District. On-street parking is limited in the Industrial District.

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Figure 3-7 Neighborhood District Street Layout (S 24th Street between Pacific Avenue and A Street) Typical Cross Section and Photos

S 24th Street facing east Puyallup Avenue at E C Street facing west Development and sidewalk work at Pacific Avenue

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Figure 3-8 TOD District Street Layout (Puyallup Avenue between D St and E St) Typical Cross Section and Photos

Puyallup Avenue at D Street facing west Puyallup Avenue at E Street facing east Puyallup Avenue at E Street facing west

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Figure 3-9 Industrial Corridor Street Layout (S 24th Street between K St and L St) Typical Cross Section and Photos

Puyallup Avenue facing west Puyallup Avenue facing east Puyallup Avenue at Portland Avenue facing west

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4 TRAVELING PUYALLUP AVENUE TODAY This chapter describes what it is like to travel on Puyallup Avenue today for people walking, bicycling, accessing Tacoma Dome Station, taking transit, driving, parking, and moving freight. When information is available, descriptions are provided regarding changes to Puyallup Avenue that may impact the travel experience or have implications for the Conceptual Plan. WALKING Along the Street There are sidewalks along the majority of both sides of Puyallup Avenue, although the condition of the sidewalk varies greatly. Between G to F Streets, the sidewalk on the north side lacks a curb, but there is dedicated walking space available. A few locations along the corridor have buffers separating pedestrians from vehicle traffic, primarily in the Neighborhood District and TOD District (Pacific to A Streets, D to E Streets, G Street to McKinley Avenue, and M Street to Portland Avenue). The width and condition of sidewalks is shown in Figure 4-1. ADA guidelines call for a width of five feet, which nearly all parts of the corridor meet. For higher-use pedestrian areas, such as the Neighborhood and TOD Districts, wider sidewalks of ten feet or more are typical. The Tacoma Mixed-Use Centers Complete Streets Design Guidelines recommend minimum sidewalk widths between 10 and 12 feet in places where businesses and residences are expected to generate high volumes of pedestrian traffic. A narrower 7-foot sidewalk is allowable in constrained contexts. Regardless of overall sidewalk width, the functional width is only as wide as the narrowest point of the sidewalk. The effective sidewalk width measures “pinch points” along each segment of Puyallup Avenue. Depending on the block, the pinch point may be a result of overgrown vegetation, utility poles, or trees. The functional or effective sidewalk width is narrower than 5 feet on several blocks of Puyallup Avenue: A to E C Streets, E C to D Streets, F to G Streets, and McKinley to M Streets. The condition of sidewalks also plays a role in the comfort of those walking or using a mobility device. Fieldwork conducted in September 2016 rated sidewalk conditions (as shown in Figure 4-1) as Green (good condition), Yellow (mediocre condition with some cracking or slope problems), or Red (poor condition).

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Figure 4-1 Sidewalk Widths and Conditions

Driveways are frequent along the corridor due to ingress and egress needs for a variety of auto-oriented businesses (e.g., Shell gas station, drive-through coffee shop). Driveways interrupt the pedestrian network and can introduce conflict points between drivers and people walking. They also can present a change in grade that further impacts accessibility. Figure 4-2 shows the spacing between driveway centerlines (marked in blue) and intersections (marked with circles) along Puyallup Avenue. In many areas of the corridor, there is less than 50 feet between driveways. There are also several inactive driveways that are fenced off or otherwise clearly not in use (for example, loading bay doors covered by cinder blocks).

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Figure 4-2 Driveway Spacing

S C Street to D Street

D Street to G Street

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G Street to K Street

K Street to Portland Avenue

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Crossing the Street The Puyallup Avenue corridor is 1.2 miles long and has 16 intersections. In the TOD District, the average spacing between intersections is 350 feet. Some blocks in the Industrial District, such as M Street to Portland Avenue, have intersection spacing twice as long. Figure 4-3 lists the crosswalks and signals at each intersection along the corridor. In Washington State, all intersections are legal crossings whether a crosswalk is marked or unmarked. Thus, the figure shows all legal crossing locations for pedestrians and indicates the type of traffic control and crossing markings at each location.2 Intersections with crosswalks or signals are also shown on the map in Figure 4-5. Two locations (Pacific Avenue and A Street) have marked crosswalks across all legs of the intersection. Two locations (F and G Streets) have marked crosswalks parallel to Puyallup Avenue, crossing the minor streets. In all cases, the crosswalk style is either two lines (called a “standard” crosswalk) or zebra striping (also referred to as a “continental” crosswalk). The crosswalks at Pacific Avenue are brick and concrete, which is barely visible during daylight hours very difficult to see at night or in early morning. Curb extensions have been added at E C Street, D Street, and E Street. Of the 16 intersections along the corridor, seven are signalized. All intersections with signals have pedestrian signal heads, which show the white WALK figure followed by the flashing orange DON’T WALK hand and then the solid orange DON’T WALK hand. At locations with signals, such as D Street, pedestrian WALK signals are activated by push buttons rather than being fixed with vehicle green times. As observed during fieldwork, some pedestrians were confused about the failure of the WALK signal to appear when the traffic signal turned green for vehicles. A handful of people turned around and pushed the button, while others checked for vehicles and then crossed without a WALK signal. Figure 4-3 Pedestrian Crossing Opportunities and Conditions

Street Cross Street Crosswalk Signal S 24th St S C St No No S 24th St Commerce St No No S 24th St Pacific St Yes Yes S 24th St A St Yes (on Puyallup Ave) Yes S 24th St Dock St No No S 24th St E C St No No Puyallup Ave D St No Yes Puyallup Ave E St No Yes Puyallup Ave F St / Mid-block Minor leg only Yes Puyallup Ave G St Minor leg only Yes Puyallup Ave McKinley St No No Puyallup Ave J St No No Puyallup Ave K St No No

2 See Washington State code RCW 46.61.235. http://apps.leg.wa.gov/RCW/default.aspx?cite=46.61.235.

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Street Cross Street Crosswalk Signal Puyallup Ave L St No No Puyallup Ave M St No No Puyallup Ave Portland Ave No Yes

The time allotted for a pedestrian to cross the street is typically based on federal guidelines (in the Manual for Uniform Traffic Control Devices) that call for 7 seconds of WALK time plus enough clearance time (flashing DON’T WALK) for a pedestrian walking at 3.5 feet per second to clear the entire crossing distance.3 If a pedestrian leaves the curb at the end of the WALK time, this clearance interval should allow a person to complete the full street crossing while walking at a “normal” pace. Along corridors with high numbers of older adults, people with disabilities, or children crossing the street, a slower walking speed may be used. Figure 4-4 shows that at nearly all signalized locations, the clearance interval does not achieve the recommended length based upon crossing distances of Puyallup Avenue. This means that the time allotted to cross is too short for most people to make it across the street. Figure 4-4 Pedestrian Signal Clearance Time

Required Clearance Actual Pedestrian Crossing Distance Interval Clearance Time (feet across Puyallup (seconds across (seconds of flashing Clearance Time OK? Intersection Ave) Puyallup Ave) “Don’t Walk”) (negative = too short) Pacific St 68 (east leg) 19 15 -4 Pacific St 50 (west leg) 14 15 1 A St 73 21 19 -2 D St (Northbound 61 17 15 -2 crossing Puyallup) D St (Southbound 61 17 16 -1 crossing Puyallup) E St (Northbound 60 17 15 -2 crossing Puyallup) E St (Southbound 60 17 13 -4 crossing Puyallup) F St / Mid-block 67 19 13 -6 G St 62 18 15 -3 Portland Ave 74 21 13 -8

3 MUTCD Part 4. 07 Except as provided in Paragraph 8, the pedestrian clearance time should be sufficient to allow a pedestrian crossing in the crosswalk who left the curb or shoulder at the end of the WALKING PERSON (symbolizing WALK) signal indication to travel at a walking speed of 3.5 feet per second to at least the far side of the traveled way or to a median of sufficient width for pedestrians to wait. (http://mutcd.fhwa.dot.gov/htm/2009/part4/part4e.htm)

Nelson\Nygaard Consulting Associates, Inc. | 4-6 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN |BASELINE CONDITIONS City of Tacoma Safety Since 2013, there have been four collisions involving pedestrians on Puyallup Avenue/S 24th Street, and 25 collisions involving pedestrians occurred within a half-mile radius of the corridor.4 All four collisions on Puyallup Avenue resulted in injuries, and one person was killed while walking on Highway 167 south of Puyallup Avenue. On Puyallup Avenue, three of the four collisions occurred at a signalized intersection. Only one of the intersections with a pedestrian-related collision had a crosswalk. One of the collisions occurred mid-block between McKinley Avenue and J Street. Additionally, while not a collision location, vehicle wheel tracks were observed on the truncated domes of the curb ramp at D Street, indicating that drivers are cutting across the corner when turning. There were multiple collisions involving pedestrians along Portland Avenue, Pacific Avenue, and E 25th Street, especially in proximity to freeway on-/off-ramps. Figure 4-5 displays current walking conditions on Puyallup Avenue, including pedestrian crossings, signals, existing and planned off-street trails, and the locations of collisions involving pedestrians. Figure 4-6 presents a photo inventory of pedestrian conditions along the corridor. Lighting Well-lit streets, corners, and crossings contribute to a person’s sense of safety and security. Existing lighting along Puyallup Avenue is auto-oriented, consisting of cobra-head style lamps placed at heights to illuminate the roadway for drivers. There are light posts at every intersection along the corridor except Dock Street, but lights are not present on every corner. There is pedestrian-scale lighting—lower height lights designed to illuminate the sidewalk rather than the roadway—at Tacoma Dome Station and on D St just north of Puyallup Avenue.

4 Pedestrian collision data comes from the WSDOT Crash Data Portal.

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Figure 4-5 Walking Conditions

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Figure 4-6 Walking Conditions

High school students crossing D Street at Puyallup Avenue High school students waiting to cross Puyallup Avenue at D Street Curb extension for bus passengers at D Street

Mature street trees No crosswalks across Puyallup Avenue to Tacoma Dome Station Low visibility crosswalks at Pacific Avenue

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Retail land uses at L Street Inactive driveways with fencing Undefined curb edge from F to G Streets

Crossing signals and no crosswalk across slip lanes at Portland Parking provides some buffer from vehicle traffic Minimal landscaping and pedestrian amenities Avenue

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Urban Design and Placemaking Tree grates and banners along Puyallup Avenue and a bench at Portland Avenue include Dome District branding and add a sense of identity to the corridor. The Neighborhood District has two murals on private property and a small number of planters, but the rest of the corridor lacks streetscaping or public art. The only street furniture along the corridor is an occasional newspaper box or bus stop bench, and there are select wayfinding signs in the Neighborhood and TOD Districts. Photos of urban design and placemaking elements are shown in Figure 4-7.

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Figure 4-7 Urban Design and Placemaking Conditions

Tree grate branding Mural on private property Dome District banners

Planter in curb extension Transit-themed bike rack Wayfinding sign

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BICYCLING Conditions Today

Existing Bike Lanes Puyallup Avenue does not have any bike lanes or other on-street bike facility or markings. However, two streets in the study area do have bike lanes: both sides of D Street from Highway 509 to south of I-5, and L Street from Puyallup Avenue to E 26th Street, which provide a grade-separated opportunity to cross the train tracks. As observed at D Street, many cyclists choose to ride on the sidewalk rather than the bike lanes, which may be due to the narrowness of the bike lanes or the fact that the bridge’s protected walkway may feel more comfortable than riding alongside traffic. Existing Trail Connections There are several multi-use paths near Puyallup Avenue. The Prairie Line Trail to the west and north of the study area runs through the UW campus. A relatively new path along A Street provides an off-street connection from S 25th Street to a multi-use path along South Tacoma Way. The bike lane on D Street connects Puyallup Avenue and the McKinley Park Trail to the south and the Thea Foss Waterway trail to the north. A bike lane on L Street provides a connection to the greenway along E 29th Street and to the N Street Trail. No existing trail connections from these paths directly access Puyallup Avenue. Safety Since 2013, there have been three collisions involving people on bikes at intersections along Puyallup Avenue—one each at D Street, G Street, and McKinley Avenue.5 All resulted in injury. During the same time period there were four collisions involving people on bikes along E 25th Street, including a fatal collision at the intersection of E 25th Street and G Street, and two injury collisions near the light rail tracks. Two other collisions involving bicyclists occurred along D Street, which has a bike lane on both sides of the street. Wayfinding/Signage Likely because there are no bicycle facilities on Puyallup Avenue today, there also are no wayfinding elements or signs specific to people traveling the corridor by bicycle. Bike Parking Off-street bicycle parking has been added to Tacoma Dome Station to accommodate commuters who bike to transit. There are limited on-street bike parking options along Puyallup Avenue, with two bike racks (the “staple” style) observed on the sidewalk between Dock and A Streets and between D and E Streets. Future Conditions The City of Tacoma’s TMP calls for the creation of a citywide bicycle network with facilities designed for people of “all ages and abilities.” The TMP-proposed facilities include bike lanes, cycle tracks (sometimes known as protected bike lanes), shared lane markings (“sharrows”), trails, and bicycle boulevards. Figure

5 Bicycle collision data comes from the WSDOT Crash Data Portal and reflects any collision involving a bicycle, whether it be bicycle-pedestrian, bicycle-bicycle, or bicycle-motor vehicle.

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4-8 illustrates both existing and proposed bicycle facilities on Puyallup Avenue and surrounding areas. All of Puyallup Avenue is recommended for a future bike lane.

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Figure 4-8 Existing and Proposed Bicycling Infrastructure and Collision Locations

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Figure 4-9 Bicycling Conditions

Bicyclist on Puyallup Avenue riding in the street Cyclist using push button to cross street Cyclist crossing in front of Tacoma Dome Station at night

Bike lane on E D Street connects bicyclists to Foss Waterway; Foss Waterway multi-use path Bike parking near the I-705 overpass many cyclists were observed riding on the sidewalk

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PEDESTRIAN AND BICYCLIST VOLUMES Data on how people cross Puyallup Avenue today was collected during the morning peak hour (6 a.m.-7 a.m.) on Sept. 29, 2016 near Tacoma Dome Station at D, E, and F Streets. As shown in Figure 4-10, people generally cross at the intersections, and more people walk along Puyallup Avenue than across it. Few bicyclists were observed. The highest pedestrian volumes occurred at Tacoma Dome Station, located at the equivalent of F Street (this street does not connect from E 25th Street to Puyallup Avenue). Figure 4-10 Pedestrian and Bicyclist Volumes

D Street E Street F Street

Source: Nelson\Nygaard AM peak counts (6 a.m.-7 a.m.), Sept. 29, 2016 The City of Tacoma collected traffic data from 4 p.m.-6 p.m. in September 2016 and used that information to determine the peak hour for each intersection. This data is shown in Figure 4-11. Similar to the morning conditions, F Street had a high number of pedestrian volumes. G and A Streets had a similar number of people walking as seen on F Street. More people walked on the south side of Puyallup Avenue than the north side. Once again, very few bicyclists were observed.

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Figure 4-11 PM Peak Hour Pedestrian and Bicyclist Volumes

Pacific Avenue A Street D Street E Street

F Street G Street Portland Avenue

Source: City of Tacoma PM counts, 4 p.m.-6 p.m., September 2016

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TAKING TRANSIT Existing Transit Routes Puyallup Avenue is served by local and regional bus and rail operated by five agencies: . Sound Transit operates Tacoma Link light rail and Sounder commuter rail, both of which run along E 25th Street and have stops at the Sound Transit Tacoma Dome Station. Sound Transit also operates express bus routes 574, 586, 590, and 594 along Puyallup Avenue. . Pierce Transit operates seven routes serving Puyallup Avenue and Tacoma Dome Station: 13, 14, 41, 102, 400, 500, and 501. Pierce Transit’s Tacoma Dome Station is a key transfer hub for the system, with an average of 385 daily weekday boardings. . Intercity Transit routes 603 and 612 serve Puyallup Avenue and Tacoma Dome Station, and route 605 operates along I-705 with a stop just north of Puyallup Avenue. . Greyhound service stops at both Tacoma Dome Station and the existing Amtrak station. . Amtrak service operates from Puyallup Avenue and J Street; this station will be moved to E 25th Street in 2017. The various transit options currently available on and connecting to Puyallup Avenue are illustrated in Figure 4-13. Tacoma Dome Station is the primary stop for Pierce Transit and Sound Transit buses on Puyallup Avenue. In addition to stops at Tacoma Dome Station, Sound Transit and Pierce Transit have 11 other bus stops along the corridor (see Figure 4-13. All stops have signs showing the routes available at that location. Seven stops have benches and four stops have shelters. Transit Ridership Pierce Transit, Sound Transit, and Intercity Transit operate 520 daily bus trips in the Puyallup Avenue corridor. More than 3,400 passengers use those bus services each weekday. Transit Volumes Transit vehicles make up 3% of westbound and 4% eastbound average daily traffic volumes (see Figure 4-22). Figure 4-12 shows average daily bus volumes by roadway segment. The highest bus volumes are seen in the TOD and Industrial Districts, particularly in the eastbound segment from L Street to Portland Avenue. Figure 4-12 Average Daily Transit Volumes by Segment On Street From To Eastbound Westbound 24th St Pacific St A St 154 198 Puyallup Ave A St D St 106 148 Puyallup Ave D St G St 241 231 Puyallup Ave G St L St 287 211 Puyallup Ave L St Portland Ave 319 219 Source: City of Tacoma 24-hour counts, October 2016

Nelson\Nygaard Consulting Associates, Inc. | 4-19 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN |BASELINE CONDITIONS City of Tacoma Future Conditions Figure 4-14 shows the transit priority network envisioned in the city’s TMP. Puyallup Avenue (except for the western section that becomes S 24th Street) is designated as a priority transit street with high- frequency transit service. South of the corridor, E 25th Street is also designated as a transit priority street with high-frequency transit service from D Street and west. The TMP also includes Puyallup Avenue as a potential streetcar corridor.

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Figure 4-13 Transit Routes Serving Puyallup Avenue

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Figure 4-14 Transit Priority Network

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Figure 4-15 Transit Conditions

Sound Transit express bus service at Tacoma Dome Station Tacoma Link light rail operates on E 25th Street Bus stop with sign only

Amtrak Station and bus stop sign and bench on Puyallup Avenue Bus stop with shelter at Puyallup Avenue and L Street Transit wayfinding signage

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DRIVING Road Network Puyallup Avenue is a principal arterial amidst a network of interstate highways, state routes, and local streets. Interstates 705 and 5 connect to the corridor at the east and west ends. To the north, SR 509 can be reached via D Street, Portland Avenue, and Pacific Avenue. Puyallup Avenue becomes Pacific Highway/Highway 99 once crossing the Puyallup River. In the Neighborhood District, local streets are arranged in a grid pattern both north and south of Puyallup Avenue. In the TOD and Industrial Districts, many local streets are dead-end streets, with longer block spacing than the Neighborhood District. Major intersections include Pacific Avenue, D Street, L Street, and Portland Avenue. Traffic Volumes

Average Volumes As a general rule, a signalized roadway with one travel lane per direction plus a center turn lane can carry 24,000 vehicles per day without becoming overly congested.6 Puyallup Avenue carries a maximum of 17,780 vehicles per day over its five lanes during a typical 24-hour period (Figure 4-16).7 Figure 4-16 Average Daily Traffic by Segment

From Street To Street Average Daily Traffic L Street Portland Avenue 16,731 G Street L Street 16,375 D Street G Street 17,780 A Street D Street 6,958 Pacific Avenue A Street 11,592 Source: City of Tacoma 24-hour counts, October 2016

During the average 24-hour period, volumes range from less than 100 vehicles to 751 vehicles per hour. Average weekday hourly traffic volumes are shown in Figure 4-17 for each roadway segment. Traffic volumes are highest during the afternoon peak. One notable exception is the segment from D Street to G Street, where morning volumes are nearly equal to afternoon. Commuter traffic patterns are reflected in the graphics—eastbound traffic tends to be highest in the morning while westbound traffic tends to be heaviest in the afternoon. The exception to this pattern is the segment of Puyallup Avenue from G Street to L Street, where east and westbound traffic volumes are the same throughout the day, with slightly higher eastbound than westbound traffic volumes all day.

6 FHWA. “Road Diet Informational Guide.” http://safety.fhwa.dot.gov/road_diets/info_guide/ch3.cfm#s335. 7 Traffic counts were conducted by the City of Tacoma in October 2016.

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Figure 4-17 Average Daily Traffic by Hour

Puyallup Avenue from Pacific Avenue to A Street 600

500

400

300 Eastbound

Traffic Volume 200 Westbound

100

0 1:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 1:00 AM 1:00 AM 2:00 AM 3:00 AM 4:00 AM 5:00 AM 6:00 AM 7:00 AM 8:00 AM 9:00 12:00 PM 12:00 PM 10:00 PM 11:00 12:00 AM 12:00 AM 10:00 AM 11:00 Time

Puyallup Avenue from A Street to D Street* 600

500

400

Eastbound 300 Westboun d

Average WeekdayHourly Traffic 200

100

0

Time

* 8:00 a.m. to 6:00 p.m. traffic volumes omitted due to missing data

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Puyallup Avenue from D Street to G Street 800

700

600

500

400 Eastbound Westbound 300

Average WeekdayHourly Traffic 200

100

0 1:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 1:00 AM 1:00 AM 2:00 AM 3:00 AM 4:00 AM 5:00 AM 6:00 AM 7:00 AM 8:00 AM 9:00 12:00 PM 12:00 PM 10:00 PM 11:00 12:00 AM 12:00 AM 10:00 AM 11:00 Time

Puyallup Avenue from G Street to L Street 800

700

600

500

400 Eastbound Westbound 300 Average WeekdayHourly Traffic 200

100

0 1:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 1:00 AM 1:00 AM 2:00 AM 3:00 AM 4:00 AM 5:00 AM 6:00 AM 7:00 AM 8:00 AM 9:00 12:00 PM 12:00 PM 10:00 PM 11:00 12:00 AM 12:00 AM 10:00 AM 11:00 Time

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Puyallup Avenue from L Street to Portland Avenue 800

700

600

500 Eastbound 400 Westbound 300 Average WeekdayHourly Traffic 200

100

0 1:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 1:00 AM 1:00 AM 2:00 AM 3:00 AM 4:00 AM 5:00 AM 6:00 AM 7:00 AM 8:00 AM 9:00 12:00 PM 12:00 PM 10:00 PM 11:00 12:00 AM 12:00 AM 10:00 AM 11:00 Time

Data source: City of Tacoma 24-hour counts, October 2016

Understanding traffic volumes during a typical hour in the day is another tool to assess roadway use. Rather than relying upon only peak-hour data, this type of analysis averages the morning peak hour, noon hour, afternoon peak hour, and nighttime hour (10 p.m.).8 A signalized roadway can carry 800 to 1,100 vehicles per lane per hour depending upon signal spacing, speed limit, and signal phasing. Figure 4-18 shows average hourly volumes on Puyallup Avenue segments during a typical hour of the day; no segment carries more than 501 vehicles in the typical hour. Overall, Puyallup Avenue traffic volume data reveal several notable trends: . Traffic volumes are low west of D Street. . Flows are fairly balanced in the east and west direction except from A to D Streets, where westbound traffic is significantly higher on average. . Volumes are well below capacity in all sections. During a typical 24-hour period, Puyallup Avenue carries 6,220 fewer vehicles than average capacity on a signalized roadway with just one travel lane per direction. Similarly, average hourly volumes are lower than typical signalized roadway capacity by 300 to 500 vehicles.

8 The traditional practice in traffic engineering is to gather volumes during the course of the day then determine the peak hour based upon 15-minute volumes. Thus the peak hour varies from location to location. For example, the morning peak at Pacific Avenue is 6:45 a.m., but at D Street the morning peak hour occurs at 7 a.m.

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Figure 4-18 Average Hourly Volumes by Street Segment

Source: City of Tacoma 24-hour counts, October 2016. Averages use the AM peak, PM peak, Noon hour, and evening hour. Peak Hour Volumes The peak hour conditions, traditionally thought of as the “worst-case” scenario, may be important to some stakeholders. Turning movements also can be useful in understanding traffic volume effects on intersection operations. The City of Tacoma collected afternoon traffic counts from 4-6 p.m. in September 2016, including turning volumes at signalized locations, to supplement the 24-hour counts. Collected data for the peak hour of the count period is shown in Figure 4-19. See Figure 4-32 for a more detailed breakdown of peak movements for freight. Too little capacity may lead to congestion, which results in air pollution and lost productivity. Roadway congestion levels are a function of both volumes and capacity; therefore, volume data has been allocated per lane. Although real world traffic volumes do not divide perfectly in half over the number of lanes available, this tool allows stakeholders to visualize use of the entire vehicle space.

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Figure 4-19 Peak Hour Traffic Volume and Direction

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Source: City of Tacoma PM peak hour counts, September 2016

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Vehicle Mix Figure 4-20 shows the typical vehicle classification mix found on a roadway, and Figure 4-21 shows the particular vehicle mix observed on Puyallup Avenue during a 24-hour period. The majority (82%) of vehicles on the corridor are classified as cars, motorcycles, or single-unit two-axle trucks such as pickups or large SUVs. The next most common vehicle class is single-unit six-tire two-axle trucks. Buses make up a significant percentage of the vehicles on Puyallup Avenue. Figure 4-22 shows vehicle mix observed on Puyallup Avenue by street segment. Eastbound between L St and Portland sees higher than average freight volumes, especially 2-axle, 6-tire single unit trucks. Appendix A details hourly volumes by vehicle class and street segment.

Figure 4-20 Vehicle Classification

Source: FHWA

Figure 4-21 Vehicle Class on Puyallup Avenue

Source: City of Tacoma 24-Hour ADT Counts, 2016

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Figure 4-22 Vehicle Mix by Segment

Eastbound 2 2 Axle, Axle, 4-Tire 6-Tire 3+ Cars & Single Single Axle Not From To Motorcycles Trailer Unit Buses Unit Truck Classified Pacific St A St 1% 63% 16% 4% 5% 1% 10% A St D St 1% 68% 17% 4% 5% 2% 2% D St G St 2% 63% 18% 3% 5% 3% 6% G St L St 2% 59% 19% 3% 8% 4% 5% L St Portland Ave 2% 53% 22% 4% 11% 4% 5%

Westbound 2 2 Axle, Axle, 4-Tire 6-Tire 3+ Cars & Single Single Axle Not From To Motorcycles Trailer Unit Buses Unit Truck Classified Pacific St A St 3% 58% 15% 3% 4% 3% 14% A St D St 1% 64% 20% 3% 6% 3% 2% D St G St 1% 63% 18% 3% 5% 3% 7% G St L St 2% 66% 16% 3% 5% 3% 4% L St Portland Ave 2% 68% 18% 3% 6% 4% 2% Source: City of Tacoma 24-Hour ADT Counts, 2016

Nelson\Nygaard Consulting Associates, Inc. | 4-34 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN |BASELINE CONDITIONS City of Tacoma Vehicle Speeds Vehicle speed affects safety and comfort for everyone using a roadway, and especially for those walking or bicycling. Higher speeds result in more severe collisions and contribute to noise, which makes walking uncomfortable. Figure 4-23 shows average speeds along the Puyallup Avenue corridor, measured over a 24-hour period in September 2016. The posted speed limit is 30 mph; speeds are slower than the posted speed in the Neighborhood and TOD Districts, and higher than posted in the Industrial District. Figure 4-23 Average Speeds by Street Segment

On Street From To Eastbound Westbound

24th St Pacific St A St 18 18 Center of Roadway of Center

Puyallup Ave A St D St 30 30

Puyallup Ave D St G St 22 23

Puyallup Ave G St L St 32 32

Puyallup Ave L St Portland Ave 33 N 33

Source: City of Tacoma 24-Hour counts, October 2016 Speed data collected by the city also breaks down travel by speed categories. Figure 4-24 shows speeds by percent of drivers, with the 85th percentile (which typically corresponds to the posted speed) marked on the figure. Speeds increase significantly east of G Street in the Industrial District, likely due, in part, to drivers accelerating as they approach the interstate on-ramps or decelerating as they exit the off-ramps.

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Figure 4-24 Average Speeds by Percent

Source: City of Tacoma 24-hour counts, October 2016 Safety Figure 4-25 shows the locations of vehicle and truck collisions in the corridor between 2013 and 2016. During this time period, 20 collisions resulting in injury occurred on Puyallup Avenue/S 24th Street. These collisions were between vehicles and trucks and other vehicles. Collisions that involved pedestrians and/or bicyclists are shown in previous sections of this report. Future Conditions The Puyallup Avenue complete streets redesign is the primary project planned for the corridor. E 25th Street, which runs parallel to Puyallup Avenue to the south, is currently undergoing a redesign into an eastbound one-way street for several blocks. For more information about future projects, see Chapter 5 − Changes Coming to Puyallup Avenue.

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Figure 4-25 Vehicle Collisions on Puyallup Avenue

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Figure 4-26 Driving Conditions

Puyallup Avenue as seen from Portland Avenue Puyallup Avenue and G Street Puyallup Avenue looking east from S C Street

Wayfinding signage for motorists Wide curb lane along Puyallup Avenue near M Street D Street south of Puyallup Avenue

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PARKING On Street Puyallup Avenue has 185 and E 25th Street has 179 on-street parallel parking spaces. In the Neighborhood District, there is a mix of unrestricted parking, loading zones, bus zones, and no parking zones, along with unmetered restricted parking with 30-minute, 1-hour, or 2-hour restrictions. The TOD District has parallel parking on both sides of the street; the exception to this is the curbspace directly in front of Tacoma Dome Station, which is reserved for bus and taxi loading. In the Industrial District, curb lanes are 18-19 feet wide, and parking is allowed in some areas. For example, during fieldwork in September 2016, the team observed no parked cars in the area from the Amtrak Station to L Street and a few cars parked between L and M Streets. There are parking restriction signs east of M Street and the Amtrak station, but signage is inconsistent between blocks. The City of Tacoma collected parking utilization data for Puyallup Avenue and E 25th Street in September 2016. Unrestricted curbside parking tended to be at or above 100% occupancy. The areas with restricted on-street parking had 50% or less occupancy. Parking restrictions (supply) and occupancy rates (demand) for Puyallup Avenue are shown in Figure 4-27. On-street parking occupancy was also collected along E 25th Street and is shown in Figure 4-28, although information about existing restrictions was not available. Parking is well used along E 25th Street, with most segments above 90% occupancy. Several instances of vehicles parked incorrectly at an angle rather than parallel were also observed, leading to rates higher than 100% and an overall occupancy rate of 103% among the 179 parking stalls on E 25th Street. Off Street Most businesses along the corridor have off-street parking lots. Surface parking is also available on either side of Puyallup Avenue in lots underneath I-705. These lots are owned by the Washington State Department of Transportation.

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Figure 4-27 Parking Supply and Demand on Puyallup Avenue

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Figure 4-28 Parking Supply and Demand on S 25th Street and E 25th Street

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Figure 4-29 Parking Conditions

No parking zone at bus stop on Puyallup Avenue Parallel parking along Puyallup Avenue Parallel parking along Puyallup Avenue

Undefined curb edge Wide curb lane along Puyallup Ave in the Industrial District Load/unload pullout near Greyhound Station

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FREIGHT Freight Network Puyallup Avenue is a key part of the city’s freight network, with access to interstates, state highways, and the Port of Tacoma. The priority freight network designated in the TMP shows Puyallup Avenue and D Street as primary freight streets. Portland Avenue and Highway 509 are also designated as heavy haul routes. The freight network extends along Eels Street to Fife. However, the maximum vehicle weight currently allowed on the Puyallup River Bridge that links Tacoma and Fife is 10 tons, effectively restricting all freight use. A project to replace sections of the bridge is scheduled to begin in May 2017. The city’s network of priority freight streets and heavy haul routes is shown in Figure 4-30. Freight delivery occurs in off-street locations in the Industrial District and in a mix of on- and off-street locations in the Neighborhood and TOD Districts. A few blocks have dedicated on-street loading and delivery zones (Dock to C Street, E Street to F Street, F Street to G Street).

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Figure 4-30 Freight Network Map

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Freight Volumes

Average Volumes Figure 4-31 shows average daily total freight volumes by street segment. The Industrial District has the highest volumes of freight vehicles. Eastbound between L Street and Portland Avenue has the highest freight volumes. The Neighborhood District, particularly the segment between A Street and D Street, has the lowest volumes of freight vehicles. Figure 4-31 Average Freight Volumes by Street Segment On Street From To Eastbound Westbound 24th St Pacific St A St 232 445 Puyallup Ave A St D St 142 322 Puyallup Ave D St G St 565 532 Puyallup Ave G St L St 791 512 Puyallup Ave L St Portland Ave 1099 547 Source: City of Tacoma 24-hour counts, October 2016 Peak Hour Volumes Figure 4-32 summarizes freight volumes and travel directions during the afternoon peak hour at intersections for which data was available and shows what percent of total vehicle volumes are made of freight vehicles. There are more freight movements in the eastern end of the corridor, although the difference is not significant (e.g., 34 trucks westbound at Portland Avenue and 29 trucks eastbound at E Street). The outlier block is the eastbound movement at Portland Avenue, carrying 51 trucks. In terms of turning movements, the largest volume of turns occurs for right-turning drivers from Portland Avenue onto Puyallup Avenue. The intersection of D Street and Puyallup Avenue also sees high numbers of turning trucks. As discussed in the driving section, trucks make up 9% of the street’s total traffic, which is typical for a freight route.

Figure 4-32 Freight Movements9 Pacific A Street and S 24th Street Avenue and S 24th Street

9 Turning volumes were not available for Pacific Avenue and A Street.

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D Street and Puyallup Avenue freight volumes D Street and Puyallup Avenue freight volumes as % of total vehicle volumes

E Street and Puyallup Avenue freight volumes E Street and Puyallup Avenue freight volumes as % of total vehicle volumes

F Street and Puyallup Avenue freight volumes F Street and Puyallup Avenue freight volumes as % of total vehicle volumes

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G Street and Puyallup Avenue freight volumes D Street and Puyallup Avenue freight volumes as % of total vehicle volumes

Portland Avenue and Puyallup Avenue freight Portland Avenue and Puyallup Avenue freight volumes volumes as % of total vehicle volumes

Source: City of Tacoma

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Figure 4-33 Freight Conditions

Trucks on Puyallup Avenue Truck turning at L Street Truck waiting for the light at Puyallup Avenue

Puyallup Avenue is wider on the east end of the corridor Smaller truck approaching Puyallup Avenue Industrial land uses to the north of the corridor where the zoning is M-1 (Light Industrial)

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SPECIAL EVENTS The Tacoma Dome hosts events between 70 and 80 times per year, drawing an average of 12,000 to 15,000 people per event. Surveys conducted by the Tacoma Dome show that 50% of event-goers are first time visitors to Tacoma. The Dome District, and often Puyallup Avenue, are therefore many people’s first impression of the City of Tacoma. The Dome has parking for nearly 1,600 cars. Many visitors access the Dome parking lots via D Street. Event attendees also park in free on-street spaces along Puyallup Avenue and walk to events at the Dome. Different levels of traffic control in place depending on the nature of the event. Time of day, day of the week, construction activity, and type of the event are all factors in determining the type of control that is needed. Dome event attendees may arrive at the Dome over a long period of time, but when the event is over they all leave at once, creating congestion on Puyallup Avenue and surrounding streets. Many use Puyallup Avenue to reach Portland Avenue and I-5 on-ramps. Dome officials encourage event-goers to take exit 134 to Portland Avenue and 27th Street to avoid congestion on 26th Street at Exit 133. However, not all customers use this preferred route.

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5 CHANGES COMING TO PUYALLUP AVENUE This chapter provides an overview of changes coming to Puyallup Avenue, including Pierce Transit service changes and plans, Sound Transit plans, planned developments, and the Amtrak Station relocation and East 25th Street redesign. TACOMA DOME STATION Recent traffic counts conducted for the Puyallup Avenue Corridor Conceptual Plan indicate that up to one-third of traffic on Puyallup Avenue today is generated by people going to and from the Tacoma Dome Station (TDS) parking garage. Understanding potential changes to the way the garage is managed is critical to inform planning for future corridor improvements. The first phase of the Tacoma Dome Station parking garage was built in the 1990s to accommodate Pierce Transit’s Seattle Express services. The second phase was funded jointly by Pierce Transit and Sound Transit when the latter took over operation of Seattle Express bus service. The facility is owned by Pierce Transit with operating and maintenance costs shared through an operating agreement with Sound Transit. Pierce Transit manages the facility on a daily basis. Pierce Transit does not currently have any plans to expand parking capacity at Tacoma Dome Station outlined in their long-range plan. They do not anticipate changes to TDS capacity or parking management in the next 20 years, except perhaps charging for parking (see Tacoma Dome Station Pricing Study in Chapter 2 - Previous Plans). PIERCE TRANSIT Service Changes Pierce Transit’s bus services are evaluated periodically and modified to better match passenger demand and changing land use conditions. Upcoming March 2017 service changes to Pierce Transit bus service include increasing frequency and span on urban routes, which includes routes serving Tacoma Dome Station and Puyallup Avenue. Some routes may see increased frequency during midday and peak hours to every 30 minutes and an increased span of service to 10 p.m. Some restructuring of routes may also occur, however, there will not be any decrease in bus volumes at TDS. High Capacity Transit Study Pierce Transit is conducting a high capacity transit (HCT) study beginning in 2017. The probable preferred alternative will be bus rapid transit (BRT) which is a high-capacity bus service that is often accompanied by a suite of improvements to enhance speed and reliability of transit service such as transit-only lanes, high-quality stations and stops, off vehicle fare collection, and transit signal priority. These infrastructure investments are intended to be transformational, creating economic opportunity and improving the quality of life in the corridors in which they are implemented.

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Through the HCT study, Pierce Transit will develop and evaluate different alternatives in 2017, select a locally preferred alternative in late 2017, and apply for FTA grant funding in 2018. Although routes and corridors are yet to be determined, TDS has been identified as a possible terminus for BRT, and the Pacific Avenue/SR-7 corridor is the most likely candidate for Pierce Transit BRT service in the future. Construction is anticipated to start in 2020, with service beginning in 2022. SOUND TRANSIT Sound Transit’s 2016 Sound Transit 3 Regional Transit System Plan (ST3) (see Regional Transit Long- Range Plan in Chapter 2 - Previous Plans) outlines several projects, studies, and programs in Tacoma that may bring future changes to Puyallup Avenue. Additional information about the projects below can be found in Appendix B: Future Sound Transit Project Information . ST3 Plans and Projects

Light Rail to Federal Way and New Light Rail Station

Project Completion: 2030

ST3 outlines a conceptual design for a light rail extension project from Tacoma Dome Station to Federal Way, which includes a new station in East Tacoma near Portland Avenue and E 26th Street. This project would extend light rail from the Federal Way Transit Center to Tacoma adjacent to I-5 with four stations: South Federal Way, Fife, and East Tacoma and Tacoma Dome. Daily riders are projected to be between 27,000 and 37,000 in 2040. Potential elements of this project include: . A pedestrian bridge connecting the Tacoma Dome Station to Freighthouse Square . A new light rail bridge over the Puyallup River . Bicycle/pedestrian access facilities, transit-oriented development planning, bus/rail integration, and sustainability measures common to all ST3 projects Final alignment and station locations will be determined after planning, environmental review, and preliminary engineering. The Puyallup Avenue Corridor Conceptual Design project team will continue to gather information about the potential station locations within Tacoma as it becomes available.

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Tacoma Link Extension Project Completion: 2040

This project would extend Tacoma Link from Downtown Tacoma to Tacoma Community College and include modifications to existing and planned Tacoma Link infrastructure, including a possible double- track between the downtown/UW Tacoma and the TDS. Capital Improvements for Bus Service on Pacific Avenue/SR 7 Project Completion: 2022

The Pierce Transit HCT project (described above) would receive a contribution from Sound Transit toward capital improvements that support enhanced bus service along Pacific Avenue/SR7 in Tacoma and Pierce County (where Pierce Transit Route 1 currently operates). The contribution amount is capped and could be used for capital elements that support efficient flow of buses, such as traffic signal pre-emption, exclusive bus lanes, and stop amenities/station improvements. A Pacific Avenue/SR 7 enhanced bus route would provide direct connections between Tacoma Dome Sounder Station and transit hub, central/south Tacoma, Parkland, Spanaway and other areas. Business access and transit (BAT) lanes could be constructed at various segments along the corridor comprising approximately 50 percent of the corridor length.

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Pierce Transit would be responsible for all environmental review, design, construction, operation, and maintenance implementation and costs. Details of Pierce Transit’s High Capacity Transit Study are discussed above. South Sounder Capital, Service, and Access Improvements Program Project Completion: 2024-2036

This project would establish a program of capital elements that would be used to improve South Sounder access, capacity, and services in response to increases in demand. Program elements could include platform extensions, track and signal upgrades, and other related infrastructure to facilitate additional capacity, and access elements such as improvements for pedestrians, bicyclists, buses, and private vehicles, prioritized per Sound Transit’s System Access Policy. This project assumes that Tacoma Dome platform extension will occur as part of the Tacoma Trestle Track and Signal and Amtrak Station relocation projects currently underway. System Access Program The System Access Program is potentially applicable to any Sound Transit station/facility across the system, including Tacoma Dome Station and any new Link Light Rail Station serving the Puyallup Avenue corridor. This program funds access improvements for Sound Transit stations and facilities. Potential types of improvements include non-motorized access, bicycle parking and facilities, bus transit access and expanded drop-off/pick-up capacity. Implementation would be conducted in accordance with the Sound Transit's system access, bicycle and other related policies. Funding for this work would be in addition to the access funds included for individual projects. Funding partnerships with local jurisdictions may be developed for these improvements. Tacoma Dome to Tacoma Mall High Capacity Transit Study The Tacoma Dome to Tacoma Mall High Capacity Transit (HCT) Study is one of Sound Transit’s five planned studies of future high capacity transit investments in the region. This study would examine a future extension of light rail from the Tacoma Dome to the Tacoma Mall. It could include the following elements:

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. Public involvement . Planning . Conceptual design . Station area assessment . Access considerations . Appraisals and rights-of-entry No environmental analysis will be completed as part of the study. These planning studies will help to identify the range of alternatives, evaluate potential routes and station locations and terminals, inform local comprehensive planning, prepare for formal environmental review and engineering, and position the Sound Transit Board to evaluate options and establish priorities for implementation in future phases of high capacity transit investments in the region. Transit-Oriented Development Planning Program This program supports analysis of opportunities for development around Sound Transit facilities (Community TOD) and on properties owned by Sound Transit and no longer needed for a transit purpose (Agency TOD). This program fund enhances Sound Transit’s mission by supporting transit communities and transit- oriented development that can increase ridership. The goal of the Agency TOD effort is to foster redevelopment of properties used for new facility construction that are no longer needed for further construction, operations, or other ongoing transit purposes. Properties may be developed through sale, lease, joint development, or transfer of land or air rights. Where properties are suitable for housing, affordable housing will be considered a priority use. DEVELOPMENT Planned construction projects in the Dome District as of 2015 adjacent to Puyallup Avenue include: . City of Tacoma sponsored projects near Puyallup Avenue include the Puyallup Avenue complete streets design concept (this study), improvements to the Puyallup Avenue bridge, and extension of the Prairie Line Trail. . Pierce Transit has three projects in the area: Dome District TOD involving the sale of surplus property adjacent to TDS specifically for mixed-use residential and commercial development, Dome Station repairs, and G Street improvements. . The Washington State Department of Transportation (WSDOT) has several projects underway in 2016, including the Amtrak station relocation project, improvements to E 25th Street, and Point Defiance bypass. . Sound Transit has construction projects planned for the Sounder trestle across G Street and the Tacoma Link Operations and Maintenance Facility.

Nelson\Nygaard Consulting Associates, Inc. | 5-5 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN |BASELINE CONDITIONS City of Tacoma AMTRAK STATION RELOCATION AND EAST 25TH STREET REDESIGN WSDOT is relocating the Amtrak station from its current location on the north side of Puyallup Avenue at East K Street to Freighthouse Square at East 25th Street and East D Street. As depicted in the rendering below, the new station will feature sliding glass doors and vertical lift doors to create an indoor/outdoor public plaza. The project is funded through a federal grant and is slated to be completed in 2017. As part of the relocation project, East 25th Street adjacent to Freighthouse Square has been redesigned to make East 25th Street one-way eastbound from East D Street to East G Street. The redesign will also result in an enhanced landscape on East 25th Street and widened sidewalks (10 to 12 feet) for pedestrians. Figure 5-1 Rendering of New Amtrak Station

Image from WSDOT

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6 LAND USE AND REGULATORY ENVIRONMENT ZONING The Puyallup Avenue corridor is defined by two overarching zoning districts. The western half of the corridor, encompassing S 24th Street and the TOD District, is designated as part of Tacoma’s Downtown Regional Growth Center. The downtown center is the highest concentration of urban growth in the city and is characterized by a walkable environment, regional and local transit, and interstate freeways and major arterials. A neighborhood commercial district overlay allows for a building height of up to 225 feet in the Dome District. The eastern end of the corridor, from G Street to Portland Avenue and beyond, is designated for light industrial use. Within those two larger zoning districts, Tacoma’s Land Use Regulatory Code defines three distinct zones along Puyallup Avenue/S 24th Street: . Warehouse/Residential (WR): The west end of the corridor, from S C Street to I-705 is zoned for warehouse/residential use. Warehouse/residential is intended to be a mix of industrial and residential uses and live-work spaces. . Downtown Mixed-Use (DMU): The middle section of the corridor, from I-705 to G Street, is zoned as downtown mixed-use. The DMU districts are intended to contain mid-rise, high-density residential developments along with employment and retail. Parts of the Puyallup Avenue corridor were rezoned from downtown mixed-use district (UCX-TD) to downtown mixed-use (DMU) with the adoption of the South Downtown Subarea plan in 2013. . Light Industrial (M1): The east end of the corridor, from G Street to Portland Avenue, is zoned light industrial. Light industrial is used as a buffer between heavy industrial uses and more commercial/residential areas. Figure 6-1 shows allowable building heights and target development densities for the main zoning districts along the corridor and surrounding areas. Figure 6-2 shows zoning designations along the corridor and in surrounding areas, including the rezoning of the western part of the study area to Downtown Mixed-Use per the South Downtown Subarea Plan.

Nelson\Nygaard Consulting Associates, Inc. | 6-1 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN |BASELINE CONDITIONS City of Tacoma

Figure 6-1 Zoning Areas and Development Regulations

Maximum Building Height Target Development Density Zoning District (feet) (dwelling units/acre) Downtown Mixed-Use (DMU) 100 Not specified Warehouse/Residential (WR) 100 Not specified Light Industrial (M-1) 75 Not specified Heavy Industrial (M-2) 100 Not specified Downtown Residential (DR) 90 Not specified Urban Center Mixed-Use (UCX-TD) 70-120 Not specified Multiple Family (R-3) 35 14-36 Community Commercial Mixed-Use (CCX) 60 25 Source: City of Tacoma South Downtown Subarea Plan, 2013; One Tacoma Comprehensive Plan, 2015 PARKING REQUIREMENTS A city’s off-street parking requirements can play a major role in helping to achieve a multimodal community. If parking is cheap and plentiful, there is no incentive to travel by modes other than the private auto. Title 13, the City’s Land Use Regulatory Code, houses Tacoma’s policies on off-street parking and includes the following requirements and exceptions: . Maximum parking requirement ratios may be exceeded if providing public parking not dedicated to individual owners. . No parking is required for structures existing before 2000. . There are no parking minimums for Reduced Parking Areas, which include Puyallup Avenue from S C Street to L Street. . Group housing, student housing, and multifamily units are exempt from vehicle parking requirements. A minimum of 0.75 bicycle spaces per dwelling unit must be provided in an indoor, locked location. . All new surface lots must provide a perimeter landscaping strip abutting adjacent sidewalks. . For lots greater than 20 stalls, at least 15% of the interior area must be planted with trees.

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Figure 6-2 Base Zoning Designations

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REGULATORY ENVIRONMENT The regulatory environment includes design standards and guidance that affects right-of-way design for public or private projects. Complete streets recommendations cannot be implemented without understanding which policies may need to be changed to support a preferred design option. The Mixed- Use Centers Complete Streets Guidelines and the Tacoma Right-of-Way Design Manual were reviewed in Chapter 2 − Previous Plans. Key design guidelines from these two sources are listed in the following sections. Walking

. Sidewalks − 5’ minimum; 7’ in constrained situations; 10-12’ preferred in mixed-use centers . Amenities – not required; a 6-8’ amenity zone is preferred for landscaping . Curb ramps – place two per corner . Crosswalk placement guidance − see below Figure 6-3 Crosswalk Design Standards

Source: Tacoma ROW Design Manual, 7-7 Bicycling

. Bike lanes – 6’ minimum next to parking; 5’ minimum next to curb; 6’ preferred . Storm drains must open perpendicular to direction of travel . Buffer bike lanes with pavement markings to show door zone

Nelson\Nygaard Consulting Associates, Inc. | 6-4 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN |BASELINE CONDITIONS City of Tacoma

Parking

. Provide bike parking along bike routes . Parking lane – 7’; if the speed limit is greater than 30 mph, 8’ is desired . Provide accessible parking spaces Lighting

. Illumination should follow the guidance of the Illuminating Engineering Society of North America’s American National Standard Practice for Roadway Lighting or AASHTO’s Roadway Lighting Design Guide. Place lights 5’ from driveways and 3’ from the curb face. . Base lighting spacing on the Backlight, Uplight, Glare (BUG) rating: a higher rating means more light. This rating results in lights in residential areas, for example, spaced every 150’. Ornamental lights can be spaced every 100’. Design Controls

. Intersection turning radius should be 10-25’ maximum, and 40’ on heavy bus/truck routes. . A median refuge is advisable on streets with three or more lanes to cross or where there are high speeds, volumes, or poor visibility. . Design speed shall be 5 mph above the 85th percentile. On new construction or reconstruction, the design speed shall be the posted speed plus 5 mph. . Design vehicle default is WB-40. . Access management affects driveway spacing: Figure 6-4 Access Management Standards

Source: Tacoma ROW Design Manual, 4-23 General Design

. Curb extensions should be 1’ narrower than the parking lane. . Medians of 4’-10’ wide can be used for access management. Medians of 10’-16’ can include left turn bays. The fire department requires median breaks every 100’ and 17’ clear zones, but if short blocks (<350’) are used, median breaks are not required. . Medians should be 6’ wide for small caliper trees and 10’ wide for large caliper trees. . Lane widths for typical street widths:

Nelson\Nygaard Consulting Associates, Inc. | 6-5 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN |BASELINE CONDITIONS City of Tacoma

Figure 6-5 Lane Width Standards

Source: Tacoma ROW Design Manual, 4-13

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Figure 6-6 Land Use Conditions

Warehouse uses on Puyallup Avenue Example of new residential redevelopment along the Foss Transit center Image from Joshua Howard Waterway Image from Wikipedia user Seattledude Image from Albers Mill Loft

Cafes and restaurants Industrial uses Tacoma Dome Image from Eventful

Nelson\Nygaard Consulting Associates, Inc. | 6-7 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN |BASELINE CONDITIONS City of Tacoma

7 ISSUES AND OPPORTUNITIES The Puyallup Avenue corridor connects commuters, businesses, visitors, and future residents of the area, and can provide a future connection to the Prairie Line Trail. Anticipated growth in residential, employment, transit, and commercial activities along the corridor during the next 25 years can be supported by a vibrant multimodal street. Improvements in the corridor will enhance the experience for everyone, including pedestrians, cyclists, drivers, transit riders, and freight operators. Figure 7-1 summarizes key issues and opportunities for the Puyallup Avenue corridor, and Figure 7-2 provides images that illustrate select opportunities. These issues and opportunities will be explored in greater detail through the design process, beginning with the charrette planned for November 9, 2016. While not an exhaustive list, these issues and opportunities—and precedent images—are presented here to spark initial thinking about design options and alternatives. Figure 7-1 Key Issues and Opportunities

Topic Issue Opportunity Walking . Inconsistent sidewalk widths along . Create a consistent pedestrian corridor with full curb throughout corridor . Widen sidewalks, particularly in the TOD and Neighborhood . Overgrown vegetation Districts . 30 mph speed limit makes walking . Address sidewalk maintenance and repairs along the roadway unpleasant . Implement slow zones, such as a school zone near Summit . Little buffer between pedestrians and Olympus School at D Street intersection traffic lanes . Add buffer between pedestrian zone and active travel lanes . Numerous inactive driveways . Close inactive driveways and consolidate active driveways when . Limited signals (7) and crosswalks (2 possible fully marked) along corridor makes . Add crosswalks at signals and major trip generators like bus crossing challenging stops, Tacoma Dome Station . No fixed pedestrian time at signals . Add fixed time pedestrian signals (requires push button activation, which . Add clearance time or shorten crossing distances; add does not always work) countdown signals . Signal clearance time too short . Add signal or raised crosswalk on channelized right turns . Pedestrian signal heads located in the . Improve ADA accommodation at intersections right turn islands at Portland Avenue . Missing curb ramps and inconsistent ADA accommodation at intersections (e.g., missing truncated domes) Biking . No bicycle facilities on Puyallup Avenue . Create end-to-end bicycle facility along Puyallup Avenue . Bicycles riding on sidewalks and using . Plan for all ages and abilities pedestrian signals . Connect to Prairie Line Trail . Incomplete bicycle network . Add bicycle parking . Infrequent bicycle parking . Add bicycle wayfinding

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Topic Issue Opportunity Taking transit . People crossing mid-block to reach . Add crosswalks, mid-block crossings, pedestrian refuge islands, Tacoma Dome Station and other crossing treatments at Tacoma Dome Station . Tacoma Dome Station parking garage . Implement paid parking at Tacoma Dome Station at capacity during morning commute . Encourage commuter access to Tacoma Dome Station by non- . Unpleasant non-motorized connections auto modes (e.g., many of the transit conditions called for by . Limited wayfinding PSRC to improve mode split are already in place along the . High volumes of transit vehicles Puyallup Avenue corridor, creating an opportunity to meet or exceed regional mode split goals) . Maintain LOS D for transit on Puyallup Avenue by exploring transit priority treatments Driving . High left-turn volumes from southbound . Add left turn lane on D Street D Street to Puyallup Avenue . Improve wayfinding and real-time information for motorists . HOV lane along Puyallup Avenue or E 25th Street Parking . Inconsistent curb regulations . Create uniform on-street parking regulations and explore paid . Tacoma Dome Station parking garages parking are full by 7 a.m. . Explore more on-street parking spaces . Limited on-street parking used for full . Increase parking enforcement along Puyallup Avenue day parking by commuters, which limits . Implement parking management, including pricing, at Tacoma parking turnover for local businesses Dome Station . Limited on-street bike parking . Work with businesses to add on-street bike parking . Vehicles park on sidewalks in certain areas Freight . Maintain freight connectivity and travel . Maintain travel lane widths and turning radii compatible with times truck needs . Improve signal timing to support truck through movement . Support deliveries along the corridor by using the parking lane and consolidated driveways Placemaking . Minimal street furniture . Add street furniture that is functional and beautiful . Garbage and rubbish along corridor . Mark Puyallup Avenue and the Dome District as a gateway to . No wayfinding for people on bikes Tacoma (this is especially important for newcomers arriving for . Large parking areas under I-705 events at the Dome) . . Half of Dome event-goers are visiting Use painted intersections and other public art to add humanizing Tacoma for the first time elements to an otherwise industrial-feeling space and create a sense of identity and place . Lack of pedestrian-scale lighting . Add bike wayfinding to support connections to area trails . Dead end streets, e.g. Dock Street . Add wayfinding to parking . Limited active store fronts and engaging uses adjacent to sidewalks (e.g., . Add pedestrian-scaled lighting buildings have street-fronting parking or . Repurpose dead end streets “dead” windows) . Connect to the new plaza planned with Amtrak Station relocation . Work with businesses to engage the street Greenery . Few street trees and minimal . Add street trees and landscaping along sidewalks and medians landscaping along the corridor . Develop a consistent planting palette to reflect the identity (or . Significant swaths of concrete and identities) of Puyallup Avenue asphalt . Seek opportunities to create public parks and plazas in conjunction with public and private development . Create parklets and gardens on underutilized dead-end streets . Seek opportunities to “depave” and create green space

Nelson\Nygaard Consulting Associates, Inc. | 7-2 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN |BASELINE CONDITIONS City of Tacoma

Topic Issue Opportunity Economic . Limited mix of businesses today with . Potential for development, redevelopment, and increased little residential development economic prosperity along the corridor

Figure 7-2 Illustrations of Select Opportunities for Puyallup Avenue

Connect to the Prairie Line Trail Improve crossing opportunities for pedestrians Image from Olson Kundig Architects Image from Olson Kundig Architects

Remove paving and add greenery Use painted intersections and public art to create a sense of place Image from Depave Image from Tacoma Momma

Add wayfinding signs for pedestrians, bicyclists, and visitors Create a gateway to Tacoma for visitors Image from Nelson\Nygaard Image from Hotel Murano

Nelson\Nygaard Consulting Associates, Inc. | 7-3 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN |BASELINE CONDITIONS City of Tacoma

Repurpose dead end streets Image from City of Seattle

Nelson\Nygaard Consulting Associates, Inc. | 7-4 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN |BASELINE CONDITIONS City of Tacoma Appendix A Hourly Traffic Volume and Vehicle Mix by Segment

Data from City of Tacoma 24-hour traffic counts, October 2016

Nelson\Nygaard Consulting Associates, Inc. | A-1 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN | BASELINE CONDITIONS City of Tacoma

Puyallup Ave from Pacific Ave to A St - Eastbound

250 Motorcycles

Cars (and 200 Trailers)

Trucks (2-Axle, 4-Tire Single 150 Unit) Buses

100 Trucks (2 Axle, 6 Tire Single Unit) Not Classified 50

3+ Axle Trucks Average Weekday Hourly Traffic Hourly Weekday Average 0

Average Weekday Hourly Traffic by Vehicle Class Trucks Trucks Cars (and Motorcycles (2-Axle, 4-Tire Buses (2 Axle, 6 Tire Not Classified 3+ Axle Trucks Total Trailers) Single Unit) Single Unit) 12:00 AM 1 26 6 0 0 1 1 35 1:00 AM 0 18 4 0 0 0 0 22 2:00 AM 0 16 3 0 1 0 0 20 3:00 AM 1 19 6 0 2 3 1 32 4:00 AM 2 47 13 0 1 3 2 68 5:00 AM 1 153 28 5 11 6 1 205 6:00 AM 1 216 41 9 7 11 3 288 7:00 AM 1 184 52 14 18 24 5 298 8:00 AM 1 141 40 11 14 14 3 224 9:00 AM 1 141 34 11 19 43 3 252 10:00 AM 0 120 44 9 12 31 4 220 11:00 AM 3 142 49 6 19 12 2 233 12:00 PM 0 170 43 9 19 18 3 262 1:00 PM 5 147 44 10 27 20 3 256 2:00 PM 4 154 35 9 20 60 6 288 3:00 PM 2 160 40 11 14 28 3 258 4:00 PM 0 193 60 13 11 21 1 299 5:00 PM 1 174 33 8 4 69 1 290 6:00 PM 1 138 29 12 5 22 0 207 7:00 PM 0 108 20 9 4 13 0 154 8:00 PM 3 63 14 4 6 30 2 122 9:00 PM 0 69 11 2 2 10 1 95 10:00 PM 0 41 5 2 1 2 0 51 11:00 PM 0 38 8 0 0 0 0 46 Total 28 2,678 662 154 217 441 45 4,225

Nelson\Nygaard Consulting Associates, Inc. | A-2 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN | BASELINE CONDITIONS City of Tacoma

Puyallup Ave from Pacific Ave to A St - Westbound

400 Motorcycles

350 Cars (and Trailers) 300 Trucks (2-Axle, 250 4-Tire Single Unit) Buses 200

Trucks (2 Axle, 150 6 Tire Single Unit) 100 Not Classified

50 3+ Axle Trucks Average Weekday Hourly Traffic Hourly Weekday Average 0

Average Weekday Hourly Traffic by Vehicle Class Trucks Trucks Cars (and Motorcycles (2-Axle, 4-Tire Buses (2 Axle, 6 Tire Not Classified 3+ Axle Trucks Total Trailers) Single Unit) Single Unit) 12:00 AM 4 116 24 0 1 7 9 161 1:00 AM 2 136 27 1 5 11 8 190 2:00 AM 5 99 22 0 5 9 5 145 3:00 AM 2 82 20 0 10 4 6 124 4:00 AM 0 54 16 2 4 4 4 84 5:00 AM 2 63 18 1 3 2 4 93 6:00 AM 9 101 32 8 6 10 13 179 7:00 AM 8 156 51 11 16 37 16 295 8:00 AM 6 191 65 12 20 33 12 339 9:00 AM 6 164 64 15 20 42 18 329 10:00 AM 10 171 70 11 25 42 9 338 11:00 AM 17 183 56 7 35 60 13 371 12:00 PM 8 218 66 17 22 50 21 402 1:00 PM 23 243 62 12 30 52 20 442 2:00 PM 15 256 70 10 25 95 19 490 3:00 PM 13 261 69 14 21 102 13 493 4:00 PM 13 289 78 13 21 119 7 540 5:00 PM 12 310 70 12 16 123 15 558 6:00 PM 19 304 54 21 11 130 17 556 7:00 PM 18 337 42 13 8 78 12 508 8:00 PM 4 181 31 9 5 17 7 254 9:00 PM 1 150 26 5 8 10 3 203 10:00 PM 2 114 22 3 3 5 3 152 11:00 PM 1 91 22 1 3 2 1 121 Total 200 4,270 1,077 198 323 1,044 255 7,367

Nelson\Nygaard Consulting Associates, Inc. | A-3 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN | BASELINE CONDITIONS City of Tacoma

Puyallup Ave from A St to D St - Eastbound1

250 Motorcycles

Cars (and 200 Trailers)

Trucks (2-Axle, 4-Tire Single 150 Unit) Buses

Trucks (2 Axle, 100 6 Tire Single Unit) Not Classified 50 3+ Axle Trucks Average Weekday Hourly Traffic Hourly Weekday Average

0 12:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 6:00 7:00 8:00 9:00 10:00 11:00 AM AM AM AM AM AM AM AM PM PM PM PM PM PM

Average Weekday Hourly Traffic by Vehicle Class Trucks Trucks Cars (and Motorcycles (2-Axle, 4-Tire Buses (2 Axle, 6 Tire Not Classified 3+ Axle Trucks Total Trailers) Single Unit) Single Unit) 12:00 AM 1 29 5 0 0 2 1 38 1:00 AM 0 17 5 0 0 1 0 23 2:00 AM 0 18 3 0 1 0 0 22 3:00 AM 2 26 7 0 1 1 2 39 4:00 AM 2 50 15 0 1 1 2 71 5:00 AM 1 164 35 8 8 3 6 225 6:00 AM 3 218 44 10 11 10 7 303 7:00 AM 2 204 63 17 17 8 3 314 6:00 PM 1 123 28 12 6 3 3 176 7:00 PM 1 125 16 10 3 0 1 156 8:00 PM 0 86 13 5 6 0 0 110 9:00 PM 0 57 13 4 3 0 2 79 10:00 PM 1 40 10 2 1 2 1 57 11:00 PM 0 40 7 0 1 0 0 48 Total 14 1,197 264 68 59 31 28 1,661

1 Mid-day (8 a.m. to 6 p.m.) volumes not available for this segment

Nelson\Nygaard Consulting Associates, Inc. | A-4 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN | BASELINE CONDITIONS City of Tacoma

Puyallup Ave from A St to D St - Westbound2

450 Motorcycles 400 Cars (and 350 Trailers) Trucks (2-Axle, 300 4-Tire Single Unit) 250 Buses

200 Trucks (2 Axle, 6 Tire Single 150 Unit) Not Classified 100 3+ Axle Trucks

Average Weekday Hourly Traffic Hourly Weekday Average 50

0 12:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 6:00 7:00 8:00 9:00 10:00 11:00 AM AM AM AM AM AM AM AM PM PM PM PM PM PM

Average Weekday Hourly Traffic by Vehicle Class Trucks Trucks Cars (and Motorcycles (2-Axle, 4-Tire Buses (2 Axle, 6 Tire Not Classified 3+ Axle Trucks Total Trailers) Single Unit) Single Unit) 12:00 AM 3 115 35 3 6 1 8 171 1:00 AM 1 130 29 1 8 0 6 175 2:00 AM 4 103 21 1 8 3 3 143 3:00 AM 1 55 45 4 17 0 8 130 4:00 AM 1 34 31 1 8 0 2 77 5:00 AM 4 64 26 6 5 3 6 114 6:00 AM 4 133 48 12 21 7 12 237 7:00 AM 5 218 55 17 38 5 17 355 6:00 PM 7 393 101 19 12 14 7 553 7:00 PM 3 347 63 19 12 9 7 460 8:00 PM 2 183 37 10 12 1 3 248 9:00 PM 3 127 39 6 5 1 7 188 10:00 PM 1 110 54 4 10 1 3 183 11:00 PM 0 119 38 3 6 0 2 168 Total 39 2,131 622 106 168 45 91 3,202

2 Mid-day (8 a.m. to 6 p.m.) volumes not available for this segment

Nelson\Nygaard Consulting Associates, Inc. | A-5 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN | BASELINE CONDITIONS City of Tacoma

Puyallup Ave from D St to G St - Eastbound

600 Motorcycles

500 Cars (and Trailers) 400 Trucks (2-Axle, 4-Tire Single Unit) 300 Buses

Trucks (2 Axle, 200 6 Tire Single Unit) Not Classified 100

3+ Axle Trucks 0 Average Weekday Hourly Traffic Hourly Weekday Average

Average Weekday Hourly Traffic by Vehicle Class Trucks (2-Axle, Trucks (2 Axle, Cars (and Motorcycles 4-Tire Single Buses 6 Tire Single Not Classified 3+ Axle Trucks Total Trailers) Unit) Unit) 12:00 AM 0 46 5 0 1 0 0 52 1:00 AM 1 36 15 0 2 0 2 56 2:00 AM 0 43 11 0 5 1 4 64 3:00 AM 0 63 20 1 4 1 6 95 4:00 AM 2 189 47 10 11 4 6 269 5:00 AM 7 484 115 18 16 31 16 687 6:00 AM 9 506 125 24 29 25 20 738 7:00 AM 15 442 96 24 32 48 20 677 8:00 AM 5 286 84 14 36 31 22 478 9:00 AM 0 250 113 8 39 19 21 450 10:00 AM 9 222 94 16 42 21 19 423 11:00 AM 14 248 95 12 31 18 14 432 12:00 PM 7 263 103 11 38 33 20 475 1:00 PM 12 272 99 14 39 29 19 484 2:00 PM 12 314 119 13 35 32 29 554 3:00 PM 12 328 103 12 32 60 23 570 4:00 PM 14 329 92 15 20 66 19 555 5:00 PM 7 317 65 14 22 63 11 499 6:00 PM 6 247 46 14 14 32 8 367 7:00 PM 1 196 27 7 5 14 6 256 8:00 PM 0 134 27 10 3 9 3 186 9:00 PM 1 91 16 3 9 0 2 122 10:00 PM 4 54 16 1 1 1 1 78 11:00 PM 0 54 12 0 0 0 1 67 Total 138 5,414 1,545 241 466 538 292 8,634

Nelson\Nygaard Consulting Associates, Inc. | A-6 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN | BASELINE CONDITIONS City of Tacoma

Puyallup Ave from D St to G St - Westbound

500 Motorcycles 450 Cars (and 400 Trailers)

350 Trucks (2-Axle, 4-Tire Single 300 Unit) 250 Buses 200 Trucks (2 Axle, 150 6 Tire Single Unit) 100 Not Classified 50 3+ Axle Trucks 0 Average Weekday Hourly Traffic Hourly Weekday Average

Average Weekday Hourly Traffic by Vehicle Class Trucks (2-Axle, Trucks (2 Axle, Cars (and Motorcycles 4-Tire Single Buses 6 Tire Single Not Classified 3+ Axle Trucks Total Trailers) Unit) Unit) 12:00 AM 0 65 19 3 3 1 4 95 1:00 AM 0 40 14 3 3 1 2 63 2:00 AM 0 39 9 0 2 1 1 52 3:00 AM 0 42 15 0 2 0 2 61 4:00 AM 0 98 22 1 3 0 2 126 5:00 AM 0 179 50 6 6 3 5 249 6:00 AM 1 282 84 11 13 13 7 411 7:00 AM 5 396 88 17 40 34 20 600 8:00 AM 8 315 92 13 31 21 23 503 9:00 AM 7 252 88 11 26 19 15 418 10:00 AM 6 257 94 13 29 17 16 432 11:00 AM 6 302 102 13 37 19 15 494 12:00 PM 5 315 127 12 36 20 16 531 1:00 PM 7 325 101 13 40 31 23 540 2:00 PM 5 343 124 14 41 35 28 590 3:00 PM 11 442 127 15 37 72 29 733 4:00 PM 16 431 123 16 21 96 21 724 5:00 PM 14 432 103 17 21 134 30 751 6:00 PM 13 429 71 19 13 104 19 668 7:00 PM 5 291 53 18 15 23 8 413 8:00 PM 0 168 32 7 4 6 6 223 9:00 PM 2 126 26 3 6 2 2 167 10:00 PM 0 88 22 4 5 3 1 123 11:00 PM 0 76 14 2 3 1 3 99 Total 111 5,733 1,600 231 437 656 298 9,066

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Puyallup Ave from G St to L St - Eastbound3

500 Motorcycles 450 Cars (and 400 Trailers) 350 Trucks (2-Axle, 4-Tire Single 300 Unit) 250 Buses 200 Trucks (2 Axle, 150 6 Tire Single Unit) 100 Not Classified 50 3+ Axle Trucks

Average Weekday Hourly Traffic Hourly Weekday Average 0

Average Weekday Hourly Traffic by Vehicle Class Trucks (2-Axle, Trucks (2 Axle, Cars (and Motorcycles 4-Tire Single Buses 6 Tire Single Not Classified 3+ Axle Trucks Total Trailers) Unit) Unit) 12:00 AM 0 61 12 0 2 1 0 76 1:00 AM 0 31 9 0 0 0 2 42 2:00 AM 0 48 16 2 2 0 3 71 3:00 AM 1 36 9 1 2 0 6 55 4:00 AM 1 74 32 9 10 0 9 135 5:00 AM 3 195 71 20 33 5 12 339 6:00 AM 13 225 86 27 48 10 25 434 7:00 AM 11 295 93 28 51 19 28 525 8:00 AM 9 243 99 27 57 13 20 468 9:00 AM 6 258 95 16 45 13 19 452 10:00 AM 5 259 91 18 38 8 29 448 11:00 AM 4 269 108 18 46 8 25 478 12:00 PM 8 279 103 11 45 19 29 494 1:00 PM 15 289 118 18 46 9 22 517 3:00 PM 21 381 122 15 49 33 28 649 4:00 PM 15 437 114 18 51 32 32 699 5:00 PM 22 452 109 15 26 19 19 662 6:00 PM 6 304 59 11 23 17 8 428 7:00 PM 4 227 59 11 15 7 8 331 8:00 PM 4 164 42 7 17 0 5 239 9:00 PM 0 139 30 3 7 2 7 188 10:00 PM 0 98 20 3 3 0 3 127 11:00 PM 0 74 17 0 2 0 2 95 Total 148 4,838 1,514 278 618 215 341 7,952

3 Vehicle class not available for 2 p.m. hour

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Puyallup Ave from G St to L St - Westbound

400 Motorcycles

350 Cars (and Trailers) 300 Trucks (2-Axle, 250 4-Tire Single Unit) Buses 200

Trucks (2 Axle, 6 150 Tire Single Unit)

100 Not Classified

50 3+ Axle Trucks Average Weekday Hourly Traffic Hourly Weekday Average 0

Average Weekday Hourly Traffic by Vehicle Class Trucks (2-Axle, Trucks (2 Axle, Cars (and Motorcycles 4-Tire Single Buses 6 Tire Single Not Classified 3+ Axle Trucks Total Trailers) Unit) Unit) 12:00 AM 1 123 23 1 2 0 6 156 1:00 AM 0 121 21 1 4 1 8 156 2:00 AM 5 76 17 0 2 4 2 106 3:00 AM 2 83 27 0 10 1 9 132 4:00 AM 1 115 21 0 7 2 3 149 5:00 AM 2 172 28 4 5 4 7 222 6:00 AM 10 246 67 11 21 6 13 374 7:00 AM 8 326 63 17 31 20 18 483 8:00 AM 7 286 79 14 20 9 8 423 9:00 AM 5 212 75 10 25 28 15 370 10:00 AM 6 224 70 11 31 17 12 371 11:00 AM 5 204 73 13 25 31 14 365 12:00 PM 9 275 75 13 23 21 20 436 1:00 PM 12 292 88 9 37 16 27 481 2:00 PM 11 351 101 9 29 30 26 557 3:00 PM 16 345 97 13 29 32 24 556 4:00 PM 10 365 99 12 33 15 20 554 5:00 PM 9 344 73 20 27 34 15 522 6:00 PM 14 359 61 24 21 21 4 504 7:00 PM 6 238 41 16 12 19 6 338 8:00 PM 5 136 22 7 2 5 3 180 9:00 PM 1 102 18 3 3 7 5 139 10:00 PM 1 117 14 2 4 1 2 141 11:00 PM 1 77 19 1 1 2 4 105 Total 147 5,189 1,272 211 404 326 271 7,820

Nelson\Nygaard Consulting Associates, Inc. | A-9 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN | BASELINE CONDITIONS City of Tacoma

Puyallup Ave from L St to Portland St - Eastbound

400 Motorcycles

350 Cars (and Trailers) 300 Trucks (2-Axle, 250 4-Tire Single Unit) Buses 200

Trucks (2 Axle, 150 6 Tire Single Unit) 100 Not Classified

50 3+ Axle Trucks Average Weekday Hourly Traffic Hourly Weekday Average 0

Average Weekday Hourly Traffic by Vehicle Class Trucks (2-Axle, Trucks (2 Axle, Cars (and Motorcycles 4-Tire Single Buses 6 Tire Single Not Classified 3+ Axle Trucks Total Trailers) Unit) Unit) 12:00 AM 1 67 19 1 6 3 4 101 1:00 AM 0 30 12 0 0 1 3 46 2:00 AM 1 43 17 4 4 4 5 78 3:00 AM 1 41 11 2 7 4 3 69 4:00 AM 2 89 27 10 15 15 12 170 5:00 AM 1 222 98 21 49 29 13 433 6:00 AM 8 245 128 28 77 48 22 556 7:00 AM 6 306 121 33 96 31 19 612 8:00 AM 12 229 124 23 74 18 21 501 9:00 AM 9 232 109 18 73 9 24 474 10:00 AM 0 244 103 17 58 9 21 452 11:00 AM 9 245 124 16 77 12 29 512 12:00 PM 11 289 139 15 66 17 31 568 1:00 PM 16 262 130 21 74 17 19 539 2:00 PM 17 312 131 19 82 25 32 618 3:00 PM 15 349 156 18 74 19 13 644 4:00 PM 17 352 123 16 50 36 17 611 5:00 PM 10 300 91 11 30 90 9 541 6:00 PM 2 244 70 14 34 7 7 378 7:00 PM 4 209 70 14 24 2 5 328 8:00 PM 4 154 40 8 20 4 3 233 9:00 PM 2 134 36 6 8 3 6 195 10:00 PM 0 90 21 4 5 6 2 128 11:00 PM 0 60 22 0 6 0 1 89 Total 148 4,748 1,922 319 1,009 409 321 8,876

Nelson\Nygaard Consulting Associates, Inc. | A-10 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN | BASELINE CONDITIONS City of Tacoma

Puyallup Ave from L St to Portland St - Westbound

600 Motorcycles

500 Cars (and Trailers)

Trucks (2-Axle, 400 4-Tire Single Unit) Buses 300

Trucks (2 Axle, 6 200 Tire Single Unit) Not Classified 100 3+ Axle Trucks Average Weekday Hourly Traffic Hourly Weekday Average 0

Average Weekday Hourly Traffic by Vehicle Class Trucks (2-Axle, Trucks (2 Axle, Cars (and Motorcycles 4-Tire Single Buses 6 Tire Single Not Classified 3+ Axle Trucks Total Trailers) Unit) Unit) 12:00 AM 2 92 21 1 1 1 7 125 1:00 AM 2 108 23 0 4 4 4 145 2:00 AM 0 61 18 1 1 0 1 82 3:00 AM 0 58 19 0 8 1 3 89 4:00 AM 3 87 20 1 6 0 4 121 5:00 AM 0 131 20 2 3 2 6 164 6:00 AM 6 187 54 11 20 6 10 294 7:00 AM 3 294 82 22 31 6 19 457 8:00 AM 3 258 73 13 24 11 11 393 9:00 AM 3 228 54 11 30 3 28 357 10:00 AM 1 208 70 11 36 7 17 350 11:00 AM 3 199 73 12 32 5 22 346 12:00 PM 10 270 89 11 23 14 22 439 1:00 PM 10 258 77 14 40 10 23 432 2:00 PM 13 349 103 12 29 19 21 546 3:00 PM 16 402 131 11 43 19 26 648 4:00 PM 15 424 139 16 37 11 24 666 5:00 PM 14 495 99 18 45 13 17 701 6:00 PM 10 389 100 17 14 13 17 560 7:00 PM 7 273 46 17 11 8 7 369 8:00 PM 3 148 21 8 3 1 5 189 9:00 PM 0 118 17 6 3 0 3 147 10:00 PM 0 108 26 2 5 1 5 147 11:00 PM 0 65 14 2 3 1 3 88 Total 124 5,210 1,389 219 452 156 305 7,855

Nelson\Nygaard Consulting Associates, Inc. | A-11 PUYALLUP AVENUE CORRIDOR CONCEPTUAL PLAN |BASELINE CONDITIONS City of Tacoma

Appendix B Future Sound Transit Project Information

Light Rail to Federal Way and New Light Rail Station https://st32.blob.core.windows.net/media/Default/InteractiveMap/Templates/July1/LRT_Fede ralWaytoTacoma.pdf

Tacoma Link Extension to Tacoma Community College https://st32.blob.core.windows.net/media/Default/InteractiveMap/Templates/July1/LRT_Taco maLinkExtensiontoTCC.pdf

Capital Improvements for Bus Service on Pacific Avenue/SR 7 https://st32.blob.core.windows.net/media/Default/InteractiveMap/Templates/July1/Bus_Corri dorEnhancementsPacificAvenue-1.pdf

South Sounder Capital, Service, and Access Improvements Program https://st32.blob.core.windows.net/media/Default/InteractiveMap/Templates/July1/Sounder_S outhSounderCapitalImprovementsProgram.pdf

System Access Program https://st32.blob.core.windows.net/media/Default/InteractiveMap/Templates/July1/Program_ SystemAccess.pdf

Tacoma Dome to Tacoma Mall High Capacity Transit Study https://st32.blob.core.windows.net/media/Default/InteractiveMap/Templates/July1/HCTPlanni ngStudies-1.pdf

Transit-Oriented Development Planning Program https://st32.blob.core.windows.net/media/Default/InteractiveMap/Templates/July1/Program_ TOD.pdf

ST3 Projects Interactive Map http://soundtransit3.org/map#map

Nelson\Nygaard Consulting Associates, Inc. | B-1