Appendix B:

Grade Separation

Concept Evaluation

Point Defiance Bypass 

Project 

Grade Separation 

Concept Evaluation 

 March 2012 

Point Defiance Bypass Project March 2012 

Page i Grade Separation Concept Evaluation 

Table of Contents 

Summary ........................................................................................................................................... 1

South 56th Street in Tacoma ......................................................................................................... 2

South 74th Street in Tacoma ......................................................................................................... 3

Bridgeport Way SW in Lakewood ................................................................................................. 4

Berkeley Street SW in Lakewood ................................................................................................. 5

Chapter 1 – Introduction and Purpose .............................................................................................. 7

What is the proposed Project? ..................................................................................................... 7

What is the statewide context for the proposed Project? .............................................................. 8

What is the Purpose and Need for the proposed Project? ........................................................... 8

What concepts are analyzed in this Evaluation? .......................................................................... 9

What are some of the benefits and trade-offs of grade separation? ........................................... 10

Chapter 2 – Methods, Studies, and Coordination............................................................................ 13

Study Area.................................................................................................................................. 13

Analysis of Potential Effects ....................................................................................................... 13

Chapter 3 – Grade Separation Concepts ........................................................................................ 17

Construction Effects Common to Each Location Evaluated ....................................................... 17

South 56th Street in Tacoma ....................................................................................................... 17

South 74th Street in Tacoma ....................................................................................................... 30

Bridgeport Way SW in Lakewood ............................................................................................... 41

Berkeley Street SW in Lakewood ............................................................................................... 53

References ...................................................................................................................................... 65

List of Exhibits 

Exhibit 1 Project Corridor and Existing Route .................................................................................. iv

Exhibit 2 Summary of Substantial of Effects and Conclusions for South 56th Street ........................ 2

Exhibit 3 Summary of Substantial Effects and Conclusions for South 74th Street ............................ 3

Exhibit 4 Summary of Substantial Effects and Conclusions for Bridgeport Way SW ........................ 4

Exhibit 5 Summary of Substantial Effects and Conclusions for Berkeley Street SW ........................ 5

Exhibit 6 South 56th Street ............................................................................................................. 18

Exhibit 7 Existing Condition and Visual Simulation for South 56th Street ....................................... 19

Exhibit 8 Summary of Effects and Conclusions for South 56th Street ............................................. 20

Exhibit 9 Buildings on South 56th Street and South Washington Street ......................................... 26

Exhibit 10 Summary of Effects and Conclusions for South 74th Street ........................................... 30

Exhibit 11 South 74th Street ........................................................................................................... 32

Exhibit 12 Existing Condition and Visual Simulation for South 74th Street ..................................... 33

Exhibit 13 Summary of Effects and Conclusions for Bridgeport Way SW ...................................... 41

Exhibit 14 Bridgeport Way SW ....................................................................................................... 43

Exhibit 15 Existing Condition and Visual Simulation for Bridgeport Way SW ................................. 44
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page ii 

Exhibit 16 Summary of Effects and Conclusions for Berkeley Street SW ...................................... 53

Exhibit 17 Berkeley Street SW ....................................................................................................... 55

Exhibit 18 Existing Condition and Visual Simulation for Berkeley Street SW ................................. 56

List of Attachments 

Attachment 1 – Design Process, Assumptions, Criteria, and Concept Plan Sheets 

Attachment 2 – Cost Estimate Process, Assumptions, Criteria, and Risk Identification 

Attachment 3 – Supporting Information 
Point Defiance Bypass Project March 2012 

Page iii Grade Separation Concept Evaluation 

Acronyms and Abbreviations 

ARRA American Recovery and Reinvestment Act 

BMPs Best Management Practices 

CO carbon monoxide 

dBA A-weighted decibels 

EA Environmental Assessment 

Ecology Washington State Department of Ecology 

Ecology Manual 2005 Stormwater Management Manual for Western Washington 

ESA Endangered Species Act 

Evaluation Grade Separation Concept Evaluation 

FEMA Federal Emergency Management Agency 

FHWA Federal Highway Administration 

FRA Federal Railroad Administration 

I-5 Interstate 5

Ldn average day/night sound level 

LOS Level of Service 

mph miles per hour 

MSAT mobile source air toxic 

NAAQS National Ambient Air Quality Standards 

PGIS pollutant generating impervious surface 

PNWRC Pacific Northwest Rail Corridor 

ppm parts per million 

USC United States Code 

WRIA Water Resource Inventory Area 

WSDOT Washington State Department of Transportation 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page iv 

Exhibit 1 

Project Corridor and Existing Route 
 

Point Defiance Bypass Project March 2012 

Page 1 Grade Separation Concept Evaluation 

Summary 

This Grade Separation Concept Evaluation (Evaluation) supports the Point 

Defiance Bypass Project Environmental Assessment (EA). This Evaluation

examines the potential costs, effects, and benefits of separating vehicle and rail 

traffic at four locations along the Point Defiance Bypass route between Tacoma 

and DuPont. The four locations are listed below and are shown in Exhibit 1: 

 S. 56th Street in Tacoma 

 S. 74th Street in Tacoma 

 Bridgeport Way SW in Lakewood 

 Berkeley Street SW in Lakewood 

Washington State Department of Transportation (WSDOT) prepared this 

Evaluation to respond to requests made by citizens and local agency staff to 

include grade separation as part of the proposed Project. These requests were made 

at public open houses and in writing by agencies located along the proposed 

Project route. Preparing this Evaluation allowed WSDOT and the Federal Railroad 

Administration (FRA) to understand the potential costs, effects, and benefits of 

grade separation. 

Based on the analysis conducted for this Evaluation, grade separation is not part 

of the proposed Project for the following reasons: 

 Safety. The projected annual accident rates (expressed as accidents per year) do 

not rise to the level recommended by the United States Department of 

Transportation (USDOT) for consideration of grade separation. Peak-hour 

intersection Level of Service (LOS) conditions are predicted to be within 

acceptable limits in 2030. 

 Cost. The preliminary cost estimates to construct any of the grade-separated 

intersections cannot be accommodated within the rail budget. 

 Context. Constructing the grade separation concepts would have substantial 

effects on the built and natural environment. 

A summary of safety, costs, and substantial environmental effects for each 

location is provided below. 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 2 

South 56th Street in Tacoma 

The grade separation concept at S. 56th Street would reconfigure the roadway over 

the railroad tracks. Fill would be placed and retaining walls constructed between 

S. Proctor Street and S. Tacoma Way to raise S. 56th Street. Short bridges would be 

constructed over the railroad tracks and over S. Washington Street. The raised 

profile of the roadway would have a 10 percent grade and would not allow 

S. Adams Street or S. Washington Street to connect directly to S. 56th Street, as 

they do today. This concept would build a new street across an undeveloped BNSF 

parcel between S. Proctor Street and Burlington Way north of S. 56th Street. This 

new street would replace the access to the industrial properties that would no 

longer be available at S. Adams Street. A detour roadway would be required to 

build this concept and keep traffic moving during construction. Exhibit 2 

summarizes notable effects of this grade separation concept. 

Exhibit 2 

Summary of Substantial of Effects and Conclusions for South 56th Street 

Attribute Effects and Conclusions 

Business Relocations 10 

Businesses with Altered Access Several businesses on S. Adams and S. Washington Streets would no 

longer be able to access S. 56th Street directly. However, access 

would still be available. 

Transportation Grade separation could minimally reduce delays on S. 56th Street and 

adjacent intersections; however, it would not change overall 

congestion levels at the intersection of S. 56th Street and S. Tacoma 

Way. Grade separation at this location is not necessary based on 

peak hour LOS conditions or predicted number of accidents in 

accordance with Federal Highway Administration ( FHWA) guidance 

for roadway and rail design (FHWA 2007). 

Predicted Accident Experience 

in 2030 

1 accident every 20 years (0.050 accidents per year) 

Visual Quality The elevated bridge structure and retaining wall would change some 

views in the area. For businesses on the south side of S. 56th Street 

near S. Adams Street, views to the north would be blocked by a 

retaining wall. 

Hazardous Materials There is a high likelihood of encountering hazardous materials on 

acquired properties during construction. 

Wetlands, Water Quality, and 

Floodplains 

15,000 square feet (0.35 acre) of new pollutant generating impervious 

surfaces (PGIS); otherwise, no measurable effects. 

Estimated Cost Range1 $36.1 to $63.1 million 

1 This range represents the -20% to +40% Cost Range, and includes the cost of property acquisitions, 

construction, engineering, and work or materials that are not provided by the contractor. 
Point Defiance Bypass Project March 2012 

Page 3 Grade Separation Concept Evaluation 

South 74th Street in Tacoma 

The grade separation concept at S. 74th Street would reconfigure the roadway over 

the railroad tracks. For this grade separation concept, the reconfigured roadway 

would begin about 400 feet east of S. Madison Street where a new signalized 

intersection would be constructed. The intersection would connect a new truck 

access road to S. 74th Street that would serve the industrial properties on both 

sides of the roadway. From this new intersection, S. 74th Street would rise quickly 

at about a 10 percent grade in order to clear the railroad tracks. Fill would be 

placed and two short bridges would be constructed over the new access road and 

the railroad tracks. The new roadway would be built slightly south of the existing 

street and return to grade at S. Tacoma Way. Exhibit 3 summarizes notable effects 

of the grade separation concept. 

Exhibit 3 

Summary of Substantial Effects and Conclusions for South 74th Street 

Attribute Effects and Conclusions 

Business Relocations 2 (gas station and unidentified business ) 

Businesses with Altered Access 8 driveways would be altered or closed. 

Transportation Grade separation could minimally reduce delays on S. 74th Street and 

adjacent intersections; however, it would not change overall 

congestion levels at the intersection of S. 74th Street and S. Tacoma 

Way. Grade separation at this location is not necessary based on 

peak hour LOS conditions or predicted number of accidents in 

accordance with FHWA guidance for roadway and rail design (FHWA 

2007). 

Predicted Accident Experience 

in 2030 

1 accident every 19 years (0.053 accidents per year) 

Visual Quality The elevated bridge structure and retaining wall would change some 

views in the area. 

Hazardous Materials There is a high likelihood of encountering hazardous materials on 

acquired properties during construction. 

Wetlands, Water Quality, and 

Floodplains 

17,000 square feet (0.39 acre) of new PGIS; 

otherwise, no measurable effects. 

Estimated Cost Range1 $29.1 to $50.9 million 

1 This range represents the -20% to +40% Cost Range, and includes the cost of property acquisitions, 

construction, engineering, and work or materials that are not provided by the contractor. 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 4 

Bridgeport Way SW in Lakewood 

The grade separation concept at Bridgeport Way SW would reconfigure the 

roadway over the railroad tracks. This grade separation concept would place fill 

and build retaining walls between the southbound (Interstate 5) I-5 ramps and 

Arrowhead Road SW to raise Bridgeport Way SW. A short bridge would be 

constructed over the railroad tracks. The new roadway would have an 8 percent 

grade in order to clear the railroad tracks. In order to raise the intersection with 

Pacific Highway, fill would be needed and retaining walls constructed on Pacific 

Highway, approximately one block on either side of Bridgeport Way SW. 

A hospital is located just north of the grade separation concept on Bridgeport 

Way SW. To maintain access for the community and emergency services, lane 

restrictions on Bridgeport Way SW would likely be extensive. Exhibit 4 

summarizes notable effects of the grade separation concept. 

Exhibit 4 

Summary of Substantial Effects and Conclusions for Bridgeport Way SW 

Attribute Effects and Conclusions 

Business Relocations Approximately 16 (some of the buildings may contain more than one 

business) 

Businesses with Altered Access 4 

Transportation Grade separation could minimally reduce delays on Bridgeport Way 

SW and adjacent intersections; however, it would not change overall 

congestion levels at the intersection of Bridgeport Way SW and Pacific 

Highway. Grade separation at this location is not necessary based on 

peak hour LOS conditions or predicted number of accidents in 

accordance with FHWA guidance for roadway and rail design (FHWA 

2007). 

Predicted Accident Experience 

in 2030 

1 accident every 22 years (0.045 accidents per year) 

Visual Quality The elevated bridge structure and retaining wall would change some 

views in the area. 

Hazardous Materials There is a high likelihood of encountering hazardous materials on 

acquired properties during construction. 

Wetlands, Water Quality, and 

Floodplains 

No new PGIS or measurable effects. 

 Estimated Cost Range 1 $53.6 to $93.9 million 

1 This range represents the -20% to +40% Cost Range, and includes the cost of property acquisitions, 

construction, engineering, and work or materials that are not provided by the contractor. 
Point Defiance Bypass Project March 2012 

Page 5 Grade Separation Concept Evaluation 

Berkeley Street SW in Lakewood 

The grade separation concept at Berkeley Street SW would raise the railroad 

tracks over the surface street. The roadway would remain in the same 

configuration as it is today. Because the train requires a 1 percent grade, this 

concept would require rebuilding the rail line approximately 0.75 mile north and 

south of the grade crossing. Retaining walls would be constructed beginning 

about 0.6 mile before the crossing in each direction. A short bridge would also be 

built over Berkeley Street SW. Exhibit 5 summarizes notable effects of the grade 

separation concept. 

Exhibit 5 

Summary of Substantial Effects and Conclusions for Berkeley Street SW 

Attribute Effects and Conclusions 

Business Relocations 0 

Businesses with Altered Access 2 

Transportation Grade separation could minimally reduce delays on Berkeley Street 

SW and adjacent intersections; however, it would not change overall 

congestion levels at the Berkeley Street SW intersection. Grade 

separation at this location would not improve the peak hour LOS 

conditions enough to result in the LOS A to D range. Grade separation 

at this location is not necessary based on the predicted number of 

accidents in accordance with FHWA guidance for roadway and rail 

design (FHWA 2007).

Predicted Accident Experience 

in 2030 

1 accident every 33 years (0.030 accidents per year)

Visual Quality and 

Socioeconomics 

The elevated structure and retaining wall would block some views 

to/from I-5. 

Less visibility from I-5 to businesses on Union Avenue SW could 

potentially result in an economic loss for some businesses. 

Hazardous Materials There is a high likelihood of encountering hazardous materials in the 

railroad right of way during construction. 

Wetlands, Water Quality, and 

Floodplains 

2,000 square feet (0.05 acre) of new PGIS; 

otherwise, no measurable effects. 

 Estimated Cost Range1 $49.4 to $86.5 million 

1 This range represents the -20% to +40% Cost Range, and includes the cost of property acquisitions, 

construction, engineering, and work or materials that are not provided by the contractor. 

 

Point Defiance Bypass Project March 2012 

Page 7 Grade Separation Concept Evaluation 

Chapter 1 – Introduction and Purpose 

This Evaluation examines the potential effects, benefits, and trade-offs of 

separating vehicle and rail traffic at four locations along the Point Defiance 

Bypass route between Tacoma and DuPont. The Evaluation supports the Point 

Defiance Bypass Project EA and documents the reasons why grade separations 

are not included in the Point Defiance Bypass Project. 

Chapter 1 of this Evaluation describes the Point Defiance Bypass Project 

(proposed Project) and how it fits with other proposed rail improvements in the 

Pacific Northwest Rail Corridor, presents the proposed Project’s purpose and 

need, and introduces the concepts analyzed in this Evaluation. 

Chapter 2 describes the methods, studies, and coordination conducted for this 

Evaluation. 

Chapter 3 describes and evaluates each grade separation concept. WSDOT is 

using this Evaluation to determine if further analysis is warranted. 

Attachments 1, 2, and 3 include the preliminary design plans, draft cost estimate 

criteria, and supporting information for this Evaluation, respectively. 

Although grade separation is not currently proposed as part of the Point Defiance 

Bypass Project, this Evaluation allows WSDOT and FRA to make an informed 

decision about the potential costs and benefits of grade separation in the locations 

examined. 

What is the proposed Project? 

The proposed Project would reroute Amtrak Cascades and Coast Starlight 

passenger trains from the existing BNSF route near Point Defiance along Puget 

Sound to a Sound Transit rail line along the west side of I-5 through south 

Tacoma, Lakewood, and DuPont. The Point Defiance Bypass route is located 

within an existing 21-mile rail corridor in Pierce County as shown in Exhibit 1. 

The majority of the 21-mile rail corridor is owned by Sound Transit, with Tacoma 

Rail, and BNSF owning portions of the corridor. 

The existing BNSF route along Puget Sound is shared by freight and passenger 

rail traffic and is near capacity. Additional high-speed intercity passenger rail 

service cannot be accommodated without substantial improvements. Because of 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 8 

these reasons, WSDOT proposes to improve railroad track and supporting 

facilities on the Point Defiance Bypass route, relocate the Tacoma Amtrak 

Station, and shift Amtrak service to the Bypass route to provide more frequent 

and reliable high-speed intercity passenger rail service. Sound Transit has made 

improvements along the rail line from Freighthouse Square in Tacoma south to 

Bridgeport Way SW in Lakewood as part of their Sounder Track and Signal 

Improvement Projects. 

The only trains that would use the Point Defiance Bypass route are Sounder

commuter trains beginning in late 2012, and Tacoma Rail freight trains on an 

intermittent basis. If the improvements proposed for the Point Defiance Bypass 

Project are built, up to 12 Amtrak Cascades daily train trips (six round trips) and 

two Amtrak Coast Starlight daily train trips (one round trip) would travel on this 

route in addition to the Sounder. The speed of these passenger trains will be up to 

79 miles per hour (mph). Sounder commuter trains are considered part of the 

existing conditions and will continue operating whether the proposed Project 

proceeds or not. 

What is the statewide context for the proposed Project? 

The proposed Project is part of WSDOT’s Pacific Northwest Rail Corridor 

program to improve certain portions of the existing 297-mile BNSF north-south 

main line between the Columbia River and the Canadian border. The Pacific 

Northwest Rail Corridor program will provide additional daily trips on Amtrak 

Cascades for travelers between Seattle and Portland, improve schedule reliability, 

and reduce the travel time between Seattle and Portland by up to 18 minutes. The 

proposed Project will also support Amtrak’s longer-distance Pacific Northwest 

passenger rail service—the Coast Starlight1 and the Empire Builder.2

The American Recovery and Reinvestment Act (ARRA) High Speed Rail award 

that Washington State received in January 2010 for the Pacific Northwest Rail 

Corridor will provide funding to complete construction of the proposed Project 

near the end of 2017. The FRA is requiring the completion of an EA for proposed 

improvements associated with the Point Defiance Bypass Project under their 

regulations before the ARRA funding is made available for construction. 

What is the Purpose and Need for the proposed Project? 

The Point Defiance Bypass Project is part of the larger Pacific Northwest Rail 

Corridor (PNWRC). Within Washington State, the vision for the PNWRC is to 

“Improve intercity passenger rail service by reducing travel times and achieving 

 1

 The Amtrak Coast Starlight provides service from Seattle to Los Angeles. 2

 The Amtrak Empire Builder will not use the proposed Project corridor but provides service from 

Seattle/Portland to Chicago. 
Point Defiance Bypass Project March 2012 

Page 9 Grade Separation Concept Evaluation 

greater schedule reliability in order to accommodate growing intercity 

travel demand....”3

The purpose of the Project is to provide more frequent and reliable high-speed 

intercity passenger rail service between Tacoma and Nisqually. In an effort to 

reduce the overall environmental impacts of the Project, the use of an existing 

transportation corridor and associated infrastructure is preferred, rather than 

creating a new corridor. The Project is needed to address the deficiencies in the 

existing rail alignment around Point Defiance. The existing alignment, shared by 

freight and passenger rail traffic, is near capacity and is therefore unable to 

accommodate additional high-speed intercity passenger rail service without 

substantial improvements. In addition, the existing alignment has physical and 

operational constraints that adversely affect both passenger and freight train 

scheduling and reliability. 

Improving intercity passenger rail service in the Project area and meeting the 

proposed Project needs would be accomplished by: 

 Enhanced frequency: Increasing Amtrak Cascades round trips from four to 

six4

 by 2017 in order to meet projected service demands 

 Improved reliability: Reducing scheduling conflicts with freight trains that 

often result in delays; mitigating or avoiding operational delays 

(e.g., drawbridge openings) and weather-related delays (e.g., mudslides); 

and improving on-time performance from 68 percent to 88 percent 

 Enhanced efficiency: Enhancing the efficient movement of people by 

decreasing trip times by at least 10 minutes, and reducing the amount of 

time passenger trains spend yielding to freight movements 

 Improved safety: Constructing at-grade crossings with upgraded safety 

features including wayside horns, median barriers, advanced warning 

signals, and traffic signal improvements 

What concepts are analyzed in this Evaluation? 

This Evaluation examines the potential effects and benefits of separating vehicle 

and rail traffic at four locations along the Point Defiance Bypass route (Exhibit 1). 

The four locations are: 

 S. 56th Street in Tacoma 

 S. 74th Street in Tacoma 

 Bridgeport Way SW in Lakewood 

 Berkeley Street SW in Lakewood 

 3 Pacific Northwest Rail Corridor Program Environmental Assessment, 2009. 4

 Eight Amtrak Cascades daily one-way train trips currently to a total of 12 Amtrak Cascades daily train 

trips (or six round trips) in the future. Additionally, one Amtrak Coast Starlight round trip (two daily train 

trips) will be supported. 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 10 

Amtrak passenger trains would travel through all four of these locations. Sounder

passenger trains only travel across S. 56th and S. 74th Streets because Sounder

service currently terminates at the Lakewood Station. WSDOT chose to analyze 

these locations because grade separating these intersections would likely offer the 

greatest benefit over other existing at-grade intersections in the Project area based 

on traffic volumes and operations of the surrounding street grid. Surrounding 

topography was also considered. 

What are some of the benefits and trade-offs of grade separation? 

Although grade separation is not currently proposed as part of the Point Defiance 

Bypass Project, this Evaluation allows WSDOT and FRA to make an informed 

decision about its potential costs and benefits. Grade separating each of the four 

locations would reduce traffic delays when trains are crossing and eliminate the 

potential for vehicle-train accidents. However, this Evaluation indicates that 

standard thresholds in FHWA’s Railroad-Highway Grade Crossing Handbook

(FHWA 2007) for considering grade separation have not been met, including: 

 Predicted accident rates for the concepts are roughly one accident every 

19 to 33 years (0.030 to 0.053 accidents per year), which is below the 

guideline of one accident approximately every 2 years or 0.50 accidents 

per year (regardless of cost) and one accident approximately every 5 years 

or 0.20 accidents per year (when cost can be economically justified). 

 Peak-hour intersection LOS conditions are within acceptable limits in 2030. 

In addition, grade separating any of the intersections evaluated would affect 

access and use of many commercial properties. Grade separation is an expensive 

solution; WSDOT and FRA must weigh the costs and benefits when investing 

limited transportation dollars. 

The grade separation concept locations at S. 56th Street, S. 74th Street, and 

Bridgeport Way SW would each require the acquisition of several properties to 

construct the grade separations. The acquisitions would not only contribute to the 

cost of the concept but would relocate businesses and change access for many 

adjacent properties. In addition, in order to minimize impacts on surrounding 

properties, the roadway grades at each of these three locations would be designed 

to the maximum steepness or slope allowed by each jurisdiction (8 to 10 percent), 

which means the roadway would be more challenging for vehicles, freight, and 

non-motorized travelers. It would be possible to design concepts at these locations 

that would have gentler grades. However, concepts with gentler grades would 

result in significantly higher costs and impacts to the surrounding communities 

because they would require major intersection changes with S. Tacoma Way or 

Pacific Highway S., and would increase the number of property acquisitions. 
Point Defiance Bypass Project March 2012 

Page 11 Grade Separation Concept Evaluation 

The grade separation concept at Berkeley Street SW would not acquire any 

businesses. However, raising the track on an elevated structure would reduce the 

visibility between businesses and I-5, which could increase the perception of 

isolation for the Tillicum neighborhood. Less visibility could potentially result in 

an economic loss for some businesses on Union Avenue SW. The retaining walls 

for elevated structure would also block noise from I-5 traffic, and would likely 

decrease noise for some properties along Union Avenue SW. However, noise 

from trains would be expected to reach receivers farther west because of the 

elevated structure. 

 

Point Defiance Bypass Project March 2012 

Page 13 Grade Separation Concept Evaluation 

Chapter 2 – Methods, Studies, and 

Coordination 

Study Area 

The study area for this Evaluation is the area that lies within a 0.50-mile radius 

for each of the four grade-crossing locations shown in Exhibit 1. The S. 56th

Street and S. 74th Street locations are in the city of Tacoma, and Bridgeport 

Way SW and Berkeley Street SW are in the city of Lakewood. 

Analysis of Potential Effects 

This Evaluation considers grade separation at four locations and documents 

possible effects of grade separation. This Evaluation uses a variety of information 

sources, including information presented in the discipline reports that support the 

Project EA as well as other information sources described below. The compiled 

information was used to analyze the effects that grade separation would have on 

the environment. The conceptual engineering plans presented in this Evaluation

followed the BNSF Railway – Union Pacific Railroad, Guidelines for Railroad 

Grade Separation Projects (UPRR 2007), WSDOT Design Manual (WSDOT 

2011a), City of Tacoma Public Works Design Manual (Tacoma 2004), City of 

Lakewood Engineering Standards Manual (Lakewood 2011a), and City of 

Lakewood Roadway Standard Plans (Lakewood 2011b). 

Transportation 

WSDOT used information from the Transportation Discipline Report (WSDOT 

2011b) to determine likely effects and benefits of separating the roadway and rail 

tracks from intersection operations. The Transportation Discipline Report

analyzed traffic effects using specialized transportation models that evaluate the 

capacity and safety of operations within the study area. The year 2010 was used to 

represent existing travel conditions (traffic volumes and how roadways currently 

operate). Analysts evaluated how the road system works today and how the roads 

would operate in 2030 with or without the proposed Project. Information from the 

Transportation Discipline Report was used to qualitatively evaluate the potential 

impacts and benefits of each grade separation concept. 

In addition, information from the four design concepts was used to determine 

effects on traffic, freight, bicycles, and pedestrians; access to businesses and 

adjacent roadways; parking; and construction impacts for vehicle and rail traffic. 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 14 

Analysts also considered key traffic operational criteria for grade separation 

published by the FHWA in their Railroad-Highway Grade Crossing Handbook. 

Land Use and Relocations 

Existing land uses at each of the four locations were determined by: 

1. Examining existing land use maps 

2. Reviewing the Draft Land Use Discipline Report (WSDOT 2011c) 

3. Visiting each site 

This information, in addition to the engineering drawings for the conceptual grade 

separations, were used to determine possible effects including temporary effects 

during construction and the area and types of land uses that would be displaced by 

property acquisitions. The land use data provided by Pierce County are mapped in 

Attachment 3 of this Evaluation. 

Visual Quality 

The visual quality analysis qualitatively compared existing visual quality in the 

area to how the landscape would be expected to look if the grade separations are 

constructed. Information on visual resources was collected during site visits and 

by reviewing aerial photographs. The analysis also used information presented in 

the Visual Quality Discipline Report (WSDOT 2011d). 

Other Environmental Elements 

For this Evaluation, the following discipline reports supporting the Project EA were used 

to qualitatively analyze how conditions might change if the grade was separated at the 

four locations considered: 

 Noise and Vibration (WSDOT 2012a) 

 Socioeconomic and Environmental Justice (WSDOT 2011e) 

 Public Services and Utilities (WSDOT 2011f) 

 Soils and Geology (WSDOT 2011g) 

 Hazardous Materials (WSDOT 2007a) 

 Cultural Resources (WSDOT 2012b) 

 Recreation and Section 4(f)/6(f) Resources 

 Wetlands (WSDOT 2011h) 

 Water Resources (WSDOT 2012c) 

 Fish, Wildlife, and Vegetation (WSDOT 2011i) 

 Air Quality (WSDOT 2011j) 

Design, Cost, and Risk 

The design concepts for each potential grade separation location were determined 

in discussions with WSDOT staff. Conceptual roadway plans and profiles were 
Point Defiance Bypass Project March 2012 

Page 15 Grade Separation Concept Evaluation 

completed using MicroStation and InRoads. Attachment 1 includes the plans and 

profiles, and describes the design assumptions and criteria. The profiles and 

quantities are based on planning-level information (one to two percent design). If 

design is advanced beyond the conceptual planning level, the following 

information would be required: 

 Verifying design assumptions and criteria with the affected local agencies 

 Conducting a detailed topographic survey 

 Completing geotechnical, stormwater, and utility design 

 Investigating potentially affected properties to determine the extent of historic or 

environmental issues 

 Verifying the retaining wall and bridge types 

The base costs were compiled on forms from the WSDOT Strategic Analysis and 

Estimating Office and are included in Attachment 2. Each base cost estimate was 

then loaded into the WSDOT Risk Based Estimating Self Modeling tool to 

evaluate anticipated project risks at each location. Costs are presented as a range 

based on Table 1 in the Cost Estimating Manual for WSDOT Projects (WSDOT 

2009). Presenting costs as a range reflects the uncertainty associated with early 

conceptual designs (as opposed to finalized plans ready for bid). WSDOT staff 

identified a range of -20 percent to +40 percent as reasonably suited to this level 

of design. This range is based on construction costs and a substantial list of risk 

items defined for each location. 

 

Point Defiance Bypass Project March 2012 

Page 17 Grade Separation Concept Evaluation 

Chapter 3 – Grade Separation Concepts 

Construction Effects Common to Each Location Evaluated 

Details such as construction durations, phasing, and methods were not determined 

at this conceptual design stage. However, common temporary construction effects 

were assumed for each site evaluated. Construction effects common to all of the 

concepts include traffic restrictions, noise, stormwater runoff, and increased dust 

and emissions. Best Management Practices (BMPs) would be used to control dust, 

emissions, and erosion. 

During construction, traffic would experience lane restrictions, closures, and 

detours near the grade separation locations. These factors would cause delays at 

adjacent intersections and slower travel times through the construction area. 

Detours and lane restrictions could be disruptive to nearby businesses and people 

traveling through these locations. 

Noise from construction equipment could be bothersome to nearby businesses and 

residents. The construction contractor would be required to comply with standard 

specifications and all local sound control and noise level rules, regulations, and 

ordinances. Noise control measures would be incorporated into the design if the 

concepts are further developed. For example, internal combustion engines, the 

most prevalent noise source at construction sites, would be equipped with a 

muffler of a type recommended by the manufacturer. 

South 56th Street in Tacoma 

The grade separation concept at S. 56th Street would reconfigure the roadway over 

the railroad tracks. The tracks currently cross S. 56th Street about a block and a 

half west of S. Tacoma Way as shown in Exhibit 6. The concept plan sheets are 

included in Attachment 1. 

For this grade separation concept, fill would be placed and retaining walls 

constructed between S. Proctor Street and S. Tacoma Way to raise S. 56th Street. 

Short bridges would be constructed over the railroad tracks and over S. Washington 

Street as shown in Exhibit 7. The new roadway would have about a 10 percent 

grade in order to clear the railroad tracks and connect back to S. Tacoma Way. The 

raised profile of the roadway would not allow S. Adams Street or S. Washington 

Street to connect directly to S. 56th Street. This concept would build a new 
 

March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 18 

Exhibit 6 

South 56th Street 
 

Point Defiance Bypass Project March 2012 

Page 19 Grade Separation Concept Evaluation 

Exhibit 7 

Existing Condition and Visual Simulation for South 56th Street 
 

March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 20 

one-block street across an undeveloped BNSF property between S. Proctor Street 

and Burlington Way north of S. 56th Street. This new street would replace the access 

to the industrial properties that would no longer be available at S. Adams Street. 

A detour would be needed while the grade separation is constructed within the 

S. 56th Street right of way. The detour road would be built immediately adjacent to 

the south side of S. 56th Street between S. Proctor Street and S. Puget Sound Avenue. 

Exhibit 8 summarizes the potential effects of the grade separation concept at 

S. 56th Street. 

Exhibit 8 

Summary of Effects and Conclusions for South 56th Street 

Attribute Effects and Conclusions 

Business Relocations 10 

Businesses with Altered 

Access 

Several businesses on S. Adams and S. Washington Streets would no 

longer be able to access S. 56th Street directly. However, access would 

still be available. 

Residential Relocations 0 

Residences with Altered 

Access 

0

Number of Streets Closed S. Adams Street would not cross S. 56th Street.

Retaining Wall 2,160 linear feet 

Transportation Grade separation could minimally reduce delays on S. 56th Street and 

adjacent intersections; however, it would not change overall congestion 

levels at the intersection of S. 56th Street and S. Tacoma Way. Grade 

separation at this location is not necessary based on peak hour LOS 

conditions or predicted number of accidents per FHWA guidance for 

roadway and rail design (FHWA 2007).

Predicted Accident Experience 

in 2030 

1 accident every 20 years (0.050 accidents per year) 

Noise Similar to existing conditions 

Visual Quality The elevated bridge structure and retaining wall would change some 

views in the area. For businesses on the south side of S. 56th Street 

near S. Adams Street, views to the north would be blocked by a 

retaining wall. 

Socioeconomic and 

Environmental Justice 

No effects are expected on low-income populations. Effects on minorityowned businesses are unknown. 

Public Services No permanent effects; short-term construction activities may cause 

minor delay for service providers. 

Utility Relocations Utility relocations would be required, including electric, fiber optic, gas, 

water, and sewer lines.1

Geology and Soils Geology and soils in the area could support the conceptual design. 

Hazardous Materials There is a high likelihood of encountering hazardous materials on 

acquired properties during construction. 
Exhibit 8 (continued) 

Summary of Effects and Conclusions for South 56th Street 

Point Defiance Bypass Project March 2012 

Page 21 Grade Separation Concept Evaluation 

Attribute Effects and Conclusions 

Historic and Cultural 

Resources 

No effects 

Recreation No effects 

Wetlands, Water Quality, and 

Floodplains 

15,000 square feet (0.35 acre) of new PGIS; otherwise, no measurable 

effects. 

Fish, Wildlife, and Vegetation No measurable effects 

Air Quality No measurable effects 

Estimated Cost Range2 $36.1 to $63.1 million 

1 Utility relocations would likely include but are not limited to this list. Further design would be needed to 

identify locations of all utilities in the affected area. 

2 This range represents the -20% to +40% Cost Range, and includes the cost of property acquisitions, 

construction, engineering, and work or materials that are not provided by the contractor. 

Land Use and Relocations 

The land uses and zoning designations in the area immediately adjacent to the 

S. 56th Street grade separation concept are primarily commercial and industrial 

with a variety of businesses. The S. 56th Street concept would partially acquire 

11 parcels and would fully acquire 17 parcels. Acquisitions are shown in 

Attachment 1, Figure 3. The 11 partial acquisitions include three commercial and 

eight industrial properties, which currently house a feed mill, bank, Burlington 

Northern industrial park, auto shop, and a small shopping center with a grocery 

store and coffee shop. The 17 full acquisitions include four commercial and 

13 industrial properties. Approximately 10 businesses are located on these 

properties including an animal clinic, night club, tattoo shop, carpet shop, and 

several auto-related businesses. The exact number of businesses that would need 

to be acquired and relocated would be determined if the concept is advanced 

further. Some of the buildings on these potentially acquired properties contain 

more than one business. 

Several of the acquisitions would result from constructing a temporary roadway 

along the south side of S. 56th Street if the grade separation structure is built. Once 

construction is complete, these properties could be available for redevelopment. 

Transportation 

Access and Parking 

The S. 56th Street grade separation concept would change access for several 

properties as summarized below. This concept would remove the S. 56th Street 

intersections at S. Burlington Way/S. Adams Street and S. Washington Street. 

Once construction is complete, S. Burlington Way and S. Adams Streets would 

end in cul-de-sacs on either side of the elevated S. 56th Street. Travelers on S. 56th

Street could still reach S. Burlington Way via a new street that would connect 

S. Proctor Street to S. Burlington Way. This new street would require a new 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 22 

at-grade railroad crossing of the rail spur that terminates to the north in between 

the buildings currently used by Northwest Steel & Pipe (4802 S. Proctor Street) 

and General Plastics Manufacturing (4910 S. Burlington Way). To the west of the 

railroad tracks, S. Adams Street would remain accessible through the S. 56th

Street and S. Durango Street intersection via S. 58th Street. The new elevated 

S. 56th Street would also cross over S. Washington Street. This would remove 

direct access to S. 56th Street from S. Washington Street and for the north-south 

alley just east of S. Washington Street that runs from S. 56th Street to S. 54th

Street. The alley would still be accessible from S. Washington Street and S. 54th

Street. As described above, this concept would change traffic circulation in the 

area; however, these changes are expected to have very little, if any, effect on 

traffic volumes in the area. 

With grade separation, changes to the street system would alter access to 

properties and parking. Around S. 56th Street, several properties would be fully 

acquired and a few partially acquired as shown in Attachment 1, Figure 3. For 

properties affected by partial acquisition, access to the sites and parking would 

change as follows: 

 For X-Cel Feeds, Inc. (5432 S. Washington Street) located on the north 

side of S. 56th Street and on the west side of S. Washington Street, access 

to parking would not change. Vehicles and pedestrians would not be able 

to access the property directly from S. 56th Street, but would need to travel 

on S. 54th Street or S. 58th Street to access S. Washington Street. 

 For Heritage Bank (5448 S. Tacoma Way) located north of S. 56th Street 

between S. Washington Street and S. Tacoma Way, their drive-up banking 

facilities would need to be relocated and access changed to S. Washington 

Street. The parking lot would need to be redesigned for the relocated 

drive-up banking facilities and parking loss is likely to occur. Pedestrian 

connections to the business would remain relatively unchanged. 

 For the Puget Sound Veterinary Referral Center, PLLC (5608 S. Durango 

Street), two parcels would be fully acquired, which would eliminate the 

north parking lot and access point on S. Durango Street. The south access 

point onto S. Durango Street would be partially redesigned, but access to 

and from the south parking lot would remain the same. Pedestrian 

connections would change slightly, requiring pedestrians to travel farther 

south on S. Durango Street to the south access point to reach the business. 

 For the parcel located west of S. Adams Street and three parcels south of 

S. 56th Street, pedestrian connections would change. Pedestrians on S. 56th

Street would have to take a longer route via S. Durango Street to access 

the site. 

For the commercial parcel (3510 S. 56th Street) where Starbucks Coffee, the 

Grocery Outlet, and a salon are located, the parking lot would be reduced in size 

and access to S. 56th Street would be closed temporarily during construction. 
Point Defiance Bypass Project March 2012 

Page 23 Grade Separation Concept Evaluation 

Access would be restored once construction is completed. Pedestrian connections 

to the parcel would remain relatively similar to existing conditions both during 

construction and once construction is completed. 

Safety 

In terms of safety, the at-grade crossing proposed with the Point Defiance Bypass 

Project is predicted to experience one accident roughly every 20 years, or 0.050 

accidents per year with expected conditions in 2030. The FHWA RailroadHighway Grade Crossing Handbook recommends consideration of grade 

separation on the basis of accident experience. The USDOT Accident Prediction 

Formula predicts more than one accident every two years (regardless of cost), or 

one accident every five years when grade separation can be economically justified 

(FHWA 2007). Therefore, the predicted accident experience at the S. 56th Street 

crossing does not indicate that grade separation should be considered. 

Intersection Level of Service 

Today, people experience moderate congestion while traveling on S. 56th Street 

through the area around the S. Tacoma Way intersection and the railroad crossing. 

The S. 56th Street and S. Tacoma Way intersection is expected to operate in 2030 

at LOS B in the AM peak hour and LOS C in the PM peak hour with the proposed 

Project. With LOS C operations, a driver might wait up to 35 seconds at a 

stoplight. For LOS B operations a driver might wait up to 20 seconds at a 

stoplight, and with LOS A operations, up to 10 seconds. Typically, the City of 

Tacoma considers intersection operations of LOS A through D to be within 

acceptable limits. 

Grade separating S. 56th Street over the railroad tracks could marginally reduce 

intersection delay during the 1-hour AM and PM peak periods. However, overall 

congestion and LOS would not change because passenger trains would regularly 

cross only twice during the AM peak hour and twice during PM peak hour (one 

Sound Transit Sounder train and one Amtrak Cascades train). These train 

crossings would block S. 56th Street for approximately two minutes in the AM 

peak hour and two minutes in the PM peak hour (the Sound Transit Sounder train 

would block the street for a little more than one minute and the Amtrak Cascades

train would block the street for a little less than one minute). Given that peak hour 

operations are within acceptable limits, grade separation is not necessary based on 

peak hour LOS conditions and passenger train activity. 

Freight trains currently block S. 56th Street for longer periods of time than Amtrak 

and Sound Transit passenger trains would; typically, these freight trains travel 

outside the AM and PM peak hours. No quantitative analysis for operations 

during freight train crossings was completed for the Transportation Discipline 

Report. However, only one freight train crossing per day is expected. Based on 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 24 

the infrequent operations and irregular schedule, grade separation to avoid 

conflicts with freight train crossings is not necessary. 

Bicyclists, Pedestrians, and Transit 

This grade separation concept would eliminate delays on S. 56th Street generated 

by train crossings for vehicles, pedestrians, and bicyclists. Although safety would 

be improved, non-motorized travel would be more challenging than it is today 

because bicyclists and pedestrians would encounter a steep hill with grades of 

10 percent in order to cross over the railroad tracks. 

One Pierce Transit bus route (300) travels through the S. 56th Street and 

S. Tacoma Way intersection, but currently no bus routes travel through the 

railroad crossing. The route would not be permanently affected by the proposed 

Project and north-south movements on S. Tacoma Way would be largely 

unaffected by train crossings because more than one through lane is provided on 

S. Tacoma Way. During construction, the buses may experience delays due to 

increased congestion at the S. 56th Street intersection. 

Construction 

During construction, S. 56th Street would be routed to a temporary detour 

immediately adjacent to the south side of the existing S. 56th Street between 

S. Proctor Street and S. Puget Sound Avenue. The configuration and lane 

restrictions through the construction area would likely reduce speeds and 

increase congestion. 

Noise 

Noise along S. 56th Street is primarily caused by traffic on this arterial and 

S. Tacoma Way. Existing noise levels measured about 0.75 mile south of S. 56th

Street on Puget Sound Avenue, which has significantly 

less traffic, had an Ldn of approximately 54 dBA 

(WSDOT 2012a). Noise levels along S. 56th Street near 

S. Tacoma Way are several decibels higher. Because the 

traffic and Sounder trains would continue to contribute 

to the noise levels on S. 56th Street, the typical noise 

levels are anticipated to be similar with or without the 

grade separation. 

Grade separation at this location would raise S. 56th

Street next to industrial and commercial properties, 

which are not sensitive noise receivers. Warning 

equipment needed for at-grade crossings would not be 

necessary if the grade separation concept were 

constructed, eliminating this existing noise source. 

What is Ldn? 

The Ldn level is a measure of 

noise over a 24-hour period 

and is often lower than peak 

1-hour sound levels. 

What is dBA? 

Sound levels are expressed on 

a logarithmic scale in units 

called decibels (dB). 

A-weighted decibels (dBA) are 

a commonly used frequency 

that measures sound levels 

that people can hear. 

A 2-dBA change in noise 

levels is the smallest change 

that can be heard by sensitive 

listeners. 
Point Defiance Bypass Project March 2012 

Page 25 Grade Separation Concept Evaluation 

Visual Quality 

If the grade were separated, drivers on S. 56th Street would drive up a steep grade 

over the railroad tracks and S. Washington Street between S. Proctor Street and 

S. Tacoma Way. Views in the immediate area would change to include the new 

elevated structure. 

At S. 56th Street and S. Washington Street, the X-Cel Feed Mill (shown in 

Exhibit 9) has been part of the visual landscape in this neighborhood since the 

1950s (although the structure has been modified). The feed mill would be close to 

the highest point of the elevated roadway. Drivers on S. 56th Street would see the 

mill from a higher vantage point. From S. Washington Street, drivers would see 

S. 56th Street crossing on a bridge above and distant views would be blocked by 

the bridge and retaining walls. 

Views from S. 56th Street of the metal sculpture (shown in Exhibit 9) placed 

between a mixed use building and the railroad tracks by Sound Transit would be 

obscured by the raised roadway. The sculpture would be visible to passengers on 

the platform and passing trains. The sculpture would be moved during 

construction and reinstalled once construction is completed. 

Views for people in vehicles, pedestrians, and bicyclists traveling on the uphill 

portions of the elevated roadway would include a slightly more prominent view of 

the roadway and a decreased ability to see what is in the distance. Traveling 

downhill, the ability to view the surrounding areas would be slightly improved. 

Views on S. 56th Street east of S. Tacoma Way would be similar to what they are 

today. Views would no longer include the rail crossing gates and warning 

equipment that people see today because the roadway would be above the tracks. 

Several buildings on the south side of S. 56th Street would be removed to 

accommodate the construction detour. It is unknown at this conceptual stage 

whether it would be economically viable to redevelop these properties once 

construction is completed. 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 26 

Exhibit 9 

Buildings on South 56th Street and South Washington Street 

Socioeconomics and Environmental Justice 

The grade separation concept at S. 56th Street is within the South Tacoma 

Business District and would displace several businesses. It would also change 

access for S. Adams Street and S. Washington Street because these streets would 

no longer connect directly to S. 56th Street. Relocation assistance would be 

provided to affected businesses. Local residents who frequent these businesses 

would need to travel to other locations to reach the relocated businesses. This 

grade separation concept is not expected to change the economic environment of 

this neighborhood. 

The post office, the South Tacoma Library, and a church located on S. 56th Street 

one block east of S. Tacoma Way would not be affected if this concept were built. 

Low income populations are not expected to experience disproportionately high 

and adverse effects from this concept because nearby land uses in this area are 

commercial and industrial. Because this is a preliminary environmental evaluation 

of a conceptual design, the number of minority-owned commercial and industrial 

properties was not determined. 

Public Services and Utilities 

Sound Transit has resolved utility conflicts along the rail line from Freighthouse 

Square in Tacoma south to Bridgeport Way SW in Lakewood as part of its 

Sounder Track and Signal Improvement Projects. However, Sound Transit’s work 

does not include utility relocations that would be needed outside of the railroad 

right of way to construct this grade separation concept. Several utilities would 

need to be relocated such as electric, fiber optic, natural gas, water, storm drain, 

and sewer lines to accommodate the new roadway configuration. The specific 

impacts would be identified during the engineering design process if this concept 

is developed further. No permanent impacts are anticipated for utilities. 
Point Defiance Bypass Project March 2012 

Page 27 Grade Separation Concept Evaluation 

Public services would not experience any permanent adverse impacts. They would 

benefit from separating the grade because the potential for delays due to a train 

crossing would be eliminated. During construction, emergency service providers 

traveling on S. 56th Street could experience delays because of the roadway detour. 

Transit and school buses could experience delays because of lane restrictions. 

Geology and Soils 

The proposed Project is located in a seismic hazard area. The structures for this 

grade separation concept would be designed to meet current safety standards. 

Site-specific soil and geologic information would be obtained during 

preliminary design. 

During construction, fill would be placed and approximately 2,160 linear feet of 

retaining wall would be built to support the elevated roadway between the new 

S. 56th Street. Settlement is not expected; however, if any settlement were to 

occur, it is expected to be minor and occur soon after the fill is placed. Erosion 

and dust from construction activities would be minimized by implementing 

appropriate BMPs. 

Hazardous Materials 

Railroads have used this corridor for approximately 125 years. Potential sources of 

contamination along the rail line include spills by lube oil leaks during typical 

railroad operations and maintenance activities; possible shallow soil contamination 

from creosote-treated railroad ties; herbicides used for vegetation control; fuel, 

solvents, and other hazardous material spills; and heavy metal contamination from 

the Tacoma smelter in Ruston. Site soil and/or groundwater may have also been 

contaminated from hazardous materials stored, used, or handled on portions of the 

right of way that have been leased from the railroad (Shannon & Wilson 2004). 

Some of the properties along S. 56th Street that would be partially or fully acquired 

for this grade separation concept include auto-related uses. These properties have 

the potential to contain soils that are contaminated by gasoline, petroleum, and oil. 

There is undeveloped BNSF land on the north side of S. 56th Street and west of the 

railroad tracks that is part of the South Tacoma Field Unit of the Commencement 

Bay Superfund Site. Remediation of contaminated soils was completed in 1997 

(Tacoma 2010). 

Historic and Cultural Resources 

There are no properties listed on the National Register of Historic Places (NRHP) 

that would be affected by the grade separation concept at S. 56th Street (WSDOT 

2012b). The older buildings in this vicinity have been modified or remodeled and 

are not considered potentially eligible for the NRHP. 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 28 

Recreation and Section 4(f)/6(f) Resources 

There are no recreational areas, trails, Section 4(f), or Section 6(f) properties 

immediately adjacent to the grade separation concept on 

S. 56th Street. 

Nearby recreational resources include the South End 

Recreation Area, South Park, and Water Ditch Trail. The 

South End Recreation Area is located about 0.25 mile 

southwest of the grade separation concept. This 

recreation area is easily accessible from S. Tacoma Way 

and S. 60th Street and would not be directly affected. 

South Park is located about 0.5 mile northeast of the 

concept and is also not expected to be affected by the 

grade separation. The Water Ditch Trail travels through 

South Park and has been restored by the City of Tacoma 

between S. 56th Street and S. 43rd Street. This trail would 

not be affected by grade separation. 

Wetlands, Water Quality, and Floodplains 

S. 56th Street is located in Chambers-Clover Water Resource Inventory Area 

(WRIA) 12 (WSDOT 2012c). Flett Creek crosses S. 56th Street in a pipe at 

S. Madison Street—a block west of where construction for this grade separation 

concept would end. BMPs would be used to control erosion during construction. 

There are no wetlands or floodplains in the footprint of this grade separation 

concept. Just west of the concept, running north-south along S. Madison Street, this 

area is considered to be in the Federal Emergency Management Agency (FEMA) 

and Pierce County 100-year flood hazard area. The grade separation concept would 

add approximately 15,000 square feet (0.35 acre) of new PGIS. This amount of 

PGIS added by the grade separation concept exceeds the 5,000-square-foot 

threshold for flow control and water quality treatment requirements under the 

WSDOT Highway Runoff Manual and Washington State Department of Ecology 

(Ecology) 2005 Stormwater Management Manual for Western Washington 

(Ecology Manual). Therefore, any changes in flow and/or water quality resulting 

from the new PGIS would be controlled by required BMPs. Also, no elevations 

would be altered within adjacent floodplains or flood hazard areas; therefore, no 

effects on these areas are expected. 

Fish, Wildlife, and Vegetation 

The area along S. 56th Street near S. Tacoma Way provides poor habitat for most 

wildlife, except those that have adapted to urban areas. Wildlife likely to be 

observed in the area includes, but are not limited to, birds, rodents, and raccoons. 

This grade separation concept would not change habitat conditions for wildlife. Fish 

or fish habitat is not present in the nearby vicinity. 

What is Section 4(f)? 

Section 4(f) refers to a federal 

law that protects public park 

and recreation lands, wildlife 

and waterfowl refuges, and 

historic sites. Congress 

established Section 4(f) as 

part of the US Department of 

Transportation Act of 1996 

(49 United States Code [USC] 

303 and 23 USC 138). 

What is Section 6(f)? 

Section 6(f) of the National 

Historic Preservation Act 

requires federal agencies to 

consider the effects of their 

undertakings on historic 

properties (including 

archaeological resources) that 

are on or eligible for listing 

on the NRHP. 
Point Defiance Bypass Project March 2012 

Page 29 Grade Separation Concept Evaluation 

A few street trees would be removed and replaced, where feasible. The area near 

the railroad is not suitable to support plants listed under the Endangered Species Act 

(ESA). Therefore, no impact on ESA-listed plants is anticipated. 

Air Quality 

Permanent effects on air quality are not expected if this grade separation concept is 

constructed. This portion of S. 56th Street is in Pierce County’s maintenance area for 

carbon monoxide (CO). The S. 56th Street and S. Tacoma Way intersection would not 

exceed CO levels established in the National Ambient Air Quality Standards 

(NAAQS) or cause a violation of applicable NAAQS. In addition, the proposed 

Project is not predicted to affect regional vehicle miles traveled or regional ozone and 

particulate matter levels. The grade separation concept may reduce CO, ozone, and 

particulate matter releases because it would eliminate the time vehicles are stopped 

waiting for a train to cross. However, any reduction in these emissions from vehicles 

would not change air quality in a measurable way. Mobile source air toxic (MSAT) 

levels are predicted to decrease as a result of the U.S. Environmental Protection 

Agency (EPA) national control programs, which are projected to reduce annual MSAT 

emissions by 72 percent between 1999 and 2050 (WSDOT 2011j). Construction of this 

grade separation concept is not expected to affect this reduction. 

As part of the proposed Project, WSDOT will purchase up to eight new locomotives 

by July 2017 that will meet the new standards currently being developed by the Next 

Generation Corridor Equipment Pool Committee under the authority of the Passenger 

Rail Investment and Improvement Act of 2008. The engines would be part of a 

locomotive pool available to Amtrak and would be used along the corridor. It is 

presumed the new locomotives would be more fuel efficient and cleaner burning, and 

would reduce emissions of particulate matter. 

Cost 

The preliminary estimate of the total cost for the S. 56th Street grade separation 

concept is $36.1 to $63.1 million. The total cost includes an estimated $13.1 million 

for right of way and $21.49 million for construction. Details of the cost estimate and 

the risk matrix are included in Attachment 2. 

Construction Effects 

Construction effects unique to S. 56th Street are primarily a result of the temporary 

roadway detour. The detour would be needed to keep traffic moving while the grade 

separation is built within the existing right of way. The majority of the fully acquired 

properties and business relocations would be displaced because of the detour. 

Vehicles would experience slower speeds and increased congestion through the 

construction area and S. Tacoma Way intersection. 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 30 

South 74th Street in Tacoma 

The grade separation concept at S. 74th Street would reconfigure the roadway over 

the railroad tracks. The tracks currently cross S. 74th Street about a block west of 

S. Tacoma Way as shown in Exhibit 11. The concept plan sheets are included in 

Attachment 1. 

For this grade separation concept, the reconfigured roadway would begin about 

400 feet east of S. Madison Street where a new signalized intersection would be 

constructed. The intersection would connect a new truck access road to S. 74th

Street that would serve the industrial properties on both sides of the roadway. 

From this new intersection, S. 74th Street would rise quickly at about a 10 percent 

grade in order to clear the railroad tracks. Fill would be placed and two short 

bridges would be constructed over the new access road and the railroad tracks. 

The new roadway would be built slightly south of the existing street and return to 

grade at S. Tacoma Way as shown in Exhibit 12. 

Exhibit 10 summarizes the potential effects of the grade separation concept at 

S. 74th Street. 

Exhibit 10 

Summary of Effects and Conclusions for South 74th Street 

Attribute Effects and Conclusions 

Business Relocations 2 (gas station and unidentified business ) 

Businesses with Altered 

Access 

8 driveways would be altered or closed. 

Residential Relocations 0 

Residences with Altered 

Access 

0 

Number of Streets Closed 0 

Retaining Wall 1,650 linear feet 

Transportation Grade separation could minimally reduce delays on S. 74th Street and 

adjacent intersections; however, it would not change overall congestion 

levels at the intersection of S. 74th Street and S. Tacoma Way. Grade 

separation at this location is not necessary based on peak hour LOS 

conditions or predicted number of accidents in accordance with FHWA 

guidance for roadway and rail design (FHWA 2007). 

Predicted Accident Experience 

in 2030 

1 accident every 19 years ( 0.053 accidents per year) 

Noise Similar to existing conditions 

Visual Quality The elevated bridge structure and retaining wall would change some 

views in the area. 
Exhibit 10 (continued) 

Summary of Effects and Conclusions for South 74th Street 

Point Defiance Bypass Project March 2012 

Page 31 Grade Separation Concept Evaluation 

Attribute Effects and Conclusions 

Socioeconomics and 

Environmental Justice 

No effects are expected on low income populations. Effects on minorityowned businesses are unknown. 

Public Services No permanent effects; short-term construction activities may cause 

minor delay for service providers. 

Utility Relocations Utility relocations would be required, including electric, fiber optic, gas, 

water, and sewer lines.1

Geology and Soils Geology and soils in the area could support the conceptual design. 

Hazardous Materials There is a high likelihood of encountering hazardous materials on 

acquired properties during construction. 

Historic and Cultural 

Resources 

No effects 

Recreation No effects 

Wetlands, Water Quality, and 

Floodplains 

17,000 square feet (0.39 acre) of new PGIS; otherwise, no measurable 

effects. 

Fish, Wildlife, and Vegetation No measurable effects 

Air Quality No measurable effects 

Estimated Cost Range 2 $29.1 to $50.9 million 

1 Utility relocations would likely include but are not limited to this list. Further design would be needed to 

identify locations of all utilities in the affected area. 

2 This range represents the -20% to +40% Cost Range, and includes the cost of property acquisitions, 

construction, engineering, and work or materials that are not provided by the contractor. 

Land Use and Relocations 

The portion of S. 74th Street immediately west of the railroad tracks is a mix of 

industrial and commercial land uses including a large lumber yard, soil supplier, 

moving company, carpet store, and real estate and title office. East of the railroad 

tracks and along S. Tacoma Way are a variety of commercial businesses including 

car dealers, auto repair shops, a gas station, and pawn shop. This area is zoned for 

commercial and industrial uses. Just outside of the grade separation concept’s 

footprint near S. Madison Street and S. Puget Sound Avenue, the land use and 

zoning is residential. 

The grade separation concept would not change the type of land uses or zoning in 

the area. However, four full and nine partial property acquisitions would be 

required to construct this concept. Acquisitions are shown in Attachment 1, 

Figure 6. Of the four full property acquisitions needed, two are vacant, 

commercially zoned lands. Property acquisitions would cause at least two 
 

March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 32 

Exhibit 11 

South 74th Street 
 

Point Defiance Bypass Project March 2012 

Page 33 Grade Separation Concept Evaluation 

Exhibit 12 

Existing Condition and Visual Simulation for South 74th Street 
 

March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 34 

businesses—a gas station and a commercial business—to be relocated. At this 

time, it is unknown which commercial business would need to be relocated 

because the acquisition would take a portion of a long warehouse building that 

houses different businesses, including auto-related businesses and a wholesale 

baker. To construct the new truck access road, portions of three properties (two 

industrial and one commercial) located west of the railroad tracks would be 

acquired. These businesses may need to make some operational adjustments to 

accommodate the change in access, but they would be able to maintain operations. 

This concept would also change access to several businesses as described in the 

Transportation – Access and Parking section. If this concept is developed further, 

business impacts would be analyzed in greater detail. 

Transportation 

Access and Parking 

Elevating S. 74th Street over the railroad tracks would change access for 

properties, add a traffic signal at the truck access road, and change the orientation 

of S. 74th Street so that it intersects S. Tacoma Way at a 90-degree angle. 

With grade separation, several properties would be partially or fully acquired 

(as shown in Attachment 1, Figure 6), which would alter access to properties and 

parking. A truck access road would be built west of the railroad tracks and 

connect with S. 74th Street as a signalized intersection. The access road would 

provide access to properties north and south of S. 74th Street west of the tracks. 

One access point to an office and commercial business parking lot located west of 

the lumber yard would be closed and access would need to be routed through 

nearby driveways to the west. Between the railroad tracks and S. Tacoma Way, 

direct access to S. 74th Street would be blocked by a retaining wall. A car dealer 

on the northwest corner of S. 74th Street and S. Tacoma Way would lose access to 

S. 74th Street but retain access to S. Tacoma Way; no alternative access would be 

needed. On the south side of S. 74th Street east of the railroad tracks, the narrow 

warehouse building would need to have a portion of the building removed as well 

as its access to S. 74th Street (the parking lot also would be reduced in size). With 

its access removed, alternative access would need to be provided to S. Tacoma 

Way. Except for these changes, access to properties and parking would remain 

the same. 

Safety 

In terms of safety, the at-grade crossing proposed with the Point Defiance Bypass 

Project is predicted to experience one accident roughly every 19 years, or 

0.053 accidents per year with expected conditions in 2030. The FHWA RailroadHighway Grade Crossing Handbook recommends consideration of grade 

separation on the basis of accident experience if the USDOT Accident Prediction 
Point Defiance Bypass Project March 2012 

Page 35 Grade Separation Concept Evaluation 

Formula predicts more than one accident every two years (regardless of cost), and 

one accident every five years when grade separation can be economically justified 

(FHWA 2007). Therefore, the predicted accident experience at the S. 74th Street 

crossing does not indicate that grade separation should be considered. 

Intersection Level of Service 

Today, people experience moderate congestion while traveling through the 

intersection at S. 74th Street and S. Tacoma Way. The intersection would operate 

at LOS C in the AM peak hour and LOS D in the PM peak hour for year 2030 

with the proposed Project. With LOS C operations, a driver might wait for up to 

35 seconds at a stoplight. For LOS D operations a driver might wait up to 

55 seconds at a stoplight. Typically, the City of Tacoma considers intersection 

operations of LOS A through D to be within acceptable limits. 

Grade separating S. 74th Street over the railroad tracks could marginally reduce 

intersection delay during peak hours. However, overall congestion and LOS 

would not change because passenger trains would regularly cross only twice 

during the peak hours (one Sound Transit Sounder train and one Amtrak Cascades 

train) and block S. 74th Street for less than two minutes in the 1-hour AM and 

PM peak periods (each train crossing blocks the street for less than 60 seconds). 

Given that peak hour operations are within acceptable limits, grade separation is 

not necessary based on peak hour LOS conditions. 

Freight trains currently block S. 74th Street for longer periods of time than Amtrak 

and Sound Transit passenger trains would; typically, these freight trains travel 

outside the AM and PM commuter peak hours. No quantitative analysis for street 

operations during freight train crossings was completed for the Transportation 

Discipline Report. However, only one freight train crossing per day is expected. 

Based on the infrequent operations and irregular schedule, grade separation to 

avoid conflicts with freight train crossings is not necessary. 

Bicyclists, Pedestrians, and Transit 

The grade separation concept would eliminate delays on S. 74th Street generated 

by train crossings for vehicles, pedestrians, and bicycles. However, nonmotorized travel would be more challenging because bicyclists and pedestrians 

would encounter a steep hill with grades of 10 percent in order to cross over the 

railroad tracks. Additionally, non-motorized traffic traveling along the north side 

of S. 74th Street would encounter a signalized crossing at the truck access road 

located west of the tracks that may occasionally cause delay. 

Three Pierce Transit bus routes (3, 202, and 300) travel through the S. 74th Street 

and S. Tacoma Way intersection. Currently, Route 202 crosses the railroad tracks, 

but with the concept it would no longer be exposed to delays generated by train 

crossings and would experience improved reliability. The other two routes would 

not be permanently affected by the concept. The bus stops near this intersection 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 36 

may be moved slightly up or down the street to accommodate the new roadway 

configuration. During construction, the buses would likely experience delays due 

to lane restrictions, and bus stops may be temporarily closed or relocated outside 

the construction area. 

Construction 

During construction, lane restrictions would likely reduce speeds and increase 

congestion for vehicles traveling through the construction area. Traffic would 

remain on the existing roadway while the grade separation structure is constructed 

along the south side of S. 74th Street. 

Noise 

Noise along S. 74th Street near S. Tacoma Way is primarily caused by traffic on 

these busy arterials. Existing noise levels measured about 0.75 mile south of 

S. 74th Street on Durango Street SW, which has significantly less traffic, had an 

Ldn of approximately 55 dBA (WSDOT 2012a). Noise levels along S. 74th Street 

near S. Tacoma Way are several decibels higher. Because the traffic and Sounder

trains would continue to contribute to the noise levels on S. 74th Street, the typical 

noise levels are anticipated to be similar with or without the grade separation. 

Grade separation at this location would raise S. 74th Street next to industrial and 

commercial properties, which are not sensitive noise receivers. Warning 

equipment needed for at-grade crossings would not be necessary if the grade 

separation concept were constructed, eliminating this noise source. The truck 

access road would include a new signal just east of an apartment complex. Freight 

trucks braking at this signal might create some additional noise; however, no 

moderate or severe noise impacts would be expected. 

Visual Quality 

As S. 74th Street travels east towards S. Tacoma Way, the existing roadway 

climbs up a hill. There are street trees along S. 74th Street between S. Madison 

Street and the railroad tracks, as well as a narrow strip of vegetation adjacent to 

the tracks. Some of the street trees along the south side of the roadway would be 

removed to construct this grade separation concept. With the grade separation 

concept at S. 74th Street, some views in the immediate area would include the new 

elevated structure. 

Views for people in vehicles, pedestrians, and bicyclists traveling on the uphill 

portions of the elevated roadway structure would include a slightly more prominent 

view of the roadway and a decreased ability to see what is in the distance. Traveling 

downhill, the ability to view the surrounding areas would be slightly increased. 

Views from the commercial buildings on S. 74th Street just west of the lumber yard 

would be partially blocked to the north and northeast by the higher roadway 

elevation. Views at the intersection of S. 74th Street and S. Tacoma Way would be 
Point Defiance Bypass Project March 2012 

Page 37 Grade Separation Concept Evaluation 

similar to existing conditions with numerous commercial businesses. Views would 

no longer include the rail crossing gates and warning equipment that people see 

today because the roadway would be above the tracks. 

Socioeconomics and Environmental Justice 

The grade separation concept at S. 74th Street would displace a gas station and 

commercial business. Relocation assistance would be provided to the affected 

businesses. Local residents who frequent the gas station and business would need to 

travel to other locations to reach the relocated businesses or similar services. The 

concept would also take a portion of three properties to construct the new access 

road. The higher roadway elevation would decrease visibility to one business and 

would substantially change access to the industrial properties west of the railroad 

tracks. These businesses would be able to maintain operations, but the location of 

their access would change. Overall, this alignment would not be expected to change 

the economic environment of this neighborhood because most area businesses 

would not be affected by the concept. 

Low-income populations are not expected to experience disproportionately high and 

adverse effects because the nearby land uses in this area are commercial and 

industrial properties. Because this is a preliminary environmental evaluation of a 

conceptual design, the number of minority-owned commercial and industrial 

properties was not determined. 

During construction, roadway restrictions would be expected to cause some delays 

for freight entering and exiting the businesses such as the lumber yard, moving 

company, and soil supplier, but access would be maintained. These businesses 

would have a portion of their properties acquired and reconfigured by the grade 

separation concept to accommodate their operations. 

Public Services and Utilities 

Sound Transit has resolved the conflicts with utilities along the rail corridor from 

Freighthouse Square in Tacoma south to Bridgeport Way SW in Lakewood as part 

of its Sounder Track and Signal Improvement Projects. However, Sound Transit’s 

work does not include utility relocations that would be needed outside of the 

railroad right of way to construct this grade separation concept at S. 74th Street. As 

part of construction, several utilities such as electric, fiber optic, gas, and sewer 

lines would need to be relocated near S.74th Street. The specific impacts would be 

identified during the engineering design process if this concept is developed further. 

The Tacoma Power Southwest Substation is located just west of this concept and 

there are many power poles in the vicinity. Construction of the grade separation 

concept would require close coordination with Tacoma Power to move some of the 

poles and power lines in the vicinity. 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 38 

Public services would not experience any permanent adverse impacts. They would 

benefit from the grade separation because the potential for delays due to a train 

crossing would be eliminated. During construction, emergency services traveling on 

S. 74th Street could experience additional delay. Although there would be lane 

restrictions, the construction area is just three blocks long and other vehicles would 

be expected to yield to emergency services. Transit and school buses could 

experience delays because of lane restrictions. One private school is located a block 

northeast of the S. 74th Street and S. Tacoma Way intersection and would not be 

expected to be directly affected. 

Geology and Soils 

The proposed Project is located in a seismic hazard area. The structures for this 

grade separation concept would be designed to meet current safety standards. Sitespecific soil and geologic information would be obtained during preliminary design 

if the concept is advanced. Settlement is not expected; however, if any settlement 

were to occur, it is expected to be minor and occur soon after the fill is placed. 

During construction, fill would be placed and approximately 1,650 linear feet of 

retaining wall would be built to support the elevated roadway between the new 

truck access road and S. Tacoma Way. Erosion and dust from construction 

activities would be minimized by implementing appropriate BMPs. 

Hazardous Materials 

Railroads have used this corridor for approximately 125 years. Potential sources 

of contamination along the rail line include spills by lube oil leaks during typical 

railroad operations and maintenance activities, possible shallow soil 

contamination from creosote-treated railroad ties; herbicide used for vegetation 

control; fuel, solvents, and other hazardous material spills; and heavy metal 

contamination from the Tacoma smelter in Ruston. Site soil and/or groundwater 

may also be contaminated from hazardous materials stored, used, or handled on 

portions of the right of way that have been leased from the railroad (Shannon & 

Wilson 2004). 

Many of the properties along S. 74th Street that would be partially or fully acquired 

for this grade separation concept are auto and freight-related uses. These properties 

have the potential to have soils that are contaminated by gasoline, petroleum, and 

oil. Two properties, located on the south side of S. 74th Street between the railroad 

tracks and S. Tacoma Way, are listed as contaminated by Ecology. This includes 

the gas station that would require clean-up and removal of the underground storage 

tanks and contaminated soil. 

Historic and Cultural Resources 

There are no properties listed on the NRHP that would be affected by the grade 

separation concept at S. 74th Street. The BNSF rail shed just to the north of S. 74th
Point Defiance Bypass Project March 2012 

Page 39 Grade Separation Concept Evaluation 

Street is a common example of a rail shed and does not meet local or national criteria 

(WSDOT 2012b). 

Recreation and Section 4(f)/6(f) Resources 

There are no recreational areas, trails, Section 4(f), or Section 6(f) properties in 

the immediate area. Mountain View Memorial Park, located just south of the 

lumber yard, is a private funeral home and is not a recreational property. 

Wetlands, Water Quality, and Floodplains 

The grade separation concept at S. 74th Street is located in Chambers-Clover 

WRIA 12 (WSDOT 2012c). Approximately 250 feet west of the railroad tracks, 

Flett Creek crosses S. 74th Street in a 72-inch pipe approximately 10 feet below the 

ground (Tacoma 1988). The pipe connects to the Flett Creek Holding Basin located 

south of a lumber yard, which provides an area for pollutants to settle. The 

conceptual grade separation structure would not affect this pipe or water quality. 

However, construction plans would need to ensure that the pipe is not damaged and 

there is sufficient support for any fill placed above the pipe. Additionally, BMPs 

would be used to control erosion during construction. 

There are no wetlands or floodplains in this grade separation concept footprint. The 

Flett Creek Holding Basin to the south is considered to be in the FEMA and Pierce 

County 100-year flood hazard area. This grade separation concept would add 

approximately 17,000 square feet (0.39 acre) of new PGIS. This amount of PGIS 

added by the grade separation concept exceeds the 5,000-square-foot threshold for 

flow control and water quality treatment requirements under the Highway Runoff 

Manual and Ecology Manual. Therefore, any changes in flow and/or water quality 

resulting from the new PGIS would be controlled by required BMPs. Also, no 

elevations would be altered within adjacent floodplains or flood hazard areas; 

therefore, no effects on these areas are expected. 

Fish, Wildlife, and Vegetation 

The Flett Creek pipe is located entirely below grade where it crosses S. 74th Street and 

does not provide fish habitat. No fish are documented in this area (WSDOT 2011i). 

The area along S. 74th Street near S. Tacoma Way provides poor habitat for most 

wildlife, except those that have adapted to urban areas. Wildlife likely to be observed 

in the area includes birds, rodents, and raccoons. Constructing this grade separation 

concept would not change habitat conditions for wildlife. 

A small amount of vegetation would be removed on the south side of S. 74th Street 

adjacent to the railroad tracks, as well as a few street trees. The area near the railroad 

is not suitable to support plants listed under the ESA. Therefore, no impacts on ESAlisted plants are anticipated. 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 40 

Air Quality 

Permanent effects on air quality are not expected if this grade separation concept is 

constructed. This portion of S. 74th Street is in Pierce County’s maintenance area for 

CO. S. 74th Street and S. Tacoma Way would not exceed CO levels established in the 

NAAQS or cause a violation of applicable NAAQS. In addition, the proposed 

Project is not predicted to affect regional vehicle miles traveled or regional ozone 

and particulate matter levels. The grade separation concept may reduce CO, ozone, 

and particulate matter releases because it would eliminate the time vehicles are 

stopped waiting for a train to cross. However, any reduction in these emissions from 

vehicles would not change air quality in a measurable way. MSAT levels are 

predicted to decrease as a result of the EPA national control programs, which are 

projected to reduce annual MSAT emissions by 72 percent between 1999 and 2050 

(WSDOT 2011j). Construction of this grade separation concept is not expected to 

affect this reduction. 

As part of the proposed Project, WSDOT will purchase up to eight new locomotives 

by July 2017 that will meet the new standards currently being developed by the Next 

Generation Corridor Equipment Pool Committee under the authority of the 

Passenger Rail Investment and Improvement Act of 2008. The engines would be part 

of a locomotive pool available to Amtrak and would be used along the corridor. It is 

presumed the new locomotives would be more fuel efficient and cleaner burning, 

and would reduce emissions of particulate matter. 

Cost 

The preliminary estimate of the total cost for the S. 74th Street grade separation 

concept is $29.1 to $50.9 million. The total cost includes an estimated $4.3 million 

for right of way and $23.01 million for construction. Details of the cost estimate and 

the risk matrix are included in Attachment 2. 

Construction Effects 

Construction activities on S. 74th Street would result in several access changes and 

restrictions to build both the grade separation and the truck access road. Because 

noise could be bothersome to residents near S. Madison Street, a mitigation plan 

would be developed to protect the public from excessive noise effects. Freight access 

to the industrial businesses west of the railroad tracks would need to be coordinated 

throughout the construction stages. Vehicles would experience slower speeds and 

increased congestion through the construction area and S. Tacoma Way intersection.
Point Defiance Bypass Project March 2012 

Page 41 Grade Separation Concept Evaluation 

Bridgeport Way SW in Lakewood 

The grade separation concept at Bridgeport Way SW would reconfigure the 

roadway over the railroad tracks. The tracks currently cross Bridgeport Way SW 

about a half block north of Pacific Highway SW as shown in Exhibit 14. The 

concept plan sheets are included in Attachment 1. 

This grade separation concept would place fill and build retaining walls between 

the southbound I-5 ramps and Arrowhead Road SW to raise Bridgeport Way SW, 

as shown in Exhibit 15. A short bridge would be constructed over the railroad 

tracks. The new roadway would have an 8 percent grade in order to clear the 

railroad tracks. In order to raise the intersection with Pacific Highway, fill would 

be needed and retaining walls constructed on Pacific Highway, approximately one 

block on either side of Bridgeport Way SW. 

The City of Lakewood has made improvements and installed landscaping on the 

north side of the Bridgeport Way SW and Pacific Highway SW intersection to 

create a gateway for the Lakewood community. A hospital is located just north of 

the grade separation concept on Bridgeport Way SW. To maintain access for the 

community and emergency services, this concept may be built in two sections. 

Temporary roadways would be constructed to the east of Bridgeport Way SW and 

to the north of Pacific Highway SW to accommodate traffic during construction 

of the elevated new roadways. Lane restrictions on Bridgeport Way SW would 

likely be extensive in order to shift traffic to one side of the roadway while the 

first half of the grade separation structure is built. Then traffic would be shifted to 

the completed side of the new roadway while the other half of the structure is 

built. Traffic restrictions would reduce speeds and increase congestion for 

vehicles traveling through the construction area. 

Exhibit 13 summarizes the potential effects of the grade separation concept at 

Bridgeport Way SW. 

Exhibit 13 

Summary of Effects and Conclusions for Bridgeport Way SW 

Attribute Effects and Conclusions 

Business Relocations Approximately 16 (some of the buildings may contain more than one 

business) 

Businesses with Altered 

Access 

4 

Residential Relocations 0 

Residences with Altered 

Access 

0 

Number of Streets Closed 0 

Retaining Wall 3,820 linear feet 
Exhibit 13 (continued) 

Summary of Effects and Conclusions for Bridgeport Way SW 

March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 42 

Attribute Effects and Conclusions 

Transportation Grade separation could minimally reduce delays on Bridgeport Way SW 

and adjacent intersections; however, it would not change overall 

congestion levels at the intersection of Bridgeport Way SW and Pacific 

Highway. Grade separation at this location is not necessary based on 

peak hour LOS conditions or predicted number of accidents in 

accordance with FHWA guidance for roadway and rail design (FHWA 

2007). 

Predicted Accident Experience 

in 2030 

1 accident every 22 years (0.045 accidents per year) 

Noise Similar to existing conditions 

Visual Quality The elevated bridge structure and retaining wall would change some 

views in the area. 

Socioeconomics and 

Environmental Justice 

No effects are expected on low income populations. Effects on minorityowned businesses are unknown. 

Public Services No permanent effects; short-term construction activities may cause 

minor delay for service providers. WSDOT would need to coordinate 

with St. Clare Hospital throughout construction. 

Utility Relocations Utility relocations would be required, including electric, fiber optic, gas, 

water, and sewer lines.1

Geology and Soils Geology and soils in the area could support the conceptual design. 

Hazardous Materials There is a high likelihood of encountering hazardous materials on 

acquired properties during construction. 

Historic and Cultural 

Resources 

No effects 

Recreation No effects 

Wetlands, Water Quality, and 

Floodplains 

No new PGIS or measurable effects 

Fish, Wildlife, and Vegetation No measurable effects 

Air Quality No measurable effects 

Estimated Cost Range2 $53.6 to $93.9 million 

1 Utility relocations would likely include but are not limited to this list. Further design would be needed to 

identify locations of all utilities in the affected area. 

2 This range represents the -20% to +40% Cost Range, and includes the cost of property acquisitions, 

construction, engineering, and work or materials that are not provided by the contractor. 
 

Point Defiance Bypass Project March 2012 

Page 43 Grade Separation Concept Evaluation 

Exhibit 14 

Bridgeport Way SW 
 

March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 44 

Exhibit 15 

Existing Condition and Visual Simulation for Bridgeport Way SW 
 

Point Defiance Bypass Project March 2012 

Page 45 Grade Separation Concept Evaluation 

Land Use and Relocations 

The land uses and zoning along the Bridgeport Way SW and Pacific Highway SW 

intersection are commercial. Northeast of the highway, the land use and zoning 

designation becomes residential. This large residential neighborhood is accessed 

from Arrowhead Road SW on the west side of Bridgeport Way SW. There are 

also a few multi-family residential buildings on the east side of Bridgeport Way 

SW that are accessed from 115th Street Court SW. A mobile home park is located 

just east of the construction area at Jack Cline Road SW. 

To construct the Bridgeport Way SW grade separation concept, four parcels 

would be partially acquired and 18 parcels would be fully acquired. Acquisitions 

are shown in Attachment 1, Figure 10. All of these parcels are commercial 

properties. The four partial acquisitions include an auto-related business, a portion 

of the parking lot in front of a casino and bingo hall, and the edge of a vacant gas 

station property. The 18 full acquisitions include approximately 16 businesses: a 

gas station, retail and auto-related businesses, and several restaurants. The exact 

number of businesses that would need to be acquired and relocated would be 

determined if the concept is advanced. Some of the buildings on these potentially 

acquired properties contain more than one business. 

If this design is developed further, WSDOT would work with the City of 

Lakewood to incorporate landscaping and design elements consistent with the 

City’s gateway vision for this intersection. 

Transportation 

Access and Parking 

With the grade separation concept, changes to the street system would alter access 

to properties and parking. Around the Bridgeport Way SW/Pacific Highway SW 

intersection, several properties would be fully acquired and a few partially 

acquired (shown in Figure 10 of Attachment 1). For properties affected by partial 

acquisition, access to the sites and parking would change as follows: 

 For AAMCO Transmission & Auto Repair (12006 Pacific Highway SW) 

located on the north side of Pacific Highway SW, the east access point on 

Pacific Highway SW would be closed, but the west access point would 

remain. Pedestrian connections to the business would remain relatively 

unchanged. 

 For JSK’s Treasure Chest (11605 Bridgeport Way SW) located on the east 

side of Bridgeport Way SW, access points onto Bridgeport Way SW 

would be eliminated and site access would be provided via the existing 

connections to 115th Street Court SW through the adjoining parcels to the 

north. Approximately the west half of the west parking lot would be 

eliminated. Pedestrians traveling northbound on Bridgeport Way SW 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 46 

would need to travel farther north to access the business and travel through 

the parcel where the Happy Days Casino is located. 

 For Happy Days Casino (11521 Bridgeport Way SW) located on the east 

side of Bridgeport Way SW, access points onto Bridgeport Way SW 

would be eliminated and site access would be provided via the existing 

connections to 115th Street Court SW. Approximately the west half of the 

west parking lot would be eliminated. Pedestrian connections to the parcel 

would remain relatively unchanged. 

 For the gas station mini mart (11741 Pacific Highway SW) located on the 

south side of Pacific Highway SW, the west access point would be 

removed to improve the adjacent access point for the Holiday Inn Express 

and a connection could be provided to that access driveway. Parking 

would be eliminated along the west property boundary. Pedestrian 

connections to the parcel would remain relatively the same. 

Safety 

The at-grade crossing proposed at Bridgeport Way SW with the Point Defiance 

Bypass Project is predicted to experience one accident roughly every 22 years, or 

0.045 accidents per year with expected conditions in 2030. The FHWA RailroadHighway Grade Crossing Handbook recommends consideration of grade 

separation on the basis of accident experience if the USDOT Accident Prediction 

Formula predicts more than one accident every two years (regardless of cost), and 

one accident every five years when grade separation can be economically justified 

(FHWA 2007). Therefore, the predicted accident experience at the Bridgeport 

Way SW crossing does not indicate that grade separation should be considered. 

Intersection Level of Service 

Today, people experience little to moderate congestion while traveling through 

the Bridgeport Way SW interchange area. At the Bridgeport Way SW and Pacific 

Highway SW intersection, traffic currently operates at LOS B in the AM peak 

hour and LOS C in the PM peak hour. With LOS C operations, a driver might 

wait up to 35 seconds at a stoplight, and for LOS B operations a driver might wait 

up to 20 seconds at a stoplight. Typically, the City of Lakewood considers 

intersection operations of LOS A through D to be within acceptable limits. Grade 

separating Bridgeport Way SW over the railroad tracks could marginally reduce 

intersection delay during peak hours. However, overall congestion and LOS 

would not change because Amtrak passenger trains would regularly cross only 

once during the AM and PM peak hour and block Bridgeport Way SW for less 

than one minute in the 1-hour peak period (each train crossing would block the 

street for less than 60 seconds). Given that peak hour operations are within 

acceptable limits, grade separation is not necessary based on peak hour LOS 

conditions and passenger train activity. 
Point Defiance Bypass Project March 2012 

Page 47 Grade Separation Concept Evaluation 

Freight trains currently block Bridgeport Way SW for longer periods of time than 

Amtrak passenger trains would; typically, these freight trains travel outside the 

AM and PM commuter peak hours. No quantitative analysis for operations during 

freight train crossings was completed for the Transportation Discipline Report. 

However, only one freight train crossing per day is expected. Based on the 

infrequent operations and irregular schedule, grade separation to avoid conflicts 

with freight train crossings is not necessary. 

Bicyclists, Pedestrians, and Transit 

This grade separation concept would eliminate delays on Bridgeport Way SW 

generated by train crossings for vehicles, pedestrians, and bicycles. Although 

safety is improved, non-motorized travel would be more challenging because 

bicyclists and pedestrians would encounter a steep hill with grades of 8 percent in 

order to cross over the railroad tracks. 

Two Pierce Transit bus routes (206 and 300), four Intercity Transit bus routes 

(603, 605, 612, and 620), and one Sound Transit Express Route (592) travel 

through the Bridgeport Way SW and Pacific Highway SW intersection. Currently, 

only Pierce Transit Route 206 crosses the railroad tracks; with the concept, this 

route would no longer be exposed to delays generated by train crossings. The 

other bus routes would not be permanently affected by the concept. The bus stops 

near this intersection may be moved slightly to accommodate the new roadway 

configuration. During construction, the buses would likely experience some 

delays due to lane restrictions, and bus stops may be temporarily closed or 

relocated outside the construction area. 

Construction 

During construction, lane restrictions on Bridgeport Way SW would likely be 

extensive in order to shift traffic to one side of the roadway while the first half of 

the structure is built. Then traffic would be shifted to the completed side of the 

new roadway while the other half of the structure is built. Traffic restrictions 

would reduce speeds and increase congestion for vehicles traveling through the 

construction area. 

Noise 

Noise near or at the Bridgeport Way SW/Pacific Highway SW intersection is 

primarily caused by traffic on this busy arterial and from I-5. Existing noise levels 

measured at this intersection had an Ldn of 70 dBA (WSDOT 2012a), which is 

similar to the noise level a lawn mower makes 50 feet away. Because vehicle 

traffic and trains would continue to contribute to the noise levels in the area, the 

typical noise levels are anticipated to be similar with or without the grade 

separation. This area also receives periodic aircraft noise from Joint Base 

Lewis-McChord. 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 48 

This grade separation concept would raise the roadway near a residential area and 

Tyee Elementary School. Changing the height of where the noise source is 

originating could increase noise levels for the homes located along Tomahawk 

Road SW, just south of Arrowhead Road SW. Further noise analysis would be 

needed to determine impacts if this concept is developed further. 

The only location in the proposed Project area in which trains may experience 

wheel squeal is northeast of Bridgeport Way SW and Sound Transit’s Lakewood 

Station where the tracks curve. Track lubrication is included in the design to 

reduce wheel squeal at this location. Warning equipment needed for at-grade 

crossings would not be necessary if the grade separation concept is constructed, 

thereby eliminating this noise source. 

Visual Quality 

The topography of Bridgeport Way SW rises slightly towards the south and the 

I-5 ramps. To construct the grade separation structure over the railroad tracks, the 

Bridgeport Way SW/Pacific Highway SW intersection would need to be raised. 

The City of Lakewood has landscaped this intersection and plans to install a 

sculpture on the north side of the intersection to create a gateway into the city. 

There is also a refuge area in the middle of the street to allow pedestrians to cross 

this large intersection safely. 

With the grade separation concept at Bridgeport Way SW, some views in the 

immediate area would include the new elevated structure. Views for people in 

vehicles, pedestrians, and bicyclists traveling towards this large intersection 

would include a slightly more prominent view of the roadway; however, the 

ability to see what is in the distance would be slightly reduced. 

There are also a few street trees north of the railroad tracks that would be 

removed and replaced, where feasible. There would be several buildings that 

would be demolished near the Bridgeport Way SW/Pacific Highway SW 

intersection. However, the views would still be similar to existing conditions 

because they would include several commercial businesses and the busy roadway 

with its large signal structure. Views would no longer include the rail crossing 

gates and warning equipment that people see today because the roadway would be 

above the tracks. 

Socioeconomics and Environmental Justice 

The grade separation concept at Bridgeport Way SW would displace 

approximately 16 businesses. Relocation assistance would be provided to affected 

businesses. Local residents who frequent these businesses would need to travel to 

other locations to reach the relocated businesses or similar services and 

restaurants. This concept would reduce the amount of usable commercial property 

at this location, but is not expected to change overall economic or neighborhood 

character along Bridgeport Way SW or Pacific Highway. 
Point Defiance Bypass Project March 2012 

Page 49 Grade Separation Concept Evaluation 

Low income populations are not expected to experience disproportionately high 

and adverse effects because the primary effects in this area would be to the 

commercial businesses. Because this is a preliminary environmental evaluation of 

a conceptual design, the number of minority-owned commercial and industrial 

properties was not determined. 

During construction, measures would be implemented to minimize potential noise 

effects on Tyee Park Elementary School. The school is not directly accessed from 

Bridgeport Way SW or Pacific Highway SW, but it backs up to the railroad tracks 

just west of Bridgeport Way SW. If this concept is developed further, the 

proposed Project would need to identify if any of the school’s bus routes would be 

affected by construction. There is also the potential for minor impacts on 

connections to the residential neighborhood adjacent to the elementary school. 

These connections could be affected by the additional traffic congestion from 

construction activities on Bridgeport Way SW. 

Public Services and Utilities 

Sound Transit has resolved utility conflicts along the rail line from Freighthouse 

Square in Tacoma south to Bridgeport Way SW in Lakewood as part of its 

Sounder Track and Signal Improvement Projects. However, Sound Transit’s work 

does not include utility relocations that would be needed outside of the railroad 

right of way to construct this grade separation concept. Several utilities would 

need to be relocated such as electric, fiber optic, natural gas, water, storm drain, 

and sewer lines to accommodate the new roadway configuration. The specific 

impacts would be identified during the engineering design process if this concept 

is developed further. 

Public services would not experience any permanent adverse impacts. They 

would benefit from grade separation because the potential for delays due to a train 

crossing would be eliminated. During construction, emergency service providers 

traveling on Bridgeport Way SW to St. Clare Hospital could experience delays 

because of the roadway restrictions. Transit and school buses could experience 

delays because of lane restrictions. 

Geology and Soils 

The proposed Project is located in a seismic hazard area. The structures for this 

grade separation concept would be designed to meet current safety standards. 

Site-specific soil and geologic information would be obtained during 

preliminary design. 

During construction, fill would be placed and approximately 3,820 linear feet of 

retaining wall would be built to support the elevated Bridgeport Way SW and 

Pacific Highway SW roadways. Settlement is not expected; however, if any 

settlement were to occur, it is expected to be minor and occur soon after the fill is 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 50 

placed. Erosion and dust from construction activities would be minimized by 

implementing appropriate BMPs. 

Hazardous Materials 

Railroads have used this corridor for approximately 125 years. Potential sources 

of contamination along the rail line include spills by lube oil leaks during typical 

railroad operations and maintenance activities; possible shallow soil 

contamination from creosote-treated railroad ties; herbicide used for vegetation 

control; fuel, solvents, and other hazardous material spills; and heavy metal 

contamination from the Tacoma smelter in Ruston. Site soil and/or groundwater 

may also be contaminated from hazardous materials stored, used, or handled on 

portions of the right of way that have been leased from the railroad (Shannon & 

Wilson 2004). 

Several of the properties that would be acquired along Bridgeport Way SW and 

Pacific Highway SW for this grade separation concept include auto-related uses. 

These properties have the potential to contain soils that are contaminated by 

gasoline, petroleum, and oil. Four properties on Pacific Highway SW near 

Bridgeport Way SW have reasonably predictable sites for potential contamination 

(see Exhibit 11 in WSDOT [2007a] – Hazardous Materials Technical

Memorandum). This includes the gas station that would require clean-up and 

removal of the underground storage tanks and contaminated soil. 

Historic and Cultural Resources 

There are no properties listed on the NRHP that would be affected by the grade 

separation concept at Bridgeport Way SW (WSDOT 2012b). 

Recreation and Section 4(f)/6(f) Resources 

There are no recreational areas, trails, Section 4(f), or Section 6(f) properties in 

the immediate area. 

Wetlands, Water Quality, and Floodplains 

Bridgeport Way SW is located in Chambers-Clover WRIA 12 (WSDOT 2012c). 

Clover Creek is located approximately 0.4 mile southwest of the railroad crossing. 

The conceptual grade separation structure would not affect this creek or water 

quality. BMPs would be used to control erosion during construction. 

Much of the area surrounding this railroad crossing is within the Pierce County 

100-year flood hazard area. This grade separation concept is not expected to 

change the storage volume of the floodplains. There are no wetlands adjacent to 

this grade separation concept. 
Point Defiance Bypass Project March 2012 

Page 51 Grade Separation Concept Evaluation 

Fish, Wildlife, and Vegetation 

The area along Bridgeport Way SW and Pacific Highway SW provides poor 

habitat for most wildlife, except those that have adapted to urban areas. Wildlife 

likely to be observed in the area includes birds, rodents, and raccoons. This grade 

separation concept would not change habitat conditions for wildlife. There are no 

fish or fish habitat in the vicinity. 

The area near the railroad is not suitable to support plants listed under the ESA. 

Therefore, no effects on ESA-listed plants are anticipated. Landscaping removed 

at the intersection, which is part of the city of Lakewood’s gateway vision, would 

be replaced. 

Air Quality 

Permanent effects on air quality are not expected if this grade separation concept 

is constructed. This portion of Bridgeport Way SW is in Pierce County’s 

maintenance area for CO. The Bridgeport Way SW and Pacific Highway SW 

intersection would not exceed CO levels established in the NAAQS or cause a 

violation of applicable NAAQS. In addition, the proposed Project is not 

predicted to affect regional vehicle miles traveled or regional ozone and 

particulate matter levels. The grade separation concept may reduce CO, ozone, 

and particulate matter releases because it would eliminate the time vehicles are 

stopped waiting for a train to cross. However, any reduction in these emissions 

from vehicles would not change air quality in a measurable way. MSAT levels 

are predicted to decrease as a result of the EPA national control programs, which 

are projected to reduce annual MSAT emissions by 72 percent between 1999 and 

2050 (WSDOT 2011j). Construction of this grade separation concept is not 

expected to affect this reduction. 

As part of the proposed Project, WSDOT will purchase up to eight new 

locomotives by July 2017 that will meet the new standards currently being 

developed by the Next Generation Corridor Equipment Pool Committee under the 

authority of the Passenger Rail Investment and Improvement Act of 2008. The 

engines would be part of a locomotive pool available to Amtrak and would be 

used along the corridor. It is presumed the new locomotives would be more fuel 

efficient and cleaner burning, and would reduce emissions of particulate matter. 

Cost 

The preliminary estimate of the total cost for the Bridgeport Way SW grade 

separation concept is $53.6 to $93.9 million. The total cost includes an estimated 

$17.2 million for right of way and $35.59 million for construction. Details of the 

cost estimate and the risk matrix are included in Attachment 2. 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 52 

Construction Effects 

To keep traffic moving through the busy Bridgeport Way SW and Pacific 

Highway SW intersection construction would likely occur one half at a time. 

Bridgeport Way SW would likely be restricted and shifted slightly east with a 

temporary intersection while the structure is being constructed in the existing 

right of way. At the end of construction, the intersection would likely need to be 

completely closed for a short time to connect the permanent structure through the 

Pacific Highway SW intersection. The majority of the fully acquired properties 

and business relocations would be displaced because of the temporary roadway. 

Vehicles would experience slower speeds and increased congestion through the 

construction area and intersection with Pacific Highway SW. There is the 

potential during the peak hour for traffic to back up on the I-5 off-ramps to 

Bridgeport Way SW. 
Point Defiance Bypass Project March 2012 

Page 53 Grade Separation Concept Evaluation 

Berkeley Street SW in Lakewood 

The grade separation concept at Berkeley Street SW would raise the railroad 

tracks over the surface street. The tracks currently cross Berkeley Street SW 

between the southbound I-5 ramps and Union Avenue SW as shown in 

Exhibit 17. The concept plan sheets are included in Attachment 1. There is only 

about 65 feet between the southbound I-5 ramps and the railroad tracks. The 

roadway would remain in the same configuration as it is today. 

The concept would be constructed within the existing railroad right of way. 

Because design guidelines recommend a maximum 1 percent grade, this concept 

would require construction of the rail line to extend approximately 0.75 mile 

north and south of the grade crossing. Retaining walls would be constructed 

beginning about 0.6 mile before the crossing in each direction. A short bridge 

would also be built over Berkeley Street SW as shown in Exhibit 18. 

Exhibit 16 summarizes the potential effects of the grade separation concept at 

Berkeley Street SW. 

Exhibit 16 

Summary of Effects and Conclusions for Berkeley Street SW 

Attribute Effects and Conclusions 

Business Relocations 0 

Businesses with Altered 

Access 

2 

Residential Relocations 0 

Residences with Altered 

Access 

0 

Number of Streets Closed 0 

Retaining Wall 10,060 linear feet 

Transportation Grade separation could minimally reduce delays on Berkeley Street SW 

and adjacent intersections; however, it would not change overall 

congestion levels at the Berkeley Street SW intersection. Grade 

separation at this location would not improve the peak hour LOS 

conditions enough to result in a LOS A to D range. Grade separation at 

this location is not necessary based on the predicted number of 

accidents in accordance with FHWA guidance for roadway and rail 

design (FHWA 2007). 

Predicted Accident Experience 

in 2030

1 accident every 33 years (0.030 accidents per year) 

Noise Retaining walls would block I-5 noise to some receptors, and the higher 

level of the train may increase train noise for receptors that are a block 

or two to the northwest. Overall, noise levels are expected to be similar 

to existing conditions. 

Visual Quality The elevated structure and retaining wall would block some views 

to/from I-5. 
Exhibit 16 (continued) 

Summary of Effects and Conclusions for Berkeley Street SW 

March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 54 

Attribute Effects and Conclusions 

Socioeconomics and 

Environmental Justice 

Less visibility from I-5 to businesses on Union Avenue SW could 

potentially result in an economic loss for some businesses. Effects on 

minority-owned businesses are unknown. Increased isolation could be 

perceived of the Tillicum neighborhood from points east. 

Public Services No permanent effects; short-term construction activities may cause 

minor delay for service providers. 

Utility Relocations Utility relocations would be required, including electric, fiber optic, gas, 

water, and sewer lines.1

 

Geology and Soils Geology and soils in the area could support the conceptual design. 

Hazardous Materials There is a high likelihood of encountering hazardous materials in the 

railroad right of way during construction. 

Historic and Cultural 

Resources 

Visual surroundings for two historic buildings in the vicinity could be 

affected. 

Recreation No effects 

Wetlands, Water Quality, and 

Floodplains 

2,000 square feet (0.05 acre) of new PGIS; 

otherwise, no measurable effects. 

Fish, Wildlife, and Vegetation No measurable effects 

Air Quality No measurable effects 

Estimated Cost Range2 $49.4 to $86.5 million 

1 Utility relocations would likely include but are not limited to this list. Further design would be needed to 

identify locations of all utilities in the affected area. 

2 This range represents the -20% to +40% Cost Range, and includes the cost of property acquisitions, 

construction, engineering, and work or materials that are not provided by the contractor. 

Land Use and Relocations 

This concept would not acquire any properties or change land use in the area. The 

land use and zoning in the surrounding area is primarily military. However, along 

Union Avenue SW are several commercial businesses and a residential 

neighborhood is located to the north-northwest of this concept. 

There are three properties on Union Avenue SW that currently have lease 

agreements with Sound Transit to use a portion of the right of way for parking. 

These properties would no longer be able to use the right of way with this 

concept. In the event that the lessee is no longer able to use the right of way, an 

equitable cost would be negotiated to modify the premises to allow the lessee to 

operate. 
 

Point Defiance Bypass Project March 2012 

Page 55 Grade Separation Concept Evaluation 

Exhibit 17 

Berkeley Street SW 
 

March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 56 

Exhibit 18 

Existing Condition and Visual Simulation for Berkeley Street SW 
 

Point Defiance Bypass Project March 2012 

Page 57 Grade Separation Concept Evaluation 

Transportation 

Access and Parking 

The Berkeley Street SW grade separation concept would keep the street network 

connections and access for properties that exist today. 

Safety 

The at-grade crossing proposed at Berkeley Street SW with the Point Defiance 

Bypass Project is predicted to experience one accident roughly every 33 years, or 

0.030 accidents per year with expected conditions in 2030. The FHWA RailroadHighway Grade Crossing Handbook recommends consideration of grade 

separation on the basis of accident experience if the USDOT Accident Prediction 

Formula predicts more than one accident every two years (regardless of cost), and 

one accident every five years when grade separation can be economically justified 

(FHWA 2007). Therefore, the predicted accident experience at the Berkeley 

Street SW crossing does not indicate that grade separation should be considered. 

Intersection Level of Service 

Today people experience severe congestion around the railroad crossing in the 

PM peak hour because traffic operations are poor at the intersection of Berkeley 

Street SW and Union Avenue SW. This intersection was signalized and then 

converted into a four-way stop with flashing red lights because of challenges in 

coordinating with the I-5 ramp intersection signals. In the year 2030 with the 

proposed Project, the intersection would be signalized once again and this time 

would operate on the same controller as the signals at the I-5 ramp intersections to 

more closely control queuing and traffic flow through the interchange. This 

change will improve congestion in the AM peak hour from LOS F to LOS E, and 

in the PM peak hour from LOS F to LOS D. For LOS E operations a driver might 

wait up to 80 seconds at a stoplight, and for LOS F operations a driver might wait 

longer than 80 seconds at a stoplight. Typically, the City of Lakewood considers 

intersection operations of LOS A through D to be within acceptable limits. 

Grade separating Berkeley Street SW over the railroad tracks could marginally 

reduce intersection delay during peak hours. However, overall congestion and 

LOS would not change because passenger trains would regularly cross only once 

during the AM peak hour and once during the PM peak hour. Each train crossing 

would block Berkeley Street SW for less than one minute in the 1-hour peak 

period. Grade separating this location is not expected to improve overall 

congestion and LOS enough at the Berkeley Street SW and Union Avenue SW 

intersection to be within the City’s acceptable limits of LOS A through D. 

Freight trains currently block Berkeley Street SW for longer periods of time than 

Amtrak passenger trains would; typically, these freight trains travel outside the 

AM and PM commuter peak hours. No quantitative analysis for operations during 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 58 

freight train crossings was completed for the Transportation Discipline Report. 

However, only one freight train crossing per day is expected. Based on the 

infrequent operations and irregular schedule, grade separation to avoid conflicts 

with freight train crossings is not necessary. 

Bicyclists, Pedestrians, and Transit 

The grade separation concept would eliminate delays on Berkeley Street SW 

generated by train crossings for vehicles, pedestrians, and bicycles. In addition to 

safety being improved, non-motorized travel would function as it does today on 

Berkeley Street. 

No public transit service is offered through the Berkeley Street interchange; 

therefore, the concept does not affect transit service. 

Construction 

During construction, street traffic would most likely be largely unaffected except 

during placement of the bridge structure over Berkeley Street SW. 

Noise 

Noise along Berkeley Street SW near Union Avenue SW is primarily caused by 

traffic on I-5 and the busy surface streets. This area also experiences periodic 

noise from aircraft taking off and landing at Joint Base Lewis-McChord. Existing 

noise levels measured between Union Avenue SW and I-5, just north of Berkeley 

Street SW, had an Ldn of approximately 66 to 75 dBA (WSDOT 2012a). Noise 

levels one block west were measured to have an Ldn of approximately 60 dBA. 

The typical noise levels are anticipated to be similar but the noise source could 

change with the grade separation. 

Grade separation at this location would raise the railroad tracks next to the 

commercial properties along Union Avenue SW, which are not sensitive noise 

receivers. The noise from I-5 would likely decrease for several properties because 

the retaining wall would act as a barrier. However, the noise from the trains would 

be expected to reach receivers farther west because of the elevated structure. If 

this concept is developed further, noise analysis would need to be conducted for 

the residential properties located on Washington Avenue SW. 

Warning equipment needed for at-grade crossings would not be necessary if the 

grade separation concept is constructed, thereby eliminating this noise source. 

Visual Quality 

With the grade separation concept at Berkeley Street SW, some views in the 

immediate area would include the new elevated structure. The topography of the 

existing railroad tracks is flat and on an embankment located between I-5 and 
Point Defiance Bypass Project March 2012 

Page 59 Grade Separation Concept Evaluation 

Camp Murray south of Berkeley Street SW, and between I-5 and the Tillicum 

neighborhood north of Berkeley Street SW. The railroad tracks would be raised 

approximately 20 feet above Berkeley Street SW and would be a prominent visual 

feature. To reach this height, retaining walls would extend approximately 0.6 mile 

in each direction. Sight distances at the Berkeley Street SW, southbound I-5 

ramps, and Union Avenue SW would be bounded by the new structure and would 

limit views to the north and south. 

For drivers on I-5 near the Berkeley Street exit, the retaining wall would block 

views of the businesses on Union Avenue SW and of Camp Murray. Camp 

Murray’s property and buildings would not be affected by the concept but the 

retaining walls for the grade separation structure would block views to the 

southeast and alter the surroundings slightly. For people on the west side of the 

tracks, views to the southeast that currently include I-5 would be blocked. Some 

viewers may consider the separation from I-5 a benefit while others would view 

the structure as a barrier. 

Socioeconomics and Environmental Justice 

The visual barrier created by raising the railroad tracks over Berkeley Street SW 

could potentially affect some businesses (such as restaurants) that rely on 

customers passing through on I-5. Because this is a preliminary environmental 

evaluation of a conceptual design, the number of minority-owned commercial and 

industrial properties was not determined. 

This neighborhood is already perceived as being isolated because it is bounded by 

I-5 and Camp Murray. Adding the retaining wall may increase the perception that 

the neighborhood is isolated. Minor effects on community cohesion may also be 

experienced due to changes in noise. The Tillicum neighborhood has a low 

income population (WSDOT 2011e). However, these residents are not expected to 

experience disproportionately high and adverse effects because elevating the 

tracks over Berkeley Street SW would remove the grade crossing’s potential for 

conflicts with trains. However, if this concept is developed further, additional 

analysis would likely be needed to determine if there are any specific effects on 

low income populations. 

Traffic congestion caused by construction could affect connections to the Tillicum 

neighborhood. 

Public Services and Utilities 

As part of construction, several utilities such as electric, fiber optic, gas, water, 

and sewer lines that run along Berkeley Street SW or in the railroad right of way 

would need to be relocated. The specific impacts would be identified during the 

engineering design process if this concept is developed further. 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 60 

Public services would not experience any permanent adverse impacts. They 

would benefit from the grade separation because the potential for delays due to a 

train crossing would be eliminated. During construction, most of the work would 

occur within the railroad right of way. However, the temporary tracks would be 

very close to the southbound I-5 ramps and congestion at the intersection with 

Berkeley Street SW could cause some additional delays for emergency services. 

Geology and Soils 

The proposed Project is located in a seismic hazard area. The structures for this 

grade separation concept would be designed to meet current safety standards. 

Site-specific soil and geologic information would be obtained during preliminary 

design if the concept is advanced. Settlement is not expected; however, if any 

settlement were to occur it is expected to be minor and occur soon after the fill 

is placed. 

During construction, fill would be placed and approximately 10,060 linear feet of 

retaining wall would be built to support the elevated tracks. Erosion and dust from 

construction activities would be minimized by implementing appropriate BMPs. 

Hazardous Materials 

Railroads have used this corridor for approximately 125 years. Potential sources 

of contamination along the rail line include spills by lube oil leaks during typical 

railroad operations and maintenance activities; possible shallow soil 

contamination from creosote-treated railroad ties; herbicide used for vegetation 

control; fuel, solvents, and other hazardous material spills; and heavy metal 

contamination from the Tacoma smelter in Ruston. Site soil and/or groundwater 

may also be contaminated from hazardous materials stored, used, or handled on 

portions of the right of way that have been leased from the railroad (Shannon & 

Wilson 2004). 

The north end of the area is located in the vicinity of a previously contaminated 

aquifer that is part of the former Fort Lewis Logistics Center Superfund site. 

Clean-up was completed in 1997 (WSDOT 2007a). 

Historic and Cultural Resources 

There are two historic resources in the vicinity of this grade separation concept: 

the Adjutant General’s Residence and the Barbecue Inn. 

The Adjutant General’s Residence (also known as The Arsenal) is located on 

Camp Murray and is listed on the NRHP (Jones & Stokes 2008; WSDOT 2012b). 

The Adjutant General’s Residence would not be affected by the concept but the 

retaining walls for the grade separation structure would block views to the 

southeast and somewhat change the visual landscape of the area. 
Point Defiance Bypass Project March 2012 

Page 61 Grade Separation Concept Evaluation 

The Barbecue Inn located at 8102 Maple Street SW appears eligible for listing 

because it is a good representative of Streamline Moderne architecture (common 

in the 1930s and 1940s) and of a roadside café building, which is increasingly 

rare in Pierce County (WSDOT 2012b). The building was likely constructed in 

1927 and altered in 1944 to its current appearance, with the exception of the 

pedestrian entrance on the east side, which was likely the result of construction 

post-2000. This building is located at the north end of the concept where the 

grade of the railroad tracks would begin to rise. The building would not be 

affected by the concept, but the context in which the retaining walls for the grade 

separation structure are built to the southwest of this location would alter its 

surroundings slightly. 

Recreation and Section 4(f)/6(f) Resources 

There are no recreational areas, trails, or Section 6(f) properties in the immediate 

area. The Adjutant General’s Residence is listed on the NRHP. If this concept is 

developed further, additional analysis would be needed to evaluate possible use 

under Section 4(f). 

Wetlands, Water Quality, and Floodplains 

Berkeley Street SW is located in Chambers-Clover WRIA 12 (WSDOT 2012c). 

American Lake is to the northwest of the proposed Project and would not be 

affected by this concept. Murray Creek flows underneath I-5 and the railroad 

tracks in a concrete culvert and onto Camp Murray south of Berkeley Street SW. 

The area along Murray Creek is designated as a FEMA and Pierce County 100-

year flood hazard area. The grade separation concept would remove the portion of 

the existing culvert beneath the railroad right of way and construct a bridge over 

Murray Creek at this location. The adjacent retaining walls would be constructed 

outside of the flood hazard area. 

There is one small wetland on the east side of the tracks where water overflows 

from Murray Creek (WSDOT 2011h). During construction, BMPs would need to 

be put in place to ensure the wetland is protected. 

This grade separation concept would add approximately 2,000 square feet (0.05 

acre) of new PGIS. This amount of PGIS added by the grade separation concept 

does not exceed the 5,000-square-foot threshold for flow control and water quality 

treatment requirements under the Highway Runoff Manual and Ecology Manual. 

Therefore, under the presumptive approach, flows or water quality are not likely 

to be affected. BMPs would be used to control erosion during construction. 

Fish, Wildlife, and Vegetation 

The area near the Berkeley Street SW and Union Avenue SW intersection 

provides poor habitat for most wildlife, except those that have adapted to urban 

areas. Wildlife likely to be observed in the area includes birds, rodents, and 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 62 

raccoons. Farther south around Murray Creek there is limited habitat. Vegetative 

cover on the banks of Murray Creek is dominated by common cattail (Typha

latifolia) and reed canarygrass (Phalaris arundinacea). West of the railroad 

tracks, Murray Creek flows about 3,000 feet before entering American Lake. 

Cutthroat trout (Oncorhynchus clarkii) are documented as occurring in the creek. 

According to field survey data and background research, there are bald eagle nests 

located on the southeast shore of American Lake, over 600 feet from the railroad 

right of way (WSDOT 2007b). The nests are located outside the proposed Project 

study area and south of the Berkeley Street SW grade separation concept. The nests 

are not visible from the railroad due to screening by trees and large buildings; 

nesting eagles are likely not to be disturbed by the railroad based on thresholds 

outlined in the National Bald Eagle Management Guidelines (USFWS 2007). 

Constructing this grade separation concept would not change habitat conditions 

for wildlife or fish. The area near the railroad is not suitable to support plants 

listed under the ESA. Therefore, no effects on ESA-listed plants are anticipated. 

Air Quality 

Permanent effects on air quality are not expected if this grade separation concept 

is constructed. The area near Berkeley Street SW is in Pierce County’s 

maintenance area for CO. The Berkeley Street SW and Union Avenue SW 

intersection would not exceed CO levels established in the NAAQS or cause a 

violation of applicable NAAQS. The hot spot analysis completed for this 

intersection modeled the proposed Project in 2040 as having a 1-hour CO 

concentration of 4.3 and 8-hour concentration of 3.9, well below the 1-hour 

standard of 35 parts per million (ppm) and the 8-hour standard of 9 ppm 

(WSDOT 2011j). 

In addition, the proposed Project is not predicted to affect regional vehicle miles 

traveled or regional ozone and particulate matter levels. The grade separation 

concept may reduce CO, ozone, and particulate matter releases because it would 

eliminate the time vehicles are stopped waiting for a train to cross. However, any 

reduction in these emissions from vehicles would not change air quality in a 

measurable way. MSAT levels are predicted to decrease as a result of the EPA 

national control programs, which are projected to reduce annual MSAT emissions 

by 72 percent between 1999 and 2050 (WSDOT 2011j). Construction of this 

grade separation concept is not expected to affect this reduction. 

As part of the proposed Project, WSDOT will purchase up to eight new 

locomotives by July 2017 that will meet the new standards currently being 

developed by the Next Generation Corridor Equipment Pool Committee under the 

authority of the Passenger Rail Investment and Improvement Act of 2008. The 

engines would be part of a locomotive pool available to Amtrak and would be 
Point Defiance Bypass Project March 2012 

Page 63 Grade Separation Concept Evaluation 

used along the corridor. It is presumed the new locomotives would be more fuel 

efficient and cleaner burning, and would reduce emissions of particulate matter. 

Cost 

The preliminary estimate of the total cost for the Berkeley Street SW grade 

separation concept is $49.4 to $86.5 million. The total cost includes an estimated 

$46.33 million for construction. Details of the cost estimate and the risk matrix 

are included in Attachment 2. 

Construction Effects 

Construction activities for this concept would primarily occur within the railroad 

right of way. Construction equipment and trucks would use surface streets to 

access the railroad right of way and could increase congestion temporarily. In 

order to construct the structure over Berkeley Street SW, the trains would run on 

temporary tracks immediately west of the existing tracks. These temporary tracks 

would be adjacent to the southbound I-5 ramps. Railroad gates and crossing 

equipment would likely need to be placed on the southbound I-5 off-ramp 

potentially backing traffic up on I-5. 

Berkeley Street SW would only be restricted for a short time when the bridge 

above it is constructed. During that time, traffic would experience additional 

delays and congestion through this intersection.

 

Point Defiance Bypass Project March 2012 

Page 65 Grade Separation Concept Evaluation 

References 

FHWA (Federal Highway Administration). 2007. FHWA Railroad-Highway Grade 

Crossing Handbook – Revised Second Edition. Available at: 

http://safety.fhwa.dot.gov/xings/com_roaduser/07010/. August 2007. 

Jones and Stokes. 2008. Final Cultural Resources Survey Report. Point Defiance Bypass 

Project, Pierce County, Washington. March (J&S 006692.06). Bellevue, WA. 

Prepared for the Washington State Department of Transportation. 

Lakewood, City of. 2011a. Engineering Standards Manual. March 2011. 

Lakewood, City of. 2011b. City of Lakewood Roadway Standard Plans. March 2011. 

Shannon & Wilson, Inc. 2004. Alignment Screening Report. South Tacoma Segment. 

Sound Transit Commuter Rail, Pierce County, Washington 21-1-16403-002-R1. 

August 26th, 2004. 

Tacoma, City of. 1988. S. 74th Street, Lakewood Drive to S. Tacoma Way Plan Drawing. 

Department of Public Works. June 1988. Accessed on October 26, 2011 at: 

http://wspwit01.ci.tacoma.wa.us/govMe/Maps/Inter/MapGuideCS/MGMain.aspx. 

Tacoma, City of. 2004. Public Works Design Manual. Available at: 

http://www.govme.org/download/PDF/Code/2004DesignManual1.pdf. April 

2004. 

Tacoma, City of. 2010. South Tacoma Manufacturing/Industrial Center. Pierce County 

Regional Council Submittal Packet. June 2010. 

UPRR (Union Pacific Railroad). 2007. BNSF Railway – Union Pacific Railroad, 

Guidelines for Railroad Grade Separation Projects. Available at: 

https://www.uprr.com/aboutup/operations/specs/attachments/grade_separation.pdf. 

January 24, 2007. 

USFWS (U.S. Fish and Wildlife Service). 2007. National Bald Eagle Management 

Guidelines. Available at: 

http://www.fws.gov/pacific/eagle/NationalBaldEagleManagementGuidelines.pdf. 

Published May 2007. 

WSDOT (Washington State Department of Transportation). 2007a. Point Defiance 

Bypass Project Draft Hazardous Materials Technical Memorandum. Prepared by 

HDR Engineering, Inc. and The Resource Group Consultants, Inc. August 2007. 

WSDOT. 2007b. Point Defiance Bypass Project Fish, Wildlife, and Vegetation Technical 

Memorandum. Prepared for WSDOT by HDR Engineering, Inc. and the Resource 

Group Consultants, Inc. August 2007. 
March 2012 Point Defiance Bypass Project 

Grade Separation Concept Evaluation Page 66 

WSDOT. 2009. Cost Estimating Manual for WSDOT Projects. Available at: 

http://www.wsdot.wa.gov/publications/manuals/m3034.htm. July 2009. 

WSDOT. 2011a. Design Manual (M 22-01.08). Available at: 

http://www.wsdot.wa.gov/publications/manuals/fulltext/M22-01/design.pdf. 

July 2011. 

WSDOT. 2011b. Point Defiance Bypass Project Final Transportation Discipline Report. 

Prepared by Parametrix. December 2011. 

WSDOT. 2011c. Point Defiance Bypass Project Draft Land Use Discipline Report. 

Prepared by WSDOT. October 2011. 

WSDOT. 2011d. Point Defiance Bypass Project Final Visual Quality Discipline Report. 

Prepared by Parametrix. October 2011. 

WSDOT. 2011e. Point Defiance Bypass Project Final Socioeconomic and Environmental 

Justice Discipline Report. Prepared by Parametrix. December 2011. 

WSDOT. 2011f. Point Defiance Bypass Project Final Public Services and Utilities 

Discipline Report. Prepared by Parametrix. November 2011. 

WSDOT. 2011g. Point Defiance Bypass Project Soils and Geology Discipline Report. 

Prepared by Landau Associates Inc. November 2011. 

WSDOT. 2011h. Point Defiance Bypass Project Final Wetland Discipline Report. 

Prepared by WSDOT. October 2011. 

WSDOT. 2011i. Point Defiance Bypass Project Final Fish, Wildlife, and Vegetation 

Discipline Report. Prepared by WSDOT. October 2011. 

WSDOT. 2011j. Point Defiance Bypass Project Air Quality Discipline Report. Prepared 

by WSDOT. October 2011. 

WSDOT. 2012a. Point Defiance Bypass Project Final Noise and Vibration Discipline 

Report. Prepared by Parsons Brinckerhoff. February 2012. 

WSDOT. 2012b. Point Defiance Bypass Project Draft Section 106 Survey Report – 

Historic, Cultural, and Archaeological Resources Discipline Report. Prepared by 

Sarah J. Van Galder, Angel Tomes, Edgar K. Huber, and Scott Thompson, 

Statistical Research, WA. 

WSDOT. 2012c. Point Defiance Bypass Project Water Resources Discipline Report. 

Prepared by Parametrix. February 2012. 
 

Attachment 1 – Design Process, 

Assumptions, Criteria, and 

Concept Plan Sheets 

1019 39th AVE SE, SUITE 100 

PUYALLUP, WA 98374 

T. 253.604.6600 F. 253.604.6799 

www.parametrix.com 

TECHNICAL MEMORANDUM 

Date: February 28, 2012 

To: Myria Foisy - WSDOT South Central Region 

Jason Biggs, P.E. - WSDOT Marine & Rail Division 

From: Kirk Wilcox/Owen Kikuta 

Subject: Design Process, Assumptions, Criteria, and Concept Plan Sheets 

cc: Project File 

Project Number: 554-1631-090 (AH/02A) 

Project Name: Point Defiance Bypass Project 

Grade Separation Concept Evaluation 

This memorandum summarizes the conceptual design process, design assumptions, and roadway design criteria 

for the preliminary analysis of grade separation alternatives for the Point Defiance Rail Bypass project. The 

purpose of the overall project is to enhance rail service frequency, reliability, and safety. The 20.5-mile long 

Project is located in Pierce County. Grade separation concepts were developed at the following four locations in 

Tacoma and Lakewood: 

 S. 56th Street over the existing track just west of S. Tacoma Way 

 S. 74th Street over the existing track just west of S. Tacoma Way 

 Bridgeport Way SW over the existing track just west of Pacific Highway SW 

 Existing track over Berkeley Street just west of I-5 

Design Process 

After determining the roadway design criteria, the preliminary design concepts for the grade separation 

alternatives were established in MicroStation and Inroads. The design process included the layout of horizontal 

alignments, vertical profiles, channelization, temporary roadways to maintain traffic during construction, bridge 

and retaining wall locations, and earthwork modeling. The footprint results from the preliminary design were 

used to estimate the costs and impacts for construction and right-of-way acquisition. The design layouts also 

helped to assess project risks as part of the preliminary cost risk assessment. 

Existing Base Map 

The existing base map and surface was created from 2 foot contours from LIDAR (light detection and ranging) 

and GIS (geographic information system) information obtained from WSDOT GIS. There is approximately ± 1’ 

accuracy when creating the existing surface at the four site locations from contours. Future ground survey will 

need to be completed at all locations to provide a more accurate surface for potential future design phases. 
March 2012 Point Defiance Bypass Project 

Attachment 1 – Grade Separation Concept Evaluation Page A1-2 

Design Criteria References 

Roadway design criteria for this project references the following documents: 

 City of Tacoma Public Works Department, Design Manual, April 2004 

 City of Lakewood, Engineering Standards Manual, March 2011 

 American Association of State Highway and Transportation Officials (AASHTO) ”Green Book”, 

2004 Edition 

 BNSF Railway – Union Pacific Railroad, Guidelines for Railroad Grade Separation Projects, 

January 2007 

 Washington State Department of Transportation, Design Manual, Volume 2-Design Criteria, July 2011 

Roadway Design Criteria 

The table below summarizes the key design criteria for each roadway in this grade separation analysis. 

Table 1. Proposed Roadway Design Criteria 

Road Classification Design/Posted

Speed 

Lane 

Width 

Shoulder

Width 

Max. 

Grade 

Design 

Vehicle 

S. 56th Street Urban Arterial 30/30 Varies* N/A 10% WB-67 

S. 74th Street Urban Arterial 30/30 Varies* N/A 10% WB-67 

S. Tacoma Way Urban Arterial 35/35 Varies* N/A 5% WB-67 

Bridgeport Way SW Principal Arterial 30/30 Varies** N/A 8% SU Truck 

Pacific Highway Principal Arterial 30/30 Varies** N/A 8% SU Truck 

* Lane widths for a multilane Urban Arterial with a total roadway width of 56’ are 12’ curb lanes, 11’ inside lanes and 

10’ center turn lane per City of Tacoma roadway standards. 

** Lane widths for a Principal/Minor Arterial with a total roadway width of 58’ are 12’ curb lanes, 11’ inside lanes and a 

12’ center turn lane per City of City of Lakewood roadway standards. 

Horizontal Design Summary 

South 56th Street: 

S. 56th Street would be reconstructed to raise the profile on its current alignment from S. Tacoma Way to 

approximately 1300’ west to S. Proctor Street, in order to achieve grade separation over the Sound Transit 

railroad tracks. This is approximately 1300’ of impact along S. 56th Street. 

A temporary at-grade roadway would be constructed south of the existing roadway to maintain traffic flow during 

construction. A temporary at-grade rail crossing and rail signal system would be provided on the temporary 

roadway. 

Right-of-way must be acquired along the south side of S. 56th Street to provide space for the temporary roadway. 

Several businesses will require relocation and demolition of existing structures will be necessary. 
Technical Memorandum (continued) 

Point Defiance Bypass Project March 2012 

Page A1-3 Attachment 1 – Grade Separation Concept Evaluation 

Two new structures would be provided. The first is over S. Washington Street to maintain local traffic flow under 

the raised profile of S. 56th Street. The second structure will be located over the three existing Sound Transit 

railroad tracks. These tracks will be upgraded to meet the needs of a higher speed rail line. 

Due to the high retaining walls and bridges along S. 56th Street, access to 56th would be limited to S. Durango 

Street and S. Tacoma Way. South Adams Street and Burlington Way would both become cul-de-sacs at S. 56th

Street. A new at-grade, unsignalized road crossing across the existing railroad spur line would be constructed 

between S. Proctor Street and Burlington Way. This new road connection would provide access from Burlington 

Way to S. 56th Street, using S. Proctor Street. 

A new signalized T-intersection would be provided at Durango Street to help mitigate the loss of access from 

S. Adams Street and S. Washington Street. 

South 74th Street: 

S. 74th Street would be reconstructed to raise the profile from 300’ east of S. Madison Street to S. Puget Sound 

Avenue, in order to achieve grade separation over the Sound Transit railroad tracks. This is approximately 1700of 

impact along S. 74th Street. The road alignment would be shifted south of the existing roadway to match into the 

tangent alignment east of S. Tacoma Way, and to maintain traffic flow on S. 74th Street during construction. 

Potential environmental issues with a property that contains an existing gas station at intersection of S. 74th Street 

and S. Tacoma Way may occur with proposed new roadway shifting into this location. 

Two new structures would be provided. The first structure is located over the proposed at-grade truck access road 

and would be approximately 85’ length. The proposed Truck Access Road is assumed to be at-grade. The truck 

access road will provide access circulation for the industrial properties west of the tracks, where the new retaining 

walls would prevent direct access onto S. 74th Street. The access road is designed to accommodate WB-67 

vehicles and would be signalized at the new intersection with S. 74th Street at the west end of the project. Existing 

truck traffic from the lumber yard currently exits onto the south side of S. 74th Street. Due to the high retaining 

wall at this current exit location, the lumber yard exit would have to be relocated to either S. Madison Street or the 

new truck access road. 

The second structure is located over existing Sound Transit railroad tracks and would be approximately 128’ 

length. The existing tracks will need to be upgraded to meet the needs of a higher speed rail line outside of 

existing upgraded rail line at the intersection. 

Bridgeport Way SW: 

Bridgeport Way SW would be reconstructed to raise the profile on its current alignment from the southbound I-5 

ramp terminal to Arrowhead Road SW, in order to achieve grade separation over the Sound Transit railroad 

tracks. This is approximately 1700’ of impact along Bridgeport Way SW. 

A temporary at-grade roadway would be constructed east of the existing roadway to maintain traffic flow during 

construction. A temporary at-grade rail crossing and rail signal system would be provided on the temporary 

roadway. 

The proposed structure over existing Sound Transit railroad tracks is approximately 160’ length. Extra bridge 

length on the north side would accommodate local access to the power substation to the west of the roadway. 

Bridgeport Way SW would still be tapered outwards approaching the intersection at Pacific Highway to continue 

to provide a short stretch of median space for a potential City of Lakewood gateway sign and landscaping. 
March 2012 Point Defiance Bypass Project 

Attachment 1 – Grade Separation Concept Evaluation Page A1-4 

Local commercial business accesses would be impacted on the east side of Bridgeport Way due to proposed 

retaining wall along east side of roadway 

Pacific Highway SW: 

Pacific Highway would be reconstructed approximately 700’ on each side of Bridgeport Way SW to raise the 

roadway profile to match into the raised profile of Bridgeport Way SW. 

A temporary at-grade roadway will be constructed north of the existing roadway to maintain traffic flow during 

construction. This temporary roadway will create a relocated intersection with the temporary roadway for 

Bridgeport Way SW. A temporary signal system would be provided at this relocated intersection during 

construction. 

Local business access along both sides of Pacific Highway would be impacted due to proposed retaining walls 

along both sides of the roadway. 

Vertical Design Summary 

Design speeds are equal to the posted speeds in accordance with the City of Tacoma Public Works Department, 

Design Manual, April 2004; Section 4.0.10 (A) Per the City of Tacoma Public Works Department, Design 

Manual, April 2004; Section 4.0.20 (B) the roadway profile grades in commercial and industrial areas should not 

exceed 8 %, and 5 % is desirable. Per the City of Lakewood, Engineering Standards Manual, March 2004; 

Appendix 2, Table 3, a 10 % maximum grade may be used for a 35 miles per hour (mph) or less design speed. 

Per WSDOT Design Manual, Exhibit 720-1 (July 2011), the minimum vertical clearance for a new bridge over 

railroad tracks is 23.5’, and for a new bridge over a non-freeway route is 16.5’. The design assumes a 4’ 

structure depth for structures over railroads. 

For sag curve lengths within WSDOT right-of-way that propose to meet the minimum length for comfort, an 

Evaluate Upgrade justification will need to be provided, along with continuous illumination in the proposed 

design. 

South 56th Street: 

A maximum grade of 10% was used on S. 56th Street to tie into existing grade before the intersection with 

S. Tacoma Way, to avoid impacting potentially historic properties along S. Tacoma Way. This 10% grade 

exceeds the City’s 8% maximum grade guideline, but a justification through the City approval process could cite 

the range of maximum grades (8%-11%) presented in AASHTO Exhibit 7-10. A 2% grade on S. 56th Street 

would extend through the S. Tacoma Way intersection to provide the minimum vertical sag curve length for 

comfort at 30 mph design speed approaching the 10% grade. 

The minimum vertical clearance over the travelled way of S. Washington Street is 15.5’ at curb line. Providing 

the desirable 16.5’ clearance over S. Washington Street would require a lesser grade on S. 56th Street that would 

substantially increase footprint impacts through the intersection with S. Tacoma Way. The minimum clearance 

over Sound Transit railroad tracks is 25.4’. 

South74th Street: 

A maximum grade of 10% was used on S. 74th Street to tie into existing grade before the driveways of an 

apartment complex, and the intersection with S. Tacoma Way. This 10% grade exceeds the City’s 8% maximum 

grade guideline, but a justification through the City approval process could cite the range of maximum grades 

(8%-11%) presented in AASHTO Exhibit 7-10. A 30 mph design speed, sag curve length for comfort was used 

for the profile tie-in location approaching S. Tacoma Way to reduce the grading impact to the intersection and 
Technical Memorandum (continued) 

Point Defiance Bypass Project March 2012 

Page A1-5 Attachment 1 – Grade Separation Concept Evaluation 

business accesses on S. Tacoma Way. A 35 mph design speed, sag curve length for comfort was used for the 

profile tie-in location approaching the western limit of the project to avoid impacting the existing driveways of the 

apartment complex and local businesses. 

The minimum vertical clearance of the proposed structures over the existing railroad tracks is approximately 24’, 

and approximately 30’ over the truck access road. 

Bridgeport Way SW: 

The maximum grade of 8% was used on Bridgeport Way SW to minimize impacts to driveway access for 

adjacent commercial properties. The I-5 southbound ramp terminal intersection would need to be raised 

approximately 1’ above existing grade to accommodate the raised Bridgeport Way SW profile. A 30 mph design 

speed, sag curve length for comfort mph and 8% grade was used to tie into existing grade before the approach 

slab of the existing structure over I-5. A 30 mph design speed, sag curve length for comfort mph and 8 % grade 

was used to tie into existing grade before Arrowhead Road SW on the north limit of the project. 

The minimum vertical clearance of the proposed structure over the existing Sound Transit railroad tracks is 

approximately 25’. 

The profile on Bridgeport Way SW maintains a 2% cross-slope across Pacific Highway SW. 

Pacific Highway SW: 

The maximum grade of 8% was used on Pacific Highway SW to minimize impacts to driveway access for 

adjacent commercial properties. The intersection would be raised approximately 27’ to meet the proposed raised 

profile of Bridgeport Way SW. 

A 30 mph design speed, sag curve length for comfort mph and 8% grade was used for the profile tie-in locations 

to minimize impacts to the driveways of adjacent businesses. 

The grade of the long driveway entrance to large hotel in the southeast quadrant would need to be steepened to 

meet the raised profile of Pacific Highway SW 

Berkeley Street SW: 

The vertical clearance of the proposed railroad structure is 18’ over Berkeley Street SW. 

Cross Section Design Summary 

Roadway cross-section widths follow the guidelines of the City of Tacoma and City of Lakewood roadway 

standards manuals. Roadway cross-slopes are assumed normal crown at all locations due to the urban location 

and low design and posted speeds for each roadway. 

Portland Cement Concrete Pavement is assumed for S. 56th Street and S. 74th Street due to 10% grades and sizable 

volumes of truck traffic. Severe rutting could occur with asphalt concrete pavement on grades of this magnitude. 

Asphalt concrete pavement is assumed for Bridgeport Way SW, Pacific Highway SW and Berkeley Street SW 

since they do not exceed 8% max grade and have lower truck volumes 
March 2012 Point Defiance Bypass Project 

Attachment 1 – Grade Separation Concept Evaluation Page A1-6 

Limitations of the Current Work and Next Steps: 

Design was taken to a conceptual level to determine general impacts and costs for grade separations at these 

locations. Each design is based on the above assumptions and criteria, all of which would need to be verified with 

the affected local agencies. The profiles and quantities are based on planning-level LIDAR survey data. More 

detailed topographic survey would be needed for more detailed design work. Assumptions for wall and bridge 

types were made for the purposes of estimating, these would need to be verified in a more detailed design phase. 

No geotechnical, stormwater or utility design was completed as part of this effort. Also, more detailed 

investigation of potentially impacted properties would be needed to determine the extent of historical or 

environmental issues. 



















 

Attachment 2 – Cost Estimate Process, 

Assumptions, Criteria, and 

Risk Identification 

1019 39th AVE SE, SUITE 100 

PUYALLUP, WA 98374 

T. 253.604.6600 F. 253.604.6799 

www.parametrix.com 

TECHNICAL MEMORANDUM 

Date: January 5, 2012 

To: Myria Foisy - WSDOT South Central Region 

Jason Biggs, P.E. - WSDOT Marine and Rail Division 

From: Owen Kikuta/Kirk Wilcox 

Subject: Cost Estimate Process, Assumptions, Criteria, and Risk Identification 

cc: Project File 

Project Number: 554-1631-090 (AH/02A) 

Project Name: Point Defiance Bypass Project Grade Separation Concept Evaluation 

This memorandum is to document the process used for developing preliminary cost estimates for the Point 

Defiance Rail Bypass grade separation concepts. This submittal incorporates WSDOT input from our review 

meetings on October 11, 2011, November 1, 2011, and email comments dated November 18, 2011. The 

preliminary results are summarized in the table below. 

Table 1. Cost Summary (Dollars in millions, year 2011) 

Location Construction*

Preliminary 

Engineering 

Right of 

Way Base Cost 

60th

Percentile 

Risk Cost 

-20% to + 40% 

Cost Range 

S. 56th Street $21.49 $2.83 $13.08 $37.40 $45.1 $36.1 - $63.1 

S. 74th Street $23.01 $3.03 $4.33 $30.37 $36.3 $29.1 - $50.9 

Bridgeport 

Way SW 

$35.59 $4.68 $17.2 $57.47 $67.1 $53.6 - $93.9 

Berkeley 

Street SW 

$46.33 $6.10 $0.1 $52.53 $61.8 $49.4 - $86.5 

* Sum of the construction cost, change orders, sales tax, 700 level items, and construction engineering. 

 
March 2012 Point Defiance Bypass Project 

Attachment 2 – Grade Separation Concept Evaluation Page A2-2 

Cost Estimating Methodology 

Preliminary Roadway Layout 

The design concepts for each potential grade separation location were determined in discussions with Kevin 

Jeffers of the WSDOT Marine and Rail office. The basic configurations chosen were roadways over the railroad 

tracks at S. 56th Street, S. 74th Street and Bridgeport Way SW and railroad over the roadway at Berkeley 

Street SW. These decisions were made based on surrounding topography and a high-level assessment of potential 

impacts to surrounding streets and properties. 

Conceptual roadway plans and profiles were completed using MicroStation and InRoads at each location. The 

number of lanes at each location matches the current street channelization. Lane and sidewalk widths are per the 

appropriate City of Tacoma or Lakewood design standards. A maximum 10 percent grade was used at the S.56th

Street and S. 74th Street crossings. The maximum grade is 8% at the Bridgeport Way SW crossing. The 

maximum railroad grade at Berkeley Street SW is 1%. 

Construction Cost Estimate 

To produce the base cost estimate, direct quantities were calculated from the plans and profiles for embankments, 

excavation, bridge deck areas, bridge approach slabs, wall areas, paving and sidewalk areas, and temporary detour 

roadway areas. The project footprint lengths and areas were used to make per square foot or per linear foot 

assumptions for items such as storm sewer pipe, stormwater detention and water quality features, illumination and 

pavement markings. Large ticket items such as traffic signals and railroad crossings were estimated on an 

individual basis at each location. Markup percentages were used for mobilization and items that are difficult to 

estimate at the preliminary stages of projects such as utilities, temporary water pollution control, construction 

staging, traffic control, roadside restoration, and other miscellaneous items. The percentages were adjusted for 

each project location to match individual conditions. 

Sources for pricing included the WSDOT Unit Bid History, bid results from individual WSDOT and local agency 

projects with similar scopes, Parametrix bid history records, and engineering judgment from the team preparing 

the estimate. Overall project costs were compared to similar projects to confirm that the base estimate is within 

the proper order of magnitude. Two projects in particular used for comparison are the WSDOT SR 522 to US 2 

ramp overcrossing of the BNSF mainline tracks in Monroe (awarded in June 2010) and the City of Puyallup Shaw 

Road overcrossing of BNSF mainline tracks (completed in 2010). 

Right of Way Cost Estimate 

Right of way impacts were developed using the project footprint from the preliminary design work above and 

overlaid on Pierce County Assessor’s maps. Costs for impacted properties were determined using the assessed 

values with markup factors similar to those used by WSDOT Real Estate Services staff on the SR 510 Yelm Loop 

corridor. The markup factors include a 20% premium over the assessed value for assumed market value, 

relocation cost and/or cost to cure if appropriate, acquisition labor, and a factor for condemnation costs. 

Engineering judgment based on field visits and aerial photos were used to determine whether relocation would be 

necessary and what level of work would be necessary for an impacted property to remain in use (the cost to cure 

determination). At the Berkeley Street location, no right of way acquisition is anticipated, and any potential 

existing encroachment by adjacent property owners is assumed to not add additional costs, except as already 

estimated. 

 
Technical Memorandum (continued) 

Point Defiance Bypass Project March 2012 

Page A2-3 Attachment 2 – Grade Separation Concept Evaluation 

Risk Assessment Modeling 

The base costs were compiled on forms from the WSDOT Strategic Analysis and Estimating Office. Each base 

cost estimate was then loaded into the WSDOT Risk Based Estimating Self Modeling tool to evaluate project 

risks at each location. The risks, probabilities and values were initially determined by the project team and 

modified following our initial review meeting on October 11. The 60th percentile risk values shown in the table 

above are directly from the Risk Based Estimating tool. The individual base costs, Risk Based Estimating results, 

and right of way estimate sheets are included with this memo. 

Establishment of Cost Range 

Guidance is provided for the establishment of likely cost ranges based on the level of project maturity in Table 1 

of the Cost Estimating Manual for WSDOT Projects (July, 2009). While the level of design completed in support 

of this estimate is very low (likely in the 1% to 3% range), it is our opinion that the ranges provided in the table 

would be overly conservative. Per Table 1 of the referenced manual, these estimates should be bracketed in either 

the -50% to + 200% range or -40% to +100% range. For the projects as defined for this effort, we are able to 

clearly define the major cost items, specifically the structure, wall, embankment and paving items. With these 

costs well established, a substantial list of risk items defined for each location, and other similar grade separation 

projects that have been built recently, we think that a range of -20% to +40% more reasonably suits this specific 

estimating level of effort. Also, the scope of each project is constrained by surrounding existing features. For 

instance, the grade separations at 56th Street and 74th Street need to match existing grade by the point that they 

reach South Tacoma Way. Any substantial grade change to South Tacoma Way would have very expensive 

ripple effects through the densely developed urban neighborhood, and the large increase in right of way impacts 

and construction cost would likely not be worth the benefit of a reduced maximum grade for the grade-separated 

street. This increases our confidence that the projects as defined are realistic and would likely remain similar in 

size and impact if more detailed designs were carried forward at each location. 

Key Assumptions and Issues 

S. 56th Street 

Key assumptions and issues at S. 56th Street include: 

 Matching in at South Tacoma Way to avoid impacting potential historic properties, which necessitates a 

10% maximum grade. 

 Providing a second structure at S. Washington Street in addition to the railroad overcrossing to maintain 

local circulation that would otherwise be cut off by the approach embankment. 

 Providing a new signalized intersection at S. 56th Street and Durango Street to facilitate local access. 

 Using Portland Cement Concrete Pavement for S. 56th Street due to the steep (10%) grades and sizable 

volumes of truck traffic. Severe rutting could occur with asphalt concrete pavement on grades of that 

magnitude. 

 A new connection across a railroad spur line is included to connect Adams Street on the north side of 

S. 56th Street to Proctor Street. This new crossing is assumed to be at-grade and unsignalized. 

 A temporary roadway would be built to the south of the existing S. 56th Street railroad crossing to detour 

traffic during construction. This is the source of much of the right of way impacts. 
March 2012 Point Defiance Bypass Project 

Attachment 2 – Grade Separation Concept Evaluation Page A2-4 

S. 74th Street

Key assumptions and issues at S. 74th Street include: 

 Matching in at South Tacoma Way to minimize roadway reconstruction and parcel access impacts, which 

necessitates a 10% maximum grade. 

 Using Portland Cement Concrete Pavement for S. 74th Street due to the steep (10%) grades and sizable 

volumes of truck traffic. Severe rutting could occur with asphalt concrete pavement on grades of that 

magnitude. 

 Providing a second structure to the west of the railroad overcrossing to provide local access and truck 

circulation for the industrial properties west of the tracks. The access road is designed to accommodate 

WB-67 vehicles and would be signalized at S. 74th Street. 

 The new bridge would be to the south of the existing crossing, so much of the work could be completed 

with traffic on the existing road. A short detour roadway on the proposed truck access road would be 

needed at the west end of the project and some temporary retaining walls are assumed to allow 

embankment construction while traffic is maintained. 

 Costs for overhead power relocation were left to the risk portion of the estimate since it is not known at 

this time whether the costs would be borne by the utility or the contracting agency. This would be an 

important first step to resolve if this grade separation location is carried forward. 

Bridgeport Way SW 

Key assumptions and issues at Bridgeport Way SW and Pacific Highway include:

 Matching in at the southbound I-5 ramp terminal and before the Arrowhead Road intersection, which 

results in an 8% maximum grade. 

 Asphalt concrete pavement is assumed to be used for this location since the maximum grade is 8% and 

there are lower truck volumes. 

 The railroad overcrossing structure has been extended to the north to accommodate a local access to a 

power substation. 

 The grade of Pacific Highway is assumed to touch down in time to avoid access impacts to a large hotel 

in the southeast quadrant. 

 It is assumed that temporary detour roadways would need to be constructed to the east of Bridgeport 

Way SW and to the northwest of Pacific Highway to maintain traffic during construction. This would 

keep the future alignment of Bridgeport Way SW in the same location as the current roadway. Some 

costs could be saved by moving the crossing to the east and routing construction traffic on the existing 

street but curvature would be induced in the alignment, the skewed intersection with Pacific Highway 

would be worsened, and the I-5 ramp terminal intersection would possibly be affected. 

 Several street closures would be needed to complete the final embankments across the Bridgeport 

Way SW and Pacific Highway temporary roadways. The Pacific Highway closure could be avoided by 

lengthening the railroad crossing structure to the south over the temporary roadway. 
Technical Memorandum (continued) 

Point Defiance Bypass Project March 2012 

Page A2-5 Attachment 2 – Grade Separation Concept Evaluation 

Berkeley Street SW 

Key assumptions and issues at Berkeley Street SW include: 

 A 100-foot span over Berkeley Street SW will be adequate to accommodate future widening of the street 

as improvements are made to the I-5 interchange. 

 A second 50-foot bridge is included to cross Murray Creek. 

 Costs and difficulties with removing business encroachments from the west side of the railroad right of 

way are included in the risk section of the estimate. 

 An increased cost factor was used for backfilling the “T-Walls” as compared to embankment with typical 

Structural Earth Walls at the other locations. This is reflected in the gravel borrow unit price for the 

proposed rail line. 

 
Construction Costs $ 16,797,844 Project Title Point Defiance B

PIN # N/

Design Allocations $ - WIN# N/

SR N/

Change Order Cont. 4.0% $ 753,986.42 Mileposts South 56

Project Manager (PE)

Sales Tax 8.5% $ 1,427,816.73 Preparers Name Edward Soto / O

Date of Costs 10/

CN Subtotal $ 18,849,661 Date of Update

Date of Basis of Estimate

Right of Way Costs 13080000 $ 13,080,000 Date of Review

Preliminary Engineering 15% $ 2,827,449.09

Construction Engineering 10% $ 1,884,966.06

700 Level Items $ 624,000 $ 624,000800 Level Items $ - $ -

Total Project Costs $ 37,396,062

Total Project Costs (from 

60th Percentile Risk Base 

Est.) $ 45,100,000

-20% $ 36,080,000

+40% $ 63,140,000

Total Project Costs 

(-20% to +40% Range from 

60th Percentile)

Estimate Summary

Summary Project Assumptions

Summary of Risks

Based on conceptual design prepared in 201

listed in more detail in the Estimate Sheet a

backup.

Hazardous waste from rail yard and old 

Impacts to potentially historic build

Additional utility costs and delay

See Risk Matrix Spreadsheet for complete 

Point Defiance Bypass Project A2-6 Attachment 2 - Grade Sepa
UOM Unit Quan Item Unit Cost By Item Total

Major item LS 

Total Group Total NOTES

$ 1,890,951

10% 1 1,660,951 $ $ 1,660,951 Approximately 10% of Construction Total

Building Demolition L.S. 1 140,000 $ $ 140,000 $2/SF 

L.S. 1 90,000 $ $ 90,000 $100k/lane-mi

$ -

$ -

$ -

$ 1,106,600

C.Y. 12000 $10 $ 120,000 NWR UBA, for SEW foundation

Ton 78100 $11 $ 859,100 NWR UBA, includes SEW backfill

C.Y. 42500 $3 $ 127,500 NWR UBA

$ -

$ -

$ -

$ 488,000

L.S. 1 $250,000 $ 250,000 $10/SF impervious, assume treat half of impervious on east side of crest curve

Filtration Water Quality Treatment L.S. 1 $15,000 $ 15,000 $0.60/SF impervious, assume treat half of impervious on east side of crest curve

Detention Pond L.S. 1 $50,000 $ 50,000 $2/SF impervious, assume treat half of impervious west of crest curve

Water Quality Pond L.S. 1 $13,000 $ 13,000 $0.50/SF impervious, assume treat half of impervious west of crest curve

Catch Basin Type 1 EA 15 $1,500 $ 22,500 Incl Excav, Shoring, etc

EA 5 $3,500 $ 17,500 Incl Excav, Shoring, etc

L.F. 3000 $ 40 $ 120,000 Incl Excav, Shoring, etc

$ -

$ 5,088,540

S.F. 8,304 $180 $ 1,494,720 WSDOT Bridge Manual, previous projects

S.F. 6,874 $180 $ 1,237,320 WSDOT Bridge Manual, previous projects

S.F. 26,545 $50 $ 1,327,250 WSDOT Bridge Manual, Conc. Panel

L.F. 2,400 $300 $ 720,000 NWR UBA

S.Y. 837 $250 $ 209,250

L.S. 1 $100,000 $ 100,000

$ -

$ -

$ -

$ 203,750

Ton 1850 $75 $ 138,750 NWR UBA, 0.5' depth (Durango, Proctor connector, cul-de-sacs)

Ton 1200 $25 $ 30,000 NWR UBA, 0.33' depth

Ton 1750 $20 $ 35,000 NWR UBA, 0.5' depth

$ -

$ -

$ -

$ -

$ 640,277

SF 58207 $ 11 $ 640,277 SF cost all-inclusive per PMX tool, 0.83' depth PCCP & 1' CSBC on 56th

$ -

$ -

$ -

$ -

$ 1,573,500

L.F. 2450 $ 30 $ 73,500 PMX base cost tool

Pavement Markings L.F. 10000 $ 1 $ 10,000

Signing L.S. 1 30,000 $ $ 30,000 $36k/lane-mi

Illumination EA 20 15,000 $ $ 300,000 Pole every 150' each side, $15k/pole

Temp Signal System L.S. 2 150,000 $ $ 300,000 Washington & Adams St intersections w/ temp roadway during construction

Permanent Signal System L.S. 1 150,000 $ $ 150,000 Durango St, 3-leg intersection

Traffic Signal Modifications L.S. 1 50,000 $ $ 50,000 South Tacoma Way intersection

SF 110000 6.00 $ $ 660,000 To maintain traffic during bridge/wall construction, HMA SF cost all-inclusive

$ -

$ -

$ 5,806,226

Utilities 5% 1 $455,033 $ 455,033 PMX base cost tool, assumes utilities by franchise

4% 1 $364,027 $ 364,027 PMX base cost tool

5% 1 $455,033 $ 455,033 PMX base cost tool

10% 1 $910,067 $ 910,067 PMX base cost tool, urban area

2% 1 $182,013 $ 182,013 Seeding, Planting, Fencing, Cleanup

30% 1 $3,440,052 $ 3,440,052

$ -

$ -

$ -

$ 624,000

$ -

700 DAY 200 $600 $ 120,000

700 SF 4200 $40 $ 168,000 Precast railroad crossing panels for temp roadway during construction

700 L.S. 1 $300,000 $ 300,000 Crossing signal for temp roadway during construction

700 SF 900 $40 $ 36,000 Precast RR x-ing panels for new unsignalized crossing between Proctor & Adams

800 $ -

800 $ -

800 $ -

1 $ -

$ -

$ -

$ -

Total $ 16,797,844

Bridge Architectural Features

Item Description

Schedule A Storm Sewer Pipe

Detention Vault

COST ESTIMATE - 56th Street

Prepared by Parametrix for WSDOT Rail and Marine Office

PIN NUMBER:

SR, MP's:

PROJECT TITLE:

DESCRIPTION OF WORK

N/ASouth 56th Street

N/A

56th Street grade separation concept over rail line

Point Defiance Bypass Project

REGION:

Structural Earth Walls

State Rail & Marine Office

GRADING, DRAINAGE AND STOCKPILING

WATERLINES, STORM AND SANITARY SEWERS

Bridge Approach Slabs

Temp Railroad Crossing

Temp Railroad Crossing Signal

STRUCTURES

Catch Basin Type 2

Crushed Surfacing Base Course

Structural Earth Wall Traffic Barrier

HMA

Roadway Bridge 1- spans up to 140 ft

CEMENT CONCRETE PAVEMENT

Portland Cement Concrete Pavement

Roadway Bridge 2- spans up to 140 ft

NON - BID COSTS 700 Level Items

Railroad Crossing 

NON - BID COSTS 800 Level Items

Railroad Flagging

Traffic Control

Temporary Water Pollution Control

Construction Staging

OTHER ITEMS

Roadside Restoration

Design Allowance for Additional Items

Curb, Gutter, and Sidewalk

Temporary Roadway 

Crushed Surfacing Top Course

ASPHALT AND SURFACING

TRAFFIC

MOBILIZATION AND PREPARATION

Gravel Borrow

Embankment Compaction

Roadway Excavation

Mobilization 

Removal of Structures and Obstructions

Point Defiance Bypass Project A2-7 Attachment 2 - Grade Separation Concept Evaluation
 56th Street 11/23/2011

Total Base Estimate (CY)

Pre-mitigated Post-mitigated

37.42 $M 0.00 $M

Statistics Pre-mitigated Post-mitigated

Min 30.42 $M

Max 58.32 $M

Median 44.03 $M

10% 39.02 $M

20% 40.71 $M

30% 41.90 $M

40% 42.98 $M

50% 44.03 $M

60% 45.10 $M

70% 46.17 $M

80% 47.41 $M

90% 49.11 $M

Total Cost 

Current Year (CY)

0%

1%

2%

3%

4%

5%

6%

7%

8%

9%

30333638414346485153565861

Total-Cost [$M]

Pre-mitigated

Post-mitigated

Base Pre-mitigated

Base Post-mitigated

Total Cost 

Current Year (CY)

0%

20%

40%

60%

80%

100%

120%

30.4

32.95

35.5

38.05

40.6

43.15

45.7

48.25

50.8

53.35

55.9

58.45

61

Total-Cost [$M]

Pre-mitigated

Post-mitigated

Base Pre-mitigated

Base Post-mitigated

Point Defiance Bypass Project A2-8 Attachment 2 - Grade Separation Concept Evaluation
Value Variability

% 

Target AD date 04/15/15 10% Mob 10.0% A/B/A Duration 3Mo 50 

Estimated CN Duration 24.0Mo 15% Tax 8.5%Non-WSDOT ratesYOE 60 

Estimated PE Cost 2.83 $M 10% CE 10.0% PE 2.9$M 70 

Estimated ROW Cost 13.10 $M 15% PE 13.2% ROW 14.3$M 80 

WSDOT accepts no responsibility for its 

use Estimated CN Cost 21.49 $M 15% C.O.C 4.0% CN 24.5$M 90 

Risk #

Status

Dependency

Project Phase Summary Description Threat and/or Opportunity Detailed Description of Risk Event (Specific, Measurable, Attributable, Relevant, Timebound) [SMART] Risk Trigger

Type

Probability/Correlation

Expected Impact 

($M)

Probability (%)

Impact

StrategyACTIO

including 

(1) (2) (3) (5) (6) (7) (8) (9) (10) [10a] (11) (12) (13) (14) (16) 

Threat MIN 1.00$M VH Mo $

MAX 8.00$M H

Most Likely 5.00$M

M

0

L

MIN 0.0Mo VL

MAX 3.0Mo VL L M H VH

Threat Most Likely 1.0Mo

Threat MIN 0.20$M VH

MAX 2.00$M H Mo $

Most Likely 0.50$M

M

0Master Duration Risk L

MIN 0.0Mo VL

MAX 6.0Mo VL L M H VH

Threat Most Likely 2.0Mo

Threat MIN 0.00$M VH

MAX 1.00$M H

Most Likely 0.20$M

M Mo $

2

0 L

MIN 0.0Mo VL

MAX 6.0Mo VL L M H VH

Threat Most Likely 3.0Mo

Threat MIN 1.00$M VH

MAX 4.00$M H

Most Likely 2.50$M

M Mo $

0Master Duration Risk L

MIN 0.0Mo VL

MAX 6.0Mo VL L M H VH

Threat Most Likely 2.0Mo

ROW

Schedule

If Wetland 

impact is larger 

than 1/2 acre 

and ratio 

exceeds 4:1.

Moderate

1.0Mo

There is potential for hazardous waste to 

be encountered during excavation or 

building demo due to historic use of the 

area as a rail maintenance and switching 

yard.

Material to be 

excavated tests as 

contaminated.

The project could be burdened with 

additional cost responsibility for utilities 

that are impacted by the work.

Schedule Cost Cost

Hazardous materials 

may increase 

excavation costs

Cost

50%

Buildings to be demolished for the project 

could be determined to be eligible for 

historic listing, which could lead to 

additional environmental documentation 

costs

Building(s) are 

identified as historic

Risk Identification

48.98 

50.15 

44.03

Additional Utility 

Costs/Delays

Cost

Total Cost 

CY [$M]

45.10

J. Biggs

Point Defiance Bypass - 56th Street Grade Separation Conceptual Estimate Total Cost YOE [$M]

46.17 51.35

Qualitative Display of the Best Guess Impact

Risk Markups

11/21/11

WSDOT Escalation 

tables built-in.

 The 

above macro should be activated to generate the 

final results. Do not stop it if 

it is running.

n/a

47.41 52.69

n/a

Wetland 

mitigation may 

require additional 

R/W

The mitigation ratio has not been 

finalized and also there could be 

additional impacts to wetlands 

which would increase the amount 

of R/W needed for the mitigation 

area.

Probability

4$M88%

3 Active

2 Active

Pre-construction

Active

Finalize 

impacte

agen

49.11

Very Low

Risk Matrix (Probability of Occurrence by 

Expected Impact)

(15)

Schedule

Very High

54.61

Project Title 

Estimate Date 

Project PIN # 

Project 

Manager

The yellow highlighted cells have to be filled in order for macro to run correctly. The light green highlighted cells may be filled if you know what you are doing. !!!!!!!! Existing (Pre-Mitigated) Design!!!!!!!!!!!!Created 

Quantitative Analysis 

Last Review 

Date

EXAMPLE

1.2Mo 0.15$M

1 Active

Construction

Moderate

1.5Mo

Very High 50%

1.25$M

Schedule

Very Low

Avoidance Acceptance

ImpactImpact

Coordinate owners

Low Very Low

A study of b

project wou

design pha

Risk Impact 

($M or Mo)

75%

High

0.53$M 1.8Mo

Positive 

correlation

Very High

Very Low

Mitigation

Impact

Acceptance

Impact

Construction

Utility relocation 

costs are assigned 

to the project.

A soil testin

preliminary forward.

Possible historic 

buildings

Probability Probability Probability

Positive 

correlation

Moderate

Point Defiance Bypass Project A2-9 
Risk #

Status

Dependency

Project Phase Summary Description Threat and/or Opportunity Detailed Description of Risk Event (Specific, Measurable, Attributable, Relevant, Timebound) [SMART] Risk Trigger

Type

Probability/Correlation

Expected Impact 

($M)

Probability (%)

Impact

StrategyACTIO

including 

(1) (2) (3) (5) (6) (7) (8) (9) (10) [10a] (11) (12) (13) (14) (16) 

Risk Identification Qualitative Display of the Best Guess Impact 

Risk Matrix (Probability of Occurrence by 

Expected Impact)

(15)

The yellow highlighted cells have to be filled in order for macro to run correctly. The light green highlighted cells may be filled if you know what you are doing. !!!!!!!! Existing (Pre-Mitigated) Design!!!!!!!!!!!!Created 

Quantitative Analysis 

Risk Impact 

($M or Mo)

Threat MIN 1.00$M VH

MAX 3.00$M H

Most Likely 2.00$M

M

4

0 L Mo $

MIN 0.0Mo VL

MAX 4.0Mo VL L M H VH

Threat Most Likely 2.0Mo

Threat MIN 0.50$M VH

MAX 2.00$M H

Most Likely 0.75$M

M

0Master Duration Risk L Mo $

MIN 0.0Mo VL

MAX 3.0Mo VL L M H VH

Threat Most Likely 1.0Mo

Threat MIN 0.00$M VH

MAX 7.50$M H Mo $

Most Likely 4.00$M

M

6

0 L

MIN 0.0Mo VL

MAX 4.0Mo VL L M H VH

Threat Most Likely 1.0Mo

MIN VH

MAX H

Most Likely

M

0Master Duration Risk L

MIN VL

MAX VL L M H VH

Most Likely

MIN VH

MAX H

Most Likely

M

8

0 L

MIN VL

MAX VL L M H VH

Most Likely

MIN VH

MAX H

Most Likely

M

0Master Duration Risk L

MIN VL

MAX VL L M H VH

9

Retired

NO RISK

Cost Schedule Cost

Probability

Schedule

NO RISK

0.00$M 0.0Mo

NO RISK

Impact

Probability

0.0Mo

NO RISK

0.00$M

NO RISK

NO RISK

1.0Mo 0.0Mo

Impact

Cost

Probability

0.00$M

Minimal design effort

Moderate Very Low

0.23$M

Cost

2.94$M

Only very preliminary conceptual work has 

been completed. The scope has a high 

probablilty of growing as further refinement 

and detail is added.

The project 

definition/scope 

grows beyond that 

assumed for the current estimate

75%

Pre-construction

8

Retired

6 Active

Cost Schedule Schedule

Avoidance

Impact

Probability

High

Very High Very Low

7

Retired

Impact

Probability Work with C

Avoidance

NO RISK

NO RISK

Work with pscope 

NO RISK

Negotiations break 

down with property 

owners

Cost

5 Active

Pre-constructionThere may be additional street work needed to match into the City street system as compared to the conceptual design, such as improvements to 58th and Durango to compensate for the Adams St closure. City disagrees with preliminary design concept

Low

Schedule

0.60$M 0.6Mo

Schedule

0.3Mo

Additional 

improvements needed 

to City streets

25%

Right of way acquisition could be more 

expensive or take longer than assumed

Additional R/W 

Costs/Delays

Active

4 ROW

Very Low

30%

Probability

Impact

Acceptance Begin appra

Low manner.

High

Point Defiance Bypass Project A2-10 
Construction Costs $ 18,417,415 Project Title Point Defiance 

PIN # N

Design Allocations $ - WIN# N

SR N

Change Order Cont. 4.0% $ 807,395.82 Mileposts South 74

Project Manager (PE)

Sales Tax 8.5% $ 1,565,480.29 Preparers Name Edward Soto, O

Date of Costs 10/0

CN Subtotal $ 20,184,896 Date of Update

Date of Basis of Estimate

Right of Way Costs 4330000 $ 4,330,000 Date of Review

Preliminary Engineering 15% $ 3,027,734.33

Construction Engineering 10% $ 2,018,489.55

700 Level Items $ 202,000 $ 202,000800 Level Items $ - $ -

Total Project Costs $ 30,368,515

Total Project Costs (from 

60th Percentile Risk Base 

Est.) $36,330,000

-20% $29,064,000

-40% $50,862,000

Total Project Costs 

(-20% to +40% Range from 

60th Percentile)

Additional utility costs and delay

Railroad and industrial site hazardous 

Gas station underground contamin

See Risk Matrix Spreadsheet for complete 

Estimate Summary

Summary Project Assumptions

Summary of Risks

Point Defiance Bypass Project A2-11 Attachment 2 - Grade Sepa
REGION:

N/A

State Rail & Marine Office S 74th Street grade separation concept over rail line

Point Defiance Bypass Project

COST ESTIMATE - 74th Street

Prepared by Parametrix for WSDOT Rail and Marine Office

PIN NUMBER:

SR, MP's:

PROJECT TITLE:

DESCRIPTION OF WORK

N/ASouth 74th Street

$ 2,131,381

10% 1 1,785,381 $ $ 1,785,381 Approximately 10% of Construction Subtotal

Building Demolition L.S. 1 25,000 $ $ 25,000 $2/sf 

Removal of Structures and Obstructions L.S. 1 121,000 $ $ 121,000 $100k/lane-mi

L.S. 1 200,000 $ $ 200,000 Incl. UST removal & soil cleanup

$ -

$ -

$ -

$ 1,596,500

C.Y. 8500 $10 $ 85,000 NWR UBA, for SEW foundation

Ton 108000 $11 $ 1,188,000 NWR UBA, includes SEW backfill

C.Y. 62000 $3 $ 186,000 NWR UBA

LF 275 $500 $ 137,500 Includes excavation, and other misc. work

$ -

$ -

$ -

$ 402,000

L.S. 1 $150,000 $ 150,000 $10/SF impervious, assume treat half of impervious on east side of crest curve

Filtration Water Quality Treatment L.S. 1 $10,000 $ 10,000 $0.60/SF impervious, assume treat half of impervious on east side of crest curve

Detention Pond L.S. 1 $55,000 $ 55,000 $2/SF impervious, assume treat half of impervious west of crest curve

Water Quality Pond L.S. 1 $14,000 $ 14,000 $0.50/SF impervious, assume treat half of impervious west of crest curve

Catch Basin Type 1 EA 16 $1,500 $ 24,000 Incl Excav, Shoring, etc

EA 6 $3,500 $ 21,000 Incl Excav, Shoring, etc

L.F. 3200 $ 40 $ 128,000 Incl Excav, Shoring, etc

$ -

$ 5,966,460

S.F. 8,081 $180 $ 1,454,580 WSDOT Bridge Manual, previous projects

S.F. 10,136 $180 $ 1,824,480 WSDOT Bridge Manual, previous projects

S.F. 28,273 $50 $ 1,413,650 WSDOT Bridge Manual, Conc. Panel

L.F. 1,800 $300 $ 540,000 NWR UBA

Bridge Approach Slabs S.Y. 675 $250 $ 168,750

Bridge Architectural Features L.S. 1 $75,000 $ 75,000

S.F. 9,800 $50 $ 490,000 For staging and temp roadway

$ -

$ -

$ -

$ 344,000

Ton 3130 $75 $ 234,750 NWR UBA, 0.5' depth, Truck access road

Ton 2050 $25 $ 51,250 NWR UBA, 0.33' depth

Ton 2900 $20 $ 58,000 NWR UBA, 0.5' depth

$ -

$ -

$ -

$ -

$ 630,850

S.F. 57350 $11 $ 630,850 SF cost all-inclusive per PMX tool, 0.83' depth PCCP & 1' CSBC on 74th

$ -

$ -

$ -

$ -

$ 771,600

L.F. 2550 $30 $ 76,500 PMX base cost tool

Pavement Markings L.F. 6500 $1 $ 6,500

Signing L.S. 1 $45,000 $ 45,000 $36k/lane-mi

Illumination EA 20 $15,000 $ 300,000 Pole every 150', $15k/pole

Permanent Signal System L.S. 1 $150,000 $ 150,000 At truck access roadway, 3-leg intersection

Traffic Signal Modifications L.S. 1 $100,000 $ 100,000 Two modifications for staging at S. Tacoma Way

S.F. 15600 $6 $ 93,600 To maintain traffic during bridge/wall construction, SF cost all-inclusive

$ -

$ -

$ 6,574,625

Utilities 5% 1 $485,571 $ 485,571 PMX base cost tool, assumes utility franchise

4% 1 $388,456 $ 388,456 PMX base cost tool

5% 1 $485,571 $ 485,571 PMX base cost tool

10% 1 $971,141 $ 971,141 PMX base cost tool

5% 1 $485,571 $ 485,571 Seeding, Planting, Fencing, Cleanup- 5% because of restoration of existing 74th

30% 1 $3,758,316 $ 3,758,316

$ -

$ -

$ -

$ 202,000

$ -

700 DAY 170 $600 $ 102,000

700 L.S. 1 $100,000 $ 100,000 Relocate signal due to construction impact

700 $ -

800 $ -

800 $ -

800 $ -

1 $ -

$ -

$ -

$ -

Total $ 18,417,415

Embankment Compaction

Construction Staging

Roadway Bridge 2- spans up to 140 ft

OTHER ITEMS

WATERLINES, STORM AND SANITARY SEWERS

STRUCTURES

Catch Basin Type 2

Structural Earth Walls

Curb, Gutter, and Sidewalk

Mobilization 

Gas Station Demolition and Cleanup

MOBILIZATION AND PREPARATION

Gravel Borrow

HMA

Roadway Bridge 1- spans up to 140 ft

Portland Cement Concrete Pavement

Crushed Surfacing Top Course

ASPHALT AND SURFACING

Crushed Surfacing Base Course

NON - BID COSTS 700 Level Items

NON - BID COSTS 800 Level Items

Temp. Retaining Walls

CEMENT CONCRETE PAVEMENT

Temporary Roadway

Roadside Restoration

Detention Vault

Schedule A Storm Sewer Pipe

Design Allowance for Additional Items

GRADING, DRAINAGE AND STOCKPILING

Plain ST. Culv. Pipe 0.138 in. Th. 72 In. Diam.

Roadway Excavation

Railroad Flagging

Rail X-ing Signal Modification

Temporary Water Pollution Control

Traffic Control

TRAFFIC

Structural Earth Wall Traffic Barrier

Point Defiance Bypass Project A2-12 Attachment 2 - Grade Separation Concept Evaluation
 74th Street 11/23/2011

Total Base Estimate (CY)

Pre-mitigated Post-mitigated

30.37 $M 0.00 $M

Statistics Pre-mitigated Post-mitigated

Min 25.14 $M

Max 47.71 $M

Median 35.44 $M

10% 31.22 $M

20% 32.65 $M

30% 33.71 $M

40% 34.62 $M

50% 35.44 $M

60% 36.33 $M

70% 37.28 $M

80% 38.39 $M

90% 39.86 $M

Total Cost 

Current Year (CY)

0%

1%

2%

3%

4%

5%

6%

7%

8%

9%

25272931333537394143464850

Total-Cost [$M]

Pre-mitigated

Post-mitigated

Base Pre-mitigated

Base Post-mitigated

Total Cost 

Current Year (CY)

0%

20%

40%

60%

80%

100%

120%

25.1

27.1429.1831.2233.26

35.3

37.3439.3841.4243.46

45.5

47.5449.58

Total-Cost [$M]

Pre-mitigated

Post-mitigated

Base Pre-mitigated

Base Post-mitigated

Point Defiance Bypass Project A2-13 Attachment 2 - Grade Separation Concept Evaluation
Value Variability

% 

Target AD date 04/15/15 10% Mob 10.0% A/B/A Duration 3Mo 50 

Estimated CN Duration 24.0Mo 15% Tax 8.5%Non-WSDOT ratesYOE 60 

Estimated PE Cost 3.03 $M 10% CE 10.0% PE 3.1$M 70 

Estimated ROW Cost 4.33 $M 15% PE 13.2% ROW 4.7$M 80 

WSDOT accepts no responsibility for its 

use Estimated CN Cost 23.01 $M 15% C.O.C 4.0% CN 26.2$M 90 

Risk #

Status

Dependency

Project Phase Summary Description Threat and/or Opportunity Detailed Description of Risk Event (Specific, Measurable, Attributable, Relevant, Timebound) [SMART] Risk Trigger

Type

Probability/Correlation

Expected Impact 

($M)

Probability (%)

Impact

StrategyACTIO

including 

(1) (2) (3) (5) (6) (7) (8) (9) (10) [10a] (11) (12) (13) (14) (16) 

Threat MIN 1.00$M VH Mo $

MAX 8.00$M H

Most Likely 5.00$M

M

0

L

MIN 0.0Mo VL

MAX 3.0Mo VL L M H VH

Threat Most Likely 1.0Mo

Threat MIN 0.25$M VH

MAX 2.00$M H

Most Likely 0.50$M

M Mo $

0Master Duration Risk L

MIN 0.0Mo VL

MAX 3.0Mo VL L M H VH

Threat Most Likely 1.0Mo

Threat MIN 0.00$M VH

MAX 1.00$M H

Most Likely 0.50$M

M Mo $

2

0 L

MIN 0.0Mo VL

MAX 2.0Mo VL L M H VH

Threat Most Likely 1.0Mo

Threat MIN 0.50$M VH

MAX 2.00$M H

Most Likely 2.00$M

M

0Master Duration Risk L Mo $

MIN 0.0Mo VL

MAX 4.0Mo VL L M H VH

Threat Most Likely 2.0Mo

ROW

Schedule

If Wetland 

impact is larger 

than 1/2 acre 

and ratio 

exceeds 4:1.

Moderate

1.0Mo

There is potential for hazardous waste to 

be encountered during excavation or 

building demo due to gas station and 

automotive-related businesses in the area 

as well as RR R/W and 

commercial/industrial sites.

Material to be 

excavated tests as 

contaminated.

The project could be burdened with 

additional cost responsibility for utilities 

that are impacted by the work. This does 

not include power transmission lines, see 

separate risk.

Schedule Cost Cost

Hazardous materials 

may increase 

excavation costs

Cost

50%

Access to commercial businesses during 

construction could require additional 

budget to maintain.

Accesses are 

restricted during 

construction, 

requiring additional 

work or 

compensation.

Risk Identification

39.55 

40.54 

35.44

Additional Utility 

Costs/Delays

Cost

Total Cost 

CY [$M]

36.33

J. Biggs

Point Defiance Bypass - 74th Street Grade Separation Conceptual Estimate Total Cost YOE [$M]

37.28 41.60

Qualitative Display of the Best Guess Impact

Risk Markups

10/28/11

WSDOT Escalation 

tables built-in.

 The 

above macro should be activated to generate the 

final results. Do not stop it if 

it is running.

n/a

38.39 42.80

n/a

Wetland 

mitigation may 

require additional 

R/W

The mitigation ratio has not been 

finalized and also there could be 

additional impacts to wetlands 

which would increase the amount 

of R/W needed for the mitigation 

area.

Probability

4$M88%

3 Active

2 Active

Pre-construction

Active

Finalize 

impacte

agen

39.86

Very Low

Risk Matrix (Probability of Occurrence by 

Expected Impact)

(15)

Schedule

Very High

44.48

Project Title 

Estimate Date 

Project PIN # 

Project 

Manager

The yellow highlighted cells have to be filled in order for macro to run correctly. The light green highlighted cells may be filled if you know what you are doing. !!!!!!!! Existing (Pre-Mitigated) Design!!!!!!!!!!!!Created 

Quantitative Analysis 

Last Review 

Date

EXAMPLE

0.6Mo 0.25$M

1 Active

Construction

Moderate

0.5Mo

High 30%

0.53$M

Schedule

Very Low

Avoidance Mitigation

ImpactImpact

Coordinate owners

Moderate Very Low

Design wor

accesses d

Risk Impact 

($M or Mo)

50%

Moderate

0.35$M 0.6Mo

Very High

Very Low

Mitigation

Impact

Acceptance

Impact

Pre-construction

Utility relocation 

costs are assigned 

to the project.

A soil testin

preliminary forward.

Maintaining 

commercial accesses 

during construction

Probability Probability Probability

Low

Point Defiance Bypass Project A2-14 
Risk #

Status

Dependency

Project Phase Summary Description Threat and/or Opportunity Detailed Description of Risk Event (Specific, Measurable, Attributable, Relevant, Timebound) [SMART] Risk Trigger

Type

Probability/Correlation

Expected Impact 

($M)

Probability (%)

Impact

StrategyACTIO

including 

(1) (2) (3) (5) (6) (7) (8) (9) (10) [10a] (11) (12) (13) (14) (16) 

Risk Identification Qualitative Display of the Best Guess Impact 

Risk Matrix (Probability of Occurrence by 

Expected Impact)

(15)

The yellow highlighted cells have to be filled in order for macro to run correctly. The light green highlighted cells may be filled if you know what you are doing. !!!!!!!! Existing (Pre-Mitigated) Design!!!!!!!!!!!!Created 

Quantitative Analysis 

Risk Impact 

($M or Mo)

Threat MIN 0.00$M VH

MAX 2.00$M H

Most Likely 1.00$M

M

4

0 L Mo $

MIN 0.0Mo VL

MAX 4.0Mo VL L M H VH

Threat Most Likely 2.0Mo

Threat MIN 0.25$M VH

MAX 1.00$M H

Most Likely 0.50$M

M

0Master Duration Risk L Mo $

MIN 0.0Mo VL

MAX 2.0Mo VL L M H VH

Threat Most Likely 1.0Mo

Threat MIN 1.00$M VH

MAX 3.00$M H

Most Likely 2.00$M

M Mo $

6

0 L

MIN 3.0Mo VL

MAX 8.0Mo VL L M H VH

Threat Most Likely 6.0Mo

Threat MIN 0.00$M VH

MAX 6.00$M H Mo $

Most Likely 3.00$M

M

0Master Duration Risk L

MIN 0.0Mo VL

MAX 4.0Mo VL L M H VH

Threat Most Likely 1.0Mo

MIN VH

MAX H

Most Likely

M

8

0 L

MIN VL

MAX VL L M H VH

Most Likely

MIN VH

MAX H

Most Likely

M

0Master Duration Risk L

MIN VL

MAX VL L M H VH

9

Retired

NO RISK

Cost Schedule Cost

Probability

Schedule

NO RISK

0.00$M 0.0Mo

NO RISK

Impact

Probability

0.0Mo

NO RISK

0.00$M

NO RISK

NO RISK

2.9Mo 1.0Mo

Pre-construction

Impact

Only very preliminary conceptual work has 

been completed. The scope has a high 

probablilty of growing as further refinement 

and detail is added.

The project 

definition/scope 

grows beyond that 

assumed for the current estimate

Cost

Probability

2.25$M

Power Transmission 

Line Costs/Delays

Moderate Very Low

0.14$M

Cost

Additional costs and/or schedule delays 

1.00$M

are incurred because of additional power 

transmission line work. Seasonal 

restrictions on transmission line 

shutdowns could have substantial delays. 

Cost responsibility 

or power relocations 

or delays in 

schedule affect the 

project.

50%

Pre-construction

8

Retired

6 Active

Cost Schedule Schedule

Avoidance

Impact

Probability

Moderate

High Low

75%

7 Minimal design effort

Active

Impact

Probability Work with C

Avoidance

HighWork with p

scope. 

Very Low

Avoidance

Coordinate 

to the powe

Very High

Negotiations break 

down with property 

owners

Cost

5 Active

Pre-construction There may be additional street work needed to match into the City street system as compared to the conceptual design. City disagrees with preliminary design concept

Low

Schedule

0.30$M 0.6Mo

Schedule

0.3Mo

Additional 

improvements needed 

to City streets

25%

Right of way acquisition could be more 

expensive or take longer than assumed

Additional R/W 

Costs/Delays

Active

4 ROW

Very Low

30%

Probability

Impact

Acceptance Begin appra

Low manner.

Moderate

Point Defiance Bypass Project A2-15 
Construction Costs $ 28,330,169 Project Title Point Defiance 

PIN # N

Design Allocations $ - WIN# N

SR N

Change Order Cont. 4.0% $ 1,248,729.35 Mileposts Bridgepo

Project Manager (PE)

Sales Tax 8.5% $ 2,408,064.39 Preparers Name Edward Soto, Ow

Date of Costs 10

CN Subtotal $ 31,218,234 Date of Update 10/2

Date of Basis of Estimate

Right of Way Costs 17210000 $ 17,210,000 Date of Review

Preliminary Engineering 15% $ 4,682,735.05

Construction Engineering 10% $ 3,121,823.37

700 Level Items $ 480,000 $ 480,000800 Level Items $ - $ -

Total Project Costs $ 57,481,521

Total Project Costs (from 

60th Percentile Risk Base 

Est.) $ 67,060,000

-20% $ 53,648,000

+40% $ 93,884,000

Total Project Costs 

(-20% to +40% Range from 

60th percentile)

See Risk Matrix Spreadsheet for complete 

Additional utility cost and delay

Complex construction staging and traff

Business access during constructi

Proximity to I-5, hospital, school

Estimate Summary

Summary Project Assumptions

Summary of Risks

Point Defiance Bypass Project A2-16 Attachment 2 - Grade Sepa
REGION: State Rail & Marine Office Bridgeport Way SW grade separation concept over rail line

COST ESTIMATE -Bridgeport Way

Prepared by Parametrix for WSDOT Rail and Marine Office

PIN NUMBER:

SR, MP's:

PROJECT TITLE:

DESCRIPTION OF WORK

N/ABridgeport Way SW

N/A

Point Defiance Bypass Project

$ 3,503,680

10% 1 2,691,680 $ $ 2,691,680 Approximately 10% of Construction Subtotal

Building Demolition L.S. 1 150,000 $ $ 150,000 $2/SF

Removal of Structures and Obstructions L.S. 1 262,000 $ $ 262,000 $100k/lane-mi

L.S. 2 200,000 $ $ 400,000 Incl. UST removal & soil cleanup; incl. U-haul site: former gas station

$ -

$ -

$ -

$ 3,190,716

C.Y. 26,000 $10 $ 260,000 NWR UBA, for SEW foundation

Ton 233,000 $11 $ 2,563,000 NWR UBA, includes SEW backfill

C.Y. 122,572 $3 $ 367,716 NWR UBA

$ -

$ -

$ -

$ 746,000

L.S. 1 $210,000 $ 210,000 $10/SF impervious, assume treat half of impervious north of structure

Filtration Water Quality Treatment L.S. 1 $13,000 $ 13,000 $0.60/SF impervious, assume treat half of impervious on east side of crest curve

Detention Pond L.S. 1 $158,000 $ 158,000 $2/SF impervious, assume treat half of impervious south of structure

Water Quality Pond L.S. 1 $40,000 $ 40,000 $0.50/SF impervious, assume treat half of impervious west of crest curve

Catch Basin Type 1 EA 36 $1,500 $ 54,000 Incl Excav, Shoring, etc

EA 10 $3,500 $ 35,000 Incl Excav, Shoring, etc

L.F. 5900 $ 40 $ 236,000 Incl Excav, Shoring, etc

$ -

$ 7,510,000

S.F. 16,200 $200 $ 3,240,000 WSDOT Bridge Manual, previous projects

S.F. 59,600 $50 $ 2,980,000 WSDOT Bridge Manual, Conc. Panel

L.F. 4,300 $300 $ 1,290,000 NWR UBA

$ -

$ -

$ -

$ 899,500

Ton 8,200 $75 $ 615,000 NWR UBA, 0.5' depth

Ton 5,300 $25 $ 132,500 NWR UBA, 0.33' depth

Ton 7,600 $20 $ 152,000 NWR UBA, 0.5' depth

$ -

$ -

$ -

$ -

$ -

$ - Assumed HMA only for this project: low truck volumes and 8% max grades.

$ -

$ -

$ -

$ -

$ 1,905,500

L.F. 2550 $ 30 $ 76,500 PMX base cost tool

Pavement Markings L.F. 15000 $ 1 $ 15,000

Signing L.S. 1 94,000 $ $ 94,000 $36k/lane-mi

Illumination EA 40 15,000 $ $ 600,000 Pole every 150' each side, $15k/pole

Traffic Signal System L.S. 1 250,000 $ $ 250,000 New monotube signal system

Temporary Signal System L.S. 1 150,000 $ $ 150,000 For temp roadway intersection

S.F. 120000 6 $ 720,000 To maintain traffic during bridge/wall construction, SF cost all-inclusive

$ -

$ -

$ 10,574,773

Utilities 5% 1 $712,586 $ 712,586 PMX base cost tool

4% 1 $570,069 $ 570,069 PMX base cost tool

10% 1 $1,425,172 $ 1,425,172 PMX base cost tool

10% 1 $1,425,172 $ 1,425,172 PMX base cost tool

5% 1 $712,586 $ 712,586 Seeding, Planting, Fencing, Cleanup, Landscaping

30% 1 $5,729,190 $ 5,729,190

$ -

$ -

$ -

$ 480,000

$ -

700 DAYS 180 $600 $ 108,000

700 S.F. 1800 $40 $ 72,000 Precast RR x-ing panels for temp roadway during construction.

700 L.S. 1 $300,000 $ 300,000 For temp roadway during construction

800 $ -

800 $ -

800 $ -

1 $ -

$ -

$ -

$ -

Total $ 28,330,169

Structural Earth Walls

Temporary Water Pollution Control

Crushed Surfacing Base Course

Temporary Roadway

TRAFFIC

Traffic Control

Curb, Gutter, and Sidewalk

Construction Staging

Roadside Restoration

Design Allowance for Additional Items

OTHER ITEMS

WATERLINES, STORM AND SANITARY SEWERS

Catch Basin Type 2

Schedule A Storm Sewer Pipe

NON - BID COSTS 700 Level Items

CEMENT CONCRETE PAVEMENT

Structural Earth Wall Traffic Barrier

Detention Vault

NON - BID COSTS 800 Level Items

Temp Railroad Crossing

Temp Railroad X-ing Signal

Railroad Flagging

Crushed Surfacing Top Course

ASPHALT AND SURFACING

STRUCTURES

HMA

Roadway Bridge 1- spans up to 200 ft

GRADING, DRAINAGE AND STOCKPILING

Roadway Excavation

Gravel Borrow

Embankment Compaction

Mobilization 

Gas Station Demolition and Cleanup

MOBILIZATION AND PREPARATION

Point Defiance Bypass Project A2-17 Attachment 2 - Grade Separation Concept Evaluation
Bridgeport Way 11/23/2011

Total Base Estimate (CY)

Pre-mitigated Post-mitigated

57.48 $M 0.00 $M

Statistics Pre-mitigated Post-mitigated

Min 48.28 $M

Max 82.20 $M

Median 65.66 $M

10% 58.46 $M

20% 60.94 $M

30% 62.75 $M

40% 64.24 $M

50% 65.66 $M

60% 67.06 $M

70% 68.56 $M

80% 70.20 $M

90% 72.31 $M

Total Cost 

Current Year (CY)

0%

1%

2%

3%

4%

5%

6%

7%

8%

48515458616467707376798285

Total-Cost [$M]

Pre-mitigated

Post-mitigated

Base Pre-mitigated

Base Post-mitigated

Total Cost 

Current Year (CY)

0%

20%

40%

60%

80%

100%

120%

48.3

51.3954.4857.5760.6663.7566.8469.9373.0276.11

79.2

82.2985.38

Total-Cost [$M]

Pre-mitigated

Post-mitigated

Base Pre-mitigated

Base Post-mitigated

Point Defiance Bypass Project A2-18 Attachment 2 - Grade Separation Concept Evaluation
Value Variability

% 

Target AD date 04/15/15 10% Mob 10.0% A/B/A Duration 3Mo 50 

Estimated CN Duration 30.0Mo 15% Tax 8.5%Non-WSDOT ratesYOE 60 

Estimated PE Cost 4.68 $M 10% CE 10.0% PE 4.8$M 70 

Estimated ROW Cost 17.21 $M 15% PE 13.1% ROW 18.8$M 80 

WSDOT accepts no responsibility for its 

use Estimated CN Cost 35.59 $M 15% C.O.C 4.0% CN 40.7$M 90 

Risk #

Status

Dependency

Project Phase Summary Description Threat and/or Opportunity Detailed Description of Risk Event (Specific, Measurable, Attributable, Relevant, Timebound) [SMART] Risk Trigger

Type

Probability/Correlation

Expected Impact 

($M)

Probability (%)

Impact

StrategyACTIO

including 

(1) (2) (3) (5) (6) (7) (8) (9) (10) [10a] (11) (12) (13) (14) (16) 

Threat MIN 1.00$M VH Mo $

MAX 8.00$M H

Most Likely 5.00$M

M

0

L

MIN 0.0Mo VL

MAX 3.0Mo VL L M H VH

Threat Most Likely 1.0Mo

Threat MIN 0.10$M VH

MAX 1.00$M H

Most Likely 0.20$M

M

0Master Duration Risk L Mo $

MIN 0.0Mo VL

MAX 3.0Mo VL L M H VH

Threat Most Likely 1.0Mo

Threat MIN 0.00$M VH

MAX 0.50$M H

Most Likely 0.20$M

M $,Mo

2

0 L

MIN 0.0Mo VL

MAX 2.0Mo VL L M H VH

Threat Most Likely 1.0Mo

Threat MIN 0.00$M VH

MAX 2.00$M H

Most Likely 0.50$M

M

0Master Duration Risk L Mo $

MIN 0.0Mo VL

MAX 6.0Mo VL L M H VH

Threat Most Likely 3.0Mo

ROW

Schedule

If Wetland 

impact is larger 

than 1/2 acre 

and ratio 

exceeds 4:1.

Low

1.0Mo

There is potential for hazardous waste to 

be encountered during excavation or 

building demo due to gas stations and 

other commercial businesses.

Material to be 

excavated tests as 

contaminated.

The project could be burdened with 

additional cost responsibility for utilities 

that are impacted by the work.

Schedule Cost Cost

Hazardous materials 

may increase 

excavation costs

Cost

50%

Access to commercial businesses during 

construction could require additional 

budget to maintain.

Accesses are 

restricted during 

construction, 

requiring additional 

work or 

compensation.

Risk Identification

72.96 

74.50 

65.66

Additional Utility 

Costs/Delays

Cost

Total Cost 

CY [$M]

67.06

J. Biggs

Point Defiance Bypass - Bridgeport Way Grade Separation Conceptual Estimate Total Cost YOE [$M]

68.56 76.14

Qualitative Display of the Best Guess Impact

Risk Markups

11/23/11

WSDOT Escalation 

tables built-in.

 The 

above macro should be activated to generate the 

final results. Do not stop it if 

it is running.

n/a

70.20 77.94

n/a

Wetland 

mitigation may 

require additional 

R/W

The mitigation ratio has not been 

finalized and also there could be 

additional impacts to wetlands 

which would increase the amount 

of R/W needed for the mitigation 

area.

Probability

4$M88%

3 Active

2 Active

Pre-construction

Active

Finalize 

impacte

agen

72.31

Very Low

Risk Matrix (Probability of Occurrence by 

Expected Impact)

(15)

Schedule

Very High

80.29

Project Title 

Estimate Date 

Project PIN # 

Project 

Manager

The yellow highlighted cells have to be filled in order for macro to run correctly. The light green highlighted cells may be filled if you know what you are doing. !!!!!!!! Existing (Pre-Mitigated) Design!!!!!!!!!!!!Created 

Quantitative Analysis 

Last Review 

Date

EXAMPLE

0.9Mo 0.11$M

1 Active

Pre-construction

Moderate

0.5Mo

Low30%

0.20$M

Schedule

Very Low

Avoidance Mitigation

ImpactImpact

Coordinate owners

Very Low Very Low

Design wor

accesses d

Risk Impact 

($M or Mo)

30%

Low

0.10$M 0.4Mo

Very High

Very Low

Mitigation

Impact

Acceptance

Impact

Pre-construction

Utility relocation 

costs are assigned 

to the project.

A soil testin

preliminary forward.

Maintaining 

commercial accesses 

during construction

Probability Probability Probability

Low

Point Defiance Bypass Project A2-19 
Risk #

Status

Dependency

Project Phase Summary Description Threat and/or Opportunity Detailed Description of Risk Event (Specific, Measurable, Attributable, Relevant, Timebound) [SMART] Risk Trigger

Type

Probability/Correlation

Expected Impact 

($M)

Probability (%)

Impact

StrategyACTIO

including 

(1) (2) (3) (5) (6) (7) (8) (9) (10) [10a] (11) (12) (13) (14) (16) 

Risk Identification Qualitative Display of the Best Guess Impact 

Risk Matrix (Probability of Occurrence by 

Expected Impact)

(15)

The yellow highlighted cells have to be filled in order for macro to run correctly. The light green highlighted cells may be filled if you know what you are doing. !!!!!!!! Existing (Pre-Mitigated) Design!!!!!!!!!!!!Created 

Quantitative Analysis 

Risk Impact 

($M or Mo)

Threat MIN 1.00$M VH

MAX 6.00$M H

Most Likely 3.00$M

M Mo $

4

0 L

MIN 0.0Mo VL

MAX 6.0Mo VL L M H VH

Threat Most Likely 2.0Mo

Threat MIN 0.25$M VH

MAX 1.00$M H

Most Likely 0.50$M

M

0Master Duration Risk L Mo $

MIN 0.0Mo VL

MAX 2.0Mo VL L M H VH

Threat Most Likely 1.0Mo

Opportunity MIN 0.00$M VH

MAX 0.00$M H

Most Likely 0.00$M

M

6

0 L

MIN VL

MAX VL L M H VH

Most Likely

Threat MIN 0.50$M VH

MAX 2.00$M H $

Most Likely 1.00$M

M

0Master Duration Risk L

MIN VL

MAX VL L M H VH

Most Likely

Threat MIN 2.00$M VH

MAX 11.00$M H Mo $

Most Likely 7.00$M

M

8

0 L

MIN 0.0Mo VL

MAX 4.0Mo VL L M H VH

Threat Most Likely 1.0Mo

MIN VH

MAX H

Most Likely

M

0Master Duration Risk L

MIN VL

MAX VL L M H VH

9

Retired

NO RISK

Cost Schedule

Only very preliminary conceptual work has 

been completed. The scope has a high 

probablilty of growing as further refinement 

and detail is added.

The project 

definition/scope 

grows beyond that 

assumed for the 

current estimate.

Cost

Probability

Schedule

NO RISK

0.00$M 0.0Mo

NO RISK

Work with pscope

Avoidance 

75%

Impact

Probability

1.0Mo

Very Low

5.13$M

High

Very High

0.0Mo 0.0Mo

Pre-construction

Impact

There will be high expectations for 

maintenance of traffic during construction 

due to the proximity to I-5, a hospital and 

schools- additional construction measures 

may be needed,including needs for 

pedestrian/non-motorized connectivity.

More features for 

Maintenance of 

Traffic (MOT) are 

needed

Cost

Probability

0.81$M

Re-sale of excess 

R/W 

Low Very Low

0.14$M

Cost

0.00$M

There may be an opportunity to sell some 

of the R/W needed during construction 

following completion of the project. 

Excess R/W with 

adequate access is 

available following 

construction of the 

project.

0%

ROW

8 Active6

Retired

Cost Schedule Schedule

Mitigation

Impact

Probability

NO RISK

NO RISK NO RISK

75%

7 Construction traffic challenges

Pre-construction

Active

Minimal design effort

Impact

Probability Work with C

Avoidance

HighDevelop co

traffic disru

Insignifican

t

Mitigation

Minimize endesign and 

Moderate

Negotiations break 

down with property 

owners

Cost

5 Active

Pre-construction There may be additional street work or "gateway" urban design needed to match into the City street system as compared to the conceptual design. City disagrees with preliminary design concept

Low

Schedule

1.58$M 1.2Mo

Schedule

0.3Mo

Additional 

improvements/urban 

design features 

needed for City 

streets

25%

Right of way acquisition could be more 

expensive or take longer than assumed

Additional R/W 

Costs/Delays

Active

4 ROW

Very Low

50%

Probability

Impact

Acceptance Begin appra

manner.

Moderate

High

Point Defiance Bypass Project A2-20 
Construction Costs $ 37,115,314 Project Title Point Defiance 

PIN # N

Design Allocations $ - WIN# N

SR N

Change Order Cont. 4.0% $ 1,625,684.61 Mileposts Berkele

Project Manager (PE)

Sales Tax 8.5% $ 3,154,801.66 Preparers Name Edward Soto, Ow

Date of Costs 10/

CN Subtotal $ 40,642,115 Date of Update

Date of Basis of Estimate

Right of Way Costs $ - Date of Review

Preliminary Engineering 15% $ 6,096,317.29

Construction Engineering 10% $ 4,064,211.53

700 Level Items $ 372,000 $ 372,000800 Level Items $ - $ -

Total Project Costs $ 52,428,329

Total Project Costs (from 

60th Percentile Risk Base 

Est.) $ 61,750,000

-20% $ 49,400,000

-40% $ 86,450,000

Total Project Costs 

(-20% to +40% Range from 

60th percentile)

Maintenance of traffic at Berkele

Maintaining rail access during const

Neighborhood concerns of raised ra

See Risk Matrix Spreadsheet for complet

Estimate Summary

Summary Project Assumptions

Summary of Risks

Point Defiance Bypass Project A2-21 Attachment 2 - Grade Sepa
REGION: State Rail & Marine Office Berkeley Street SW grade separation concept

Point Defiance Bypass Project

COST ESTIMATE - Berkeley St. Grade Separation

Prepared by Parametrix for WSDOT Rail and Marine Office

PIN NUMBER:

SR, MP's:

PROJECT TITLE:

N/A DESCRIPTION OF WORK

N/ABerkeley Street

$ 3,786,619

10% 1 3,686,619 $ $ 3,686,619 Approx. 10% of Construction Subtotal

Building Demolition L.S. 1 $ - $ -

L.S. 1 100,000 $ $ 100,000

$ -

$ -

$ -

$ 6,263,054

C.Y. 28,000 $10 $ 280,000 NWR UBA, 

Ton 317,300 $15 $ 4,759,500 NWR UBA, complex placement, different backfill

C.Y. 167,000 $3 $ 501,000 NWR UBA

C.Y. 15,000 $10 $ 150,000 NWR UBA

Ton 44,500 $11 $ 489,500 NWR UBA

C.Y. 23,500 $3 $ 70,500 NWR UBA

Ton 1,000 $11 $ 11,000 NWR UBA

C.Y. 518 $3 $ 1,554 NWR UBA

$ -

$ -

$ -

$ -

$ -

$ -

$ -

$ 14,343,340

LF 100 $15,000 $ 1,500,000 WSDOT Bridge Manual Double Track

S.F. 172,762 $70 $ 12,093,340 Rail "T-Walls"

LF 50 $15,000 $ 750,000 WSDOT Bridge Manual Double Track- Murray Creek Crossing

$ -

$ -

$ -

$ -

$ -

$ 30,910

Ton 205 $100 $ 20,500 NWR UBA, SB off-ramp widening, Berkeley repair

Ton 126 $35 $ 4,410 NWR UBA, SB off-ramp widening, Berkeley repair

Ton 200 $30 $ 6,000 NWR UBA, SB off-ramp widening, Berkeley repair

$ -

$ -

$ -

$ -

$ -

$ -

$ -

$ -

$ -

$ -

$ 283,600

L.F. 5000 $ 30 $ 150,000

Pavement Markings L.F. 2800 $ 1 $ 2,800

Signing L.S. 1 15,000 $ $ 15,000 $36k/lane-mi

Illumination EA 4 15,000 $ $ 60,000 Pole every 150', $15k/pole

Traffic Signal Modifications L.S. 1 100,000 $ $ 100,000 At SB Ramp terminal

L.F. 5050 $ 16 $ 80,800 For access road fall protection on railroad embankment

LF 1250 $ 20 $ 25,000

$ -

$ -

$ -

$ 12,407,791

Permanent Rail Line LS 1 $510,000 $ 510,000

$400000/mile , assumes rails, ties,

 ballast, and surface equipment

Temporary Detour Rail Line LS 1 $400,000 $ 400,000

$300000/mile, assumes rails, ties,

ballast, and surface equipment

Rail signal system and conduit LS 1 $250,000 $ 250,000

Utilities 2% 1 $418,418 $ 418,418 PMX base cost tool, potential fiber optic relocation

2% 1 $418,418 $ 418,418 PMX base cost tool

3% 1 $627,627 $ 627,627 PMX base cost tool

5% 1 $1,046,045 $ 1,046,045 PMX base cost tool

5% 1 $1,046,045 $ 1,046,045 Seeding, Planting, Cleanup, removal of temporary rail embankment as necessary

30% 1 $7,691,237 $ 7,691,237

$ -

$ -

$ 372,000

$ -

700 Days 150 $600 $ 90,000

700 SF 2050 $40 $ 82,000

700 L.S. 1 $200,000 $ 200,000 For temp rail crossing during construction

800 $ -

800 $ -

800 $ -

800 $ -

1 $ -

$ -

$ -

$ -

Total $ 37,115,314

TRAFFIC

Temporary Conc. Barrier

ASPHALT AND SURFACING

WATERLINES, STORM AND SANITARY SEWERS

STRUCTURES

CEMENT CONCRETE PAVEMENT

Embankment Compaction (SB Off-Ramp Widening)

Crushed Surfacing Top Course

Crushed Surfacing Base Course

Railroad Signal Modification

Railroad Flagging

Temp Railroad Crossing

Design Allowance for Additional Items

NON - BID COSTS 700 Level Items

Construction Staging

OTHER ITEMS

Roadside Restoration

Traffic Control

Temporary Water Pollution Control

Cable Barrier 

Structural Earth Walls

NON - BID COSTS 800 Level Items

Curb, Gutter, and Sidewalk

HMA

Railroad Undercrossing- over Berkeley 

Railroad Undercrossing - over Murray Creek

Gravel Borrow (Temp. Rail Line)

GRADING, DRAINAGE AND STOCKPILING

Embankment Compaction (Temp. Rail Line)

Roadway Excavation (Temp. Rail Line)

Roadway Excavation (Proposed Rail Line)

Gravel Borrow (Proposed Rail Line)

Embankment Compaction (Proposed Rail Line)

Gravel Borrow (SB Off-Ramp Widening)

MOBILIZATION AND PREPARATION

Mobilization 

Removal of Structures and Obstructions

Point Defiance Bypass Project A2-22 Attachment 2 - Grade Separation Concept Evaluation
Berkeley Street 11/23/2011

Total Base Estimate (CY)

Pre-mitigated Post-mitigated

52.53 $M 0.00 $M

Statistics Pre-mitigated Post-mitigated

Min 43.37 $M

Max 78.07 $M

Median 60.31 $M

10% 53.17 $M

20% 55.56 $M

30% 57.31 $M

40% 58.90 $M

50% 60.31 $M

60% 61.75 $M

70% 63.29 $M

80% 65.01 $M

90% 67.45 $M

Total Cost 

Current Year (CY)

0%

1%

2%

3%

4%

5%

6%

7%

8%

43475053565962656972757881

Total-Cost [$M]

Pre-mitigated

Post-mitigated

Base Pre-mitigated

Base Post-mitigated

Total Cost 

Current Year (CY)

0%

20%

40%

60%

80%

100%

120%

43.4

46.55

49.7

52.85

56

59.15

62.3

65.45

68.6

71.75

74.9

78.05

81.2

Total-Cost [$M]

Pre-mitigated

Post-mitigated

Base Pre-mitigated

Base Post-mitigated

Point Defiance Bypass Project A2-23 Attachment 2 - Grade Separation Concept Evaluation
Value Variability

% 

Target AD date 04/15/15 10% Mob 10.0% A/B/A Duration 3Mo 50 

Estimated CN Duration 24.0Mo 15% Tax 8.5%Non-WSDOT ratesYOE 60 

Estimated PE Cost 6.10 $M 10% CE 10.0% PE 6.3$M 70 

Estimated ROW Cost 0.10 $M 15% PE 13.2% ROW 0.1$M 80 

WSDOT accepts no responsibility for its use Estimated CN Cost 46.33 $M 15% C.O.C 4.0% CN 52.8$M 90 

Risk #

Status

Dependency

Project Phase Summary Description Threat and/or Opportunity Detailed Description of Risk Event (Specific, Measurable, Attributable, Relevant, Timebound) [SMART] Risk Trigger

Type

Probability/Correlation

Expected Impact ($M)

Probability (%)

Impact

Strategy ACTION TO 

advant

(1) (2) (3) (5) (6) (7) (8) (9) (10) [10a] (11) (12) (13) (14) (16) 

Threat MIN 1.00$M VH Mo $

MAX 8.00$M H

Most Likely 5.00$M

M

0

L

MIN 0.0Mo VL

MAX 3.0Mo VL L M H VH

Threat Most Likely 1.0Mo

Threat MIN 0.25$M VH

MAX 1.00$M H

Most Likely 0.50$M

M Mo $

0Master Duration Risk L

MIN 0.0Mo VL

MAX 3.0Mo VL L M H VH

Threat Most Likely 1.0Mo

Threat MIN 0.50$M VH

MAX 2.00$M H

Most Likely 1.00$M

M Mo $

2

0 L

MIN 0.0Mo VL

MAX 2.0Mo VL L M H VH

Threat Most Likely 1.0Mo

Threat MIN 0.50$M VH

MAX 2.00$M H Mo $

Most Likely 2.00$M

M

0Master Duration Risk L

MIN 0.0Mo VL

MAX 3.0Mo VL L M H VH

Threat Most Likely 1.0Mo

Maintaining local 

access during 

construction

Probability Probability Probability

0.27$M 0.6Mo 0.43$M

Acceptance

Impact

A soil testin

preliminary 

forward.

Very Low

Mitigation Avoidance Mitigation

Impact

Impact

Moderate Very Low

Design work 

each traffic 

HighCoordinate 

owners

Very Low

50%

Moderate

32

Moderate

0.4Mo

1 Active

Quantitative Analysis 

Last Review 

Date

EXAMPLE

Risk Impact 

($M or Mo)

Impact

Very High

Pre-construction

Active Active

Pre-construction

Active

Finalize 

impacte

age

67.45

Very Low

Risk Matrix (Probability of Occurrence by 

Expected Impact)

(15)

Schedule

The yellow highlighted cells have to be filled in order for macro to run correctly. The light green highlighted cells may be filled if you know what you are doing. !!!!!!!! Existing (Pre-Mitigated) Design!!!!!!!!!!!!Created and 

Schedule

Moderate 75%

1.31$M

Cost

0.9Mo

Schedule

Utility relocation 

costs are assigned 

to the project.

The project could be burdened with 

additional cost responsibility for utilities that 

are impacted by the work, including 

relocation of fiber optic lines.

Wetland mitigation 

may require 

additional R/W

The mitigation ratio has not been 

finalized and also there could be 

additional impacts to wetlands 

which would increase the amount of 

R/W needed for the mitigation area.

Probability

4$M88%

Very High

75.23

If Wetland 

impact is larger 

than 1/2 acre 

and ratio 

exceeds 4:1.

Low

1.0Mo

Pre-construction Material to be excavated tests as contaminated.

Cost

Access to this area during construction is 

critical because of the lack of alternate 

routes into this area of Lakewood, key for 

Camp Murray. Additional budget to 

maintain access.

Access to Berkeley 

Street/Union Ave. is 

restricted during 

construction, 

requiring additional 

work.

Schedule

72.54

n/a

Project Title 

Estimate Date 

Project PIN # 

Total Cost 

CY [$M]

Project 

Manager

60.31

WSDOT Escalation 

tables built-in.

 The 

above macro should be activated to generate the 

final results. Do not stop it if 

it is running.

n/a

65.01

67.29 68.87 

61.75

J. Biggs

Point Defiance Bypass - Berkeley St. Grade Separation Conceptual Estimate Total Cost YOE [$M]

63.29 70.60

Risk Markups

11/23/11

Hazardous materials 

may increase 

excavation costs

Cost

40%

There is potential for hazardous waste to 

be encountered during excavation due to 

working in RR right of way and 

encroachment area.

Risk Identification

Additional Utility 

Costs/Delays

Cost

Qualitative Display of the Best Guess Impact

ROW

Point Defiance Bypass Project A2-24 
Risk #

Status

Dependency

Project Phase Summary Description Threat and/or Opportunity Detailed Description of Risk Event (Specific, Measurable, Attributable, Relevant, Timebound) [SMART] Risk Trigger

Type

Probability/Correlation

Expected Impact ($M)

Probability (%)

Impact

Strategy ACTION TO 

advant

(1) (2) (3) (5) (6) (7) (8) (9) (10) [10a] (11) (12) (13) (14) (16) 

Quantitative Analysis 

Risk Impact 

($M or Mo)

Risk Matrix (Probability of Occurrence by 

Expected Impact)

(15)

The yellow highlighted cells have to be filled in order for macro to run correctly. The light green highlighted cells may be filled if you know what you are doing. !!!!!!!! Existing (Pre-Mitigated) Design!!!!!!!!!!!!Created and 

Risk Identification Qualitative Display of the Best Guess Impact

Threat MIN 0.00$M VH

MAX 2.00$M H

Most Likely 1.00$M

M

4

0 L Mo $

MIN 0.0Mo VL

MAX 4.0Mo VL L M H VH

Threat Most Likely 2.0Mo

Threat MIN 0.25$M VH

MAX 2.00$M H

Most Likely 1.00$M

M

0Master Duration Risk L Mo $

MIN 0.0Mo VL

MAX 2.0Mo VL L M H VH

Threat Most Likely 1.0Mo

Threat MIN 0.50$M VH

MAX 2.00$M H

Most Likely 1.00$M

M Mo $

6

0 L

MIN 0.0Mo VL

MAX 2.0Mo VL L M H VH

Threat Most Likely 1.0Mo

Threat MIN 0.50$M VH

MAX 1.00$M H

Most Likely 0.75$M

M

0Master Duration Risk L Mo $

MIN 0.0Mo VL

MAX 4.0Mo VL L M H VH

Threat Most Likely 2.0Mo

Threat MIN 0.10$M VH

MAX 0.50$M H

Most Likely 0.20$M

M

8

0 L

MIN 0.0Mo VL $,Mo

MAX 3.0Mo VL L M H VH

Threat Most Likely 1.0Mo

Threat MIN 2.00$M VH

MAX 10.00$M H Mo $

Most Likely 6.00$M

M

0Master Duration Risk L

MIN 0.0Mo VL

MAX 4.0Mo VL L M H VH

Threat Most Likely 1.0Mo

Low

Moderate 25%

Probability

Impact

Acceptance Begin conta

Active timely mann

Cost Schedule

0.25$M

Very Low

Neighboring 

property owners 

don't vacate in a 

timely manner.

Both I-5 ramps and NW side businesses 

encroach on RR R/W, Difficulty clearing 

encroaching property uses from the RR 

R/W could be encountered.

Delays clearing RR 

R/W from 

ROW encroachments

45 ActiveAdditional improvements needed I/C ramps or I-5

25%

Pre-construction

Schedule

0.3Mo

Moderate Very Low

0

Cost

26$M .

Moderate Very Low

20%

Low

Very Low

0.54$M 50%

0.5Mo

Low

There may be additional work needed on 

the I-5 ramps to address additional 

queueing because of the construction work. 

This I/C is critical for access to JBLM and 

the ramps already routinely queue onto I-5.

WSDOT disagrees 

with preliminary 

design concept

Low

0.5Mo

Moderate

Mitigation

Impact

Probability Address du

process

Impact

Probability Work with W

ramp interseof Traffic pla

Avoidance

The current Murray Cree

Avoidance

7

Environmental issues 

arise due to Murray 

Creek impacts 

Pre-construction

Active

Impacts to historic 

buildings on Camp 

Murray or adjoining 

Lakewood 

neighborhood

Buildings in the vicinity of the project have 

potential for historic significance which 

could be affected by the project.

Mitigation is required 

for impacts to 

historic structures

Cost Schedule

6 ActiveCommunity mitigation needed because of raised rail line The raised rail line may be considered to isolate Lakewood from I-5, impacting aesthetics and business visibility.8 Active

Cost Schedule

Pre-construction Mitigation is requested during the design phase

Schedule

0.4Mo

Pre-construction

Impact

The railroad line embankment crosses 

Murray Creek, possible ESA or Section 

404/401 issues could arise

Additional mitigation 

is requested during 

environmental 

documentation or 

permitting phase

Cost

Probability

0.15$M

Impact

Probability

0.1Mo

This is a low impacts to b

Very High

Work with p

Probability

Very Low

0.02$M

Very Low

Very Low 10%

Impact

75%

High

4.50$M 1.0Mo

Mitigation Avoidance

9 Active

Very Low

Pre-construction Only very preliminary conceptual work has been completed. The scope has a high probablilty of growing as further refinement and detail is added. The project definition/scope grows beyond that assumed for the current estimate.

Cost

Minimal design effort

Schedule

Point Defiance Bypass Project A2-25 
	




10/27/2011

S. 56TH STRight of Way Estimate

Parcel # Owner Name Area (acre) Assessed Value ROW Additional

Acquisition 

(Sq. Ft.)

Unusable Area 

(Sq. Ft.)

4695000910 FOSTER KIM E 0.140 $69,700 $84,000 6,005 0.14 $ - $ - $ 10,000 

4695000930 SDK VENTURES LLC 0.140 $43,400 $53,000 70 5,940 0.14 $ - $ - $ 10,000 4695000941 SDK VENTURES LLC 0.930 $621,900 $747,000 90 0.00 $ - $ 20,000 $ 10,000 4695001170 TRAN DUC HUU & TRAN TAI HUU 0.140 $191,400 $230,000 6,004 0.14 $ 15,000 $ - $ 10,000 

4695001010 MILLER RESIDENTIAL PROPERTIES, LLC 0.070 $255,900 $308,000 3,000 0.07 $ 50,000 $ - $ 10,000 

4695001150 STOJACK EDWARD J 0.280 $72,100 $87,000 - 12,010 0.28 $ 25,000 $ - $ 10,000 

4695001160 STOJACK EDWARD J 0.210 $46,800 $57,000 1,120 7,890 0.21 $ 10,000 $ - $ 10,000 

4695001021 MILLER RESIDENTIAL PROPERTIES, LLC 0.210 $107,600 $130,000 4,895 4,120 0.21 $ - $ - $ 10,000 

4695001031 MILLER RESIDENTIAL PROPERTIES, LLC 0.210 $104,400 $126,000 50 8,960 0.21 $ - $ - $ 10,000 

4695001180 5601 LLC 0.650 $1,318,400 $1,583,000 6925 21,380 0.65 $ 100,000 $ - $ 10,000 

4695001210 AF INVESTMENTS LLC 0.740 $1,246,900 $1,497,000 5,220 27,060 0.74 $ 25,000 $ - $ 10,000 

4695001250 AF INVESTMENTS LLC 0.830 $1,391,500 $1,670,000 14,235 21,810 0.83 $ 100,000 $ - $ 10,000 

2783010231 BN LEASING CORP 1.180 $33,400 $41,000 9,460 2,553 0.28 $ - $ - $ 10,000 

2783010221 SUPER CELL LLC 1.830 $230,900 $278,000 9,040 0.21 $ - $ - $ 10,000 4695000400 WESTERN FINANCE CO 0.090 $84,000 $101,000 610 0.01 $ - $ 25,000 $ 10,000 4695000410 WESTERN FINANCE CO 0.090 $106,500 $128,000 630 0.01 $ - $ 60,000 $ 10,000 2783010252 BL LEASING CORP 1.290 $44,700 $54,000 3,554 0.08 $ - $ - $ 10,000 2783010251 BURLINGTON NORTHERN SF RR 1.290 $45,000 $54,000 3,278 0.08 $ - $ - $ 10,000 2783010011 BN LEASING CORP 0.550 $172,300 $207,000 1,540 0.04 $ - $ - $ 10,000 4695000590 X-CEL FEEDS INC 0.580 $1,174,700 $1,410,000 965 0.02 $ - $ 30,000 $ 10,000 

4695001000 FOSTER KIM E 0.140 $276,800 $333,000 6,004 0.14 $ 50,000 $ - $ 10,000 

4695000920 SDK VENTURES LLC 0.210 $67,100 $81,000 1,100 7,805 0.20 $ - $ - $ 10,000 

4695001400 HOGAN WALTER / ROBERT/ WAYNE 0.900 $1,279,400 $1,536,000 3,520 0.08 $ - $ 15,000 $ 10,000 

4695000871 RIEDLER TONY R 0.340 $463,600 $557,000 4,780 10,240 0.34 $ 25,000 $ - $ 10,000 4695000991 SDK VENTURES LLC 0.210 $723,600 $869,000 1,060 7,950 0.21 $ 50,000 $ - $ 10,000 

4695000981 SDK VENTURES LLC 0.140 $43,400 $53,000 6,005 0.14 $ - $ - $ 10,000 

4695000970 SDK VENTURES LLC 0.070 $21,700 $27,000 3,005 0.07 $ - $ - $ 10,000 4695000900 AUTOMOTIVE SOUND INC 0.550 $423,200 $508,000 1,665 0.04 $ - $ 15,000 $ 10,000 

TOTAL 18.320 $17,140,100 $20,595,000 94,820 146,728 5.55 

* Sum of ROW Acquisition and Additional Unusable Area

** 50% of sum of costs for Acquired Parcel Market Value, Relocation, Cost to Cure, and Labor 

Full Acquisition -

Partial Acquisition -

Assumed Market 

Value (+20%)

Relocation Cost Cost to Cure Acquisition Labor 

Total Acquisition Area (Acres)*

Point Defiance Bypass Project A2-26 
	




10/27/2011

S. 74TH STRight of Way Estimate

Parcel # Owner Name Area (acre) Assessed Value ROW Additional

Acquisition 

(Sq. Ft.)

Unusable Area 

(Sq. Ft.)

4000830020 JOHNSON MICHAEL L 0.550 $722,400 $867,000 1,460 0.03 $ - $ 

4000830010 WYERHAESER NR COMPANY 15.830 $8,980,600 $10,777,000 24,400 0.56 $ - $ 

0220254016 RIGNEY MICHAEL 0.220 $97,400 $117,000 9,662 0.22 $ - $ 

0220254121 74TH STREET MAXIPSACE LLC 0.620 $239,400 $288,000 9,420 17,760 0.62 $ 50,000 $ 

0220254122 GREWAL SHIVTAL & BALDEV 0.750 $1,050,500 $1,261,000 9,630 24,500 0.78 $ 50,000 $ 

5955000011 KHAMANEHI BIJAN & F S ALIABADI 0.110 $294,000 $353,000 1,960 0.04 $ - $ 

5955000030 KHAMANEHI BIJAN & F S ALIABADI 0.120 $169,600 $204,000 470 0.01 $ - $ 

5955000090 SWEGLE NATHAN & THUY 0.130 $420,100 $505,000 310 0.01 $ - $ 

0220254142 RIGNEY MICHAEL 1.160 $51,200 $62,000 6,350 46,230 1.21 $ - $ 

0220254150 NIELSEN PACIFIC LTD 7.010 $1,145,000 $1,374,000 54,900 1.26 $ - $ 

9300000012 HALVERSON SORENSON & WHITE LLP 3.110 $2,093,300 $2,512,000 6,400 0.15 $ - $ 7865000052 CROFT 7241 LLC 0.470 $755,500 $907,000 220 0.01 $ - $ 

4001140010 FIRST AMERICAN TITLE INS CO 1.090 $3,737,600 $4,486,000 1,900 0.04 $ - $ 

0220254088 PHILLIPS KENNETH M & ROBIN C 1.830 $2,677,700 $3,214,000 - 0.00 $ - $ 

TOTAL 46.820 $42,165,900.00 $50,619,000.00 127,082 88,490 4.95 

* Sum of ROW Acquisition and Additional Unusable Area** 50% of sum of costs for Acquired Parcel Market Value, Relocation, Cost to Cure, and Labor 

Full Acquisition -

Partial Acquisition -

Assumed Market 

Value (+20%)

Raised 74th Street over R

Relocation 

Cost Cos

Total Acquisition Area (Acres)*

Point Defiance Bypass Project A2-27 
	




10/27/2011

BRIDGEPORTRight of Way Estimate

Parcel # Owner Name Area (acre)

Assessed 

Value (2011) ROW Additional

Acquisition 

(Sq. Ft.)

Unusable Area 

(Sq. Ft.)

0219111075 COATES FAMILY TRUST 0.410 $489,000 $587,000 1,180 0.03 $ - $ 10,000 

0219111022 CHANG EMERY J & HO PHOEBE J 0.150 $201,200 $242,000 2,250 4,480 0.15 $ 10,000 $ 

- 

0219111001 AF INVESTMENTS 0.340 $268,300 $322,000 7,610 7,420 0.35 $ 25,000 $ 

- 

0219111033 GATEWAY CENTER LLC 0.370 $890,100 $1,069,000 9,660 6,800 0.38 $ 25,000 $ 

- 

0219111008 CITY OF LAKEWOOD 0.240 $166,100 $200,000 3,510 4,120 0.18 $ - $ 

- 

0219122058 U-HAUL REAL ESTATE CO 0.760 $699,000 $839,000 19,930 13,275 0.76 $ 50,000 $ 

- 

0219122005 GLASS HORST ETAL 0.490 $374,600 $450,000 7,010 14,680 0.50 $ 10,000 $ 

- 

0219126016 HARMAN MANAGEMENT CORP 0.630 $776,100 $932,000 12,150 14,500 0.61 $ 25,000 $ 

- 

0219122114 CHO MYOUNG HWAN & HYO SOOK 0.380 $447,900 $538,000 6,320 10,295 0.38 $ 25,000 $ 

- 

0219126020 SPLASHY ENTERPRISES LLC 0.720 $472,800 $568,000 5,750 25,520 0.72 $ 25,000 $ 

- 

0219122060 KIRKEBO HAMES E JR 3.220 $1,516,900 $1,821,000 11,120 0.26 $ - $ 20,000 

2650000120 L KIM LLC 0.750 $1,636,600 $1,964,000 900 0.02 $ - $ 10,000 

0219114056 ANDRADE WILLIAM P 0.260 $457,000 $549,000 10,210 0.23 $ 25,000 $ 

- 

0219114055 MIDY I LLC 0.610 $465,900 $560,000 19,880 0.46 $ 25,000 $ 

- 

0219122070 DURGA INC 0.230 $256,500 $308,000 9,830 0.23 $ - $ 

- 

0219122053 DURGA INC 0.620 $967,800 $1,162,000 2,705 23,950 0.61 $ 50,000 $ 

- 

0219122097 DENNYS RESTAURANT #309 INC 0.790 $758,800 $911,000 35,804 0.82 $ 25,000 $ 

- 

0219126017 CHO DAVID MYONG HWAN & HYO SOOK 0.650 $927,600 $1,114,000 27,450 0.63 $ 25,000 $ 

- 

0219126021 SPLASHY ENTERPRISES LLC 0.330 $134,700 $162,000 14,500 0.33 $ - $ 

- 

0219122099 DENNY'S REALTY INC 0.520 $368,700 $443,000 21,600 0.50 $ - $ 

- 

0219122161 HOSPITALITY DEVELOPMENT GROUP II LLC 0.460 $345,300 $415,000 1,400 18,580 0.46 $ - $ 

- 

0219122163 LDH INVESTMENTS INC 0.710 $600,200 $721,000 2,350 0.05 $ - $ 10,000 

TOTAL 19.660 $24,536,500.00 93,845 282,894 8.65 

* Sum of ROW Acquisition and Additional Unusable Area** 50% of sum of costs for Acquired Parcel Market Value, Relocation, Cost to Cure, and Labor 

Full AcquisitionPartial Acquisition

Assumed 

Market Value 

(+20%)

Relocation 

Cost Cost to Cure 

Total Acquisition 

Area (Acres)*

Point Defiance Bypass Project A2-28 
POINT DEFIANCE BYPASS PROJECT

10/27/2011

BERKELEYRight of Way Estimate

Parcel # Microstation # Owner Name Area (acre) Assessed Value ROW Drainage Additional

Acquisition 

(Sq. Ft.)

ROW or Esm't 

(Sq. Ft.)

Unusable Area 

(Sq. Ft.)

A

Ar

0219211051 BELL DAVID D & UN-KYONG 0.230 $245,300 

0219211021 WAYPOINTS I LLC 0.230 $301,300 0219211075 WAYPOINTS I LLC 0.170 $121,400 0219211076 MORGAN ROBERT ETAL 0.050 $33,200 

0219211003 MORGAN ROBERT ETAL 0.240 $237,800 

0219211000 CHANG SOONG C & KEUM S 0.460 $480,200 0219211062 KIM MINJOO 0.690 $749,100 0219211019 DAVID THOMAS M 0.230 $116,400 0219211086 HARRIS SUN-TOK 0.180 $103,800 0219211053 LONG SHOT TO PLACE LLC 0.430 $570,500 0219211061 YOON SANGKOO & KIM SEJIN 0.390 $441,900 0219211071 MADISON REAL PROPERTY LLC 0.400 $328,900 0219211070 LUCKY SEVEN FOOD STORES INC 0.190 $240,200 0219211082 NWR REALTY LLC 0.220 $156,800 0219211081 NWR REALTY LLC 0.240 $571,000 0219211007 MADISON REAL PROPERTY LLC 0.090 $72,900 

0219211042 MADISON REAL PROPERTY LLC 0.140 $107,100 

0219211017 MADISON REAL PROPERTY LLC 0.110 $100,300 0219211008 MADISON REAL PROPERTY LLC 0.100 $124,000 0219211006 COAST SATELLITE 0.230 $530,500 0219211043 HHANS' PROPERTIES LLC 0.240 $219,600 0219211073 HHANS' PROPERTIES LLC 0.080 $56,200 

0219211074 HAM MYOUNG HWAN & HEI SOOK 0.140 $163,400 

0219211084 BG OLSON NORTHWEST LLC 0.210 $340,200 0219211048 KIM MOON SOO 0.110 $200,900 0219211038 YU KUN YE 0.230 $253,400 0219211047 MAYNARD JOHN H & MISKO Y 0.110 $245,000 0219211049 BOWMAN MASON C 0.110 $81,200 

0219211037 BOWMAN MASON C 0.110 $188,900 

TOTAL 6.360 $7,381,400.00 - - - 

 

Note: No right-of-way acquisition is anticipated at this location.

Full Acquisition Partial Acquisition No Acquisition

Raised Railroad Profile Alterna

Point Defiance Bypass Project A2-29 
 

Attachment 3 – Supporting Information 

Point Defiance Bypass Project March 2012 

Page A3- 1 Attachment 3 - Grade Separation Concept Evaluation 

Attachment 3 – Supporting Information 

List of Exhibits 

Exhibit A3-1 Existing Land Use – South 56th Street 

Exhibit A3-2 Existing Land Use – South 74th Street 

Exhibit A3-3 Existing Land Use – Bridgeport Way SW 

Exhibit A3-4 Existing Land Use – Berkeley Street SW 

Exhibit A3-5 Zoning – South 56th Street 

Exhibit A3-6 Zoning – South 74th Street 

Exhibit A3-7 Zoning – Bridgeport Way SW 

Exhibit A3-8 Zoning – Berkeley Street SW 

Exhibit A3-9 Public Services, Schools, and Park Facilities – South 56th Street 

Exhibit A3-10 Public Services, Schools, and Park Facilities – South 74th Street 

Exhibit A3-11 Public Services, Schools, and Park Facilities – Bridgeport Way SW 

Exhibit A3-12 Public Services, Schools, and Park Facilities – Berkeley Street SW 

Exhibit A3-13 Surface Water and Floodplains – South 56th Street 

Exhibit A3-14 Surface Water and Floodplains – South 74th Street 

Exhibit A3-15 Surface Water and Floodplains – Bridgeport Way SW 

Exhibit A3-16 Surface Water and Floodplains – Berkeley Street SW 
March 2012 Point Defiance Bypass Project 

Attachment 3 - Grade Separation Concept Evaluation Page A3- 2 

Exhibit A3-1 

Existing Land Use – South 56th Street 

 
Point Defiance Bypass Project March 2012 

Page A3-3 Attachment 3 - Grade Separation Concept Evaluation 

Exhibit A3-2 

Existing Land Use – South 74th Street 

 
March 2012 Point Defiance Bypass Project 

Attachment 3 - Grade Separation Concept Evaluation Page A3- 4 

Exhibit A3-3 

Existing Land Use – Bridgeport Way SW 

 
Point Defiance Bypass Project March 2012 

Page A3-5 Attachment 3 - Grade Separation Concept Evaluation 

Exhibit A3-4 

Existing Land Use – Berkeley Street SW 

 
March 2012 Point Defiance Bypass Project 

Attachment 3 - Grade Separation Concept Evaluation Page A3- 6 

Exhibit A3-5 

Zoning – South 56th Street 

 
Point Defiance Bypass Project March 2012 

Page A3-7 Attachment 3 - Grade Separation Concept Evaluation 

Exhibit A3-6 

Zoning – South 74th Street 

 
March 2012 Point Defiance Bypass Project 

Attachment 3 - Grade Separation Concept Evaluation Page A3- 8 

Exhibit A3-7 

Zoning – Bridgeport Way SW 

 
Point Defiance Bypass Project March 2012 

Page A3-9 Attachment 3 - Grade Separation Concept Evaluation 

Exhibit A3-8 

Zoning – Berkeley Street SW 

 
March 2012 Point Defiance Bypass Project 

Attachment 3 - Grade Separation Concept Evaluation Page A3- 10 

Exhibit A3-9 

Public Services, Schools, and Park Facilities – South 56th Street 

 
Point Defiance Bypass Project March 2012 

Page A3-11 Attachment 3 - Grade Separation Concept Evaluation 

Exhibit A3-10 

Public Services, Schools, and Park Facilities – South 74th Street 

 
March 2012 Point Defiance Bypass Project 

Attachment 3 - Grade Separation Concept Evaluation Page A3- 12 

Exhibit A3-11 

Public Services, Schools, and Park Facilities – Bridgeport Way SW 

 
Point Defiance Bypass Project March 2012 

Page A3-13 Attachment 3 - Grade Separation Concept Evaluation 

Exhibit A3-12 

Public Services, Schools, and Park Facilities – Berkeley Street SW 

 
March 2012 Point Defiance Bypass Project 

Attachment 3 - Grade Separation Concept Evaluation Page A3- 14 

Exhibit A3-13 

Surface Water and Floodplains – South 56th Street 

 
Point Defiance Bypass Project March 2012 

Page A3-15 Attachment 3 - Grade Separation Concept Evaluation 

Exhibit A3-14 

Surface Water and Floodplains – South 74th Street 

 
March 2012 Point Defiance Bypass Project 

Attachment 3 - Grade Separation Concept Evaluation Page A3- 16 

Exhibit A3-15 

Surface Water and Floodplains – Bridgeport Way SW 

 
Point Defiance Bypass Project March 2012 

Page A3-17 Attachment 3 - Grade Separation Concept Evaluation 

Exhibit A3-16 

Surface Water and Floodplains – Berkeley Street SW