TUKWILA AND SOUTH KING COUNTY COMMUNITY MOBILITY ASSESSMENT
REPORT 2016/2017
TUKWILA AND SOUTH KING COUNTY COMMUNITY MOBILITY ASSESSMENT REPORT 2016/2017
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Table of Contents
I. Acknowledgements……………………………………………….…2
II. Executive Summary…………………………………………………3
III. Introduction……………………………………………………………7
IV. Methodology……………………………………………………………11
V. South King County Characteristics……………………………15
VI. Results…………………………………………………………………..24
VII. Transportation Barriers………………………………………..…30
VIII. Recommendations………………………………………………..…34
IX. Next Steps………………………………………………………………39
X. Works Cited……………………………………………………………41
XI. Appendix A - Surveys……………………….………………………43
XII. Appendix B – Stakeholder Interviews………………...…….52
XIII. Appendix C – Survey Data Tables………………………….….64
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I. Acknowledgements
We would like to thank the community members, stakeholders,
and organizations that participated in our program outreach and
data collection to help identify transportation barriers in Tukwila
and south King County. We would also like to thank the City of
Tukwila and the Washington State Department of Transportation
for this partnership under the 2012 CMAQ GTEC and TDM
Expansion Grant. Without the involvement of these parties, none
of the work detailed in the report would have been possible.
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II. Executive Summary
This report summarizes the work done under TDM for Diverse Communities Component
of the 2012 CMAQ GTEC and TDM Expansion Grant (GCB2135). This grant included a
“Diverse Communities Component”, which Hopelink was contracted to fulfill (beginning
in spring 2016) and addressed non-drive alone trips with an origin or destination in the
city of Tukwila. A second Regional CMAQ grant (GCB2251) allowed the Hopelink contract
to be extended from mid-2017 through January 2018 and expanded the scope of work to
include five partnering south King County jurisdictions (Burien, Federal Way, Kent,
Renton, and SeaTac).
This report includes results from several methods of data collection (survey, qualitative
feedback from in-person outreach, and interviews) and identifies barriers to
transportation in south King County (SKC). Recommendations that address
transportation barriers and next steps for future TDM programming in Tukwila and south
King County are also identified.
Transportation Barriers
Limited Accessibility of Park-and-Rides and Transit Centers
• The low-density land use patterns of south King County necessitate the use of cars
to access transit centers.
• Parking supply is limited, with efforts to expand the amount of parking being
expensive and conflicts with the aim of reducing automobile dependency.
Limited Neighborhood Connections and First-Mile/Last-Mile Issues
• A lack of neighborhood connections from residential areas to transit centers.
• Lengthy transfers between routes, with many routes not operating outside peak
periods.
Limited Reach of Alternative Services
• Most alternative services are limited to a specific population, with trips being
restricted towards a single purpose.
• A lack of funding for alternative services. While funding levels have remained
stagnant, demand for these services increase every year.
The Costs of Using Transit
• While LIFT brings down the cost of fares, it remains costly for those with very low-income.
• Many riders are dependent on bus tickets provided by human service agencies.
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Difficulty in Understanding the Transit System
• Confusion regarding different fare structures, location of bus stops, and differences
between transit agencies.
• Limited wayfinding and signage at transit centers and park and rides makes
transfers more difficult.
Language Barriers
• Most signs at bus stops are English only, along with online trip planning tools.
• The increase in population from immigrants and refugees is increasing the need
for translations.
Cost of Housing
• Increase in housing costs are pushing lower-income individuals and their families
to the periphery of King County.
• These populations are moving to areas with fewer transportation and social
services.
Recommendations
Support Volunteer Transportation
• Local and regional governmental support for volunteer driver programs as a cost-
effective means of social service delivery.
• Partnerships between transportation providers and human service agencies to
streamline services and reduce duplication.
Support Innovative Solutions to Address First-Mile/Last-Mile Issues
• Leveraging King County Metro’s commitment to expanding alternative services in
the 2040 Metro Connects Plan to connect residential areas with transit centers and
park-and-rides.
• Examples include expanding the number of DART routes to outlying areas,
coordinating with TNCs to provide subsidized rides to transit centers, or
establishing an emergency ride home program from transit hubs.
Provide Equity in the ORCA Multifamily Passport Program
• Collaborating with affordable housing complexes to provide subsidized ORCA
Multifamily Passports for their residents.
• Partially subsidized by local and regional governments to reduce reliance on
bundling Passport costs with rent.
Provide Direct Assistance Through ORCA LIFT Cards
• Reduce reliance on bus tickets provided by human service providers by allowing
agencies to provide funds directly to a client’s ORCA LIFT card.
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Integrate Transportation into Human Services Funding
• Consider how transportation affects service delivery in health and education.
• Include transportation into the RFP process for the King County Veterans and
Human Services Levy and include transportation providers in the conversation.
Build Affordable Housing Near Transit
• Increase the amount of affordable housing within designated urban growth
boundaries to ensure access to employment and human services.
• Leverage existing transit expansion plans such as the Federal Way Link extension
and I-405 bus rapid transit.
Improve Accessibility of Transit Stops
• Provide translations for non-English languages at bus stops, park and rides, and
transit centers.
• Incorporates principles of universal design to go above and beyond ADA
compliance.
Expand RapidRide Network
• Upgrade existing routes with the highest ridership to RapidRide service.
• Implement transit-only lanes where applicable to provide a faster, more reliable
trip.
Expand the Number of LIFT Enrollment Locations
• Allow for more agencies and organizations to provide ORCA LIFT registration
services.
Expand Transit Education and Outreach Programs
• Target employees of non-CTR affected worksites and students with travel
education and outreach.
Next Steps
Data Collection
• Revise survey questions to better capture special-needs populations.
• Gauge effectiveness of grant activities through WSDOT’s analysis of mode split
data.
Targeted Populations
• Address the needs of non-CTR affected employees, students at K-12 schools and
community colleges.
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Outreach Programs
• Develop a classroom style travel education program focused on clients.
• Expand GAPS locations to local community colleges and K-12 schools.
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III. Introduction
Hopelink
Hopelink is a nonprofit organization
founded in 1971 that King County. Hopelink
aids over 64,000 people throughout the
region to provide the stability they need to
exit poverty1. Hopelink programs include
food assistance, employment services,
emergency financial help, housing,
transportation, adult education, financial
assistance, energy assistance, and family
development. Service centers are located at
Shoreline, Kirkland/Northshore, Bellevue,
Redmond, and the Sno-Valley. Hopelink transportation services cover all of King County
(see Figure 1).
Hopelink Transportation
Hopelink’s Transportation services are split into three programs, Direct Operations,
Brokerage Transportation, and Mobility Management. Hopelink views transportation as
a critical piece of ensuring stability, as it connects clients to basic services, such as
education, employment, and medical care.
In Direct Operations, Hopelink primarily contracts with King County Metro to provide
Demand Area Response Transit (DART) service throughout the county. DART provides
fixed-route transit in designated service areas, typically in lower density regions of King
County. The service offers additional flexibility in comparison with traditional fixed-route
transit, with deviated pick-up and drop-off locations. Standard transit fares apply to all
DART routes.
For those with a Medicaid Provider One card, Hopelink contracts with the State of
Washington to provide Non-Emergency Medical Transportation (NEMT) in King and
Snohomish county through a brokerage transportation model. The transportation
services we can provide under this program includes (but is not limited to) gas
reimbursement, pre-loaded ORCA cards for travel using public transportation, providing
toll, parking, and ferry reimbursement, or coordinating with transportation providers to
arrange door-to-door service.
1 2016 Hopelink Impact Report. Hopelink, 2016, www.hopelink.org/sites/default/files/2016-Hopelink-Impact-Report-final.pdf.
Figure 1: Hopelink’s Service Area
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Hopelink’s Mobility Management team “promotes self-sufficiency for all members of our
community; we deliver access to opportunities by providing tools and sharing knowledge
so that everyone can use a coordinated transportation system to move about their
community more effectively.” Our target populations have included low-income
individuals and their families, people with limited English proficiency, people with
disabilities, seniors, veterans, and students.
The team manages FindARide.org, a website that provides a comprehensive directory of
transportation providers in the Puget Sound area. In addition, the Mobility Management
team provides the primary staff support for the King County Mobility Coalition, a multi-
agency collaboration that coordinates transportation projects for special-needs
populations, in addition to its subset, the south King County Mobility Coalition.
Community outreach is done through Travel Programs Team, which this project falls
under. A summary of our Travel Programs is provided in Section II – Methodology.
Transportation Demand Management
Transportation Demand Management (TDM) is a broad term that refers to strategies and
policies that aim to increase the efficiency of existing transportation systems. TDM
policies reduce travel demand for single-occupancy vehicles (SOVs) and increase the use
of carpooling, walking, biking, and transit.2 The goal of TDM is to serve as a
counterbalance to the prevalence of incentives and subsidies for driving and parking. In
the United States, SOVs remain the dominant form of commuting, with 76.6% of
Americans driving alone to work.3
In the Puget Sound region, 71% of commuters drove alone to work in 2014, a figure that
decreased from 77.6% in 2006.4 Specific strategies that fall under the TDM umbrella
include (but are not limited to) travel options training, transit subsidies or incentives like
bus passes and vouchers, disincentives for driving such as pricing parking or congestion
charges, or zoning changes that encourage denser development near transit hubs.5
Congestion Mitigation and Air Quality Improvement (CMAQ) Program6
With the passage of the 1990 Amendments to the Clean Air Act, there was a requirement
to further reduce vehicle tailpipe emissions and to establish a more rigorous link between
transportation’s effect on air quality. The CMAQ program arose as a way for the
implementation of surface transportation projects that improve air quality and provides
2 What is TDM? Mobility Lab, mobilitylab.org/about-us/what-is-tdm. 3 The National Report on Commuting Patterns and Trends. American Association of State Highway and Transportation Officials, Oct. 2013, http://traveltrends.transportation.org/Documents/CA10-4.pdf. 4 Puget Sound Regional Travel Study. Puget Sound Regional Council, 10 Dec. 2015, http://www.psrc.org/assets/12548/RegionalTravelSurveysComparison.pdf. 5 Mobility Lab. 6 Congestion Mitigation and Air Quality Improvement (CMAQ) Program. Federal Highway Administration, https://www.fhwa.dot.gov/environment/air_quality/cmaq/.
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relief for traffic congestion. The CMAQ program is administered by the Federal Highway
Administration (FHWA) and is funded through Transportation Bills, the most recent
being the 2015 FAST Act. The FAST Act provides between 2.3 to 2.5 billion in funding for
local and state governments for the CMAQ program until 2020. TDM for Diverse
Communities is funded through a WSDOT grant that receives its funding from the CMAQ
program.
TDM for Diverse Communities Component
From 2016 to 2018, The City of Tukwila TDM Program partnered with Hopelink to
implement a TDM for Diverse Communities Component through two CMAQ grants. The
program initially focused on Tukwila and was expanded in June 2017 to include five
additional south King County jurisdictions: Renton, Kent, SeaTac, Federal Way, and
Burien. Commuting patterns and services are regional in nature, making a focus solely
within the city limits of Tukwila limited. The TDM for Diverse Communities component
enhances the equity of services provided by targeting special-needs populations who were
historically not involved in TDM programs due to their commute focus.
Special-needs populations targeted through this component included immigrants,
refugees, people with disabilities, veterans, low-income individuals, and seniors. These
communities are disproportionately affected by the consequences of auto-dependent
urban development. For example, historically underserved populations are more likely to
be located near busy arterials and freeways, leading to higher rates of exposure to air
pollutants.7 Transportation expenses also comprise a higher proportion of household
budgets for these populations, especially if they drive their own vehicle.8
South King County Mobility Coalition
The South King County Mobility Coalition (SKCMC) is a sub-coalition of the larger King
County Mobility Coalition (KCMC). The group assists in stakeholder coordination by
serving as a forum to share information, identify transportation gaps, and collaborate on
mobility projects to support the mobility of special-needs populations throughout south
King County. Those participating in the SKCMC represent transportation providers,
social service agencies, and other stakeholders. Hopelink provides staff support for
KCMC and its respective subcommittees. The goals of the coalition are defined as:
1. Maintaining and expanding active participation of South King County Mobility
Coalition members.
2. Partner with member organizations to bring mobility improvement projects to
7 Federal Highway Administration. 8 Commuting Expenses: Disparity for the Working Poor. U.S. Department of Transportation, Bureau of Transportation Statistics, Mar. 2003, http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/publications/special_reports_and_issue_briefs/issue_briefs/number_01/html/entire.html.
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south King County.
3. Partner with member organizations to bring policy ideas to decision makers at
municipal levels.
Volunteer Driver Summit
On October of 2017, the SKCMC hosted a Volunteer Driver Summit. The topic of the
summit was to address issues related to volunteer driver programs throughout King
County in a series of workshops, panels, presentations, and breakout sessions. Event
participants were stakeholders from transportation providers, local nonprofits,
government agencies, and elected officials. Some of the insights from this event were used
to inform the identified barriers and recommendations in this report.
Tukwila Transportation Demand Management (TDM) Program
The City of Tukwila’s Transportation Demand Management (TDM) Program has changed
over the past few decades from a Commute Trip Reduction (CTR)-focused program that
originated with the 1992 State CTR law requirements. The current program has a broader
all-trips focus with increased flexibility in implementation. The overarching goal of the
program is to mitigate traffic congestion and improve air quality in the region by
educating, encouraging, and empowering those who live, work, and spend time in
Tukwila to choose alternative transportation modes. The Tukwila TDM Program
currently manages several regional grants that include partnering jurisdictions
(Tukwila, Renton, Kent, SeaTac, Federal Way, and Burien) and operates under
the name "South King County Transportation Options.”
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IV. Methodology
Program Outreach
Outreach was a central focus of the TDM For Diverse Communities component. The
facilities we worked with to reach our targeted populations include (but are not limited
to) food banks, healthcare facilities, King County Housing Authority (KCHA) and other
low-income housing, senior/community centers, and social service agencies. Our
outreach is centered around three specific activities: Public Transit Orientation (PTO),
Getting Around Puget Sound (GAPS), and Travel Ambassador Training (TA training).
Mobilize! Public Transit Orientation (PTO)
PTO involves small group transit trips with clients of social service agencies to improve
their confidence in navigating the local transit system. For every participant in this
program, we offered $10 in transit fare either on their existing ORCA card or provided a
preloaded ORCA card if they did not have one.
Hopelink staff managed the program coordination, which included pre-trip planning,
hiring interpreters, recruiting volunteers, and ordering ORCA cards for PTO participants.
Trained volunteers accompanied the PTO trips, bringing with them a wealth of knowledge
regarding transportation options in the local area.
Regular PTO trips were conducted for the TDM for Diverse Communities component with
organizations including the Refugee Women’s Alliance (ReWA), Neighborhood House at
Birch Creek, World Relief, the Iraqi Community Center, and Lutheran Community
Services.
Getting Around Puget Sound (GAPS)
GAPS is a travel options education and referral program involving tabling at facilities and
events to speak with community members. During GAPS events, we offered one-on-one
trip planning assistance, provided transportation materials and resources, referred
individuals to other services they may qualify for, and made note any qualitative feedback
regarding transportation services.
Several GAPS events were held at health fairs, community events, and other gatherings
across south King County through the TDM for Diverse Communities component.
Hopelink also held a transportation resource fair in partnership with the Tukwila
Community Center.
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Travel Ambassadors (TA)
Hopelink partners with social service agencies, medical providers and community
organizations to provide travel resources to employees who work with clients. This
typically involves an hour-long training and provision of materials describing local
transportation services and providers. Employees are then able to provide referrals to
clients, which in turn increases their independence and mobility using the transit system.
Through the TDM for Diverse Communities component, Hopelink also provided similar
training for clients of facilities.
Through the TDM for Diverse Communities component, TA trainings were conducted at
facilities including the Domestic Abuse Women’s Network (DAWN), Burien Library, and
Healthpoint.
Data Collection
Transportation Options Survey
The data for this project was primarily gathered through a pre-, mid-, and post-
implementation survey that was administered between May 2016-October 2017. While
the pre-survey was initially limited to responses within the City of Tukwila, it was
expanded to south King County. The mid- and post-implementation surveys were
administered throughout south King County. The sample size of the pre-survey was 1,091
and was 404 and 2,904 for the mid- and post-surveys, respectively. The intention to split
the survey into pre/mid/post versions was to track any changes in travel behavior over
time. The survey was distributed in-person through outreach events at targeted facilities
such as food banks and community fairs. The survey was also administered online
through the RideshareOnline.com platform, where commuters can receive rewards for
logging non-SOV trips; most RideshareOnline.com users are employees at CTR-affected
sites so in-person survey administration was important to capture a more inclusive
sample. Of note, although the surveys were administered at many in-person outreach and
training events, the respondents primarily consist of RideshareOnline users, which may
not provide an accurate representation of the community as a whole (due to computer
literacy and access, and knowledge of RideshareOnline.com).
The sample included south King County residents (within the target cities) and those
traveling to the region on a regular basis for human services or work. To reach a broader
audience, the pre-survey survey was translated into Somali, Vietnamese, and Nepalese.
Unfortunately, only two translated surveys (in Vietnamese) were returned. Limited
English Proficiency (LEP) individuals at events often had assistance translating the
English survey, which may partially explain the low use of the translated surveys. The
mid- and post-implementation surveys were not translated for this reason. Participants
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in the survey were either entered in a drawing for a preloaded ORCA card if taken online
or handed a transit voucher if taken in person.
The pre-survey was split into three sections. The first section was comprised of three
WSDOT-required questions that assess the participant’s travel behavior. Respondents
were asked which method of transportation (walk, bike, transit, etc.) they took to work,
school, or any other regular trip on each day of the week. They were then asked to list the
one-way distance of their commute. Next, respondents were asked to list the number of
trips taken with each mode of transportation for non-commute trips within a given week.
The primary section of the pre-survey focused on the respondent’s transportation needs
and primary transportation barriers. Respondents were asked what amenities
(emergency ride home, vanpool program, bicycle facilities, etc.) they would like to see
implemented in their community, school, or workplace to make it easier to get around
without driving alone. Participants were also asked to select which bus/train routes they
use, with the options including King County Metro and Sound Transit routes. Next, they
were asked if they would like to request further information on specific transportation
options and if they would like to see transportation materials or signage translated into
languages besides English.
The last section asked participants for basic personal information: age, name, zip code
and their email address or phone number (to serve as a unique identifier to assess
behavior change over time). These sections were optional for participants; the contact
information, was used to send them incentives, follow-up surveys, and any transportation
resources that the participant requested.
The first section of the mid-implementation survey was the same as the pre-survey: the
three required WSDOT questions on mode split and vehicle miles traveled (VMT). The
next question asked participants whether they had an account with RideshareOnline.com,
or if they were familiar with the platform. It then followed up with a question about
whether the respondent would pledge to begin or continue taking an alternative mode of
transportation and to log eight trips through RideshareOnline.com over the next month
(incentive programs were simultaneously available on RSO to reward users who logged
eight or more non-drive alone trips in one month). The survey then asked if respondents
had any additional comments or suggestions on the work of the south King County
Transportation Options Program. The mid- survey then concluded with a section for
contact information, allowing the respondent the chance to be entered in a drawing to
win a preloaded $20 ORCA card.
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The post-implementation survey questions were limited to the required WSDOT
questions on travel behavior, along with an optional prompt to provide contact
information for the drawing to win a preloaded $10 ORCA card.
Qualitative Interview
To improve understanding of barriers to transportation access stakeholders across south
King County were interviewed regarding their thoughts on transportation and mobility.
The first set of questions asked the participant about their organization and their staff
role, and whether they work directly with clients. Next, the interviewee was asked what
kind of transportation training is provided to staff at their organization and whether it is
formal training or through an online platform. Following this, they were asked if they
currently provide any transportation information to clients, either through the provision
of brochures in a common resource area, or through referrals to mobility services.
The next set of questions asked about where their clients live and how they travel (bike,
walk, transit, carpool, etc.) to access the organization’s services. They were then asked to
provide comment on what they perceive to be major transportation barriers for their
clients to access services. Follow-up questions were asked to assess language barriers, lack
of fixed-route transit, and/or any other barriers to disseminating transportation
information. The last questions asked what the interviewee would like to see improved in
south King County with respect to transportation, in addition to any other thoughts or
comments that they’d like to share.
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V. South King County Characteristics
South King County
South King County is roughly
defined as the area of the county
south of Seattle and the Eastside
south of Newcastle. South King
County cities include Burien,
Tukwila, SeaTac, Kent, Des Moines,
Auburn, Black Diamond, Enumclaw,
Renton, and Federal Way.
History
After European colonization of the
Pacific Northwest, much of the area
was dominated by logging and
agriculture until the middle of the
20th century9. Transportation in the
early 1900s was done through an
electric interurban line from Seattle
and Tacoma, with a stop in Kent.
Highway 99 was completed in 1928,
setting the region up for automobile
oriented suburban development10. This transition was complete with the arrival of
Interstate 5 (I-5) in the 1960s.
While postwar suburban growth was driven by automobiles and patterns of urban sprawl,
there has been a shift in priorities in recent decades. The 1990 Washington State Growth
Management Act (GMA) is a series of statutes stipulating that rapidly growing regions
must establish plans to manage future population growth. The goals of the GMA is to
reduce urban sprawl, protect the environment, coordinate public services, and increase
economic development11. A key goal of the regional coordinating body, the Puget Sound
Regional Council, is to concentrate future growth into designated urban centers. In south
King County, these centers are Downtown Federal Way, Southcenter in Tukwila,
Downtown Burien, Downtown Kent, SeaTac, the Landing in Renton, and Downtown
9 Kavage, Sarah. A Cultural Asset Map for the Federal Way Link Extension Corridor. 2017, p. 17, https://www.dropbox.com/s/26u4mbzm3m1o5qc/FWLE-report-final-11-21-2017.pdf?dl=0. 10 Kavage, Sarah. Page 26. 11 Growth Management Act. MRSC, http://mrsc.org/Home/Explore-Topics/Planning/General-Planning-and-Growth-Management/Comprehensive-Planning-Growth-Management.aspx.
Figure 2: Map of South King County
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Auburn. The region is also undergoing significant expansions in public transit in the
coming decades. Information about these changes are detailed in the King County Metro
and Sound Transit subheadings in this section.
Demographics12
In recent years, south King County has grown rapidly, gaining approximately 70,000
people from 2000 until 2010. When compared to King County, south King County cities
are among the most diverse in the country, with nearly all the population increase since
199o among people of color. Half of the population increase was from foreign-born
individuals and their families. The region is also common destination for refugees due to
the higher costs of housing elsewhere in the County.
In comparison to County averages,
south King County has a larger
proportion of people who speak a
language other than English in the
home, with the most prevalent
being Spanish, Mandarin, Somali,
Vietnamese, and Arabic.
Although incomes have grown
modestly in the last decade, south
King County has a lower than
average household income when
compared to the King County average.
Poverty rates are higher than average when
compared to the King County mean.
National trends of suburban poverty have
affected King County as well, with south
King County surpassing the City of Seattle
in the number of residents below poverty
level.
12 Felt, Chandler. King County’s Changing Demographics: Investigating our Increasing Diversity. King County, Feb. 23, 2017,
http://www.kingcounty.gov/~/media/depts/executive/performance-strategy-
budget/documents/pdf/RLSJC/2017/Feb23/KingCountyDemographics022317.ashx?la=en.
Figure 4: King County Poverty by Subarea
Figure 3: King County Median Income by Subarea
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King County Metro
King County Metro is the primary transit operator within King County, providing
connections to and within cities in the county. In addition to traditional fixed-route
services, the agency provides demand-response transit, paratransit, and ridesharing
options in south King County.
Fixed-Route Services
In addition to regular bus services, the agency operates several limited-stop bus routes
with some bus-rapid transit characteristics called “RapidRide”. These buses run more
frequently in comparison to regular buses, longer operating hours, ORCA fare terminals
at stops for quicker boarding, priority at signaled intersections, and transit-only lanes on
certain arterials.
In addition to regular fixed-route services, King County Metro provides late night and
early morning transportation through its night owl service. While most night owl routes
focus on the City of Seattle, routes 180, 124, and the A-Line pass through Burien, Tukwila,
SeaTac, Kent, Auburn, and Federal Way.
Demand Area Response Transit
King County Metro also operates Demand Area Response Transit (DART) under contract
with Hopelink, providing more flexible transit service for low-density areas throughout
the county where it is more difficult to provide traditional fixed-route transit. While DART
routes generally operate as fixed-routes with a regular schedule, DART vehicles are able
deviate from a route to provide flexibility for pick-up or drop-off within a specific service
area. To make a request, riders must either call DART’s toll-free number or online through
Hopelink’s website. Fares for this service are the same as Metro’s traditional fixed-route
service, with the ability to make transfers to connecting services by using an ORCA card.
In the city of Kent, DART routes #914 And #916 operate as the Kent Circulating Shuttle.
This is a joint effort with the City of Kent, King County Metro, and Hopelink to provide
transportation to those living in residential areas to services and shopping destinations in
Downtown Kent and East Hill. The route is free for riders to use and allows for flexible
pick-up and drop-off.
Access
The federal Americans with Disabilities Act (ADA) of 1990 requires transit operators
across the country to provide equal access to public transportation for people with
disabilities. In addition to physical changes in the built environment to ensure equal
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access, the ADA also requires transit operators to run parallel “paratransit” service for
those whose disabilities prevent them from using traditional fixed-route service.
King County Metro’s paratransit service is called Access. To be eligible for Access, riders
must first complete a self-assessment and then complete an application to be signed by a
licensed medical practitioner. Then, they must go through an in-person evaluation at
Harborview Medical Center located in the First Hill neighborhood of Seattle. The
evaluation is free of charge, and transportation to and from Harborview is provided if
needed. Once eligible for the program, riders can reserve a ride 3-7 days in advance before
the day of travel. Access transportation is designed to go anywhere within King County
that is served by a Metro bus, Seattle streetcar, the Sound Transit Link light-rail, or
express bus, within 1/4th of a mile of a stop.
Metro Community Connections
Metro Community Connections is a four-year demonstration program where the agency
works with municipalities and community groups to develop innovative solutions to meet
the needs of communities that don’t have the density to support traditional fixed-route
service. Pilot programs are spread throughout King County. Within south King County is
the Burien Community Shuttle, which provides a flexible service for deviated pick-up and
drop-off like DART.
Rideshare Operations
King County Metro is active in providing Rideshare options for commuters, and is the
largest public agency providing such a service. Rideshare Operations include VanPool and
VanShare. Through VanPool, commuters can group together to form a VanPool using
King County Metro vehicles. In exchange for a monthly fare, the agency provides training,
maintenance, insurance, fuel, etc. for riders. Groups must have at least two drivers, and
one bookkeeper. Drivers will keep the vehicle at their residence, with the group
coordinating pick-up/drop-off, and routes. With VanShare, VanPool groups can be
organized to provide transportation to and from park and rides and transit centers.
Metro Connects 2040: Long Range Plan
King County Metro has adopted a long-range vision called Metro Connects in January
23rd, 2017. The plan has three specific priorities. First is for additional investments in bus
routes to increase both the frequency and coverage of services. This includes new
RapidRide lines, more all-day service routes, and additional local and express routes.
Another key goal is to increase the range of choices available for riders. This will include
making options like vanpool more accessible and partnering with organizations providing
TUKWILA AND SOUTH KING COUNTY COMMUNITY MOBILITY ASSESSMENT REPORT 2016/2017
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on-demand service to address first/last mile transportation needs. In addition, Metro will
look to improving bike and pedestrian connections to transit centers, and to provide
additional parking at Park & Ride lots.
The third priority is to make transit services as simple and accessible to as many people
as possible. Metro will improve coordination with Sound Transit and other regional
transit agencies to ensure smooth transfers between services. Metro will conduct
improvements to accessibility for people with disabilities through the introduction of new
travel options, larger wayfinding signs, and physical changes to buses and stops.
Improving the customer experience through simplified fares, speeding up boarding, and
improving customer support is also a key strategy for this goal.
Insight: Metro’s service expansions will better connect south King County with other
urban growth sites across King County. By 2025, the RapidRide network will provide
improved routes to the Eastside, North King County, and West Seattle. Many of the
current local routes will see their services updated to a “frequent” level, which means a
bus every 5-10 minutes, operating 20 hours a day by 2040.
King County Metro is also planning to increase investment into alternative transportation
as a strategy to meet their goals. Investment into Community based solutions would allow
south King County to fill current service gaps in the fixed-route network and augment
existing services such as volunteer driver programs.
Sound Transit
Sound Transit is a regional transit operator that provides service in King, Pierce, and
Snohomish Counties. Sound Transit services focus on connecting far flung areas of the
Puget Sound region with one another. The agency has a large presence within south King
County with their Express bus, Sounder rail, and Link light-rail services.
Express Buses
Sound Transit provides express bus service that serves as intercity transportation
between cities in the region. Express bus routes connect urban centers in King,
Snohomish, and Pierce County. There are several routes that connect south King County
cities through suburban transit centers to job sites in Tacoma, Seattle, and the Eastside.
Although many Sound Transit routes only operate during weekday peak periods, there
are some routes that operate on a regular 7-day bus schedule.
Sounder Rail
Sound Transit operates commuter rail through the Sounder Train. The Sounder train
travel between Lakewood and Seattle in the south, with stops in South Tacoma, Tacoma,
TUKWILA AND SOUTH KING COUNTY COMMUNITY MOBILITY ASSESSMENT REPORT 2016/2017
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Puyallup, Sumner, Auburn, Kent, and Tukwila. The Sounder train uses diesel locomotives
and legacy rail corridors to provide passenger rail service. However, due to the tracks
being owned by freight rail companies such as BNSF, the Sounder rail only operates
during peak commuting periods in the morning and evenings, five days a week with
service for certain sporting events.
Link Light-Rail
Sound Transit’s light-rail service is called the Link. Link trains are fully electrified and use
their own right-of way separate from the freight rail network. The Link currently operates
between Angle Lake in south King County and the University of Washington in the north.
The service operates seven days a week, from 5 AM to 1 AM. In the coming decades, Link
light-rail is slated to be expanded to Kent/Des Moines, Federal Way, Fife, and Tacoma
through the Federal Way and Tacoma link extensions.
Sound Transit 3
As of November 2016, Sound Transit will be embarking on an expansion plan titled Sound
Transit 3 (ST3). ST3 will extend the LINK light rail service, introduce new Bus Rapid
Transit (BRT) service, and improve upon its Sounder rail service in Pierce, Snohomish,
and King Counties.
LINK light rail will be extended by an additional 62 miles, building upon ST1 which
created the Airport to Westlake line, and ST2 which expanded service to Lynwood,
Federal Way, and Bellevue. ST3 will includes a new line from Issaquah to South Kirkland
on the Eastside, and an extension of the East Link to Redmond. The existing network will
be extended up to Everett in the North and to Tacoma in the South. In the City of Seattle,
there will be an additional transit tunnel downtown, with new lines extending to Ballard
and West Seattle.
New BRT options will provide faster, more reliable service along I-405, SR 518, SR 522,
and NE 145th street. This will help connect communities along the route to LINK light rail
service in Tukwila, Bellevue, Shoreline, and Lynwood. BRT will operate in Express Toll
lanes from Totem Lake to south Renton while operating in its own right-of-way from
Tukwila to Burien. ST3 also calls for the construction of highway stations at NE 85th Street
in Kirkland and NE 44th Street in Renton. In addition to BRT improvements, ST3 will
expand the number of parking spaces at Park and Rides at Totem Lake, Renton, South
Renton, North Sammamish, Lake Forest Park, Kenmore, and Bothell.
Sound Transit’s commuter rail service, Sounder, will also see improvements. In response
to growing ridership in its southern segment, the Lakewood-Seattle line will see upgrades
including two new stations in Tillicum and DuPont, and extended platforms at stations.
This will allow for longer trains to be used, with the potential to carry additional
TUKWILA AND SOUTH KING COUNTY COMMUNITY MOBILITY ASSESSMENT REPORT 2016/2017
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passengers along the route. Estimates from the ST3 plan predict a 40% increase in
passenger capacity at stations along the South Line. In addition to increasing capacity,
ST3 will also provide increased frequency of Sounder service. Expansions in parking at
the Edmonds and Mukilteo stations will also be undertaken.
ST3 introduces several new transportation options for south King County cities. BRT
along I-405 will help connect communities along its corridor to job centers on the
Eastside.
One Regional Card for All (ORCA)
ORCA is a way for riders to pay for public transportation across the Puget Sound region.
All transit agencies in King, Kitsap, Pierce, and Snohomish county, including the
Washington State Ferries allow for the use of ORCA. Unlike with paper tickets, ORCAs
can be used to make transfers between transit agencies with a 2-hour window,
automatically calculating fares. ORCAs cost $5.00 to purchase, and can be bought at
ORCA vending machines, select retail establishments, and ORCA To-Go events. Cards can
be reloaded online, or at ORCA purchase locations. In addition to regular adult cards,
there are reduced fare programs for low-income individuals, people with disabilities,
older adults, and youth.
LIFT
LIFT stands for Low Income Fare Transit and is a program that is designed for people
making up to 200% of the Federal Poverty Guidelines. LIFT provides a 50% discount for
rides on Sound Transit, King County Metro, and Seattle Streetcar vehicles, with fares
typically at $1.50 per ride. LIFT cards are also indistinguishable from regular adult cards,
except for a printed renewal date. Applicants automatically qualify if they are Medicaid,
or basic food assistance recipients. To qualify, one can also submit income verification
documents. You will need to reverify income status every two years. ORCA LIFT cards are
free to register for. LIFT registration is done in partnership with King County Public
Health offices, at ORCA To-Go events or at select social service agencies.
RRFP
RRFP stands for Reduced Regional Fare Permit. This is a program for older adults above
the age of 65 and for people with disabilities. This program has the lowest fares out of all
the reduced fare programs, with rides typically at $1.00 per trip. Unlike with LIFT, RRFP
cards are different from regular adult cards. RRFP cards cost $3.00. Seniors can apply by
mail or at ORCA customer service centers by showing proof of age. People with disabilities
apply in person by showing proof of medical status by a doctor and require their picture
to be taken.
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Youth
For those aged 6-18, ORCA has a Youth card. This card has the same fares as LIFT, with
rides typically at $1.50 per trip. To apply, parents can mail the application with proof of
age. Youth Cards cost $5.00 to purchase.
ORCA To-Go
Social service agencies and community groups can schedule a mobile ORCA registration
and customer service unit called ORCA To-Go. ORCA To-Go can be reserved for resource
fairs, senior centers, festivals, and other community events. ORCA To-Go allows for
registration for regular adult cards, RRFP, and Youth cards. ORCA LIFT registration is
done in partnership with King County Public Health.
Volunteer Driver Programs
In addition to the traditional fixed-route services operated by King County Metro and
Sound Transit, there are several alternative services available for south King County
residents. Volunteer Programs serve as a crucial link for those unable to take traditional
fixed-route transit. These programs rely on a network of volunteers to provide rides for
clients.
American Cancer Society Road to Recovery
A free volunteer-based transportation service operated by the American Cancer Society.
This program provides transportation to and from treatment for cancer patients. The
service is intended for those who do not have a ride or are unable to drive themselves.
Patients using this service must be ambulatory and can walk themselves to and from the
vehicle or with the help of an accompanying caregiver.
Disabled American Veterans (DAV)
A free volunteer-based transportation service operated by DAV. This program provides
transportation for veterans needing transportation to and from the nearest VA hospital
for medical appointments. Rides are scheduled with the help of the nearest Hospital
Service Coordinator (HSC), with each state being assigned several HSCs.
Sound Generations Volunteer Transportation
A free volunteer-based transportation service operated by Sound Generations. This
program provides rides for older adults above the age of 60 who need to travel to and
from a medical appointment. Patients using this service must be ambulatory and are able
to walk themselves to and from the vehicle or with the help of an accompanying caregiver.
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Catholic Community Services (CCS) Volunteer Services
A free volunteer-based service operated by CCS. In addition to transportation, volunteer
services provide general assistance such as help with housework, cooking, home repair,
personal care, etc. Volunteers from CCS typically provide 2-8 hours of assistance per
month for a specific client. To qualify for the service, one must be an older adult aged 60
or older who is living on a fixed-income with some mobility limitation or be an adult 18-
59 with a disability. Adults 18 and older and younger than 60 can qualify for the service if
they have a disability.
Demand Response Programs
Demand response programs help augment the existing fixed-route network by providing
rides for a specific purpose. Unlike with volunteer driver programs, these services tend to
use paid drivers to operate vehicles and fulfill ride quests.
Hopelink Medicaid Transportation
For Medicaid recipients, Hopelink provides transportation assistance for travel to and
from medical appointments. To qualify, a recipient must have a ProviderOne card from
Washington’s Apple Health (Medicaid) program. Transportation assistance comes in
three forms. If a client has their own vehicle or has someone willing to drive them
Hopelink provides gas cards for travel reimbursement. For those who can take public
transit, preloaded ORCA cards are given. For individuals who don’t have access to or are
unable to drive or take public transit, Hopelink will coordinate with an external
transportation provider for door-to-door service to and from an appointment. Hopelink’s
Medicaid Transportation is available for residents in King and Snohomish County.
Sound Generations Hyde Shuttles
A free community shuttle that provides door-to-door van service for older adults above
the age 55 and people with disabilities. Users must also live within a designated
neighborhood service area. The shuttles can only travel within their local service area.
Communities in south King County with Hyde Shuttle service include Burien/Highline,
Des Moines/Normandy Park, Federal Way, Renton, and SeaTac/Tukwila.
TUKWILA AND SOUTH KING COUNTY COMMUNITY MOBILITY ASSESSMENT REPORT 2016/2017
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VI. Results
The transportation surveys for the Tukwila CMAQ grant were administered between June
2016 and October 2017. For this report, results from Tukwila are compared with the rest
of south King County to assess any differences in mode split or rider preferences. Results
from south King County are defined as those from the grant’s partner jurisdictions
(Renton, Kent, SeaTac, Federal Way, and Burien). Except for the mode split question,
results in this section are only from the pre-survey for Tukwila and south King County.
These questions were designed to assess existing conditions and were not repeated in the
subsequent surveys. Many of the percentages listed in the following tables do not add up
to 100% as questions allowed for multiple options to be selected. Table 1 shows a timeline
of survey distribution and their respective sample sizes.
Table 1. Tukwila/SKC Transportation Surveys
Survey Start End Sample Size
Tukwila Pre-survey June 2016 March 2017 283
SKC Pre-Survey September 2016 November 2016 810
Mid-survey April 2017 July 2017 299
Post-survey September 2017 October 2017 2,432
*note: sample size reported is for Tukwila and south King County partner
jurisdictions only. Respondents who entered home and work zip codes
that from outside these cities were not included in the analysis.
Survey questions and a brief analysis are included for several questions that help describe
existing conditions and barriers to transportation access below.
In a recent, typical week what type of transportation did you use each day
to commute to work or school? (Tukwila and SKC pre-, mid-, and post- surveys)
To assess the mode-split of survey respondents, data from all the three surveys were
combined. Tukwila and south King County partner jurisdiction respondents were
included in the analysis. Tukwila responses were separated after the data was gathered
from the mid- and post- survey as these surveys were administered regionally (not in a
separate Tukwila survey). In this analysis, responses given for each day of the week were
combined to get an average for the entire week. “Did not work or attend” and N/A
responses were dropped to focus on the mode-split of respondents attending work or
school on a given day (see figures 6 and 7). A more detailed analysis of individual
commuting changes using respondents’ unique identifiers (email and/or phone number)
will be conducted by WSDOT.
TUKWILA AND SOUTH KING COUNTY COMMUNITY MOBILITY ASSESSMENT REPORT 2016/2017
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The mode split data for Tukwila and the partner south King County jurisdictions shows
nearly equal numbers of commuters driving alone and taking transit. The mode split data
indicates that Tukwila commuters have similar conditions and rates of adoption of
alternative transportation modes. The results also demonstrate a significant deviation
from King County’s drive alone rate, which was 66.9% as of 2015.13 The difference in mode
split between our survey sample and the general population likely reflects the bias of the
sample towards RideshareOnline respondents, who are more likely to be affected by CTR
programs.
Approximately how many miles do you travel one-way to work or school?
(Tukwila and SKC pre-, mid-, and post- surveys)
The average reported commute in the Tukwila sample was 16 miles (see Table 2). There
was a significant spread in one-way commute distances for respondents, with a minimum
commute distance of 0 miles and a maximum of 153 miles. As a result, the standard
deviation of commute distances in this sample was close to the reported mean, at 15.89
miles.
Table 2. Tukwila respondent average miles traveled
Commute Distance (miles) Mean Std. Deviation Min Max
16.02 15.89 0 153
The average reported commute in the south King County sample was 23 miles (see Table
3). There was a smaller spread in one-way commute distances for responses, with a
13 Commute Mode Share. PSRC, https://www.psrc.org/commute-mode-share.
Ferry0%
Walk1%
Paratransit1%
Bike2%
Telework5%
Vanpool9%
Carpool13%
Transit31%
Drive Alone38%
Figure 5: Tukwila Mode Split
Drive Alone35%
Carpool13%
Transit32%
Paratransit1%
Vanpool11%
Bike2%
Walk1%
Ferry0%
Telework5%
Figure 6: SKC Mode Split
TUKWILA AND SOUTH KING COUNTY COMMUNITY MOBILITY ASSESSMENT REPORT 2016/2017
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minimum distance of 0 miles and a maximum of 82 miles. In comparison to Tukwila, the
standard deviation of the commute distances in this sample was smaller, at 9.1 miles.
Table 3. SKC respondent average miles traveled
Commute Distance (miles) Mean Std. Deviation Min Max
23.22 9.1 0 82
Which of the following programs/amenities would you like to see in your community, school, or place of employment? (Tukwila and SKC pre- surveys)
When asked what amenities respondents would like to see in their communities,
responses varied between the Tukwila (Table 4) and south King County (Table 5) samples.
For both samples, flexible work schedules, free/reduced cost transit passes, and
emergency rides home were the top three options. Free and reduced cost transit passes
was the most popular option for Tukwila respondents, while more flexible work schedules
were the most popular in the south King County sample.
Table 4. Tukwila respondents
Option %
Shared Bike for me to use 15.25%
Emergency guaranteed ride home 29.33%
Transit/walking/biking info kiosk 13.48%
Commute buddy for a day 12.41%
Bike facilities where I’m going 15.25%
Free or reduced cost transit pass 40.07%
Telework/Flexible Schedule 28.01%
Vanpool Program 15.96%
None of the Above 17.38%
Table 5. SKC respondents
Option %
Shared Bike for me to use 11.50%
Emergency guaranteed ride home 40.30%
Transit/biking/walking info kiosk 13.97%
Commute buddy for a day 12.24%
Bike facilities where I’m going 18.05%
Free or reduced cost transit pass 40.05%
Telework/Flexible work schedule 46.35%
Vanpool program 22.87%
None of the above 16.56%
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Which of the following describe your transportation needs? (Tukwila pre-
survey only)14
Figure 7: Transportation Needs by Tukwila Neighborhood
Southcenter Mall was the most traveled area of Tukwila, chosen 41% of the time.
Subsequently, Southcenter was the most requested Tukwila neighborhood for additional
transit service at 32% of all responses. The Tukwila Community Center/Allentown
neighborhood was less frequently chosen in comparison. For those that chose the open-
ended response, destinations along Boeing Access Road such as Group Health were
frequently cited.
What bus/train routes do you use? (Tukwila pre- survey only)
Table 6 shows the responses for routes ridden by
respondents in the Tukwila sample. The most common
routes that respondents identified were routes that
connect Tukwila with Downtown Seattle. The Link light
rail, Sounder train, Metro’s #150 were the top 3 most
frequently chosen routes. RapidRide F, which provides
an east-west connection between Burien and Renton,
follows close behind the top 3. RapidRide A, which
provides a north-south connection between SeaTac and
Federal Way, was in the bottom half of the list, chosen by
only 6% of respondents. 34% of the sample indicated
that they do not use transit.
14 Appendix C – Table A1
19%16%
41%
32%
17%20%
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
I travel to/fromthe TukwilaCommunity
Center orAllentown
Neighborhood
If available, I'duse transit
to/from theTukwila
CommunityCenter or the
Allentownneighborhood.
I travel to/fromthe Southcenter
mall area.
If available, I'duse a transitto/from the
Southcenter mallarea.
If available, I'duse a transit
circulator withinother areas of
Tukwila.
Not Applicable
Table 6. Transit routes used
Route %
Link Light Rail 36.88%
Metro #150 19.86%
Metro RapidRide F 18.09%
Metro #128 15.96%
Metro #124 11.70%
Metro RapidRide A 6.38%
Sounder Train 20.21%
Metro DART #906 0.71%
Metro #154 4.61%
Metro #156 4.26%
Do Not Use Transit 34.04%
TUKWILA AND SOUTH KING COUNTY COMMUNITY MOBILITY ASSESSMENT REPORT 2016/2017
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Do you use any of the following transportation options to get around? (SKC
pre- survey only)
This question is like the previous Tukwila pre- survey question. However, this question allowed for open-ended responses after selecting a specific transportation option (Sounder, Metro bus, etc.). Respondents from partner jurisdictions indicated similar levels of Link light rail use and those not using transit. There was a comparatively higher proportion of those using the Sounder train and Metro’s DART service relative to the Tukwila sample (see Table 7). What would help you ride transit more often? Please rank the following improvements or incentives in order of importance. (SKC pre- survey only)15
Figure 8: Respondent Preference of Improvements and Incentives
To rank the preference of respondents in this question, “most helpful” and “somewhat helpful” responses were combined into one percentage as were the “not applicable” and “least helpful” options. More frequent service and always finding a parking spot at a transit center were the top-ranked most helpful improvements/incentives identified by respondents. In contrast, having room on the bus for a bike and service late at night were lowest ranked.
15 Appendix C – Table A2
76
%
63
%
57
%
52
%
49
%
49
%
45
%
45
%
39
%
36
%
32
%
21%
34
%
37
%
36
%
22
%
60
%
47
%
54
%
56
%
58
%
17%
53
%
39
%
0%
10%
20%
30%
40%
50%
60%
70%
80%
Most Helpful and Somewhat Helpful Least Helpful and Not Applicable
Table 7. Transit modes used
Option %
Link Light Rail 34.12%
Metro Bus 34.73%
Metro RapidRide 16.81%
Sounder Train 27.69%
Metro DART 8.41%
Do Not Use Transit 38.69%
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Which language(s) (other than English) would you like to see included in transportation signs/materials? (Tukwila and SKC pre- surveys)
Table 8. Languages Requested
Spanish Vietnamese Tagalog Somali Cambodian Nepali Burmese Other
Tukwila 29% 13% 11% 13% 4% 10% 4% 16%
SKC 27% 13% 11% 6% 5% 2% 2% 33%
49% of Tukwila respondents and 22% of those from partner jurisdictions indicated that they would like to see translations for non-English languages. Both samples ranked Spanish as the most requested language. The Tukwila sample had a relatively larger percentage of Somali and Nepali requests while partner jurisdictions had a larger portion requesting translations for “other” languages. Within the “other” category, Mandarin, Arabic, Russian, and Farsi were the most requested translations.
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VII. Transportation Barriers
Through our outreach, stakeholder interviews, and survey data, we identified several
major barriers to transportation for populations targeted by our grant.
Limited Accessibility of Park-and-Rides and Transit Centers
Within the surveys and qualitative interviews one of the biggest complaints about
transportation in South King County is the lack of parking spaces at park and rides across
the region. The area’s low-density land use patterns necessitate the use of a car to access
these transit centers. As mentioned previously, while some can take buses to transit
centers from their point of origin, for most, it increases overall trip time beyond what
most are comfortable with due to transfers and waiting. As a result, most park and ride
lots end up running out of spaces by 7:45 AM or earlier, limiting the ability residents to
commute by transit.
However, expanding the amount of parking at transit centers remains prohibitively
expensive. The cost of expanding parking at Kent Station by 550 spaces has risen to $65
million, or more than $118,000 per stall based on budget estimates by Sound Transit16.
Focusing on expanding parking also conflicts with the aim of reducing residential
automobile dependency and limits the potential for TOD around transit centers. It is also
the case that many of these suburban transit centers are already surrounded by vast
parking lots for retail and commercial uses.
Figure 9: Downtown Federal Way parking lots outlined in orange, with the future Link station is outlined in red17.
16 Lindblom, Mike. $100,000 per space? Costs soar for Sound Transit’s Kent park-and-ride garage. Seattle Times. 15, 2017,
https://www.seattletimes.com/seattle-news/transportation/100000-per-parking-space-costs-soar-for-sound-transits-kent-park-
and-ride-garage. 17 Shaner, Zach. ST3 Parking: $661M at $80k Per Space. Seattle Transit Blog, Apr. 20, 2016,
https://seattletransitblog.com/2016/04/20/st3-parking-661m-at-80k-per-space.
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Limited Neighborhood Connections and First-Mile/Last-Mile Issues
The lack of connections between neighborhood regions were identified as a significant
transportation barrier in several of the qualitative interviews. Frequent routes with all-
day service often focus on connecting suburban downtown transit centers with each other,
while connections between neighborhoods in cities tend to be limited. This increases the
need to drive to the closest transit center to use public transit, compounding the problem
of limited parking supply.
For those without their own car, riders must rely on buses that are infrequent and have
shorter operating schedules. As a result, taking the bus from a residential area often
requires multiple transfers with long wait times. Outside of the RapidRide network, most
of the buses have a frequency of once per 30 minutes or longer.
Limited operating hours also presents another barrier for low-income riders. They are
more likely than the general population to be working late at night or early in the morning.
Most routes outside of the RapidRide network stop operating after 11 PM. Many routes
are only available during peak commuting periods and do not have mid-day service.
Limited Reach of Alternative Services
Alternative methods of getting around may be available for those who do not have access
to or are unable to use fixed-route public transit from King County Metro and Sound
Transit. These services include demand-response options such as Sound Generations’
Hyde Shuttles and volunteer-based options such as Catholic Community Services’
Volunteer Services. However, these programs all have eligibility requirements such as
having to be above a certain age, being a Medicaid recipient, or having a disability.
For those that are eligible for these alternative services, trips are restricted to a single
purpose, such as trips to and from medical appointments. While Hyde Shuttles provides
general transportation, the service is limited to trips within a neighborhood zone and is
only for those above the age of 55 and people with disabilities. However, Hyde Shuttles is
often unable to accept all requested trips for those eligible for the service.
Based on our conversation with Roxana Pardo Garcia of the South King Council on
Human Services (SKCHS) there is more attention and funding towards issues such as
health or education at all levels of government and doesn’t consider how transportation
affects these outcomes. While there are grant opportunities available to transportation
providers and nonprofits to tackle these issues, funding levels have remained low
relative to the increasing demand. As a result, there is a lack of funding towards
transportation programs in general. From stakeholder interviews human services
budgets in cities do not typically fund volunteer transportation programs, and efforts to
assist these programs are far and few in between.
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The Costs of Using Transit
An individual’s ability to pay for transit fares remains a significant barrier to access public
transit. While the introduction of ORCA’s Low-Income Fare Transit (LIFT) card in 2015
has helped to bring down the costs of using transit, economic barriers remain for those
making little or no income, typically between 0-20% of King County’s Area Median
Income (AMI).
An additional barrier to transportation is that existing government assistance programs
(basic food and Medicaid) tends to be earmarked for a single purpose, rather than
providing money that could be used for a variety of services such as transportation. Based
on conversations with stakeholders, many riders end up relying on bus tickets provided
by human service agencies. Unlike with programs such as Medicaid or basic food
assistance, there is no comparable program that provides direct monetary assistance for
low-income transit dependent riders.
Currently, there are subsidized monthly transit passes in the form of ORCA Business or
Multifamily Passports. However, most passport users tend to be higher-income than
average as they are either subsidized by a large employer or paid through rent in a market-
rate multifamily building. There is no comparable assistance program for our target
populations.
The number of bus tickets agencies can provide is limited, with a total of $4.4 million in
bus tickets distributed by King County Metro to agencies, organizations, governments,
and tribes across King County. This limits the number of destinations an individual can
travel to, reducing their overall access to employment and services as many of those in
deep poverty = rely on bus tickets from human service agencies.
Difficulty in Understanding the Transit System
One of the barriers to mobility that was revealed through our PTO and GAPS outreach
and qualitative interviews is that the current transit system can be confusing for those
unfamiliar with the network. There is often a lack of understanding on the differences
between the various King County Metro and Sound Transit services. Fare structures of
both systems can also be confusing, with varying costs for the rider depending on the time
of day, the type of ORCA the rider holds, and the length travelled. While the ORCA system
does calculate fares and transfers automatically, there have been complaints during
outreach events of card balances being different than what an individual had originally
assumed.
Beyond the confusion around different transit systems and fare structures are the physical
stops themselves. The transfer environment for many of the Park and Rides is confusing
for some riders due to a lack of wayfinding signage. Feedback received at outreach events
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indicates that while this does not generally prevent people from using transit, it does end
up decreasing reliability and efficiency due to missed transfer connections.
Language Barriers
The transit usability issues identified above are exacerbated for limited English proficient
(LEP) riders. Many of the signs at bus stops tend to be English only, with occasional
Spanish translations. Trip planning tools are also largely printed in English only. While a
resource called Special Assistance Cards exists to assist LEP riders in communicating with
the driver, it requires them to be filled out by staff at human service agencies or by a friend
or family member that knows English, limiting LEP riders’ independence. The significant
influx of immigrants and refugees who speak a variety of different languages besides
Spanish into south King County highlights the need for improvement in this area.
Cost of Housing
One of the major transportation barriers in south King County is the regional surge in
housing costs and resultant displacement of lower-income individuals to areas further out
of city centers. The average monthly rental price in the County as of March 2017 was
$1,617, an increase of 8.3% over 2016.18 Lower-income individuals and families who have
been displaced by the housing market into areas including south King County from Seattle
are experiencing additional economic pressures to move further out to the periphery of
the Puget Sound region, typically in unincorporated counties and exurban regions.
According to the 2010 census, there was an estimated 85,764 individuals below the
poverty line in Seattle versus 140,440 below the poverty line in suburban King County19.
However, social support services and programs are still largely centered in denser urban
centers. Many individuals who live in south King County rely on services located in
Seattle. Services located in south King County are dispersed throughout the region,
typically located around suburban downtowns, along busy arterials such as Tukwila
International Blvd, and neighborhood centers such as Birch Creek in Kent. However, the
low-density nature of many residential neighborhoods in the region make it difficult for
those without cars to access these vital services. This is especially true in exurban or rural
areas such as Black Diamond or Enumclaw, where public transit remains extremely
limited.
18 Rosenberg, Mike. After brief slowdown, Seattle-area rents surge back up again; when will it end?. Seattle Times, Mar. 28, 2017, https://www.seattletimes.com/business/real-estate/after-brief-slowdown-seattle-area-rents-surge-back-up-again-when-will-it-end. 19 Goldberg, David. Combating the Suburbanization of Poverty. Sightline, Apr. 26, 2017, http://www.sightline.org/2017/04/26/combating-the-suburbanization-of-poverty.
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VIII. Recommendations
Alternative Transportation
Support Volunteer Driver Programs
Volunteer Driver programs assist those who are unable to take traditional fixed-route
transit or for those who require a more flexible service. A greater focus on establishing
new partnerships between human service providers, transit agencies, and transportation
providers would help reduce service duplication and streamline services. Local human
service budgets could be re-organized to prioritize provision of funding to these programs
to improve the delivery of social services to their residents.
Benefits
• Cheaper to administer in relation to other transportation services.
• Offers a flexible service for those served poorly by public transit.
Costs
• Requires additional funding from local and state human service budgets.
• Requires coordination from competing transportation providers and social service
agencies.
Support Innovative Solutions to Address First-Mile/Last-Mile Issues
King County Metro can leverage its commitment to expanding alternative services in the
2040 plan by supporting ways to improve first-mile/last-mile connections. This could be
implemented in many ways, including: expanding the number of DART routes to outlying
areas, coordinating with TNCs to provide subsidized rides to transit centers, establishing
an emergency ride home program to transit hubs, etc.
Benefits
• Provides more flexible solutions in areas that are underserved by existing fixed-
route transit.
• Helps to reduce parking demand at park and rides and transit centers.
Costs
• Requires additional funding from transit agencies and localities to implement new
programs.
• Requires a multi-pronged approach that does not rely on a single solution.
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Affordability
Provide Equity in the ORCA Multifamily Passport Program
King County Metro must find ways to expand the ORCA Multifamily Passport program to
populations living in below market-rate housing. Following a model like a pilot program
in Seattle20, transit agencies can collaborate with affordable housing complexes and King
County Housing Authority properties to provide this benefit to their residents. Subsidies
from the County or State would be needed to avoid passing the costs on to low-income
renters by bundling pass costs with rent.
Benefits
• Provides heavily discounted ORCA Passports to low-income riders and ensures
equity in the Multifamily Passport program.
• Can encourage a shift in long-term travel behavior away from automobiles if the
program remains permanent.
Costs
• Expanding this program will require additional funding from the State and County.
• Requires buy-in from transit agencies, KCHA, and affordable housing
organizations.
Provide Direct Assistance Through ORCA LIFT Cards
Another way to aid low-income riders would be to provide funds directly onto a client’s
ORCA LIFT card on behalf of a social service agency. This benefit program could work in
a similar way to the human service bus ticket program, where funds could be provided for
specific purposes such as emergency rides or through a set number of funds per month
under case management.
Benefits
• Provides direct transportation assistance to very low-income riders.
• Allows clients to more easily transfer between various transit agencies and services
in comparison to bus tickets which are largely limited to King County Metro buses.
Costs
• Requires clients to have registered for ORCA LIFT. There may be resistance to shift
to using this method over bus tickets.
• Agencies will need to ensure that clients are registered for ORCA LIFT programs,
and that there is a system to transfer balances if a card is lost or stolen.
20 Affordable Housing Transit Pass Program. Capitol Hill Housing, 2017. https://capitolhillecodistrict.org/projects/affordable-housing-transit-pass-pilot.
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Related Policy
Integrate Transportation into Human Services Funding
With the renewal of the King County Veterans and Human Services Levy in November of
201721, there must be an effort to integrate transportation into the RFP process and
include the transportation community in implementation. In the long-term, Washington
State, King County, and municipalities must consider how transportation affects service
delivery in health and education and provide additional funding accordingly.
Benefits
• Provides a more holistic view on providing social services for the public.
• Helps to meet the demand for mobility programs across South King County.
Costs
• Requires additional funding for transportation programs, which will need to come
from increased taxes or fees.
Build Affordable Housing Near Transit
South King County cities must strive to create more affordable housing options in their
designated urban growth boundaries to ensure residents have access to employment
opportunities and human services. These homes should be set below market-rate and be
affordable to people across the income spectrum, from 0-80% AMI.
Increasing the number of affordable units in these denser areas will be important as
Sound Transit’s Federal Way Link extension, I-405 bus rapid transit gets built,
providing a sustainable and convenient way for special-needs populations to access
services and employment.
Benefits
• Creates long-term solutions for the region in providing affordable housing.
• Improves access of services and employment for special-needs populations.
Costs
• Requires buy-in from municipalities, transit agencies, and housing developers.
• May run into opposition from those opposed to additional density and
neighborhood changes.
21 King County Veterans and Human Services Levy. King County Human Services, 2017. Web. .
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Capital Improvements
Improve the Accessibility of Transit Stops
Both King County Metro and Sound Transit must improve the usability of transit stops,
park and rides, and transit centers. Investment in additional wayfinding signage where
transfers are common at park and rides and transit centers are recommended. Transit
centers are recommended to incorporate principles of universal design22 and go above
and beyond ADA compliance. Tailoring the translations based on the demographics of
each community will ensure that the unique language needs of each area are accounted
for. In south King County, translations for Spanish, Somali, Vietnamese, Tagalog, Nepali,
Russian, and Arabic are recommended based on results from the pre-survey.
Benefits
• Makes existing transit stops, park and rides, and transit centers more accessible to
all riders.
• Reduces LEP rider confusion at transfer points.
Costs
• Requires additional investment in the physical environment from transit
operators.
• Translations must be done professionally to ensure accuracy.
Expand RapidRide Network
An increased number of RapidRide routes across south King County would provide
transit over longer operating hours with more frequent headways. These RapidRide
routes can better connect South King County centers with a focus on upgrading existing
routes with the highest ridership. With the Federal Way Link extension completing in
2024, RapidRide routes can focus on connecting neighborhoods to Link stations. Transit-
only lanes should also be used where applicable to provide a faster, more reliable trip.
Benefits
• Increases the reliability and speed of buses due to the ability to more frequent
headways, pre-pay before boarding, transit only lanes, and bus signal priority.
• Provides expanded operating hours for those with off-peak travel needs.
Costs
• Designating more transit-only lanes may face some opposition.
• Requires additional funding for capital improvements, new buses, enforcing
transit-only lanes, and expanded operating hours.
22 What is Universal Design? National Disability Authority, http://universaldesign.ie/What-is-Universal-Design.
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Education and Outreach
Expand the Number of LIFT Enrollment Locations
An expansion of enrollment centers throughout south King County may help increase
the adoption of ORCA LIFT among special-needs populations. King County Public
Health has already established partnerships with many agencies to offer LIFT
enrollment. However, there are still places such as community colleges, resettlement
agencies, and food banks where is a lack of permanent LIFT enrollment personnel
(although ORCA To-Go often does visit these centers).
Benefits
• Increases the number of community access points to the ORCA LIFT program.
• Social service agencies often provide services that are income-verified, making it
easier to tie LIFT eligibility to existing services.
Costs
• Agencies may not have sufficient capacity to add the task of ORCA LIFT
registration to their services.
Expand Transit Education and Outreach Programs
Targeted travel education and outreach to the communities represented in this work can
bring awareness and understanding of local transportation options. Existing programs
with Hopelink and King County Metro focus on new immigrants, ref