SR 99 Kent Area Online Open House

Welcome!

This online open house provides information about a Washington State Department of Transportation (WSDOT) project in the City of Kent, the SR 99/S 272nd St to SR 516 Vic - Paving & ADA Compliance project.

In this online open house, you can:

Learn more about the project including project needs, existing conditions, potential near-term improvement, funded and planned protected pedestrian crossings, and bicycle and pedestrian facility options (10-minute read)
Share how and why you use SR 99 (2-minute survey)
Provide feedback on bicycle and pedestrian improvement options (2-minute survey)
Share experiences and ideas on specific locations for improvements (4-minute survey)
Tell us a little about yourself (2-minute survey)

The full survey should take no more than 20 minutes.

Your input will help shape improvement recommendations, especially for bicycle and pedestrian facilities.

This online open house is available through October 31, 2025.

Project description

WSDOT is planning the State Route (SR) 99/South 272nd Street to SR 516 Vicinity – Paving and ADA Compliance project in Kent to help improve safety, accessibility, and travel choices for everyone.

We are planning to repave SR 99 from South 272nd Street to the vicinity of SR 516 and upgrade curb ramps to make them safer and more accessible for people with disabilities.

This project is scheduled for construction in summer 2026, supported by a $1.45 million grant. WSDOT is working to include as many bike and pedestrian improvements as possible during this phase, with longer-term improvements potentially delivered in a future unfunded project.

A map showing an orange line representing the project location on SR 99 from South 272nd Street to SR 516.

Figure 1. This project will repave and construct ADA upgrades on SR 99 in the city of Kent

Complete Streets

The SR 99 project reflects WSDOT's commitment to Complete Streets, which ensures roadways are safe and accessible for all users—whether walking, biking, rolling, driving or using transit. The goal of Complete Streets is to improve the comfort and safety of active transportation users by:

Decreasing pedestrian/bicyclist exposure
Decreasing motor vehicle speed
Helping drivers notice bicyclists and pedestrians more easily
Increasing predictability of movement of all users through intersections
Increasing separation in time and space between motorists, pedestrians and bicyclists

In designing facilities for walking and biking, we use Level of Traffic Stress (LTS) to determine how much space and separation to provide. LTS measures the stress that someone walking, rolling or biking feels along roadways and at crossings.

This image is divided into four sections, each showing the different levels of traffic stress (LTS) for bicyclists. LTS1 is rated as comfortable for all bicyclists, with a bike path separated by a strip of grass from traffic. LTS 2 is rated as comfortable for most bicyclists with a bike path separated from traffic with two buffered painted lines. LTS 3 is rated as being comfortable for few bicyclists, with only a solid line dividing bicyclists from traffic. LTS 4 is rated as being comfortable for only 1% of riders with no bike lane.

Figure 2: This table shows the four levels of bicycle lane infrastructure and their associated levels of traffic stress (LTS) ranging from one to four.

This image is divided into four sections, each showing the different levels of traffic stress (LTS) for pedestrians walking or using a wheelchair. LTS1 is rated as comfortable for all users, with a active transportation path separated by a strip of grass from traffic. LTS 2 is rated as comfortable for most users with an active transportation path separated from traffic with two buffered painted lines. LTS 3 is rated as being comfortable for few users, with only a solid line dividing pedestrians from traffic. LTS 4 is rated as being comfortable for only 1% of users with no dedicated active transportation path.

Figure 3: This table shows the four levels of pedestrian walking path infrastructure and their associated levels of traffic stress (LTS) ranging from one to four.

Healthy Environment for All (HEAL) Act

We are also applying the principles of the Healthy Environment for All (HEAL) Act, which directs state agencies to address environmental health disparities that impact overburdened communities. This project is designated as significant agency actions which means an Environmental Justice Assessment will be completed and published. WSDOT staff will assess how this project may impact overburdened communities and vulnerable populations and will engage with those directly affected to identify strategies to reduce harms and increase benefits associated with the project. WSDOT is using the Washington Environmental Health Disparities (EHD) Map and community input to help inform equitable design.

Understanding project needs

Each project has a set of needs that guides its design. These needs help WSDOT identify what improvements are essential—and where there may be opportunities to go further based on community feedback.

Three types of needs

WSDOT defines project needs in three categories:

Baseline needs: The core reasons we are doing the project. These must be addressed to meet safety, operational or legal requirements.

Complete Streets needs: These are defined by legislative requirements to provide street access with all users in mind, including pedestrians, bicyclists and public transportation users. Further, the transportation facilities must enable comfortable and convenient access to destinations for all people.

Contextual needs: These are informed by the surrounding environment and community. They may be addressed if feasible based on budget, schedule, and alignment with project goals.

WSDOT developed contextual needs using input from the city of Kent, city of Des Moines, city of SeaTac, King County Metro, local planning efforts such as the 2021 City of Kent Transportation Master Plan and existing conditions.

SR 99 / 272^nd to SR 516 Vicinity - Paving and ADA Compliance – Needs

Image showing a part of a crosswalk, marked with white paint, leading to a non-compliant curb ramp.

Figure 4: Non-compliant curb ramp

An image showing a section of SR 99 with crosswalk markings.

Figure 5: Worn crosswalk markings on SR 99

An image showing a section of SR 99 with worn pavement.

Figure 6. Worn pavement

Baseline and Complete Streets needs

Repave SR 99 from milepost 12.92 to 15.47 to restore roadway quality and meet WSDOT standards.

Upgrade curb ramps and sidewalk connections to meet ADA requirements.

Incorporate Complete Streets elements to improve safety and accessibility for people walking and biking.

Existing conditions

Sidewalks on both sides of the street
Two general purpose vehicle lanes and one business access and transit (BAT) lane in each direction
Cracked pavement and deteriorating asphalt
Non-ADA-compliant curb ramps
Missing or poorly marked crosswalks and pedestrian signals
Lack of pedestrian and bicycle facilities that meet WSDOT requirements
Long crossings for pedestrians and bicyclists at some streets and driveways
RapidRide A Line corridor with seven stops/stations within the project limits
Average daily traffic volumes of around 30,000 vehicles
Last paved in 2008

Contextual needs

Calm traffic and encourage drivers to follow posted speed limits.

Add protected pedestrian crossings at intersections and mid-block where feasible, including those that improve transit user access.

Accommodate future active transportation improvements.

Near-term improvements

As part of this project, WSDOT is considering near-term improvements that can be implemented during paving and ADA construction. These include crossing enhancements such as:

Lane narrowing
Speed Cushions
Truck Aprons
Enhanced driveways

A map showing proposed truck aprons on SR 99 with dark green circle. These are at intersections for South 272nd Street, South 260th Street, a private street for commercial businesses, South 252nd Street, and South 240th Street. The map also shows a light green circle for proposed enhanced intersections at South 268th Street, South 248th Street, South 246th Street, South 244th Street, and South 242nd Street. There is one proposed speed cushion that is shown with a blue circle at South 272nd Street. An orange line representing lane narrowing is shown for the entire length of the project, from South 27nd Street to SR 516.

Figure 7. Map of location for proposed near-term improvements on SR 99.

Narrow traffic lanes

Narrowing traffic lanes to 11 feet in width, allowing for a small outside shoulder area between traffic and sidewalks, reducing the level of traffic stress for pedestrians and bicyclists.

An image showing a representation of SR 99 with narrowed lanes. There is a new shoulder between the bus lane and sidewalk. There is a vegetated median separating northbound and southbound SR 99, streetlights on both sides of SR 99, and a utility pole on the northbound side of SR 99.

Figure 8. A representation of SR 99 with narrowed lanes and a new shoulder/buffer between the sidewalk and bus lane.

Narrow traffic lanes legend:

6-foot-wide sidewalk for pedestrians, with streetlights behind the sidewalk
Shoulder – Varying width up to 4 feet, providing a buffer between travel lanes and the sidewalk.
One southbound 11-foot-wide bus and right turn lane
Two 11-foot-wide southbound lanes heading towards Federal Way
Landscaped Median– Varying width median (when present) with landscaping and trees that separating southbound and northbound travel lanes
Two 11-foot-wide northbound lanes heading toward SeaTac
One northbound 11-foot-wide bus and right turn lane
Shoulder – Varying width up to 4 feet, providing a buffer between travel lanes and the sidewalk.
6-foot-wide sidewalk for pedestrians with streetlights and a utility pole behind the sidewalk

Speed cushions

Installing speed cushions encourage vehicles to slow as they approach crosswalks or turns. The proposed location for a speed cushion is at westbound S 272nd Street as vehicles merge north on to SR 99.

An image showing a new raised speed cushion example on SR 20 approaching a roundabout intersection with Kearney St. in Port Townsend, WA. The speed cushion is approximately 30 feet before the crosswalk.

Figure 9. An example of a proposed speed cushion, shown on SR 20 and Kearny St. in Port Townsend, WA.

Truck aprons

Truck aprons have an extended curb at some intersections to slow vehicle turning speeds and still allow larger vehicles to drive across and make tighter turns. This reduces crossing distances for pedestrians and bicyclists. Locations would include:

South 272nd Street
South 260th Street
Private Drive to Fred Meyer and other businesses
South 252nd Street
South 240th Street

An image showing a sidewalk, a truck apron with red, patterned concrete that accommodates large turning vehicles

Figure 10. An example of a truck apron with a crosswalk.

Intersection enhancements

Intersection enhancements modify side streets with more than 50 ft in width and have an existing right-in / right-out alignment. These modifications will add pedestrian refuge islands at these locations:

South 268th Street
South 248th Street
South 246th Street
South 244th Street
South 242nd Street

An image showing a a driveway modification to minimize exposure to pedestrians crossing the street. The curb ramp each has a red mountable truck apron. The crosswalk walk from both curb ramps each lead to a new pedestrian refuge island. There are temporary orange traffic barrels around the truck apron and island as the picture was taken during construction.

Figure 11. An example of a driveway modification with truck aprons and a pedestrian refuge island, near completion, in Kent, WA.

Bike and pedestrian crossings

With growing pedestrian, bicycle and transit needs along SR 99, demand for crossing improvements and accessibility are expected to increase. There are currently seven existing traffic signals on SR 99 between South 272nd Street and SR 516 where pedestrians and bicyclists have protected crossings. Some of the intersections have large distances between them, up to three-quarters of a mile. There are two new crossings that are planned and funded by the city of Kent near South 244th Street and South 248th Street. One additional crossing at South 268th Street is planned but not currently funded. See the map below.

A map showing existing traffic signals on SR 99 with dark green circle, where pedestrians and bicyclists have protected crossings. These are at intersections for South 272nd Street, South 268th Street, South 260th Street, a private street for commercial businesses, South 252nd Street, South 240th Street, College Way, and SR 516. The map also shows a light green circle for proposed pedestrian signals that are funded near South 244th Street and South 248th Street. One proposed pedestrian signal that is not funded is shown with a blue circle at South 268th Street.

Figure 12. Map of existing protected pedestrian crossings and new/proposed crossings on SR 99.

Long-term bike and pedestrian vision

Facility options under consideration

For the long-term vision for SR 99, WSDOT is considering several types of bicycle and pedestrian facilities. Your input will help us prioritize the right mix.

There are three bike and pedestrian options identified for SR 99:

Bike lanes and sidewalk: Bike lanes and sidewalks running alongside one another in the direction of vehicle travel, separated from vehicles.

A road with a bike lane and sidewalk running alongside it, separated by a narrow strip of vegetation with trees and streetlights.

Figure 13. Separated bike lane and sidewalk example

An image showing a representation of SR 99 with narrowed northbound and southbound lanes that are separated with a vegetated median. There are two general purpose lanes and one bus lane in each direction of SR 99. There is a new bike lane that is at the same level as a new sidewalk on each side of SR 99. The bike lane and sidewalk have a detectable buffer between them. There is a vegetated buffer with trees and streetlights that separate the bike lane and the bus lane. There is a utility pole on the northbound side of SR 99 within the vegetated buffer.

Figure 14. Alternative 1, a vegetated buffer separates bike lanes and sidewalks along SR 99.

Alternative 1 legend:

6-foot-wide sidewalk for pedestrians
Directional and detectable buffer between the sidewalk and bike lane
5-foot-wide bike lane
Buffer – 5-foot-wide landscaping with trees and street lights, providing separation for from travel lanes
One southbound 11-foot-wide bus and right turn lane
Two 11-foot-wide southbound lanes heading towards Federal Way
Landscaped Median– Varying width median (when present) with landscaping and trees that separating southbound and northbound travel lanes
Two 11-foot-wide northbound lanes heading toward SeaTac
One northbound 11-foot-wide bus and right turn lane
Buffer – 5-foot-wide landscaping with trees, streetlights, and a utility pole, providing separation for from travel lanes
5-foot-wide bike lane
Directional and detectable buffer between the sidewalk and bike lane
6-foot-wide sidewalk for pedestrians

Shared-use path: A wide, paved path for people walking and biking, separated from vehicle traffic.

A curved road with a Shared-use path running alongside it, separated by a narrow strip of vegetation and a metal guardrail.

Figure 15. Shared use path example

Figure 16. Alternative 2, a vegetated buffer separates a shared-use-path along SR 99.

Alternative 2 legend:

Shared-use path - 12-foot-wide walkway for pedestrians and bicyclists
Buffer – 5-foot-wide landscaping with trees and street lights, providing separation for from travel lanes
One southbound 11-foot-wide bus and right turn lane
Two 11-foot-wide southbound lanes heading towards Federal Way
Landscaped Median– Varying width median (when present) with landscaping and trees that separating southbound and northbound travel lanes
Two 11-foot-wide northbound lanes heading toward SeaTac
One northbound 11-foot-wide bus and right turn lane
Buffer – 5-foot-wide landscaping with trees, streetlights, and a utility pole, providing separation for from travel lanes
Shared-Use-Path - 12-foot-wide walkway for pedestrians and bicyclists

Separated two-way bike lanes: A separated two-way bike lane on one side of the street, with sidewalks on both sides of the street, all separated from vehicle traffic.

A suburban street featuring a clearly marked bicycle path with a lane dedicated for opposing directions of travel. The path is separated from the main road by a buffer containing vegetation.

Figure 17. Separated two-way bike lanes example

Figure 18. Alternative 3, a vegetated buffer separates two-way bike lanes and sidewalk along southbound SR 99, and a sidewalk on northbound SR 99

Alternative 3 legend:

6-foot-wide sidewalk for pedestrians
Directional and detectable buffer between the sidewalk and bike lane
Two 5-foot-wide bike lanes, allowing bicycle s to travel both north and southbound on the west side of SR 99
Shoulder – 2-foot-wide shoulder for bicyclists between the bike lanes and the vegetated buffer
Buffer – 5-foot-wide landscaping with trees and streetlights, providing separation for from travel lanes
One southbound 11-foot-wide bus and right turn lane
Two 11-foot-wide southbound lanes heading towards Federal Way
Landscaped Median– Varying width median (when present) with landscaping and trees that separating southbound and northbound travel lanes
Two 11-foot-wide northbound lanes heading toward SeaTac
One northbound 11-foot-wide bus and right turn lane
Buffer – 5-foot-wide landscaping with trees, streetlights, and a utility pole, providing separation for from travel lanes
6-foot-wide sidewalk for pedestrians