Beruflich Dokumente
Kultur Dokumente
CITY OF SEATTLE
PEDESTRIAN MASTER PLAN
ACKNOWLEDGMENTS..............................................................................................................................127
LIST OF FIGURES LIST OF TABLES
Figure 1-1: PMP Public Engagement by the Table 1-1: PMP Community Events and Briefings.... 8
Numbers............................................................ 7 Table 3-1: Pedestrian Assets................................ 25
Figure 2-1: PMP Policy Framework.................... 12 Table 3-2: SDOT Pedestrian Improvements
Located in PMP High Priority Areas.................. 34
Figure 2-2: Traffic Fatalities on Seattle
Table 3-3: Pedestrian Related BTG
Streets.............................................................. 19 Accomplishments............................................ 36
Figure 3-1: Programs and Activities that Provide Table 3-4: 2009 PMP Performance Measures
Pedestrian Improvements............................... 27 Evaluation........................................................ 43
Figure 3-2: New Sidewalk Construction, Table 4-1: Walkshed Network Distances............. 53
2009-2015........................................................ 27 Table 4-2: Blockfaces and Missing Sidewalks..... 62
Figure 3-3: Crossing Improvements, Table 5-1: Implementing Strategies and
2009-2015........................................................ 27 Actions........................................................ 74-77
Table 6-1: Qualitative Evaluation Criteria...........114
Figure 3-4: 2009 PMP High Priority Areas.......... 35
Table 6-2: Sidewalk Maintenance Costs.............115
Figure 3-5: Programs and Policy Changes Made
Table 6-3: Along-the-Roadway Opportunities
Since 2009 PMP Adoption................................ 38 for Arterial Streets..........................................116
Figure 3-6: High Vehicle Speeds Increase Table 6-4: Along-the-Roadway Opportunities
Likelihood of Pedestrian Injury........................ 45 for Non-arterial Streets..................................117
Figure 4-1: Prioritization Framework................. 51 Table 6-5: Cost Estimates for Various Types of
Figure 4-2: Priority Investment Network, Crossing-the-Roadway Improvements...........118
Northwest Sector............................................. 56 Table 6-6: 9-year Levy Funding for Programs
Implementing and Supporting the PMP..........120
Figure 4-3: Priority Investment Network,
Table 6-7: 9-year Levy Funding for Pedestrian-
Northeast Sector............................................. 57
Related Maintenance Activities.......................121
Figure 4-4: Priority Investment Network, Table 6-8: 9-year Levy Funding for Capital
West Sector...................................................... 58 Projects Implementing and Supporting
Figure 4-5: Priority Investment Network, the PMP...........................................................121
East Sector....................................................... 59 Table 6-9: PMP Performance Measures .... 125-126
Figure 4-6: Priority Investment Network,
APPENDICES
Southwest Sector............................................. 60 1. Public Involvement Plan
Figure 4-7: Priority Investment Network, 2. Public Survey Report
Southeast Sector............................................. 61 3. Evaluation of the 2009 PMP Performance
Figure 4-8: Number of Vehicle Lanes at PIN Measures
Arterial Intersections....................................... 65 4. 2014 Knowledge, Attitudes, and Behaviors
Figure 4-9: Distance to Nearest Controlled Survey Responses
5. 2009 PMP Prioritization Methodology
Crossing Opportunity on PIN Arterial Streets.... 67
6. Prioritization Best Practices
Figure 4-10: Arterial Safety Analysis................... 70 7. 2016 Prioritization Methodology
Figure 4-11: Equity and Health Analysis............. 72 8. 2009 PMP Pedestrian Toolbox
9. Pedestrian Toolbox Best Practices
Appendices available on
All photos provided by SDOT unless otherwise noted. www.seattle.gov/transportation/pedMasterPlan.htm
CHAPTER 1: INTRODUCTION
Who Does the PMP Serve? .......................4 As a City, we want people to walk safely and with
pleasure in ever-increasing numbers. The Seattle
Community Engagement..........................6 Pedestrian Master Plan (PMP) demands respect
for pedestrians as it defines the steps to make
Plan Organization......................................9 Seattle a more walkable, accessible, safe, livable,
and healthy city.
For young people, walking affords a sense of Walkable, accessible cities share common
independence. For seniors, walking is an effective elements:
means to stay physically and socially active. In
addition, people living with disabilities may be A safe and connected pedestrian network
more likely to be pedestrians, as some physical that helps ensure a high quality of life for
limitations make driving difficult. Our definition of residents and visitors
walking includes mobility for all peoplepeople Direct connections to transit and the
of any age, people who use wheelchairs or other destinations it serves
mobility devices, and people with visual, hearing,
or other impairments.
CHAPTER 1: INTRODUCTION | 1
An age-friendly network of safe and barrier-
free sidewalks, paths, walkways, and DID YOU KNOW?
pedestrian crossings that provide essential Customers and visitors access our
connections for people of all ages and neighborhood business districts in
abilities
many ways. Since 2011, we have
Clear and inviting spaces to move along conducted intercept (in-person)
every street surveys in business districts around
Well-maintained pedestrian facilities that the city to provide local business
are easy for everyone to navigate, including organizations and City departments
those who rely on wheelchairs and other with data to better understand:
mobility devices
How often people visit
Destinations within walking distance
neighborhood business districts
that allow people to live close to transit,
schools, jobs, services, and neighborhood The purpose of their visit
businesses
How they got there (walking,
Places of respite that invite casual
conversation, encourage connection with driving, transit, biking, etc.)
nature, and provide places to play
If they drove, where they parked
In a pedestrian-friendly city, the public realm
is attractivewhether because of a street tree The data overwhelmingly shows
turning colors, an engaging retail faade, a that most residents who live near
convivial sidewalk caf, or an inviting public the business district arrive as a
open space. Walkable and accessible cities allow pedestrian. Columbia City, the only
residents to meet people, experience places first-
hand, and connect with their culture.
location surveyed twice, saw an
increase from 49% in 2011 to 65% in
Walking is our most basic and sustainable form 2016 of area residents walking to its
of transportation that is available at no cost. As neighborhood business district.
such, a quality pedestrian network is at the core
of an equitable and accessible transportation
In contrast to area residents, visitors
system. It is essential for seniors, children and
young adults, people with limited mobility, and
to our neighborhood business districts
people living in places with fewer transportation most often arrive by their own vehicle
choices, including many low-income people and or transit. Having frequent transit and
people of color. pedestrian connections upon arrival are
integral to reducing driving trips and
When people choose to walk instead of drive,
increasing those by transit or walking.
it reduces vehicle trips and greenhouse gas
emissions and creates less wear on existing Surveys have been conducted in the neighborhood business
infrastructure. In addition, a well-connected, districts of: Columbia City, Green Lake, Capitol Hill,
comfortable pedestrian network improves Chinatown-International District, Ballard, Fremont, Admiral,
personal health by promoting physical activity. and Othello.
1
United States Census American FactFinder
2
2014 Center City Commuter Mode Split Survey, Commute
Seattle
3
United States Census American FactFinder
4
2016 Benchmarking Report, Alliance for Biking & Walking
5
Ibid.
CHAPTER 1: INTRODUCTION | 3
seen an increase in the percentage of adults WHO DOES THE PMP SERVE?
who are overweight, or who have diabetes.6 And, This Plan is intended to improve mobility
despite our pedestrian fatality rate being one of conditions for all who use our citys sidewalks,
the lowest in the country, we have seen an uptick walkways, and crossings. The PMP is an inclusive
in recent years. plan and is intended to address the needs of
people who use mobility devices to get around
The PMP will guide pedestrian investments to and people with visual or hearing impairments.
ensure Seattle is prepared for continued growth Our definition of walking includes mobility for
and to meet the Plans vision and goals. people who use wheelchairs or other mobility
devices.
Seattle PMP Vision and Goals
The foundation of the PMP is expressed in its
vision:
Equity Make Seattle a more walkable and The PMP is intended to improve mobility conditions
accessible city for all through public engagement, for all who use Seattles sidewalks, walkways, and
service delivery, accessibility, and capital crossings, including those who rely on wheelchairs
investments that promote equity and mobility devices, and those with visual or
hearing impairments.
Health Get more people moving to improve
health and increase mobility
6
2016 Benchmarking Report, Alliance for Biking & Walking
CHAPTER 1: INTRODUCTION | 5
COMMUNITY ENGAGEMENT Additionally, the survey showed images of a
To reflect the priorities of Seattles residents, variety of lower-cost improvements considered
we engaged the community in a variety of ways. for residential streets without sidewalks, and
This included enlisting the Seattle Pedestrian asked for feedback about these alternative
Advisory Board (SPAB) as advisors for the Plan engineering treatments.
update, conducting an online public survey to
receive community feedback, hosting public open We worked with other City departments, outside
houses, and attending community meetings. Each agencies, advocacy organizations, and media
of these engagements allowed us to learn from outlets to electronically distribute the survey as
community members and organizations, who broadly as possible across the city. We targeted
provided essential guidance for the plan. our outreach to neighborhoods with low response
rates, translated the survey, and held focus
The feedback we received informed the updated groups to reach non-English speaking residents.
prioritization methodology, as well as the
implementing strategies and actions. A summary Survey results are described in Chapter 4, and the
of our outreach activities is shown in Figure 1-1. full public survey report is provided in Appendix 2.
Online survey
To ensure the Plan reflects the priorities of
Seattle residents, we released an online survey
in Fall 2015 that received nearly 4,700 responses SDOT attended community events, including the
city-wide. The survey was a key component of our Central District Summer Parkways, to provide
outreach and engagement strategy. Participants information on the PMP.
provided input on how and where we should
prioritize pedestrian improvements in the city.
Over
4,700
Total survey 6,000 45
responses Written Neighborhoods
comments represented
15 Different languages
translated
Korean Laotian
Thai Cambodian
Russian African languages
Chinese (Somali, Amharic,
Vietnamese Tigrinya, Oromo,
Spanish Swahili, Dinka, Lingala)
2
3 Over 25
community
Outdoor briefings
Pedestrian
summer Master Plan
events open houses
CHAPTER 1: INTRODUCTION | 7
Community briefings What we heard
In addition to the project open houses, we During our outreach, we asked people What
worked with the Department of Neighborhoods is the single most important thing we can do to
to brief district and community councils. These improve walking conditions in Seattle? Event
meetings provided an opportunity to speak with attendees and those who completed surveys
residents directly about the PMP and the online shared their answers, and the responses we
survey, and to receive initial feedback on the received fell into the following categories:
Plan. We also attended several community and
SDOT events to provide information on the Plan, Improve sidewalks
including the Central District Summer Parkways,
Ballard Summer Parkways, and PARK(ing) Improve crossings
Day. In addition, we briefed various City Boards Improve lighting, especially at crossings
and Commissions during this outreach period,
including the Seattle Planning Commission, Slow vehicle speeds through traffic calming
Seattle Design Commission, Bicycle Advisory
Increase car-free spaces, either
Board, Freight Advisory Board, Commission for
permanently or temporarily
People with DisAbilities, Immigrant and Refugee
Commission, and Urban Forestry Commission. Improve pedestrian access around
Table 1-1 provides a summary of the community construction sites
events and briefings we attended to solicit public
input on the PMP. These answers have helped shape the strategies
and actions developed for the Plan.
TABLE 1-1: PMP COMMUNITY EVENTS AND BRIEFINGS Public review of the PMP
A final phase of engagement obtained public
PMP and Urban Trails Upgrade Plan Open Houses
input on the draft PMP. Over 330 comments were
Freight Advisory Board
received from 45 different individuals, advocacy
Seattle Design Commission groups, and City organizations during the public
Commission for People with DisAbilities review period. Their comments were used to
Park(ing) Day develop the final plan.
Seattle Comprehensive Plan Open Houses
Central District and Ballard Summer Parkways
District Council and Community Council
meetings
Freight Master Plan Open Houses
Seattle at Work event
Immigrant and Refugee Commission
Bicycle Advisory Board
Seattle Planning Commission
Urban Forestry Commission
CHAPTER 1: INTRODUCTION | 9
Photo credit: Adam Coppola Photography
Plan Vision
A A A A A A A
Strategy A
A
Strategy A
A
Strategy A
A
Strategy A
A
Strategy A
A
Strategy A
A
Strategy A
A
A A A A A A A
Strategy A Strategy A Strategy A Strategy A Strategy A Strategy A Strategy A
A A A A A A A
A A A A A A A
Strategy A Strategy A Strategy A Strategy A Strategy A Strategy A Strategy A
A A A A A A A
Plan Goals
To help achieve the vision of making Seattle the Vibrancy - Develop a connected pedestrian
most walkable and accessible city in the nation, environment that sustains healthy communities
the PMP establishes 4 goals, as follows: and supports a vibrant economy
Safety - Reduce the number and severity of The PMP defines vibrancy as a lively, healthy
crashes involving pedestrians environment: one that has energy and activity of
all types, including healthy business districts.
Seattle is tied for second in pedestrian safety A vibrant pedestrian environment supports and
among large U.S. cities.1 However, there are still values walking as a mode of transportation, and
approximately 460 pedestrian-vehicle crashes recognizes the impact of pedestrians on the
per year on average. Because even one crash is economic health of a city and region.
one too many, the City is committed to improving
pedestrian safety through the PMP and delivery of A vibrant pedestrian environment includes being
the Citys Vision Zero program (described later in able to connect to a variety of destinations,
this chapter). especially schools and transit. It is generally the
case that neighborhoods that are pleasant and
Investing in safe and connected pedestrian popular places to walk tend to be some of the
facilities helps to ensure a high quality of life for citys most economically vibrant areas, and that
people who live and work in Seattle, and those improving pedestrian conditions can positively
who visit our city. People who live in accessible, impact the liveliness of a neighborhood. In order
pedestrian-friendly areas are more likely to be to most effectively encourage pedestrian travel in
familiar with their neighborhoods and to have Seattle among all city residents, it is important to
richer social connections to their community. think about increasing the quantity and quality of
This is true for all Seattle residents, from young accessible destinations.
children to older adults and everyone in between.
1
2016 Benchmarking Report, Alliance for Biking & Walking.
2
http://www.cdc.gov/nchs/fastats/obesity-overweight.htm
An Affordable City
Our goal is to give all people high-quality and
low-cost transportation options that allow
them to spend their money on things other
than transportation. The transportation system
in an affordable city improves the lives of all
travelers: those with the latest model smart
phones in their pockets and those without.
An Innovative City
Demographic changes and technological
innovation are radically reshaping
transportation. Our goal is to understand
and plan for the changes of tomorrow, while
delivering great service today. This includes
newer, more nimble approaches to delivering
projects and programs to our customers.
Once a modal master plan is adopted, resources Vision Zero safety objectives are infused in all
are required for implementation. In the recent of our transportation work, including this Plan.
Levy to Move Seattle, there is funding allocated We will use our ever-increasing wealth of safety
for pedestrian improvements (see Chapter 6). data to prioritize investments in locations where
conditions are most difficult for pedestrians.
45 Total
40 Pedestrian
35 Motorcycle
Cyclist
30
Linear (Total)
25
20
15
10
5
0
2004 2015
Pedestrians and bicyclists make up a
disproportionate percentage of all traffic fatalities.
FIGURE 3-2: NEW SIDEWALK CONSTRUCTION, 2009-20152 FIGURE 3-3: CROSSING IMPROVEMENTS, 2009-20152
20% 21% Capital Projects / Complete Streets Capital Projects / Complete Streets
(39 blocks) (42 blocks) 30%
Neighborhood Street Fund (NSF) (248 intersections) 42% Neighborhood Street Fund (NSF)
(350 intersections)
10% Safe Routes to School Safe Routes to School
(19 blocks)
37% 7%
PMP Implementation (63 intersections) PMP Implementation
(73 blocks) 12% (Sidewalk Development Program)
(23 blocks) 21%
Private Development / Other Agencies (175 intersections)
2013
2
Based on SDOT Asset Management database
3
High priority areas are defined as Tier 1 or Tier 2 locations. See Appendix 5 for details on the 2009 PMP prioritization
methodology. Based on SDOT Asset Management database
Corridor Function
Corridor
Vibrancy Function
40% 25%
Equity
35%
Equity
Parklet program The Seahawks mascot Blitz helps with the Holiday
Parklets convert a few on-street parking spots Pedestrian Safety Campaign in Westlake Park.
into open spaces for all Seattleites to enjoy.
They are privately funded and maintained, and
work to activate streets, create more vibrant
neighborhoods, and support economic vitality.
They are cost-effective tools for increasing our
citys public open space and have added to the
vibrancy of the pedestrian realm.
Streateries
In 2015, we launched the Streateries pilot
program to explore new activation opportunities
for parklets. For a small fee, Streateries allow
hosting restaurants, cafs, and bars to offer table
service in their parklets during business hours
(like a sidewalk caf) and provide a public open
space at all other times. The streateries built Streateries, which allow restaurants, cafs and bars
under the pilot program in 2015 are currently to offer table service in parklets, help create an
being evaluated to identify whether we should inviting public realm. Photo credit: San Francisco
adopt a permanent Streateries program. Planning Department
Summer Parkways
Seattle Summer Parkways are free all-ages
events that open up the citys largest public
space our streets for families, friends, Summer Parkways allow for unique celebrations
and neighbors to have fun, celebrate the spirit to occur in the street, celebrating the strength and
and personality of their communities, discover richness of Seattles various neighborhoods.
active healthy transportation, support local
businesses, and explore the city car- and care-
free. We created our first two Summer Parkways
in 2015, giving people the opportunity to traverse
by bicycle or on foot through the Central District
or Ballard via a 3- to 7-mile route. Along the way
they could visit neighborhood parks full of live
music and activities. In 2016, events were held in
Rainier Valley, Ballard, and West Seattle.
Street trees and sidewalks are both critical components in creating a high-quality public realm, but it is not
uncommon for conflicts to arise between trees and sidewalks.
Speed is the most important factor in collisions. HIT BY A VEHICLE TRAVELING AT 40 MPH
Higher speeds increase the likelihood and severity
of crashes, while lower speed limits improve safety
for everyone, especially people walking and biking.
Speed consistently contributes to 25 percent of
traffic fatalities on Seattle streets.5 Figure 3-6 Only 1 out of 10 pedestrians survives
shows that speed is especially lethal for these High vehicle speeds increase the likelihood that
pedestrians will suffer serious or fatal injuries
when hit.
4
Seattles Vision Zero Program
5
Ibid.
The 2006 Puget Sound Regional Council (PSRC) School travel surveys completed by schools
Household Travel Survey showed that 18.1% of all participating in the SRTS program also show an
trips in Seattle were made by foot that year. Eight increasing percentage of walking trips to school by
years later, the 2014 Household Travel Survey children from 14% pre-SRTS program, to 18.3%
reported that 24.5% of all trips were made by in 2011, and to 22.7% in 2013.8 Currently, neither the
foot.6 City nor the Seattle Public School District tracks the
total number or share of children walking to school
We are working with PSRC to collect mode share throughout the city. SDOT is working with partners
data on a more regular basis. This will help us to to develop ways to capture this data.
better track this metric in the future.
6
Part of the growth in walking may be due to a slight change in survey methodology. The 2014 survey asked people to include
reports on very short trips and exercise/recreational trips, such as walking around the neighborhood or walking the dog. The 2014
survey therefore includes recreational walking trips, while the 2006 survey focused primarily on transportation-related trips.
7
SDOT Safe Routes to School program
8
Ibid.
It is important to note that network completion is The data will support both the PMP
largely a function of available funding. Since 2009,
and the departments ADA transition
the large majority (approximately 79%) of SDOT
pedestrian improvements were located within plan decision framework. It will
PMP high priority areas. This shows the Plan was aid us in understanding sidewalk
instrumental in guiding where improvements were maintenance needs, prioritizing
made. repairs, and developing a proactive
sidewalk inspection program.
However, the low completion rate of high priority
improvement needs indicates a need to match
Plan priorities more closely to projected funding
availability, while seeking new ways to fund
additional priority projects. This is reflected in the
development of the Priority Investment Network in
Chapter 4.
With funding available to improve a limited Added clarity about the location,
number of sidewalks or crossings each year, number, and type of along-the-
which ones should be built first and where, within roadway and crossing-the-roadway
the timeline of the Plan? improvement opportunities within the
PIN
STREETS STREETS
STEP 2:
availability
IDENTIFY
Policy directives
inputs we use to prioritize improvements
STEP 4:
Geographic balancing
Adjustments to address
within the PIN can also be updated as new
performance measures data is available.
Residential streets where sidewalks are Connecting families and children to public
missing schools and all people, including seniors, to
Locations where pedestrians are injured frequent transit stops has multiple positive
outcomes, as it:
This public input is reflected in the PMP
prioritization framework which will guide how Focuses on some of our most vulnerable
we allocate resources and where we provide residents and improves the health of our
improvements moving forward. children by providing safe options to walk to
school
See Appendix 2 for the full PMP Public Survey Creates transportation options by providing
Report. safe and comfortable connections to transit,
providing pedestrians access to destinations
across the city
LENORA PL N
ROSLYN PL N
WAYNE PL N
N 143RD ST
RO
Arterial Street O SE N 140TH ST
LINDEN AVE N
VE
Non-arterial Street NW 137TH ST
N 138TH ST
N 137TH ST
LT
WA
YN
Arterial Missing Sidewalk
ASHWORTH AVE N
NE 13 5TH
3RD AVE NE
N 135TH ST ST
Non-arterial Missing Sidewalk
8TH AVE NW
GREENWOOD AVE N
1ST AVE NE
Arterial Street not in the PIN
7TH AVE NW
10TH AVE NE
Non-arterial not in the PIN N 130TH ST
2ND AVE NW
NW 130TH ST
4TH AVE NW
N 128TH ST
N 128TH ST
Public School NW 127TH ST N 127TH ST NE 127TH ST
Lightrail Station
14TH AVE NE
Transit Hub
NW 122ND ST N 122ND ST NE 123RD ST
Frequent Transit Bus Stop N 122ND ST
INTERURBAN TRL
NW 120TH ST
MERIDIAN AVE N
Rapid Ride Stop
N 120TH ST NE 120TH ST
DAYTON AVE N
Future BRT Stop
PALATINE AVE N
NW 117TH ST NE 117TH ST
ST
1 6T H
NW 1
Streetcar Station N 115TH ST NE 115TH ST
EVANSTON AVE N
N
ST
NW 112TH N 112TH ST
W E
5TH AVE NE
S
Miles N 107TH ST
NW
15TH AVE NW
LINDEN AVE N
N 104TH ST NE 104TH ST
N 103RD ST
NW
STONE AVE N
NW 103RD ST NE 103RD ST
N 102ND ST
RD N 101ST ST NE 102ND ST
AN
8TH AVE NE
NW 100TH ST N 100TH ST NE 100TH ST
COLLEGE WAY N
LM N 98TH ST NE 98TH ST
HO NW 97TH ST
NW 98TH ST
N 97TH ST NE 97TH ST
NW 96TH ST
FREMONT AVE N
N 96TH ST NE 96TH ST
NW 95TH ST N 95TH ST NE 95TH ST
PHINNEY AVE N
NE 94TH ST
6TH AVE NW
28TH AVE NW
N 93RD ST
N 92ND ST
14TH AVE NW
NW 92ND ST NE 92ND ST
N 92ND ST
ROOSEVELT WAY NE
MARY AVE NW
N 91ST ST NE 91ST ST
12TH AVE NW
AURORA AVE N
NW 90TH ST N 90TH ST N 90TH ST NE 90TH ST
NW 89TH ST N 89TH ST
NESBIT AVE N
NE 89TH ST
NW 88TH ST
1ST AVE NW
NW 87TH ST
21ST AVE NW
DAYTON AVE N
DIBBLE AVE NW
N 84TH ST
9TH AVE NW
NW 84TH ST NE 84TH ST
23RD AVE NW
N 83RD ST NE 83RD ST
13TH AVE NW
20TH AVE NW
11TH AVE NE
NW 81ST ST N 81ST ST NE 81ST ST
32ND AVE NW
BA
NW 80TH ST NE 80TH ST
19TH AVE NW
10TH AVE NW
11TH AVE NW
N NE
NW 79TH ST N 79TH ST NE 79TH ST
EA
33RD AVE NW
N 78TH ST
RW
NW 78TH ST NE 78TH ST
N
25TH AVE NW
NW 77TH ST
ST
N 77TH ST
VE
AY
JONES AVE NW
NW
AA
22ND AVE NW
26TH AVE NW
27TH AVE NW
EARL AVE NW
N 76TH ST
GR
NW 76TH ST
N
ON E N AKE NE 75TH ST NE 75TH ST
E
N 75TH ST
34 TH AV E
E
NW 75TH ST
N L D
30TH AVE NW
28TH AVE NW
WI RN
NW 74TH ST N 74TH ST
N 73RD ST
W
15TH AVE NW
NW 73RD ST N 72ND ST
24TH AVE NW
N
NW 72ND ST
12TH AVE NE
CLEOPATRA PL NW
16TH AVE NW
N 71ST ST NE 71ST ST
18TH AVE NW
AVE
NW 71ST ST
N 70TH ST
5TH AVE NW
NW 70TH ST
17TH AVE NW
NE 69TH ST
SYCAMORE AVE NW
N 68TH ST
IEW
NW 69TH ST
NW 68TH ST NE 68TH ST
NW 67TH ST N 67TH ST
SEAV
8TH AVE NW
N 66TH ST
NW 66TH ST
NW 65TH ST N 65TH ST NE 65TH ST
BROOKLYN AVE NE
NW 64TH ST N 64TH ST NE 64TH ST
6TH AVE NE
NW 63RD ST N 63RD ST NE 63RD ST
LATONA AVE NE
NW 62ND ST N 62ND ST
NE 62ND ST
NW 61ST ST N 61ST ST
NW 60TH ST N 60TH ST
N 59TH ST
3RD AVE NW
NW 59TH ST
PHINNEY AVE N
NW 58TH ST N 57TH
14TH AVE NW
ST
NW 57TH ST
NE 56TH ST
KEY
5TH AVE NE
NW 56TH ST
40TH AVE W
NW MARKET ST
S
N 55TH ST NE 55TH ST
TON
GREENWOOD AVE N
N 54TH ST NE 54TH ST
7TH AVE NE
NW 54TH ST
RU RY D A
WALLINGFORD AVE N
LE ALLA OL
EP
NE 53RD ST
SS
B
SH
NW 53RD ST
A
LN
EL AV E N E N
NE 52ND ST
I
NW 52ND ST
LS
LA E W
11TH AVE NE
R
KA N N 51ST ST NE 51ST ST
VE N
H
S AS NW 51ST ST
WC N 50TH ST NE 50TH ST
NW
AV E
V
NW 50TH ST
OM
12TH AVE NE
EA
NW 49TH ST N 49TH ST
MO
W
DIS CO
NW LEARY WAY
THACKERAY PL NE
DO
V
VERY
2ND AVE NE
NW 48TH ST N 48TH ST
FREMONT AVE N
PA RK
BLVD RE W NW BALLARD WAY N 47TH ST
TEXAS WA
IDA HO AV E
AY
W
NW 46TH ST N 46TH ST
4TH AVE NE
N 46TH ST
MIDVALE AVE N
7TH AVE NE
1ST AVE NE
UNIVERSITY WAY NE
Y
WISC
BAGLEY AVE N
BALLARD BR
GI
9TH AVE NE
FRANCIS AVE N
EASTERN AVE N
LM
N 43RD ST
SUNNYSIDE AVE N
ON SIN
WILLIAMS AVE W
AN
22ND AVE W
N 42ND ST
PL
WOODLAWN AVE N
CORLISS AVE N
LM
W ELMORE ST
W
STONE WAY N
ST
26TH AVE W
N 41ST ST
AN
W
30TH AVE W
NIC NE 40TH ST
WALLINGFORD AVE N
NW 40TH ST
AV
GILMAN
36TH AVE W
ON BURK E
W
W
EM
W EMERSON ST ST
32ND AVE W
DENSMORE AVE N
ER
SO
N S W EW N 38TH ST NE
ST
T IN G N 36 BO
ST TH S AT
IC
CARR PL N
ST
W RUFFNER ST T N 37TH ST
IF
N 35
12TH AVE W
N 36 TH
33RD AVE W
43 RD
31ST AVE W
TH S
MERIDIAN AVE N
AC
T ST
35TH AVE W
W BERTONA ST
34TH AVE W
NP
23RD AVE W
W BERTONA ST N 34 T
22ND AVE W
AV E
N 34T N 35TH ST
H ST
VE E E
10TH AVE W
15TH AVE W
KE A W AV E
16TH AVE W
NIC
14TH AVE W
HARVARD AVE E
H ST
30TH AVE W
W DRAVUS ST
W
13TH AVE W
KE
21ST AVE W
3RD AVE W
W DRAVUS ST
AURORA BR
RS
28TH AVE W
44TH AVE W
V IE
27TH AVE W
42ND AVE W
24TH AVE W
25TH AVE W
ON
29TH AVE W
39TH AVE W
FA IR
E SHELBY ST
W BARRETT ST ST
4TH AVE W
5TH AVE W
1ST AVE W
TLA
FULTON ST
W ARMOUR ST NEWELL ST
EAS
MERIDIAN AVE N
N 143RD ST
35TH AVE NE
RO
23 RD
O
E
SE Arterial Street
AV E N
NE 140TH ST
VE
PL N
LT
32ND AVE NE
WA Non-arterial Street
41 ST
N 137TH ST
E
YN NE 137TH ST
30TH AVE NE
3RD AVE NE
N 135TH ST NE 135TH ST
Non-arterial Missing Sidewalk
20TH AVE NE
NE
42ND AVE NE
13 NE 133RD ST
0T
Arterial Street not in the PIN
10TH AVE NE
H
1ST AVE NE
PL
N 130TH ST
N 128TH ST
N 128TH ST
NE 130TH ST
Non-arterial not in the PIN
NE 127TH ST
Public School
N 125TH ST NE 125TH ST Lightrail Station
25TH AVE NE
Transit Hub
14TH AVE NE
N 122ND ST NE 123RD ST
Frequent Transit Bus Stop
NE
N 120TH ST
40TH AVE NE
22ND AVE NE
NE 120TH ST
Rapid Ride Stop
WAY
BA RTLE
NE 1
Future BRT Stop
MERIDIAN AVE N
CIT Y
17TH
ST
TT AVE
N 115TH ST
Streetcar Station
23RD AVE NE
NE 115TH ST
E
NE 115TH ST
LAK
NE
17TH AVE NE
N
NE 113TH ST
AURORA AVE N
EX ET
DU R
NE NORTHGATE WAY NE 110TH ST
W E
ER A D AVE N
LAN
VE N
5TH AVE NE
S
NE 107TH ST
E
Miles
N 105TH ST NE 105TH ST 0 0.25 0.5 0.75 1
E
NE 104TH ST
N 103RD ST
NE
NE 103RD ST
48TH AVE NE
E
NE 102ND ST
AV
8TH AVE NE
N 100TH ST NE 100TH ST
COLLEGE WAY N
A
NN
N 98TH ST NE 98TH ST
VE
N 97TH ST NE 97TH ST
RA
STONE AVE N
NE 96TH ST
NE 95TH ST NE 95TH ST
NE 94TH ST SA
N 93RD ST ND
35TH AVE NE
N 92ND ST
N 92ND ST NE 92ND ST NE 93RD ST
N 91ST ST NE 91ST ST PO
N 90TH ST IN
TW
15TH AVE NE
NE 90TH ST
R NE
AY
NESBIT AVE N
NE 89TH ST SSD
E
N 88TH ST NE 88TH ST E RN N E
NE 87TH ST INV
NE 86TH ST
N 85TH ST NE 85TH ST
N 84TH ST NE 84TH ST
N 83RD ST NE 83RD ST
30TH AVE NE
N 82ND ST NE 82ND ST
N 81ST ST NE 81ST ST
BA
11TH AVE NE
N 80TH ST
20TH AVE NE
NE 80TH ST NE 80TH ST
21ST AVE NE
31ST AVE NE
N
45TH AVE NE
BURK E GIL
NE
NE 79TH ST
N 78TH ST EA
RW
NE 78TH ST
N 77TH ST NE 77TH ST
ST
AY
33RD AVE NE
N 76TH ST
34TH AVE NE
GR
MA N TRL
N
L D RN
24TH AVE NE
NE 74TH ST
RAVENNA AVE NE
56TH AVE NE
SPORTSFIELD DR NE
NE 73RD ST
58TH AVE NE
NE 71ST ST
62N D AV E NE
28TH AVE NE
38TH AVE NE
NE 70TH ST
39TH AVE NE
NE 70TH ST
52ND AVE NE
NE 69TH ST
51ST AVE NE
N
47TH AVE NE
49TH AVE NE
50TH AVE NE
18TH AVE NE
40TH AVE NE
19TH AVE NE
Y
NE 68TH ST
E WA
44TH AVE NE
NE 65TH ST NE 65TH ST
AK
BROOKLYN AVE NE
L
12TH AVE NE
53RD AVE NE
43RD AVE NE
VA
27TH AVE NE
29TH AVE NE
N
N 63RD ST
S
25TH AVE NE
NE 62ND ST
SA
EE
LATONA AVE NE
65TH AVE NE
N 62ND ST
RA
GR
N 61ST ST NE 61ST ST
ST
VE
N 60TH ST
EA NE 60TH ST
NE
26TH AVE NE
60TH AVE NE
N 59TH ST NE 5 E NE
8 TH PURD UE AV
N 57TH ST
16TH AVE NE
ST NE 57TH ST D
ER
ER
KEY
NE 56TH ST
M
N 55TH ST NE 55TH ST ER
S
NE 55TH ST
TON
D
N 54TH ST NE 54TH ST IN
7TH AVE NE
W
BROOKLYN AVE NE
NE
EP
N 53RD ST
47TH AVE NE
IV
9TH AVE NE
A
46TH AVE NE
LN
NH
NE 52ND ST
22ND AVE NE
OE
UNIVERSITY WAY NE
36TH AVE NE
N 51ST ST NE 51ST ST
PL
37TH AVE NE
N 49TH ST NE 49TH ST NE
THACKERAY PL NE
WOODLAND PARK AVE N
N 48TH ST BL
2ND AVE NE
4TH AVE NE
NE 47TH ST AK
N 47TH ST N 46TH ST EL
ROOS EVELT WAY NE
EY
ST
5TH AVE NE
7TH AVE NE
N 45TH ST NE 45TH ST
BURKE AVE N
NE 45TH ST
1ST AVE NE
EASTERN AVE N
R D
N 43RD ST A RK
CL NE 41 ST ST
NE 42ND ST NE NE 41ST ST
D NE
N 42ND ST
WOODLAWN AVE N
NE 40TH ST
LN
NE
N 41ST ST
ST
BLV
CANA L RD
E
WALLINGFORD AVE N
CR
EL
DENSMORE AVE N
STONE WAY N
LAKE
UR
LA
N 39TH ST NE
NE
PA
MONT
CARR PL N
N 38TH ST NE C IFI
ST
BO
AT CS
ALBION PL N
N 37TH ST ST
IC
T
IF
MERIDIAN AVE N
AC
N 36TH ST
NP
N 35TH ST
AVE
HARVARD AVE E
TLA E E
KE
EAS IEW AV
E SHELBY ST
V
FA IR
E HAMLIN ST
SYCAMORE AVE NW
NW 66TH ST
NW 65TH ST N 65TH ST
1ST AVE NW
NW 64TH ST N 64TH ST
SEAV IE
24TH AVE NW
NW 63RD ST N 63RD ST
32ND AVE NW
N 62ND ST
NW 62ND ST
28TH AVE NW
7TH AVE NW
5TH AVE NW
34TH AVE NW
N 61ST ST
6TH AVE NW
4TH AVE NW
NW 61ST ST
W AVE
15TH AVE NW
26TH AVE NW
NW 60TH ST N 60TH ST
30TH AVE NW
PHINNEY AVE N
N 59TH ST
20TH AVE NW
8TH AVE NW
NW 59TH ST
17TH AVE NW
22ND AVE NW
NW 58TH ST
NW
14TH AVE NW
9TH AVE NW
NW 57TH ST
AURORA AVE N
NW 56TH ST
NW 55TH ST
MIN AL RR
BALLARD TER NW 54TH ST
LEALLA HO
B
NW 53RD ST
AR RD LE
11TH AVE NW
SH
GREENWOOD AVE N
NW 52ND ST
Y A AVE AV
ILS
KA N NW 51ST ST
V E NW E
S AS
AV E WC NW 50TH ST N 50TH ST
NW NW
OM NW 49TH ST N 49TH ST
MO NW LEARY WAY
DO NW 48TH ST
IL L IN
N 48TH ST
3RD AVE NW
RE W
FREMONT AVE N
TEXAS WAY
NW BALLARD WAY NW 47TH ST N 47TH ST
AY
OIS A
LVD N 45TH ST
ID AHO AV
B NW 45TH ST N 45TH ST
PA RK
V E WIS
VERY N ALLEN PL
DIS CO
PALATINE AVE N
HAWAII CIR N 44TH ST
BALLARD BR
GI
28TH AVE W
BAKER AVE NW
FRANCIS AVE N
CON S
LM
EVANSTON AVE N
AV E
MIDVA LE AVE N
AN
WILLIAMS AVE W
NW 43RD ST
22ND AVE W
IN
GI
W AN
PHINNEY AVE N
N 42ND ST
ST
LM
W ELMORE ST
N
30TH AVE W
NW 41ST ST
AV
RL NW 40TH ST
IO W W THURMAN ST
LT
W
32ND AVE W
33RD AVE W
CA
37TH AVE W 36TH AVE W
WHITMAN AVE N
P W
W EMERSON ST HI N 39TH ST
STONE WAY N
S EW
IN
G
ST BU N 36 N 38TH ST
WN
RK
EG TH S
LVD W
W RUFFNER ST T
23RD AVE W
ICKE
ALBION PL N
IL M
RSO
38TH AVE W
AN N 36 TH
W BERTONA ST N ST TR ST
12TH AVE W
L
34TH AVE W
W BERTONA ST
13TH AVE W
43RD AVE W
OLIA B
NI N 35TH ST
16TH AVE W
27TH AVE W
44TH AVE W
17TH AVE W
CK N 34T
10TH AVE W
31ST AVE W
W DRAVUS ST E H ST
14TH AVE W
W DRAVUS ST RS
WEST VIEWMONT WAY W
O
MAGN
NS
21ST AVE W
39TH AVE W
T
W BARRETT ST
35TH AVE W
24TH AVE W
42ND AVE W
3RD AVE W
30TH AVE W
FULTON ST
NE WELL ST
11TH AVE W
20TH AVE W
W ARMOUR ST
ST
W
YE
28TH AVE W
32ND AVE W
RA
AVE
WE
RAYE ST
25TH AVE W
W
6TH
4TH AVE N
26TH AVE W
PE
WARREN AVE N
ST
YKE
RK
W HALLADAY ST
WE
BN RR
LAK
AV
IN
10TH AVE W
S TM
ND
SL
W SMITH ST
4TH AVE W
CO
E
15TH AVE W
NW
EA
N
N
ON
OR
ST
1ST AVE W
AN
W MCGRAW ST
29TH AVE W
TW
VE
W MCGRAW ST
WAV
TH
CE
2ND AVE W
AY
W LYNN ST LYNN ST
DR
N
E
1ST AVE N
W
R LY
W
W BOSTON ST
34TH AV E W
PL N
3RD AVE W
CROCKETT ST
BIGELOW AVE N
W NEWTON ST
NEWTON ST
W PLYMOUTH ST
W HOWE ST
DEXTER AVE N
W BLAINE ST
7TH AVE W
5T H AVE N
5TH AVE W HAYES ST
MAGNOLIA BR W GARFIELD ST
GARFIELD ST
W GALER ST GALER ST
W MARINA PL W LEE ST
ELLIOTT BAY TRL
LEE ST
8TH AVE W
HIGHLAND DR
GE
W HIGHLAND DR
N
PROSPECT ST
CT
6TH AVE N
W
WARD ST
W OLY
M PIC P
Non-arterial Street Lightrail Station
ALOHA ST
L
EL
3RD AVE N
LIO
VALLEY ST
W ROY ST
Arterial Missing Sidewalk Transit Hub ROY ST
TT
ROY ST
AV
MERCER ST
2ND AVE N
1ST AVE N
W
9TH AVE N
8TH AVE N
Arterial Street not in the PIN Rapid Ride Stop
AL
AS
1ST AVE W
KA
HARRISON ST
Non-arterial not in the PIN Future BRT Stop
N
W
MO
5TH AVE N
AY
THOMAS ST
NO
W
Streetcar Station
N
RA
JOHN ST
IL
ST
W E
DENNY WAY
AD
AL
AS W 6T
O
KA ES
BR
H
DA S T
EL TER
N 3R 4
ST T
AV
S
S
AY
W
Miles D TH
R
AY
LIO N E
CL
2N AV A
TT AVE
CE
NE
AV A
1S VE
E TA
ST
AL VE
A
AS
OR
K AN
N
LE
WA
Y W
AT
E RF
RO
NT
TR
OL
LE
Y
N 38TH ST
PA
BURKE AVE N
WOODLAWN AVE N
NE
C
DENSMORE AVE N
IFI
MERIDIAN AVE N
BO
AT
N 37TH ST ST CS
T
CARR PL N
FU
N 36TH ST
Y
WA
HR
N 35TH ST KE
MA
N 35TH ST E ALLISON
LA
ST
NA
TH
BUR
KE G N 34TH ST
VE
OR
IL M
HARVARD AVE E
AN
E
NN
TRL
E SHELBY ST
BOYER AVE E
E HAMLIN ST
10TH AVE E
E EDGAR ST
FRANKLIN AVE E
YALE AVE E
E MILLER ST
MINOR AV
11TH AVE E
E CALHOUN ST E MCGILVRA
ST
E MCGRAW ST
MCGILVRA BLVD E
E LYNN ST E LYNN ST
43RD AVE E
38TH AVE E
40TH AVE E
38TH PL E
E BO STON ST
42ND AVE E
41ST AVE E
AV E
E BOSTON ST EB
BROADWAY E
LA
IN
H
WESTLAKE AVE N
ES
BROA DMOOR DR E
19 T
E NEWTON ST T
IN T
E RL
E HOWE ST
AK E
SHENANDOAH DR E
ND
LAKE
PARKSIDE DR E
IN
RE
TE
E CRE
FEDERAL AVE E
10TH AVE E
SCEN T
42ND AVE E
LA
DR E GARFIELD ST
KE
WA
N
PL
SHING T O N
E GALER ST
E
E GALER ST
D E
39TH AVE E
R
DD
BLV
LAN
24TH AVE E
MCGILVRA BLVD E
ST
E LEE ST
IGH
26TH AVE E
EH
IEW
ON
23RD AVE E
37TH AVE E
IS
EV
AD
BLV
17TH AVE E
K
EM
15TH AVE E
E PRO SPECT ST
EN
LA
D
AV
36TH AVE E
34TH AVE E
E HELEN ST
12TH AVE E
BELMONT PL E
NR
32ND AVE E
21ST AVE E
20TH AVE E
IEW
E WARD ST
33RD AVE E
ALO HA
22ND AVE E
E ALOHA ST
RV
ST
E ALOHA ST
I
EASTLAKE AVE E
28TH AVE E
FA
19TH AVE E
VALLEY ST
12TH AVE E
VALLEY ST E VALLEY ST
E ROY ST
14TH AVE E
E ROY ST
HILLSIDE DR E
FAIRVIEW AVE N
18TH AVE E
MERCER ST
E MERCER ST
BELLEVUE AVE E
16TH AVE E
23RD AVE E
MALDEN AVE E
24TH AVE E
30TH AVE E
REPUBLICAN ST
31ST AVE E
SUMMIT AVE E
E REPUBLICAN ST
PONTIUS AVE N
BOYLSTON AVE E
13TH AVE E
MELROSE AVE E
25TH AVE E
8TH AVE N
HARVARD AVE E
29TH AVE E
YALE AVE N
MINOR AVE N
HARRISON ST E HARRISON ST
32ND AVE E
TERRY AVE N
E THOMAS ST
BELMONT AVE E
27TH AVE E
THOMAS ST
E THOMAS ST
DO R
E JOHN ST
JOHN ST
E JOHN ST
FFE
LD
L S T ST
RE
AR
ST
MAD
E HOWELL ST
HO TEW
LL
NAGLE PL
BELLEVUE AVE
T
ST
15TH AVE
BE
CRAWFORD PL
14TH AVE
D
AR
EL
E OLIVE ST
RON
19TH AVE
CH
W
AN
BL
ST
38 TH AV
E PINE ST
BO
E PINE ST A DR
A
35TH AVE
R
34TH AVE
OR
ST
EN
7T
GRAN D
8T E
E PIKE ST E PIKE ST
N
H
A
E
24TH AVE
27TH AVE
HA
LE
AV
NI
AV
10TH AVE
AY
I
E
RG
E UNION ST
VE
EW
E UNION ST
T
AV
ES
VI
IV ST
E
T
OL PIN ION YS
12TH AVE
SIT
26TH AVE
T UN E SPRING ST
S IVE
R
IKE
9T
32ND AVE
UN
BROADWAY
4T AVE
MI
P
23RD AVE
M L KING JR WAY
HA
3R AVE T AV
37 TH AV
6T 5TH
25TH AVE
30TH AVE
NO
ST
HA
2N
TON BLVD
18TH AVE
20TH AVE
E MARION ST
22ND AVE
VE
D
RA
HA
CA T
D
GS
VE
NE
21ST AVE
ST
VE
13TH AVE
RIN
SE
VE VE
19TH AVE
SP
E
N E COLUMBIA ST
14TH AVE
NIO
T
ST NS
16TH AVE
N RIO
1S
T E CHERRY ST
36TH AVE
ISO MA S
LAKE WASHING
BIA
11TH AVE
ST D UM T
MA YS
31ST AVE
L
33RD AVE
G CO RR
RIN
E
E
CH
Arterial Street
8T
SP E JEFFERSON ST
H
E JEFFERSON ST
9T
T
AV
NS
TE
H
Non-arterial Street
E
29TH AVE
T
RR
RIO IA ST T
17TH AVE
SS
AV
YA
A
M MB RY S AME
WE
E ALDER ST
U ER J
S
L T
RS
CO CH
TE
DE E SPRUCE ST
28TH AVE
AL
Non-arterial Missing Sidewalk
RN
T
O NS E FIR ST
AV
RS
JEF
FE
Arterial Street not in the PIN
E
BO E YESLER WAY
R Non-arterial not in the PIN
22 ND AV
S WASHINGTON ST EN
AV
S MAIN ST
E S Public School
ES
5TH AVE S
S JACKSON ST
29TH AVE S
18TH AVE S
26TH AVE S
S JACKSON PL
Lightrail Station
ALASKAN WAY S
MAYNARD AVE S
S KING ST
8TH AVE S
10TH AVE S
Transit Hub
20TH AVE S
25TH AVE S
1ST AVE S
S WELLER ST
28TH AVE S
S DEARBORN ST S DEARBORN ST
Rapid Ride Stop
31ST AVE S
4TH AVE S
DA
24TH AVE S
S CHARLES ST
RA R PL S
PO
VIS
30TH AVE S
W
PL A
INI
33RD AVE S
AT
PL
Streetcar Station
H
ER
S
AP
S NORMAN ST
12TH AVE S
AV
LS
STU
S JUDKINS ST
23RD AVE S
M L KING JR WAY S
6TH AVE S
ES
N
RG
US
AIR
S IRVING ST
15TH AVE
AV
W E
POR
ES
MO UN TA INS S DAY ST
3RD AVE S
S ATLANTIC ST TO SOUND
TRL
32ND AVE S
T
UTAH AVE S
S
13TH AVE S
WA
Miles
UP R
S MASSACHUSETTS ST
YS
S STATE ST
S JACKSON ST
5TH AVE S
S KING ST
S WELLER ST
S DEARBORN ST
PO
P LA
ST
UR
RP
GU
LS
PA L
S AV
M
ES
AV E
6TH AVE S
S ATLANTIC ST
SODO TRL
S W
18TH AVE S
W
SW
SW
ES
DR S HOLGATE ST
HA
AV
E
SW
IR
AV
NA
ET
SW HILL ST
RB
BO
VE
NS
KI
TA
5TH AVE S
OR
SU
AL
SW WALKER ST
UN
3RD AVE S
AV
UTAH AVE S
MO
E
S STACY ST
FA IR
SW
AY
W
WALNUT AVE SW
S LANDER ST
COLORADO AVE S
OCCIDENTAL AVE S
AL
SW ADMIR
E SW LINK LIGHT RAIL S FOREST ST
BELVIDERE AVE SW
AV SW STEVENS ST
63RD AVE SW
I
AL K S STEVENS ST
49T H AVE SW
60TH AVE SW
4TH AVE S
62ND AVE SW
61ST AVE SW
SW HANFORD ST
S HANFORD ST
S HORTON ST
56TH AVE SW
SW HINDS ST S HINDS ST
14TH AVE S
SW SPOKANE ST WES T SEAT TLE BR
SW MANNING ST S SPOKANE ST
59TH AVE SW
SW CHARLESTOWN ST
38TH AVE SW
WAY
55TH AVE SW
CALIFORNIA AVE SW
9TH AVE S
39TH AVE SW
40TH AVE SW
19TH AVE SW
51ST AVE SW
SW ANDOVER ST
ALON
S DAKOTA ST
52ND AVE SW
UP RR
12TH AVE S
54TH AVE SW
SW AV
16TH AVE S
1ST AVE S
SW GENESEE ST
6TH AVE S
46TH AVE SW
S OREGON ST
WES
44TH AVE SW
S SNOQUALMIE ST
T
SW ALASKA ST
45TH AVE SW
50TH AVE SW
BE
MAR
AC
42ND AVE SW
OHIO AVE S
13TH AVE S
AIRPORT
GIN
H
S
2ND AVE S
N AVE
DR
41ST AVE SW
S SHELTON ST
AL W
26TH AVE SW
48TH AVE SW
SW HUDSON ST
25TH AVE SW
SW
S PEA RL ST
COR SO
WAY S
AY S
47TH AVE SW
S DAWSON ST
37TH AVE SW
EAS
SW BRANDON ST
S LUCILE ST
17TH AVE S
TM
SW FINDLAY ST
35TH AVE SW
SH
OM
ARG
ER
48TH AVE SW
ST
BN
36TH AVE SW
SW JUNEAU ST
RR
DU WAM
IN A
49TH AVE SW
21ST AVE SW
ES T
S VA L
PL
SW RAYMOND ST
L WA
18TH AVE SW
ISH RIVE O
N ST BR
16TH AVE SW
SW GRAHAM ST SW GRAHAM ST
AL
YS
IGA
ICH S
1ST AVE S
TON AV S
SM
ELLISFLAORA AV E SE S
R TR L
SW MORGAN ST
N AVE
S RIVER ST
23RD AVE SW
VE S
SW HOLLY ST
CORSO
1ST AV S BR
SYLV
CAR LE
FO
SW FRONTE NAC ST SW WILLOW ST
X
N WAY
AV
A
E S
S MYRTLE ST
SW MYRTLE ST
SW
NP
28TH AV E SW
SW OTHELLO ST RR
DE TR
SW WEBSTER ST
SW AUSTIN ST S AUSTIN ST
DELRIDGE WAY SW
FAUNTLEROY WAY SW
SW IDA ST
OIT A
SW HOLDEN ST S PORTLAND ST
15TH AVE SW
13TH AVE SW
VE SW
S CHICAGO ST
12TH AVE SW
14TH AVE SW
SW KENYON ST
7TH AVE S
Priority Investment
SW MONR OE ST
17TH AVE SW
5TH AVE SW
8TH AVE S
SW ELMGROVE ST 10TH AVE S
7TH AVE SW
SW SOUTHERN ST
Network
9TH AVE SW
31ST AVE SW
34TH AVE SW
8TH AVE SW
6TH AVE SW
SW ROSE ST
24TH AVE SW
SW THISTLE ST
10TH AVE SW
32ND AVE SW
22ND AVE SW
S SULLIVAN ST
S CLOVERDALE ST
Arterial Street SW CLOVERDALE ST
S DONOVAN ST
Non-arterial Street SW TRENTON ST SW TRENTON ST
29TH AVE SW
SW BARTON ST SW BARTON ST
9TH AVE SW
PL
MYE
SW CAMBRIDGE ST
30TH AVE SW
RS W
OL
SW ROXBURY ST
AY S
Lightrail Station
Transit Hub
MA
SW 102ND ST
RIN
SW 105TH ST
SW 106TH ST
Future BRT Stop
DR
SW 107TH ST
S
Streetcar Station
W
N
AR
RO
N
YO
W E
SW
BE
AC
DR
W E
H
PL
CH
S
SW
BE A
Miles
LA
SEO
8TH AVE S
S DEARBORN ST
PO
HIA
S CHARLES ST
PL A
ST
WA
LAKES ID
UR
TH
RP
GU
AP
LS
23RD AVE S
SA
LS
S IRVING ST
P RR
VE
E AV E S
S
S ATLANTIC ST
31ST AVE S
A ND
SODO TRL
26TH AVE S
17TH AVE S
18TH AVE S
S HOLGATE ST
OCCIDENTAL AVE S
30TH AVE S
S HILL ST
25TH AVE S
5TH AVE S S WALKER ST
3RD AVE S
UTAH AVE S
S STACY ST
S BAYVIEW ST
22ND AVE S
33RD AVE S
S WAITE ST
34TH AVE S
S LANDER ST
6TH AVE S
COLORADO AVE S
S MCCLELLAN ST
S FOREST ST
19 TH AV E
20TH AVE S
S STEVENS ST
21ST AVE S
S HANFORD ST T
NS
S
S HORTON ST
YRO T
35TH AVE S
SB
S HINDS ST NS
L DE
S SPOKANE ST
14TH AVE S
WA
24TH AVE S
S
WEST SEATTLE BR
37TH AVE S
REN
BE ACO
TO
BLVD S
9TH AVE S
4TH AVE S
N
S ANDOVER ST
AV
41ST AVE S
LE TITI
ES
N
UP RR
CHEA ST Y
12TH AVE S
24TH PL S
WR AV
S DAKOTA ST
A AVE
S ADAMS ST
16TH AVE S
1ST AVE S
LAK
46TH AVE S
S GENESEE ST
S
6TH AVE S
49TH AVE S
ES
LIN
SC
E
OLU S OREGON ST
50TH AVE S
KL
WA
S SNOQUALMIE ST MB IG H
IAN
SH
WA
TR
52ND AVE S
S ALASKA ST
Y
ING
43RD AVE S
13TH AVE S
S ANGELINE ST
AIRPOR
TO N
2ND AVE S
S EDMUNDS ST
N AVE
S FERDINAND ST
S SHELTON ST
29TH AVE S
BLV
S PEA RL ST S HUDSON ST
COR SO
47TH AVE S
T
DS
S DAWSON ST
BE ACO
WAY S
42ND AVE S
EAS
S LUCILE ST S BRANDON ST
N
WI
S LUCILE ST
17TH AVE S
TM
AVE S
SH S FINDLAY ST
LS
51ST AVE S
S ORCAS ST OM
S ORCAS ST
ARG
ER
ON
ST
S FIDA LGO ST
BN
S MEAD ST
39TH AVE S
RR
AV
S JUNEAU ST
IN A
32ND AVE S
E ST S KENNY ST
E
S VA L
PL
S
L WA
ST O
CO
AN L BR
R
YS
IG SA
GI
28TH AVE S
S GRAHAM ST
ICH
AT
1ST AVE S
TON AV S
SM S EDDY ST
D
ELLISFLAORA AV E SE S
N AVE
RS
S MORGAN ST
S RIV ER STN
VE S
1S T AV S BR SB
P RR
CORSO
SW
S HOLLY ST
CAR LE
IFT
FO
X
S WILLOW ST
AV
AV
E
S FRONTENAC ST
S
E S
S MYRTLE ST
S ORCHARD ST
S OTHELLO ST S OTHELLO ST
PE
RIM
45TH AVE S
ET
DE TR
ER
SEWARD PARK
S AUSTIN ST
RD
OIT A
48TH AVE S
S HOLDEN ST
S PORTLAND ST
S CHICAGO ST
VE SW
7TH AVE S
S KENYON ST
5TH AVE SW
8TH AVE S
10TH AVE S
7TH AVE SW
AVE S
S ROSE ST
6TH AVE SW
DA
W
L LA S THISTLE ST
AB
12TH AVE SW
SA
ISLAND DR
S SULLIVAN ST VE
AS
S CLOVERDALE ST
9TH AVE SW
S
H
10TH AVE SW
AV
E
S DONOVAN ST
S
S HENDERSON ST
11TH AVE SW
S DIRECTOR ST
36TH AVE S
S
SW
EK D R
SR5
PL
38TH AVE S
MYE
09
N
SO
CARKE
RS W
RA
BEA
OL
I
WA
SW ROXBURY ST
NI
RE
CON
S ROXBURY ST
AY S
ER
TE
N TO
RS
AVE
AV
AV
S PERRY ST
AV
S
S BOND ST
E
E
S
S
S
S NORFOLK ST
62ND AVE
Public School
51ST AVE S
Arterial Street
57TH AVE S
S RYAN ST
55TH AVE S
66TH AVE S
65TH AVE S
AV E
S
61ST AVE S
S BANGOR ST
Arterial Street not in the PIN Rapid Ride Stop S HAZEL ST
S 115TH ST
59TH AVE S
Miles
0 0.25 0.5 0.75 1 S JUNIPER ST
1
Based on 2015 SDOT Asset Management database. Not all locations may be feasible or desirable locations for new sidewalks.
2
Ibid.
3
Full or partial blockfaces
4
As we develop the PMP Implementation Plan, it may be determined that the most feasible approach to improving conditions
along a non-arterial street is to provide a walking path on one side of the street only, although the blockface numbers in the
table reflect where sidewalks are missing on both sides of the street.
5TH AVE NE
30TH AVE NE
1ST AVE NE
N 130TH ST
N 125TH ST NE 125TH ST
DAYTON AVE N
MERIDIAN AVE N
GREENWOOD AVE N
AY N E
NE 110TH ST
AURORA AVE N
5TH AVE NE
ROOSEVELT WAY NE
CIT Y W
NW
RD
LA KE
N
MA NE 95TH ST
3RD AVE NW
15TH AVE NE
L
HO
35TH AVE NE
SA
ND
NW 85TH ST N 85TH ST
P O IN
24TH AVE NW
NW 80TH ST N 80TH ST NE 80TH ST
20TH AVE NE
LINDEN AVE N
NW
TW
8TH AVE NW
NE 75TH ST
32ND AVE NW
AY
AVE NE
RA
NE
40TH AVE NE
VE NE 70TH ST
SEAVIEW
NN
NW 65TH ST NE 65TH ST A BL
VD
25TH AVE NE
15TH AVE NW
PHINNEY AVE N
14TH AVE NW
WC NW MARKET ST NE 55TH ST
OM
MO N 50TH ST NE 50TH ST
DOR
EW
AY
FREMONT AVE N
LE
N 45TH ST NE 45TH ST
NE 41ST ST
Y
LM
WA
AN
N 40TH ST
YN
AV
W EMERSON ST
W
E
34TH AVE W
15TH AVE W
28TH AVE W
EASTLAKE AVE E
G
NO
BO
10TH AVE W
YE
LIA
R AV
LA K
WESTLAK
BLV
24TH AVE E
E E
10TH AVE E
DEXTER AVE
EW
D
ASH
E AVE N
ING
N
AVE
EL
TO
LIO
NB
15TH AVE E
VIEW
ST
TT
8T
LVD
1S
ON
DENNY WAY
AV
TA H
AV
EL
IS
E
FAIR
VE 6T E
LIO
AD
9T
E
H
TT
AV H
EM
E AV
AV
7T E
E
4T H
H AV
AV E E PINE ST
34TH AVE
E
E UNION ST
BROADWAY
12TH AVE
14TH AVE
1S
5T
TA
L PL
E CHERRY ST
HA
VE
HUBBEL
VE
3R
DA
E YESLER WAY
VE
S JACKSON ST
LAKESIDE AVE S
6TH
31ST AVE S
HA
AVE
23RD AVE S
RB
SW
OR
E
17TH AVE S
AV
AV
KI
ES
6TH AVE S
AL
4TH AVE S
WAY
W
1ST AVE S
CALIFORNIA AVE SW
IR AL
A DM
SW
15TH AVE S
S SPOKANE ST
WES
50TH AVE S
1ST AVE S
S GENESEE ST
T MA
BEA
SW ALASKA ST
AIRPO
ML
CH
R GIN
KIN
DR
RT WA
AL W
G
SW
S LUCILE ST
JR W
RAIN
AY S
YS
EA
48T H AVE SW
AY S
DELRIDGE WAY
ST
W
IER
SW
M
S GRAHAM ST
W
AR
1ST AV S BR SB
AVE
IFT
AY S
GI
AI
NA
AV
RP
S
BE
O
OY W
ES S
LW
RT
AC
W
AY
35TH AVE SW
ON
AY
SEWAR D PARK
LER
16TH AVE SW
S OTHELLO ST
SW
AV
Crossing Width
NT
E S
FAU
SRSR5
50909SB
AVE
arterial intersections
S
4 or more SW BARTON ST
SR50SR
N
RE
NT
3 SW ROXBURY ST
95N09BS
MA
ON
W E
51ST AVE S
R
AV
2 or fewer
B
INE
S
S
VIE
Miles
WD
0 0.5 1 1.5 2
RS
W
30TH AVE NE
1ST AVE NE
N 130TH ST
N 125TH ST NE 125TH ST
DAYTON AVE N
MERIDIAN AVE N
GREENWOOD AVE N
AY N E
NE 110TH ST
AURORA AVE N
5TH AVE NE
ROOSEVELT WAY NE
CIT Y W
NW
RD
LA KE
A N NE 95TH ST
3RD AVE NW
LM
15TH AVE NE
HO
35TH AVE NE
SA
N
NW 85TH ST N 85TH ST
DP
OIN
24TH AVE NW
NW 80TH ST N 80TH ST NE 80TH ST
20TH AVE NE
LINDEN AVE N
AVE NW
T WA
8TH AVE NW
NE 75TH ST
32ND AVE NW
NE
YN
RA
40TH AVE NE
VE NE 70TH ST
E
SEAVIEW
NN
NW 65TH ST NE 65TH ST A BL
VD
25TH AVE NE
15TH AVE NW
PHINNEY AVE N
14TH AVE NW
WC NW MARKET ST NE 55TH ST
OM
MO N 50TH ST NE 50TH ST
DOR
EW
AY
FREMONT AVE N
LE
N 45TH ST NE 45TH ST
STONE WAY N
A
GI
RY
NE 41ST ST
LM
WA
A
N 40TH ST
N
YN
AV
W EMERSON ST
W
E
34TH AVE W
15TH AVE W
28TH AVE W
EASTLAKE AVE E
GNO
BO
10TH AVE W
YE
LIA
R AV
LA K
WESTLAK
BLV
24TH AVE E
E E
10TH AVE E
DEXTER AVE
EW
D
ASH
E AVE N
ING
N
AVE
EL
TO
LIO
1S 8T
NB
15TH AVE E
H DENNY WAY
VIEW
ST
TT
TA AV
EL
VE 6T E
LVD
ON
LIO
AV
H 9T
TT
AV H
IS
E
FAIR
E AV
AV
AD
E
7T E
E
4T H
EM
2N H AV
D
AV E
AV E T
E T ES E PINE ST
ES
34TH AVE
PIK
PIN
1S E UNION ST
5T
BROADWAY
TA
L PL
12TH AVE
HA
VE
14TH AVE
HUBBEL
VE
E CHERRY ST
3R
DA
VE
E YESLER WAY
S JACKSON ST
LAKESIDE AVE S
6TH
AVE
31ST AVE S
HA
23RD AVE S
RB
SW
OR
E
17TH AVE S
AV
AV
KI
ES
6TH AVE S
AL
4TH AVE S
WAY
W
1ST AVE S
CALIFORNIA AVE SW
IR AL
A DM
SW
15TH AVE S
S SPOKANE ST
WES
50TH AVE S
S GENESEE ST
T MA
BEA
SW ALASKA ST
AIRPO
ML
CH
R GIN
KIN
DR
RT WA
AL W
G
SW
S LUCILE ST
JR W
RAIN
AY S
AY S
S
DELRIDGE WAY
ST
W
IER
SW
M
AVE
IFT
GI
NA
AV
PIN Arterials)
S
BE
ES
LW
AC
AY
35TH AVE SW
ON
SEWAR D PARK
16TH AVE SW
S OTHELLO ST
SW
AV
W E
RE
SW ROXBURY ST
9 NB
TO
MA
S
N
51ST AVE S
R
AV
INE
Miles
E S
VIE
0 0.5 1 1.5 2
WD
RS
W
1ST AVE NE
30TH AVE NE
N 130TH ST
N 125TH ST NE 125TH ST
DAYTON AVE N
3RD AVE NW
MERIDIAN AVE N
NE NORTHGATE WAY NE 110TH ST
GREENWOOD AVE N
ROOSEVELT WAY NE
AURORA AVE N
NW
15TH AVE NE
RD
AN NE 95TH ST
5TH AVE NE
LM
HO
35TH AVE NE
SA
ND
N 85TH ST
PO
24TH AVE NW
20TH AVE NE
NW 80TH ST
INT W
8TH AVE NW
NE 75TH ST
AY NE
32ND AVE NW
40TH AVE NE
NE 70TH ST
NW 65TH ST NE 65TH ST
PHINNEY AVE N
15TH AVE NW
14TH AVE NW
25TH AVE NE
WC NW MARKET ST NE 55TH ST
OM
MO N 50TH ST
DO
RE W
AY
LE
N 45TH ST
A
GI
RY
NE 41ST ST
LM
WA
A
N 40TH ST
N
YN
AV
W EMERSON ST
W
E W
34TH AVE W
N 35TH ST
28TH AVE W
3RD AVE W
MA
EASTLAKE AVE E
10TH AVE W
G
WE
NO
15TH AVE W
STLA
LIA
BL
24TH AVE E
KE AVE N
VD
W
10TH AVE E
AURORA AVE N
EL
DENNY WAY
LIO
E ALOHA ST
ST
EL
6
TT
ROY ST
LIO
ON
5 TH
4 TH A
AV
TT
IS
3 T A V
AD
E
2N RD H A VE E
AV
W
8T
EM
E
1S D A VE
H
T A AV VE
AV
BROADWAY
VE E
E
BLVD E
T
ES
34TH AVE
PIN ST
E
PIK
GTON
12TH AVE
T
AS E CHERRY ST
EC ST
SEN
AS HIN
I S ON
D
MA E YESLER WAY
9T
LA KE W
ST
HA
ES
23RD AVE S
JAM
VE
LAKESIDE AVE S
YESLER WAY
31ST AVE S
4TH AVE S
SW
6TH AVE S
CALIFORNIA AVE SW
17TH AVE S
E
AV
KI
AL
AY
W
IRAL
DM
S WA
RA
IN I
S SPOKANE ST
ER
BEA
AV
MLK
CH
ES
1ST AVE S
WES
AIRPO RT WAY S
50TH AVE S
DR
S GENESEE ST
IN G
T MA
SW
SW ALASKA ST
JR W
R GIN
15TH AVE S
AY S
BEACO
35TH AVE SW
AL W
W AY SW
S LUCILE ST
DELR IDGE WA
48TH AVE SW
AY S
S ORCAS ST
N AVE S
SW
W
E R OY
EA
IFT
S GRAHAM ST
ST
16TH AVE SW
NT L
AV
M
E
AR
FAU
Y SW
GI
NA
SEWAR D PARK
LW
Safety Prioritization Score AY S OTHELLO ST
S
REN T
(Improvement Opportunity)
ON A
SW THISTLE ST
High (top 20%)
AVE
VE S
SW BARTON ST
N
SW ROXBURY ST
51ST AVE S
W E
Low S
SW 106TH ST
Miles
0 0.5 1 1.5 2
Diabetes rates
1ST AVE NE
30TH AVE NE
N 130TH ST
N 125TH ST NE 125TH ST
DAYTON AVE N
3RD AVE NW
MERIDIAN AVE N
NE NORTHGATE WAY NE 110TH ST
ROOSEVELT WAY NE
GREENWOOD AVE N
AURORA AVE N
NW
15TH AVE NE
RD
AN NE 95TH ST
5TH AVE NE
LM
HO
35TH AVE NE
SA
ND
N 85TH ST
PO
24TH AVE NW
20TH AVE NE
NW 80TH ST
INT W
15TH AVE NW
8TH AVE NW
32ND AVE NW NE 75TH ST
AY N
40TH AVE NE
NE 70TH ST
E
NW 65TH ST NE 65TH ST
PHINNEY AVE N
25TH AVE NE
14TH AVE NW
NW MARKET ST NE 55TH ST
N 50TH ST
LE
N 45TH ST
A
GI
RY
NE 41ST ST
LM
WA
A
N 40TH ST
YN
N
W EMERSON ST
AV
W
E W
N 35TH ST
34TH AVE W
28TH AVE W
3RD AVE W
15TH AVE W
EASTLAKE AVE E
MA
G
10TH AVE W
WE
NO
STLA
LIA
BL
24TH AVE E
KE AVE N
VD
W
10TH AVE E
AURORA AVE N
EL
LIO
E ALOHA ST
ST
TT
ROY ST
ON
AV
IS
AD
E W
EM
BLVD E
34TH AVE
GTON
12TH AVE
E CHERRY ST
AS HIN
E YESLER WAY
LA KE W
23RD AVE S
LAKESIDE AVE S
31ST AVE S
4TH AVE S
SW
6TH AVE S
17TH AVE S
E
AV
KI
AL
AY
CALIFORNIA AVE SW
W
R
D MI AL
S WA
RA
IN I
S SPOKANE ST
ER
BEA
AV
MLK
ES
1ST AVE S
C
WES
AIRPO RT WAY S
HD
S GENESEE ST
50TH AVE S
IN G
T MA
RS
SW ALASKA ST
W
JR W
R GIN
15TH AVE S
AY S
BEACO
AL W
W AY SW
35TH AVE SW
S LUCILE ST
DELR IDGE WA
S ORCAS ST
48TH AVE SW
AY S
N AVE S
SW
W
E R OY
EA
IFT
S GRAHAM ST
ST
NT L
AV
AR
FAU
Y SW
GI
NA
Prioritization
SEWAR D PARK
LW S OTHELLO ST
AY
16TH AVE SW
S
(Disparity Score)
REN T
ON A
SW THISTLE ST
High
AVE
VE S
SW BARTON ST
N SW ROXBURY ST
51ST AVE S
W E
Low S SW 106TH ST
Miles
0 0.5 1 1.5 2
Strategy 1.5: Create and maintain a pedestrian clear zone on all sidewalks
Action 1.5.1: Update the Right-of-Way Improvements Manual to specify minimum pedestrian clear zone widths
for all street types
Action 1.5.2: Create a program directed at neighborhood business districts to communicate the importance
of and enforce keeping the pedestrian clear zone free of objects or impediments, including propped doors,
A-frame signs, landscaping, outdoor seating, and displays
Action 1.5.3: Prioritize non-sidewalk locations for bike share stations, when possible
Strategy 1.6: Improve accessibility in Seattle
Action 1.6.1: Implement short-term improvements to ensure vegetation is cleared on critical routes
Action 1.6.2: Identify opportunities to restripe painted crosswalks to better align with curb ramps
Action 1.6.3: Develop an updated ADA transition plan
Action 1.6.4: Develop tools to communicate and report construction impacts to pedestrian access
2. CROSSING-THE-ROADWAY STRATEGIES AND ACTIONS
Strategy 2.1: Improve pedestrian visibility at crossings
Action 2.1.1: Provide curb bulbs (including low-cost installations) on the Priority Investment Network
Action 2.1.2: Provide high-visibility treatments at crossings in the Priority Investment Network, including
flashing crossing beacons, signage, and other appropriate treatments
Action 2.1.3: Use high-reflectivity crosswalk markings on all projects
Action 2.1.4: Provide lighting at marked pedestrian crossings
Action 2.1.5: Use Complete Streets project reviews to evaluate capital projects for opportunities to maximize
pedestrian visibility
Strategy 2.2: Shorten pedestrian crossing distances
Action 2.2.1: Provide curb bulbs, pedestrian crossing islands, or pedestrian refuges, when possible
Action 2.2.2: Use lane reductions, as appropriate, when making pedestrian or other safety improvements
Strategy 2.3: Optimize crossing times for pedestrians as signals
Action 2.3.1: Review current SDOT pedestrian crossing time standards and update as needed to reflect current
best practices
Action 2.3.2: Provide sufficient countdown time at pedestrian crossing signals
Action 2.3.3: Modify signal timing to favor pedestrians in neighborhood business districts
Action 2.3.4: Continue to review locations where a push-button is needed to activate a walk signal
Strategy 2.4: Reduce turning movement conflicts at intersections
Action 2.4.1: Adjust signalization to provide leading pedestrian intervals, where appropriate
Action 2.4.2: Implement pedestrian-only phasing (including scramble signals) where appropriate
Action 2.4.3: Review signal phasing for opportunities to eliminate shared phases that create conflicts between
pedestrians and vehicles
Action 2.4.4: Eliminate permitted turn on red and dual turn-lane locations, where appropriate
Action 2.4.5: Provide diverter islands at unsignalized arterial/non-arterial intersections
Action 2.4.6: Develop internal policies and guidelines for implementing the approaches in Strategy 2.4
Strategy 4.2: Expand multimodal traveler safety education and encouragement programs
Action 4.2.1: Explore options to expand driver education courses for traffic citations within the City of Seattle
Action 4.2.2: Work with partners to incorporate more active transportation educational content into the
Washington Driver Guide
Action 4.2.3: Expand safety education programs to educate people about safe pedestrian practices
Action 4.2.4: Leverage the Safe Routes to School program to provide bicycle and pedestrian safety training and
encouragement to all public elementary schools
Action 4.2.5: Create public outreach tools to communicate the top factors contributing to collisions in Seattle
Action 4.2.6: Help employers develop walking programs for employees
Action 4.2.7: Expand other programs that encourage and promote the benefits of walking
Action 4.2.8: Evaluate the effectiveness of education and outreach programs
infrastructure to streets within this PIN. OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
promoting health and preventing disease
Chapter 4 provides a preliminary assessment
of pedestrian infrastructure conditions within term priorities, and it will seek to maximize
this network. The along-the-roadway analysis efficiencies by identifying program and
assesses whether sidewalks exist within the PIN, project leveraging opportunities.
while the crossing-the-roadway analysis identifies
opportunities for arterial intersection crossing Not all street segments identified as
improvements. missing sidewalks may be feasible or
desirable locations for new sidewalks.
The key strategies for implementing the PMP Project feasibility will be determined as part
will be to provide walking paths along all streets of the implementation plan.
in the PIN and to improve arterial crossings at
selected high priority arterial intersections. Actions
1.1.1 Provide sidewalks along arterials
Considerations 1.1.2 Prioritize new sidewalks on the Frequent
This strategy is based in part on community
Transit Network
feedback. As noted in the PMP Public Survey
Report (Appendix 2), residents have asked 1.1.3 Prioritize new sidewalks that provide access
us to prioritize providing sidewalks and to K-12 public schools
crossing improvements along and across
1.1.4 Implement Neighborhood Greenways as
busy streets and providing pedestrian
part of the PIN
improvements on non-arterial streets
connecting people to schools and transit. 1.1.5 Provide low-cost improvements on
non-arterial streets, including Neighborhood
A PMP Implementation Plan will be developed Greenways
and updated regularly to identify particular
street segments within the PIN for near-term 1.1.6 Explore options to establish a fund to build
improvements. The implementation plan will and maintain stairways
use the safety and equity/health analyses 1.1.7 Explore options to fund new sidewalks,
provided in Chapter 4 to help identify near- including low-cost improvements
15TH AVE NE
GREENWOOD AVE N
ACTION 1.1.4
N 137TH ST NE 137TH ST
8TH AVE NW
Network N 130TH ST NE 130TH ST
4TH AVE NW
NE 125TH ST
EVANSTON AVE N
IMPLEMENT NEIGHBORHOOD
NE 123RD ST
AURORA AVE N
AY NE
NE 117TH ST
NE 115TH ST
CIT Y W
8TH AVE NE
GREENWAYS AS PART OF THE PRIORITY
LA KE
NE 105TH ST
14TH AVE NW
12TH AVE NW
9TH AVE NW
N 100TH ST
DAYTON AVE N
NE 98TH ST
1ST AVE NW
23RD AVE NW
INVESTMENT NETWORK (PIN)
NE 94TH ST
31ST AVE NW
NE 90TH ST
RAVENNA AVE NE
N 88TH ST NE 88TH ST
30TH AVE NW
N 85TH ST
30TH AVE NE
ROOSEVELT WAY NE
N 81ST ST
28TH AVE NW
NE 80TH ST
NW 77TH ST N 78TH ST
NW 75TH ST
45TH AVE NE
FREMONT AVE N
28TH AVE NE
34TH AVE NW
NE 68TH ST
25TH AVE NE
NW 60TH ST NE 60TH ST
NW 58TH ST
NW 56TH ST
5TH AVE NE
NE 55TH ST
BN RR
11TH AVE NE
NW 50TH ST N 51ST ST NE 50TH ST
36TH AVE W
BURKE AVE N
designed to give priority to pedestrians and
N 36TH
12TH AVE W
23RD AVE W
13TH AVE W
ST
29TH AVE W
AVE W
W BERTONA ST N 34TH
W DRAVUS ST ST
24TH AVE W
31ST AVE W
35TH AVE W
4TH AVE W
FRANKLIN AVE E
WARREN AVE N
E IN
KIN
1ST AVE W
TE
4TH AVE N
RL
SL
AK
NW
38TH AVE E
EN
9TH AVE W
FEDERAL AVE E
7TH AVE W
BL
E
8TH AVE W
arterial crossings and low-stress connections to
VD
KE AVE
39TH AVE E
GALER ST
26TH AVE E
EASTLA
ALOHA ST
18TH AVE E
EL
E ROY ST
1ST AVE N
LIO
key neighborhood destinations.
MERCER ST E MERCER ST
TT
Neighborhood Greenway Network
AV
THOMAS ST
E W
DENNY WAY E HOWELL ST
Planned Greenway
BO
AL E PINE ST
R EN
AS T
37TH AVE
Existing Greenway KA ES
25TH AVE
AV
36TH AVE
N PIK
E
W E COLUMBIA ST
6T
AY
2N
HA
DA
VE
Seattles Neighborhood Greenway network was
E ALDER ST
VE
E FIR ST
S JACKSON ST
S LANE ST
S DEARBORN ST
5TH AVE S
AD
33RD AVE S
M
IR
AL
45TH AVE SW
WA
Y
S HANFORD ST
4TH AVE S
14TH AVE S
1ST AVE S
M L KI
UP RR
37TH AVE SW
SW DAKOTA ST
42ND AVE SW
AIRPORT WAY S
40TH AVE SW
improvements Neighborhood Greenways typically
N G JR
RAIN WAY S
13TH AVE S
47TH AVE SW
42ND AVE S
EAST
IER
25TH AVE SW
MA RG
AVE
26TH AVE SW
provide can also effectively serve pedestrians,
S
21ST AVE SW
18TH AVE SW
IN AL
S FINDLAY ST
49TH AVE SW
32ND AVE S
S JUNEAU ST
WAY S
41ST AVE SW
28TH AVE S
SW
ES
the Neighborhood Greenway program should be
NP S MORGAN ST
IFT
35TH AVE SW
RR
ELLIS AV
S HOLLY ST
DELRIDGE WAY SW
AV ERIM
S WILLOW ST
E S ET
P
30TH AVE SW 34TH AVE SW
28TH AVE SW
48TH AVE S
12TH AVE SW
leveraged to address pedestrian priorities of the
ER
SR509 SB
RD
S KENYON ST
13TH AVE SW
S
39TH AVE SW
31ST AVE SW
32ND AVE SW
PMP, and the bicycle network priorities of the
SR50
BMP.
N
SW 102ND ST
W E SW 104TH ST S RYAN ST
Miles
0 0.5 1 1.5 2
tandem with new development incrementally OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
upgrades Seattles pedestrian realm as the city
promoting health and preventing disease
grows and pedestrian demand increases.
Considerations
Because private developments typically only
provide pedestrian realm improvements
along the propertys frontage, sidewalk
improvements are incremental, and some
developer-driven sidewalk segments may
remain disconnected from the overall
sidewalk network.
a safer and more comfortable pedestrian OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
environment by reducing potential conflicts
promoting health and preventing disease
between pedestrians and turning vehicles. This
strategy can also provide more on-street parking
opportunities and space in the pedestrian realm
for landscaping and amenities.
Considerations
Minimizing driveways and curb cuts increases
pedestrian comfort, maintains a continuous
pedestrian realm, and can minimize traffic
delay by reducing interference between
turning and through traffic.
Actions
1.3.1 Develop stronger code requirements
or incentives to minimize the impact of curb
cuts and driveway widths on all street types,
particularly along the Priority Investment
Network
depending on who owns the property, or the OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
cause of the damage.
promoting health and preventing disease
While street trees play a vital role in 1.4.4 Make it easier and more predictable for
creating a sustainable, high-quality public private property owners to complete required
realm, it is not uncommon for conflicts sidewalk repairs (for example, cost sharing and
to arise between trees and sidewalks, minimizing costs)
particularly in locations where both were
installed some time ago. 1.4.5 Explore opportunities to increase funding
for sidewalk maintenance
When sidewalk damage is the result of
a publicly-owned street tree, SDOT is
responsible for the sidewalk repair.
greater. While amenities like landscaping, signage, OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
caf seating, benches and art add visual interest to
promoting health and preventing disease
the public realm, these elements should be located
outside of the required pedestrian clear zone.
Considerations
The ROWIM establishes minimum widths for
all zones of the sidewalk.
The pedestrian clear zone is the area of This sidewalk along 5th Ave offers an example of
the sidewalk corridor that is specifically a well-maintained pedestrian clear zone. Signs,
reserved for pedestrian travel, including bike racks and plantings are located within the
movement by people who use mobility furnishing/landscape zone, and the pedestrian clear
devices to get around, and people with zone is unobstructed.
visual or hearing impairments.
The ROWIM notes that street furniture, Universal design principles can be applied
plantings, and other fixed items should not along the pedestrian network.
protrude into travel routes.
Actions
Utility poles or hydrants that impede the 1.5.1 Update the ROWIM to specify minimum
pedestrian clear zone can be costly to pedestrian clear zone widths for all street types
relocate.
1.5.2 Create a program directed at neighborhood
Maintaining a pedestrian clear zone may business districts to communicate the importance
require increased enforcement. of and enforce keeping the pedestrian clear zone
free of objects or impediments, including propped
Currently, privately-funded signage,
doors, A-frame signs, landscaping, outdoor
planters, cafs, and other unfixed
seating, and displays
encroachments must obtain an annual
Public Space Management Street Use 1.5.3 Prioritize non-sidewalk locations for bike
Permit from SDOT. share stations, when possible
While a transition plan considers many of 1.6.4 Develop tools to communicate and report
the same factors that the PMP includes construction impacts to pedestrian access
in its prioritization, a transition plan also
evaluates additional access needs for
individuals with disabilities, and describes
the methods and timeline for making
facilities accessible.
line into the roadway at corner or mid-block OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
crossings, bringing pedestrians into the line promoting health and preventing disease
of sight of drivers, and decreasing crossing
distances. They also help prevent cars from
of someone crossing the street. They are
parking too close to a crossing. Curb bulbs
particularly effective at alerting drivers
may be conventional concrete extensions of
to a pedestrian entering the crosswalk
the sidewalk or low-cost paint treatments.
at unsignalized intersections, curves, or
Daylighting intersections: Daylighting mid-block crossings, and they dramatically
refers to removing visual obstructions increase driver yielding rates over
at intersection approaches to maximize crosswalks alone or overhead flashing
a drivers field of vision. This can beacons.
include enforcing parking restrictions at
Lighting: Well-lit pedestrian crossings
intersection approaches.
increase the visibility of pedestrians
Correcting skewed intersections: Squaring crossing the roadway, which is particularly
up skewed intersections to right angles important during Seattles long winter
increases visibility, decreases pedestrian months.
crossing distances, and can help prevent
Crosswalk striping: Installing and
vehicles from turning at high rates of speed
maintaining crosswalk striping helps clearly
at obtuse angles. Intersections can be
define where pedestrians are expected to
squared up through curb reconstruction,
cross the roadway. In addition, using high-
or paint and delineator posts can provide a
reflectivity crosswalk markings can improve
temporary, low-cost treatment.
visibility of crossing locations to people
Crossing Beacons: Rectangular Rapid driving.
Flashing Beacons (RRFBs) are traffic
Signage and Stop Bars: Signage along the
control devices placed on both sides of a
right-of-way and painted stop bars prior to
crosswalk with pedestrian warning signs
intersections help reinforce safe roadway
and pedestrian-actuated flashing LED
use.
lights that alert drivers to the presence
Realigning curbs can be costly and may 2.1.4 Provide lighting at marked pedestrian
reduce on-street parking capacity. crossings
Curb realignment may provide opportunities 2.1.5 Use Complete Streets project reviews to
for green stormwater infrastructure, in evaluate capital projects for opportunities to
collaboration with Seattle Public Utilities maximize pedestrian visibility
(SPU).
lane reductions. Shorter crossing distances OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
are especially beneficial for those with mobility promoting health and preventing disease
challenges and can provide a resting place for
people unable to quickly cross the street.
When a protected bike lane is located along
the curb and on-street parking is provided
As pedestrian treatments are implemented, care
on the far side of the bike lane, there may
must be taken to balance the needs of different
be an opportunity to provide a pedestrian
modes and the contextual issues at crossings in
refuge at intersections on the far side of the
order to maintain pedestrian safety and roadway
protected bike lane.
function.
The turning-movement needs of large
Considerations vehicles (buses and trucks) must be
Competing demands on the available right- considered when retrofitting intersections.
of-way may preclude pedestrian islands or
curb bulbs in some locations. Actions
2.2.1 Provide curb bulbs, pedestrian crossing
Curb bulbs can help prevent cars from
islands, or pedestrian refuges, when possible
parking too close to intersections or
crossings. 2.2.2 Use lane reductions, as appropriate,
when making pedestrian or other safety
Curb bulbs may be conventional concrete
improvements
extensions of the sidewalk, or low-cost paint
treatments.
countdown of the number of seconds remaining OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
before the signal changes. Pedestrian countdown promoting health and preventing disease
signals cut out guesswork in crossing busy
intersections and minimize the number of
pedestrians still in crosswalks during the do not
walk phase.
Considerations
Optimizing pedestrian crossing times can
help ensure that people of all ages and
abilities have sufficient time to cross the
street.
The Manual for Uniform Traffic Control Walk signals do come up automatically on
Devices (MUTCD) states that where most locations with high pedestrian activity.
pedestrians cross slower than 3.5 feet per
second, or where people in wheelchairs Actions
routinely use the crosswalk, a crossing 2.3.1 Review current SDOT pedestrian crossing
speed of less than 3.5 feet per second time standards and update as needed to reflect
should be considered in determining the current best practices
pedestrian clearance time.
2.3.2 Provide sufficient countdown time at
SDOT reviews crossing times at pedestrian crossing signals
intersections upon request. Where
2.3.3 Modify signal timing to favor pedestrians in
surrounding land uses include facilities
neighborhood business districts
(such as senior or special needs facilities,
elementary schools, or preschools) 2.3.4 Continue to review locations where a push-
frequented by slower-moving pedestrians, button is needed to activate a walk signal
we will use a lower crossing speed of 3 feet
per second to determine the pedestrian
clearance time.
hooks). Minimizing turning-movement conflicts OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
can remove much of this potential conflict and promoting health and preventing disease
facilitate more predictable behavior for both
vehicles and pedestrians at intersections.
Longer wait time for a pedestrian crossing
signal may result in non-compliant
Reducing turning-movement conflicts at
crossings.
intersections can be done through a variety
of treatments, including separating vehicle Consideration must be given to how signal
and pedestrian signal phases, restricting timing works with all users and modes,
turns on red lights, creating dedicated turning including travel-time impacts to transit.
signal phases or delayed turning that allows
pedestrians and through vehicles to move first, Eliminating turning-movement conflicts can
or establishing right-in/right-out channelization. also benefit people who are biking.
The appropriateness of any of these treatments
is based on site-specific considerations including Actions
local circulation impacts. 2.4.1 Adjust signalization to provide leading
pedestrian intervals, where appropriate
Considerations
2.4.2 Implement pedestrian-only phasing
Predictable turning movements reduce
(including scramble signals) where appropriate
conflict and increase safety by clearly
defining which users have the right-of-way. 2.4.3 Review signal phasing for opportunities to
eliminate shared phases that create conflicts
Factor in pedestrian wait times when
between pedestrians and vehicles
modifying signal timing.
2.4.4 Eliminate permitted turn on red and dual
System changes are relatively cost effective
turn-lane locations, where appropriate
when signals are already in place.
2.4.5 Provide diverter islands at unsignalized
Reconfiguring turning movements has
arterial/non-arterial intersections
potential for vehicle travel time delay.
2.4.6 Develop internal policies and guidelines for
Reconfiguring turning movements may
implementing the approaches in Strategy 2.4
require broader roadway reconfiguration
and behavior change.
way to safely cross a street and can result in OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
non-compliant behavior, such as pedestrians promoting health and preventing disease
crossing arterials at unpredictable locations.
An uncontrolled intersection crossing can be
particularly problematic on routes that connect to
key destinations, such as transit stops.
levels and the perceived attractiveness of the OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
public realm.
promoting health and preventing disease
traffic. Narrow streets, curved streets, trees, and OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
parked cars can send visual cues to a driver to promoting health and preventing disease
travel at slower speeds.
Considerations
Over the last 30 years, SDOTs Neighborhood Traffic
To determine if traffic calming elements are
Calming Program has installed over 1,000 traffic
appropriate, SDOT uses data to understand
circles on city streets to help reduce collisions in
the number and speed of people driving on residential neighborhoods.
a street.
all users, including freight. OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
promoting health and preventing disease
SDOT uses a rigorous process to evaluate
planned projects for consistency with the policy. A
Complete Streets checklist is used to collect data
and information about the status of the street and
surroundings, details of the project, and modal
plan recommendations, with a goal of identifying
specific improvements that can be incorporated
into the project to balance the needs of all users.
Considerations
The City Council passed Ordinance 122386,
the Complete Streets policy, in 2007.
access for people with mobility impairments by OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
providing sensory information on personal devices promoting health and preventing disease
indicating when it is safest to cross a street.
Considerations
Real-time travel information data can
inform travel mode choice.
Actions
3.2.1 Identify and employ innovative uses of
technology to improve pedestrian safety and
We install transit information kiosks at bus stops
access
with the highest activity and served by many
3.4.2 Support research on emerging technologies routes. The kiosks include real-time transit arrival
that improve pedestrian safety, access, and information to inform travel mode choice, and can
system management include transit pass readers.
including school zone photo enforcement, high OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
visibility enforcement at high collision locations, promoting health and preventing disease
corridor safety patrols on major arterial streets,
portable speed trailers to provide real-time speed
data, pedestrian safety emphasis patrols such Actions
as blocking the box, and loading and restricted 4.1.1 Continue outreach to State legislators to
areas enforcement. expand the Citys ability to deploy automated
speed enforcement and other photo enforcement
The Seattle Department of Transportation (SDOT) technologies
will continue to collaborate with other City
4.1.2 Continue to collaborate with SPD on data-
departments and partners to enforce traffic safety
driven traffic enforcement
laws. This work will stem from our Vision Zero
program, and will complement traveler education 4.1.3 Pair speed limit reductions with education
campaigns and programs. Use of a variety of and public outreach
enforcement tools can help achieve sustained
behavior change among all roadway users in 4.1.4 Use the network of dynamic messaging
Seattle. signs to raise awareness of enhanced traffic
enforcement
Considerations
SDOT and the Seattle Police Department
(SPD) routinely collaborate on effective traffic
enforcement, using traffic data to target
enforcement efforts to locations where risky
traffic behavior and crashes are occurring.
Considerations
Education can create a common
understanding amongst all roadway users
of safe and predictable behaviors.
Actions
4.2.1 Explore options to expand driver education 4.2.5 Create public outreach tools to
courses for traffic citations within the City of communicate the top factors contributing to
Seattle collisions in Seattle
4.2.2 Work with partners to incorporate more 4.2.6 Help employers develop walking programs
active transportation education content into the for employees
Washington Driver Guide
4.2.7 Expand other programs that encourage and
4.2.3 Expand safety education programs to promote the benefits of walking
educate people about safe pedestrian practices
4.2.8 Evaluate the effectiveness of education and
4.2.4 Leverage the Safe Routes to School program outreach programs
to provide bicycle and pedestrian safety training
and encouragement to all public elementary
schools
or railings. Buffers are especially important on OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
streets with fast moving vehicles or high traffic promoting health and preventing disease
volumes, and where transit or vehicular travel
lanes are located adjacent to the curb.
There is a growing trend to convert curb
Considerations space from on-street parking to mobility
The furnishing/landscape zone of the purposes (transit lanes, bike lanes, or
sidewalk (located between the curb and the general-purpose travel lanes during peak
pedestrian clear zone) buffers pedestrians travel times), which may adversely impact
from the adjacent roadway and is the pedestrian safety and comfort on arterials
appropriate location for street furniture, lacking buffers.
art, landscaping/street trees, pedestrian Curb space used for activation (parklets),
lighting, and other streetscape elements. greening (landscape), or loading zones
Buffers present opportunities to expand the may provide additional buffer between
urban forest and implement bioretention pedestrians and moving vehicles, increasing
within the right-of-way. safety and comfort on arterials lacking
buffers.
Buffers provide a transition zone for
driveway aprons, eliminating the need to Actions
drop sidewalks at driveways. 5.1.1 Update the Right-of-Way Improvements
Manual to specify furnishing/landscape zone
Planted buffers will increase vegetation requirements for various street types and
maintenance demands. associated design requirements
Not all right-of-way widths are sufficient to 5.1.2 Create a suite of buffer treatment options
provide pedestrian buffers. (for example, street furnishings, landscaping, and
curb space uses) to separate pedestrians from
moving vehicles
system by clearly depicting the locations of transit OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
stops and routes, bicycle routes, bike stations, promoting health and preventing disease
and regional transportation centers. Legible
wayfinding is particularly critical in areas with
high pedestrian volumes and where multiple
modes of transportation converge.
treatments make Seattle not just a city where OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
everyone can walk, but a city where everyone promoting health and preventing disease
wants to walk. Urban design amenities and public
space activation contribute to an interesting, active
Adaptive Streets improvements can be a
streetscape and a communitys sense of place.
tool for providing public space in areas with
increasing densities.
Seattle has been a leader in activating and
enhancing the public realm, including permitting The SDOT Art Plan is a reference for project
new parklets and streateries, building festival managers and special projects ideas.
streets, and creating new public spaces in
the right-of-way through the Adaptive Streets Actions
program. SDOT will continue to implement these 5.3.1 Provide pedestrian amenities, including
types of programs and projects with the goal of benches, resting opportunities, and refuse
creating an inviting, engaging public realm for all. receptacles in the right-of-way
landscaping can take the form of groundcovers, OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
shrubs, street trees, and bioretention. promoting health and preventing disease
particularly in Seattle where winter days are OBJECTIVE 6: Raise awareness of the important role of
pedestrian movement for transportation, recreation, and in
relatively short and often overcast. While Seattles promoting health and preventing disease
roadways are typically well lit, street trees and
other overhead obstacles can obstruct street
lights and leave sidewalks under-illuminated.
Considerations
The 2012 Pedestrian Lighting Citywide Plan
guided new pedestrian lighting provided
with Bridging the Gap funding. This funding
source has since expired.
Actions
5.5.1 Update the Pedestrian Lighting Citywide
Plan
Sidewalk Repair Program (and other SDOT TABLE 6-1: QUALITATIVE EVALUATION CRITERIA
maintenance activities)
Criteria Description
The implementation plan will identify particular Leveraging Coordinate delivery with
locations within the Priority Investment Network opportunities other projects to reduce
(PIN) for near-term improvements. Because it costs
will be updated regularly, the safety and equity/ Policy directive Project specified by
health inputs we use to prioritize improvements plan, policy, Mayor, or
within the PIN can also be updated as new data is City Council
available. Community interest Local community or
stakeholders have
expressed interest in
improvements
Geographic balancing Project improves
the balance of
funding spent among
geographic sectors of
the city
Along-the-roadway improvements
Along-the-roadway improvements within the
PIN include maintenance and new construction.
Maintenance improvements typically include 2
basic types of repairs: preliminary or permanent.
* Based on SDOT asset management database. Not all locations noted as missing sidewalks may be feasible or desirable
locations for new sidewalks.
** Actual project costs can vary widely, based on site conditions, delivery method, and other factors. Approximate cost per
blockface is provided in 2016 dollars and does not factor in future inflation.
Local
In addition to traditional City of Seattle
transportation funds, in 2015, Seattle voters
passed a 9-year, $930 million transportation
levy to fund transportation improvements
and maintenance activities across all parts
of the city. The Levy to Move Seattle will fund
improvements to reduce congestion, increase
transportation safety, and address the Citys
transportation maintenance needs. It will
provide roughly 30% of the Citys transportation
budget over the 9-year term.
*The Levy to Move Seattle allocates a total of $65M to implementing the Bicycle Master Plan (BMP) citywide network, including
protected bike lanes and greenways. The dollar amount shown is an estimate of the approximate portion of that aggregated
funding that will be needed to complete 60 miles of new greenways. Actual project costs may be higher or lower based on site
conditions, delivery method, and other factors.
TABLE 6-8: 9-YEAR LEVY FUNDING FOR CAPITAL PROJECTS IMPLEMENTING AND SUPPORTING THE PMP
PMP goal
addressed
Vibrancy
Health
PMP
Equity
Safety
performance Performance
Measure measure Desired trend target Data source Baseline
1 Number of Decreasing Pedestrian SDOT 53 pedestrian X X X X
pedestrian number of fatalities collision fatalities and
fatalities and pedestrian and serious- database, serious injury
serious injury fatalities injury sourced from collisions in
collisions and serious- collisions police traffic 2015
injury reach zero by collision
collisions 2030 reports
2 Rate of all Decreasing 50 or fewer SDOT 2015: 78 X X X
crashes rate of all pedestrian collision pedestrian
involving pedestrian collisions database, collisions
pedestrians, crashes per 100,000 sourced from per 100,000
reported both per 100,000 residents by police traffic residents
by pedestrian residents, 2035 collision
crashes and per reports 2014: 74
per 100,000 pedestrian pedestrian
residents, trips American collisions per
and Community 100,000
pedestrian Survey pedestrian
crashes per population trips
pedestrian estimates
trips
Puget Sound
Regional
Council
(PSRC)
Household
Travel Survey
3 Percent of Increasing 100% of SDOT Asset 2015 X X X X
sidewalks percentage of Priority Management percent PIN
within the Priority Investment arterials with
Priority Investment Network sidewalks:
Investment Network arterial 93%
Network arterial sidewalks __________
completed sidewalks complete by 2015 percent
completed 2035 PIN non-
arterials with
sidewalks:
79%
PMP goal
addressed
Vibrancy
Health
PMP
Equity
Safety
performance Performance
Measure measure Desired trend target Data source Baseline
4 Mode share Increasing 35% of all trips PSRC 2014: X X X X
(percentage percentage of are made on Household 24.5%
of trips made trips foot by 2035 Travel Survey
on foot as
measured
in the PSRC
Household
Travel
Survey)
5 Pedestrian Increasing Double the Downtown 2015 X X X
activity number of number of Seattle downtown
(number of pedestrians pedestrians Association count
pedestrians at count at SDOT count (DSA) counts average:
in selected locations locations by 48,600
count over time 2035 SDOT _________
locations) citywide 2015 city-
counts wide count
average:
91,200
6 Children Increasing None SDOT Safe 2013: X X X X
walking or percentage recommended Routes 22.7%
biking to or of trips by to School
from school children (SRTS)
Program
ACKNOWLEDGMENTS | 127
The Seattle Department of Transportation
700 5th Avenue, Suite 3800
PO Box 34996
Seattle, WA 98124-4996
(206) 684-ROAD (7623)
www.seattle.gov/transportation 3.2017