Seattle .Neighborhood .Business .Districts . . . . . 5. Figure .1-8: .Household .Vehicle .Availability . ..... organizat
seattle bicycle master plan Draft June 2013
Table of Contents INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Plan Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Who Rides (or Doesn’t) and Why? . . . . . . . . . . . . 3 Making the Case for Investing in Bicycling . . . . . 4 Planning Process . . . . . . . . . . . . . . . . . . . . . . . . 6 Public Engagement Process . . . . . . . . . . . . . . . . 7 STATE OF THE SEATTLE BICYCLING ENVIRONMENT . . . . . . . . . . . . . . . . . . . . . . . . . . Tracking and Performance Measures . . . . . . . . . Existing Bicycle Network . . . . . . . . . . . . . . . . . . Equity Analysis . . . . . . . . . . . . . . . . . . . . . . . . . Who’s Riding, Where, and When? . . . . . . . . . . .
10 11 11 16 18
POLICY FRAMEWORK . . . . . . . . . . . . . . . . . . . . . Seattle Comprehensive Plan . . . . . . . . . . . . . . . Complete Streets . . . . . . . . . . . . . . . . . . . . . . . . Bicycle Master Plan . Vision and Goals . . . . . . . . . . . . . . . . . . . . . . Bicycle Master Plan Objectives . . . . . . . . . . . . .
20 21 22
THE BICYCLE NETWORK . . . . . . . . . . . . . . . . . . Bicycle Facilities for All . . . . . . . . . . . . . . . . . . . Bicycle Network Development . . . . . . . . . . . . . . Proposed Bicycle Network . Plan Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . Strategies and Actions . . . . . . . . . . . . . . . . . . . . Bicycle Facility Design . . . . . . . . . . . . . . . . . . . . Bicycle Facilities Visual Glossary . . . . . . . . . . . . Multimodal Corridors . . . . . . . . . . . . . . . . . . . .
28 29 30
22 23
32 33 44 46 57
END-OF-TRIP FACILITIES . . . . . . . . . . . . . . . . . . . Current Practices and New Strategies . . . . . . . . Seattle Municipal Code Review . . . . . . . . . . . . . Parking in the Public Right of Way and . Bicycle Spot Improvement Program . . . . . . . . Bicycle Parking Inventory . . . . . . . . . . . . . . . . . . Bicycle Parking at Transit Stations . . . . . . . . . . . Temporary (Event) Bicycle Parking . . . . . . . . . . . Abandoned Bicycles . . . . . . . . . . . . . . . . . . . . .
62 63 65 66 68 68 69 69
PROGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Policy-Level Work . . . . . . . . . . . . . . . . . . . . . . . Building Knowledge . . . . . . . . . . . . . . . . . . . . . . Changing Individual Behaviors . . . . . . . . . . . . . . Program Evaluation . . . . . . . . . . . . . . . . . . . . . . Program Prioritization . . . . . . . . . . . . . . . . . . . .
70 71 73 74 75 76
HOW WE DO BUSINESS . . . . . . . . . . . . . . . . . . . SDOT Governance . . . . . . . . . . . . . . . . . . . . . . New Activities . . . . . . . . . . . . . . . . . . . . . . . . . . Partner Roles . . . . . . . . . . . . . . . . . . . . . . . . . . Bicycle Facility Maintenance . . . . . . . . . . . . . . .
78 79 79 81 84
INVESTMENT APPROACH . . . . . . . . . . . . . . . . . . 86 Prioritization Framework . . . . . . . . . . . . . . . . . . 87 Investment Approach . . . . . . . . . . . . . . . . . . . . 90 The Changing Nature of Bicycle Projects . . . . . . 90 Funding Strategy . . . . . . . . . . . . . . . . . . . . . . . . 90 Local, Regional, State, and Federal . Funding Scan . . . . . . . . . . . . . . . . . . . . . . . . . 92 Bicycle Network Construction Cost . . . . . . . . . 92
List of Figures Figure 1-1: Top 5 Bicycle Commute . Rates for Large US Cities . . . . . . . . . . . . . . . . . 1 Figure 1-2: Seattle Bicycle Network . Development from 1980 to 2012 . . . . . . . . . . . . 2 Figure 1-3: The Four Types of Transportation Cyclists in Portland by Proportion of the . Total Population . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 1-4: National Averages of Personal . Trip Lengths . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 1-5: National Figures Show a Decline in Rates of Walking and Bicycling to School . . . . . 4 Figure 1-6: People on Bicycles Spend . More Per Month . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 1-7: Travel Survey of Visitors to Six . Seattle Neighborhood Business Districts . . . . . 5 Figure 1-8: Household Vehicle Availability . Rates within Seattle . . . . . . . . . . . . . . . . . . . . . 6 Figure 4-1: Sample Section of the . Intersection Treatment Selection Table . . . . . . 44 Figure 4-2: Multimodal Corridor Area . of Influence . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 4-3: Example Multimodal . Corridor Decision Making Process . . . . . . . . . 60 Figure 7-1: SDOT Bicycle Project . Delivery Process . . . . . . . . . . . . . . . . . . . . . . . 48 Figure 8-1: Prioritization Process . . . . . . . . . . . . 55
List of Tables Table 2-1: Scorecard of Current Facilities . . . . . . Table 3-1: 2013 Bicycle Master Plan . Performance Measure Targets . . . . . . . . . . . . Table 3-2: 2013 Bicycle Master Plan . Performance Measure Trends . . . . . . . . . . . . . Table 4-1: Categorization of Trip Generators . . . . Table 4-2: Facility Designation Guidelines . . . . . Table 4-3: Bicycle Facilities in the . Proposed Bicycle Network . . . . . . . . . . . . . . . Table 5-1: Characteristics of Short- and . Long-Term Bicycle Parking . . . . . . . . . . . . . . . Table 6-1: Program Prioritization . . . . . . . . . . . . Table 7-1: Maintenance Activities . . . . . . . . . . . . Table 8-1: Draft Project Prioritization . Framework and Project Categories . . . . . . . . . Table 8-2: Proposed Evaluation Criteria . . . . . . . Table 8-3: Qualitative Evaluation Criteria . . . . . .
11 26 26 30 31 32 31 44 53 55 56 57
Table 8-4: Summary of Bicycle Strategy . Investment Ranges - Portland, Minneapolis, . New York City, and Copenhagen . . . . . . . . . . 58 Table 8-5: General Order-of-Magnitude . Costs per Facility . . . . . . . . . . . . . . . . . . . . . . 60
List of Maps Map 1-1: Transit Priority Corridors and . Major Truck Streets . . . . . . . . . . . . . . . . . . . . . 7 Map 1-2: Seattle Area Topography . . . . . . . . . . . . 8 Map 2-1: Bicycle Facilities Completed . between 2007 and 2012 . . . . . . . . . . . . . . . . 12 Map 2-2: Existing Bicycle Facilities as of 2013 . . 13 Map 2-3: Gaps in the Existing Bicycle Network . 15 Map 2-5: Non-white Population . . . . . . . . . . . . . 16 Map 2-4: Equity Analysis . . . . . . . . . . . . . . . . . . 17 Map 3-1: Seattle’s Urban Centers and . Urban Villages . . . . . . . . . . . . . . . . . . . . . . . . 21 Map 4-1: Destination Clusters Map . . . . . . . . . . 30 Map 4-2a: Proposed Bicycle Network . Map (North) . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Map 4-2b: Proposed Bicycle Network . Map (South) . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Map 4-3: NW Sector Map . . . . . . . . . . . . . . . . . 36 Map 4-4: NE Sector Map . . . . . . . . . . . . . . . . . . 37 Map 4-5: W Sector Map . . . . . . . . . . . . . . . . . . 38 Map 4-6: E Sector Map . . . . . . . . . . . . . . . . . . . 39 Map 4-7: SW Sector Map . . . . . . . . . . . . . . . . . 40 Map 4-8: SE Sector Map . . . . . . . . . . . . . . . . . . 41 Map 4-9: Proposed All Ages and Abilities . Bicycle Network . . . . . . . . . . . . . . . . . . . . . . . 42 Map 4-10: Regional Connections and . Transit Hubs . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Map 4-11: Multimodal Corridors and the Proposed Bicycle Network . . . . . . . . . . . . . . . . . . . . . . . 58 Map 5-1: Public Bicycle Parking . . . . . . . . . . . . . 35
Chapter 1:
“I bike with my kids on board. I’d love to see biking made more family friendly in Seattle. Well marked bike lanes/boxes–especially when buffered–should be all over town. We take the Burke-Gilman whenever we can, but of course it’s not complete in Ballard.”
CARFREEDAYS.ORG
INTRODUCTION
Seattle Bicycle Master Plan Vision
“Riding a bicycle is a comfortable and integral part of daily life in Seattle for people of all ages and abilities.” The new vision for the 2013 Seattle Bicycle Master Plan (BMP) signifies an evolution in the way Seattle accommodates people who will be riding a bicycle for any trip purpose. There are several important themes embedded in this vision statement. First, the idea that bicycling is “comfortable” suggests it is a safe, convenient, and attractive travel option for a large number of people. “Integral to daily life in Seattle” means that bicycling is not a niche activity only for fast and fear less riders, but is part of the overall urban framework and built environment of the city. Finally, “all ages and abilities” is a key theme for the entire plan, meaning that the emphasis is on planning, designing, and building bicycle facilities that will be used by a broad range of people throughout the city.
Figure 1-1: Top 5 Bicycle Commute Rates for Large US Cities
3.5%
Seattle, WA
3.4%
6.3%
Portland, OR
The 2007 BMP effectively guided a number of improvements to Seattle’s bicycle system, including many investments to the on-street bicycle network and off-street trail system, which helped the city achieve gold level Bicycle Friendly Community status by the League of American Bicyclists. In 2011 the City Council funded this update to the plan, for 2013 completion.
Minneapolis, MN
3.2%
3.4%
Washington, DC
San Francisco, CA
The BMP update provides an opportunity to include fast-evolving best practices and new thinking towards bicycle facilities, resulting in planned investments that will serve a broader range of people who ride bicycles as well as those interested in riding a bike. The updated plan will help Seattle continue its national leadership in bicycling. Thousands of people already bike daily to work, to play, and to run errands in their
LEAGUE OF AMERICAN BICYCLISTS. 70 LARGEST CITIES RANKED BY BIKE COMMUTING.
Seattle is a good city for cycling by US standards, but to truly compete for and attract the top international talent these days, cities like Seattle have to be world-class cycling cities. – Andy Clarke, President, League of American Bicyclists 1
neighborhoods and across the city. The increase in bicycling in the city over the past several years makes Seattle second in the country (among large cities) for the percentage of people who commute to work by bicycle (see Figure 1-1).
VISION: Riding a bicycle is a
comfortable and integral part of daily life in Seattle for people of all ages and abilities. GOAL 1: Increase Ridership
The strategies and actions identified in this plan will not only make bicycling a viable form of transportation for Seattle residents, workers, and visitors, but also will help the city achieve its goals relating to climate change, economic vitality, and community livability.
GOAL 2: Improve Safety GOAL 3: Create Connectivity GOAL 4: Provide Equity GOAL 5: Enhance Livability
Plan Purpose The main purpose of the Seattle Bicycle Master Plan is to provide a framework for the Seattle Department of Transportation’s (SDOT’s) future actions and investments to improve bicycling throughout the city. These investments will be in the form of new bicycle infrastructure (off-street trails and on-street bicycle facilities); bicycle parking spaces and other end-of-trip facilities; and programs to enhance bicycle safety and encourage more people to ride bikes. All of the actions identified will be done to advance the vision, goals, and objectives of the plan.
Burke-Gilman Trail the city to develop multi-purpose trails along abandoned railroad corridors. In the late 1970s through the 1990s, the city focused on securing rights of way and constructing this system of trails, which became extremely popular among residents and visitors to the city. This was an area of focus of the 2007 Bicycle Master Plan, identifying streets (mostly arterials) for a variety of bicycle treatments: bike lanes, shared lane markings, signed routes, and others. Figure 1-2 shows the development of the bicycle network in Seattle from 1980 to 2012.
This plan is the latest iteration of a long history of improving bicycle facilities. The city adopted its first Bicycle Master Plan in 1972. Railroad downsizing, starting in the 1970s, provided an opportunity for
A central focus of this plan is to design and implement bicycle facilities that are safe and appropriate
Figure 1-2: Seattle Bicycle Network Development from 1980 to 2012
1980
1990
2000 2
2012
for riders of all ages and abilities. New bicycle facility types are introduced, including cycle tracks to physically separate people riding bikes from vehicle traffic on arterials and neighborhood greenways, in which low volume and low speed streets are optimized for walking and biking.
other communities. Viewed from another perspective, according to the 2009 National Household Travel Survey, 41 percent of trips Americans make each day are less than 3 miles, which could be traversed in 18 minutes by bicycle. As shown in Figure 1-4, there is great potential to increase the number of daily trips that can be made by bicycle. Facilitating trips made by more than one mode, such as bicycling to transit, could make even more active transportation trips practical for residents.
The plan also provides guidance on how bicycle investments will be prioritized in the future, and contains performance measures that establish how SDOT will track progress made in accomplishing the goals of the plan over time. The plan outlines other actions the city can take to support bicycling in the future.
Addressing the reasons willing and able people choose not to ride is a focus of this plan. Admittedly, some conditions cannot be mitigated by public intervention: the weather of the Pacific Northwest, the hills throughout the city, and early winter darkness. While the city cannot mitigate these conditions, individuals can address with appropriate bicycle clothing, a helmet, and lights.
Who Rides (or Doesn’t) and Why? In 2004, Portland, Oregon proposed that nearly 60 percent of people in Portland would use a bicycle for at least some trips if there were favorable conditions (see Figure 1-3). The model shows 6 to 7 percent of people as diehard or hardy riders that will ride no matter what, or with minimal accommodations like bike lanes. Another 30 percent will not or cannot ride regardless of the quality of bicycle facilities in the city. Various academic analyses bear out the proposition in
The city, however, can create an inviting environment, a sense of safety, thoughtful accommodation, and Figure 1-4: National Averages of Personal Trip Lengths
Figure 1-3: The Four Types of Transportation Cyclists in Portland by Proportion of the Total Population
1%
Strong and Fearless
5-10%
25%
Enthused and Confident
10 or more miles
41%
0 to 3 miles
19%
5 to 10 miles
30%
No Way, No How
10%
3 to 5 miles
60%
Interested but Concerned
TODD LITMAN. SHORT AND SWEET: ANALYSIS OF SHORTER TRIPS USING NATIONAL PERSONAL TRAVEL SURVEY DATA. VICTORIA TRANSPORT POLICY INSTITUTE. 2012.
ROGER GELLER, PORTLAND BUREAU OF TRANSPORTATION. WWW.PORTLANDOREGON.GOV/ TRANSPORTATION/44597?A=237507
3
outcomes related to the obesity epidemic. The rapid rise in childhood obesity is particularly alarming and correlates with the nationwide drop in bicycling and walking to school over the last half century (see Figure 1-5). Creating a bicycle network appropriate for all ages and abilities and a built environment that encourages bicycling will support efforts to improve healthy lifestyles. Figure 1-5: National Rates of Walking and Bicycling to School
1969
87%
Waiting to cross the street at NE 45th Street and Wallingford Avenue.
2001
63%
the reward of convenience for people who travel by bicycle. This plan proposes a network of bicycle facilities throughout the city that presents a way for people of all ages and abilities to travel within their neighborhoods, from one neighborhood to the next, and across the city by bicycle. This plan also proposes approaches to end-of-trip facilities that will make trips by bicycle more convenient and combining modes more practical for many travelers. Finally, this plan includes recommendations for programs to encourage people to decide to ride a bicycle more often and to enable all roadway users to understand the rules of the road and how to travel safely and predictably within the city.
49% 18% 0-1 mile
1-2 miles
CENTER FOR DISEASE CONTROL AND PREVENTION. THEN AND NOW BARRIERS AND SOLUTIONS. 2005. BASED ON USDOT TRAVEL SURVEY DATA.
Economic Benefits There are many ways to consider the economic benefits of increased levels of bicycling. The direct dollars earned in bicycle-related businesses—manufacturing, wholesale, retail, service, and accessories—have an obvious positive impact on Seattle. Tourism dollars generated by visitors are a significant benefit, as bicycle tourists on average spend more per day on lodging, meals, and retail purchases than non-bicycling tourists. In a number of cities, realtors report that good walking and bicycling access to neighborhood destinations and good bicycling facilities in general are important home selection criteria. Major employers—and young, talented employees—seek communities with good opportunities for active lifestyles and attractive urban amenities. Retailers report positive sales results and customer loyalty resulting from improved bicycle facilities, even after initial skepticism (see Figure 1-6).
Making the Case for Investing in Bicycling The case for improving the bicycling environment for people of all ages and abilities is growing. Academic and popular literature is expanding America’s understanding of the relationships between bicycling and health, economic, and environmental benefits, time competitiveness, space efficiency, and equity. There is evidence that bicycling is good for individuals, cities, and society as a whole. Health Benefits Physical activity is indisputably effective in the primary and secondary prevention of cardiovascular disease, diabetes, cancer, and other related chronic diseases. Public health professionals support active transportation as a means of improving these and other health
Environmental Benefits Transportation is one of Seattle’s leading causes of greenhouse gas emissions. Technological solutions 4
Borough Businesses
Cycle Track Businesses
People on Bikes Spend More
People on Bikes Spend $80More Figure 1-6: Average Monthly Customer Expenditures by Travel Mode in Portland, OR
$70 $60
$58 $50 $40
$61
Monthly Expenditures
Monthly Expenditures
$80
$66
transportation in the limited roadway space available. Increasing the number of people riding bikes will help optimize the use of limited urban space.
$76
$70 $76 $60
$58 $50 $40
CLIFTON, K.J., MORRISSEY, S., RITTER, C. BUSINESS CYCLES: CATERING TO THE BICYCLING MARKET. TR NEWS 280. 2012.
include cleaner-running vehicles, cleaner fuels, and improving mileage efficiency in automobiles. Reducing vehicle miles traveled (VMT) by improving active transportation opportunities is a cost-effective way to meet the transportation-related goals of Seattle’s Climate Action Plan. Creating better bicycle infrastructure and increasing the number of people riding bikes is a key element to reducing VMT and thus greenhouse gas emissions.
Equity According to the Census Bureau’s 2007-2011 American Community Survey, 16 percent of Seattle households have no motor vehicle available for use. In addition to lack of access to a vehicle (see Figure 1-8), many citizens are too young to drive; are infirm due to age, illness, or disability; are unable or unwilling to afford the costs of owning and operating a car; or for other reasons are simply unable or unwilling to drive. Transportation choices for these residents include walking, riding a bike, taking transit, or sharing rides or cars. This plan strives to provide access to good bicycling infrastructure in parts of the city with lower car ownership.
$61
$66
in Transportation Behavior More Customers arrive by bikeChanges The rate of auto ownership is dropping in the United with young people leading the way by becomor on foot than you might thinkStates, ing drivers later in life and owning fewer vehicles
More Customers arrive by bik or on foot than you might thin per household. This is in part due to costs of ownership and operation, trip convenience, concern for
Time Competitiveness People in the urban core and throughout denser neighborhoods are finding it more convenient to 16% walk or bicycle for short Transittrips they once would have driven (see Figure 1-7). Not only are the direct costs of owning and operating a car becoming more onerous, 16% but also congestion cause delays Drive Aloneand finding parking 58% or Carpool Bike or Walk that make riding a bike time-competitive and more convenient. 11% No Space Efficiency Answer There simply is very limited space to add traffic lanes or increase parking in the public right of way. Since both vehicles and bicycles usually carry a single person, planning for bicycles may permit a better use of the resources available to accommodate additional trips. This requires a realignment of priorities in how space is allocated.
Figure 1-7: Travel Survey of Visitors to Six Seattle Neighborhood Business Districts
16%
Transit
16%
Drive Alone or Carpool
58%
Bike or Walk
11%
No Answer
The 2013 Bicycle Master Plan identifies strategies to coordinate transit and pedestrian priorities with bicycle improvements to encourage increased use of bicycles as a practical and desirable form of urban
SDOT. NEIGHBORHOOD BUSINESS DISTRICT ACCESS SURVEY. FEBRUARY 2012.
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“Develop and implement a comprehensive land use and multimodal corridor plan in a high priority transit and bicycle corridor with the goal of shifting more trips to travel modes that generate fewer, or no, greenhouse gases.” – Seattle Climate Action Plan the environment, or personal health concerns as described above. This is often a lifestyle choice, or simply an expense that does not seem necessary given home and employment location decisions. Existing and future active and shared travel options such as transit, car and bicycle sharing, walking, and bicycling provide viable travel alternatives to the car. Puget Sound Bike Share, a non-profit bike-sharing organization, will launch a program by Spring 2014, providing another travel option for the public that will increase the number of people riding bikes.
Planning Process The 2013 Bicycle Master Plan (BMP) was developed by gathering extensive public input, regular briefings with the Seattle Bicycle Advisory Board (SBAB), coordinating with city staff and other local agencies, and reviewing data relating to past bicycle plans, the Bicycle commuters on the Fremont Bridge city’s land use pattern, topography, traffic speeds and volumes, and a number of other factors. The planning process included broad Geographic Information Systems (GIS) and field analysis of Seattle’s transportation network to determine locations where bicycle facilities can be integrated into the existing street network.
Figure 1-8: Household Vehicle Availability Rates within Seattle
16%
No Vehicles
The plan consulted a variety of planning documents adopted since 2007, including the Pedestrian Master Plan (2009) and the Transit Master Plan (2012), and the Climate Action Plan (2013 update). The Transit Master Plan was particularly important, since it identified a number of priority transit corridors shown in Map 1-1, many of which are arterials that serve as important destinations and desirable bicycle corridors. Another important document was the map of Major Truck Streets in the city’s Transportation Strategic Plan, which highlights arterial streets that accommodate significant freight movement through the city. SDOT uses the designation of Major Truck Street on
41%
2+ Vehicles
43%
1 Vehicle
SOURCE: 2007-2011 AMERICAN COMMUNITY SURVEY 5-YEAR ESTIMATES
6
Map 1-1: Transit Priority Corridors and Major Truck Streets 15TH AVE NE
5TH AVE NE
AURORA AVE N L a ke Union
TT
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n
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E AV
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IS
W
AD EM E DENNY WAY
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VD S JR BL
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The BMP uses a multimodal approach to consider appropriate locations for bicycle facilities, based in large part on these earlier plans, recognizing that in some cases there will be arterial streets that will accommodate bikes, transit, and/or freight within the same right of way. In other cases, parallel routes can be developed to provide better service for all modes in a particular corridor.
SW
CALIFORNIA AVE SW
VE
KI A
E YESLER WAY
15TH AVE S
an on-going basis as an important criteria for street design, traffic management decisions, and pavement design and repair.
KA
W a s h i n g t o
PHINNEY AVE N
NE 70TH ST
k e L a
8TH AVE NW LIO EL
QUEEN ANNE AVE N
15TH AVE W
28TH AVE W
35TH AVE NE
1ST AVE NE
ROOSEVELT WAY NE
AURORA AVE N
3RD AVE NW
n
o
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Transit islands on Dexter Ave
NE
Green L a ke
AY INT W
u
D PO SAN
GREENWOOD AVE N
d
§ ¨ ¦5
NW MARKET ST
30TH AVE NE
N 145TH ST
SW ROXBURY ST
Major Truck Street
P
Transit Priority Corridor
Transit Master Plan priority transit corridors or designated Major Truck Streets
Public Engagement Process Public engagement is an important element of any successful planning process. To be successful, the BMP needed to reach beyond the current bicycling community, encouraging infrequent bicyclists or potential new users of the bicycle network to provide their input on what it would take to make the bicycling environment in Seattle work better for them. The strategy strived to broaden the conversation about how people riding bicycles ultimately help build and create vibrant and livable communities. One important purpose of the BMP is to transform bicycling from a niche activity for a small portion of users to one that a majority of people view as a viable form of transportation for all trip purposes.
Public Engagement Goals and Objectives The public engagement process for the BMP was organized around two main goals: Goal 1 Engage broad and diverse segments of Seattle residents, businesses, employees, and property owners. Goal 2 Update the BMP to reflect the priorities and interests of infrequent and potential riders, as well as avid users of the system. With City Council’s endorsement, the Seattle Bicycle Advisory Board (SBAB) was selected to act as the primary advisory committee for the 2013 BMP. The SBAB met monthly with the SDOT project team through the course of the project. All SBAB meetings
7
Map 1-2: Seattle Area Topography
S
o
u
n
d
§ ¨ ¦5
W a s h i n g t o
n
Green L a ke
E l l i o tt Bay
90 § ¨ ¦
P
u
k e L a
g
e
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High (max. 556')
§ ¨ ¦5
Public Engagement Phase II, Gould Hall, University of Washington to invest in to encourage more bicycling the future. This phase utilized an innovative web mapping tool, which allowed respondents to indicate places they ride now and where they would like to see improvements. The Seattle Neighborhood Greenways group provided SDOT maps of detailed bicycle routes for neighborhood greenways that connect to neighborhood destinations that they rode and talked about with community members.
Low (min. 0')
Seattle is a city of hills, and the bicycle facility network must reflect that. Appropriate facilities must provide both the space needed to slowly weave uphill and the accommodations to safely descend. are open to the public, and the public comment period provided an opportunity to comment on topics concerning the BMP and bicycling issues in general.
Phase II The second phase of broad public involvement began in November 2012 and included the review of the policy framework, the draft bicycle network map, and early thoughts around implementation strategies.
There were three primary phases during the planning process that encouraged the public to provide input and feedback on project materials. Phase I The first phase of public engagement was intended to gather information. Importantly, a wide variety of people participated—those who ride bikes, those who may only occasionally ride a bike, and those who may never be inclined to ride a bike for any purpose. SDOT learned why some people choose to ride bikes, what may encourage others to begin riding, what some barriers to biking are, and what people would like the city
Phase III The final phase of public engagement in spring and summer 2013 consisted of public meetings designed to gather comments on the entire draft plan.
8
Plan Updates This plan is a living document, and updates will be necessary in the future to assess progress, take advantage of emerging opportunities, and re-evaluate priorities. As new sections of the bicycle facility network are developed and new technologies are adopted, bicycling mode share will likely increase and travel patterns will change. Priorities will shift and new opportunities will become apparent. These changes will be reflected in annual updates to the list of shortterm projects. Updates to the full Bicycle Master Plan should occur every five to seven years.
During the first phase of public engagement, SDOT wanted to engage with families to learn about why they do or do not ride a bike. Pedal Powered was created to get kids to ride a stationary bike with the Seattle skyline behind them so they could act like Superheroes flying through the air. Having the ability to fly through the air like a Superhero excited the kids and helped engage families with the launch of the BMP update.
During the BMP public engagement process, SDOT encouraged all types of bicycle riders to take photos with either the “I bike” sign or “flat bike” cut-out to show all the different types of people on bikes riding in Seattle. 9
Chapter 2: State of the Seattle Bicycling
ENVIRONMENT
“Great work. Keep it up. Educate more people about the ease of bicycling and provide more education for businesses and residents about how biking really works well to make stronger people and communities.”
Bicycling in Seattle is evolving, and this plan is part of that process. Since the 2007 Bicycle Master Plan (BMP), significant progress has been made on building the bicycling network and elevating the profile of bicycling as a viable part of the multimodal transportation system in Seattle. This chapter of the plan provides a snapshot of the State of Seattle Bicycling Environment Report that appears in Appendix 1B.
Eight performance measures were recommended to gauge Seattle’s progress in meeting goals and objectives in the 2007 Bicycle Master Plan. Between 2007 and 2012 there was notable progress on meeting the targets identified for the plan. Progress toward that plan’s network goals is described in Table 2-1. The new performance measures in this plan provide a more robust understanding of the status of both plan implementation and the state of bicycling in Seattle. Relevant performance measures will allow the city to track its progress towards reaching the plan’s vision.
Tracking and Performance Measures The 2007 Seattle Bicycle Master Plan had two broad goals: increase bicycling ridership and increase the safety of bicycling in Seattle. Figure 2-1 shows the relationship of bicycling and collision rates in Seattle over the past 20 years. The plan identified four objectives to achieve these goals that focused on improving bicycle infrastructure, securing funding for infrastructure improvements, and implementing programs for education, enforcement, and encouragement.
Existing Bicycle Network The current (2013) bicycle network is over 300 miles, including 78 miles of bicycle lanes and climbing lanes, 92 miles of shared lane pavement markings, 6 miles of neighborhood greenways, 47 miles of multi-use trails, 128 miles of signed routes, and over 2 miles of other on- and off-street bicycle facilities. The maps on the following pages show the evolution of Seattle’s bicycle network over time.
Table 2-1: Scorecard of Current Facilities Total Network Miles Recommended in 2007 BMP Pre-2007 Network Bike lanes 143 26 Sharrows 111 0 Greenways 18 0 Trails 58 39 Other On-Street 46 2 Other Off-Street 3 0 Total Network 379 68 Signed Routes* 234 0
Implemented 2007-2012 53 91 6 8 0 0 158 128
% of BMP Network Complete 55% 83% 30% 81% 5% 8% 60% 55%
Current Miles in Network 78 92 6 47 2 0.2 226 128
*Some signed routes (but not all) overlap with other facility types such as bike lanes, sharrows and greenways.
Additional Bicycle Facility Accomplishments:
Figure 2-1: Correlation of Increase in Bicycling Rate and Decrease in Collision Rate
• New signals installed specifically for bicycles • Improved trail crossings • Improved pavement along the Burke-Gilman Trail, the Duwamish Trail, and the Ship Canal Trail • Completed innovative pilot projects including buffered bicycle lanes, green bicycle boxes and lanes, contraflow bicycle lanes, staircase runnels, and cycle tracks
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Crossing gaps can include missing left turn boxes for bicycle traffic. In striving to create a network that serves all people and places in the city, this plan proposes new links to the bicycle network, while upgrading some of the facility type recommendations found in the 2007 BMP. This plan also makes recommendations for improving some existing facilities. Bicycle System Gaps Despite implementation progress made between 2007 and 2013, there are still major gaps in the city’s bicycle network. These gaps exist in various forms, ranging from short “missing links” on a street or trail to large geographic areas lacking connected bicycle facilities. Map 2-3 shows gaps in the existing bicycle network. Crossing gaps are bicycle-related intersection improvements recommended in the 2007 BMP. Network gaps are missing links in the network recommended in the 2007 BMP that are less than ¼ mile in length and were recommended as either bike lanes, climbing lanes, shared lane markings, bicycle boulevards, or multi-use trails. Corridor gaps are larger voids in the network (greater than one-quarter mile in length). These gaps are most often corridors needed to connect neighborhoods to destinations, giving people who ride bikes a variety of travel route options.
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Map 2-3: Gaps in the Existing Bicycle Network !
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Equity Analysis
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There is a clear intent to develop a network that serves all areas of Seattle, including areas that have a high density of traditionally underserved populations and relatively low levels of bicycle facilities. An equity analysis examined the existing distribution of bicycle facilities compared to the distribution of these populations.
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The distribution of bicycle facilities or “level of bicycle service” was calculated by dividing the total mileage of bicycle facilities in a census tract by the number of square miles in the census tract (bicycle facility miles/ square miles). Those census tracts that were in the lowest quartile (lowest 25 percent) were considered to be “low service areas.” The outlined red boxes call out the census blocks with a high equity score and low bicycle service area.
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• Population distribution of people under 18 years of age • Population distribution of people 65 years of age and older • Percentage of households within the census tract with no automobile available for daily use The results of the demographic analysis combined with the assessment of existing facilities highlight several areas of Seattle where improvements to the bicycle system would benefit underserved populations (see Map 2-4). As new segments of the system are completed, the gap analyses can be easily updated, providing the opportunity to understand which areas of the city merit additional focus and investment.
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Who’s Riding, Where, and When?
Figure 2-2: Cycling Trends in the City
SDOT has been counting bicycles at access points to Downtown since 1992. In 2008, SDOT began conducting counts at other locations around the city as well. These two count programs were replaced in 2011 by a quarterly count program at 50 locations using methodology recommended by the National Bicycle and Pedestrian Documentation Project (NBPD). The downtown count will be conducted once more in 2017 to gauge the 2007 BMP ten-year goal of tripling the number of bicycle riders.
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Additional count data has been collected since 2009 at 25 Seattle locations in coordination with the annual Washington State Bicycle and Pedestrian Documentation Project. Periodic counts of bicycles on transit have been conducted by Sound Transit and include bicycles observed on Sound Transit trains and buses, as well as bicycles observed on King County Metro and Community Transit buses. The counts provide a snapshot of cycling activity in Seattle.
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As shown in Figure 2-2, Seattle has seen an overall increase in bicycling citywide since the city started its count program in 1992. However, bicycling activity varies throughout the city. The north end of Seattle (north of the Ship Canal) and Downtown core show the highest recorded count volumes, while bicycling activity is lower south of I-90, on Beacon Hill, and in Rainier Valley.
This buffered bicycle lane on Dexter Ave N offers increased space and more comfortable separation from moving vehicles than a conventional bicycle lane.
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Chapter 3: Policy
FRAMEWORK
“In my view, the city can’t make people ride a bike, nor can they make them ride safely, so the best the city can do is provide facilities which promote safe riding, which I think the plan does.”
Seattle Comprehensive Plan
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The Seattle Comprehensive Plan, Toward a Sustainable Seattle, establishes the city’s vision for land use, transportation, and growth management policy issues. The Plan is organized around a set of four core values:
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There is an established policy framework within which the BMP will nest. The city’s primary policy document is the Seattle Comprehensive Plan. This document, coupled with an adopted Complete Streets policy, provides the primary policy context for the BMP.
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With these core values in mind, one of the primary methods for accommodating expected growth is the plan’s Urban Village Strategy, which identifies locations for increased residential and commercial density in parts of the city characterized by neighborhood business districts. The plan also includes six regional growth centers (also known as urban centers): Downtown, First Hill/Capitol Hill, Uptown/ Queen Anne, South Lake Union, the University District, and Northgate. These areas are a focus of not only growth within the city, but growth within the region. Additionally, Seattle has two manufacturing/industrial centers. All of these centers are recognized in Vision 2040, the Puget Sound Regional Council’s adopted regional growth plan. Map 3-1 shows the location of urban centers and urban villages within Seattle.
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TG15 Increase walking and bicycling to help achieve city transportation, environmental, community and public health goals. TG16 Create and enhance safe, accessible, attractive and convenient street and trail networks that are desirable for walking and bicycling.
Much of the policy direction in the Transportation Element of the Comprehensive Plan is designed to promote multimodal transportation options within and between urban centers and villages.
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The overall policy direction in the Transportation Element of the Comprehensive Plan helps frame the more specific goals, policies, and strategies in other documents, including the Bicycle Master Plan. The Transportation Element of the plan contains the following goals and policies pertaining to bicycling:
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Provide and maintain a direct and comprehensive bicycle network connecting urban centers, urban villages and other key locations. Provide continuous bicycle facilities and work to eliminate system gaps.
Complete Streets In addition to the Comprehensive Plan, in 2007 the City Council adopted a “complete streets” policy, which states in part that: • SDOT will plan for, design and construct all new city transportation improvement projects to provide appropriate accommodation for pedestrians, bicyclists, transit riders, and persons of all abilities, as well as freight and other motorists, while promoting the safe operation for all users; and • SDOT will incorporate complete streets principles into the Department’s Transportation Strategic Plan; Seattle Transit Plan; Pedestrian and Bicycle Master Plans; Intelligent Transportation System Strategic Plan; and other SDOT plans, manual, rules, regulations and programs as appropriate. Complete street improvements that are consistent with freight mobility, but also support other modes, may be considered on these streets.
Bicycle commuter on 4th Avenue and Spring Street. Goals The vision statement is supported by five main goals that articulate what the plan seeks to achieve over time in order to meet the vision.
Bicycle Master Plan Vision and Goals Based on the overall policy direction above, the Bicycle Master Plan is organized around an overall vision statement and five goals.
Ridership: Increase the amount and mode share of bicycle riding in Seattle for all trip purposes. Getting more people to use a particular travel mode is one of the main purposes of any modal master plan. The BMP seeks to increase both the total number of bicycle riders in the city and the total percentage of all trips made using a bicycle. This means increasing not only commuting and recreational rides, but all trips around the city, including short trips to the local store, neighborhood business district, schools or other community facilities, and transit.
Vision The vision statement for the plan expresses the desired “end state,” or result, of implementing the plan. The BMP vision is:
“Riding a bicycle is a comfortable and integral part of daily life in Seattle for people of all ages and abilities.” There are several important themes embedded in this vision statement. First, the idea that bicycling is “comfortable” suggests it is a safe, convenient, and attractive travel option for a large number of people. “Integral to daily life in Seattle” means that bicycling is a not a niche activity only for athletes or fast and fearless riders, but is part of the overall urban framework and built environment of the city. Finally, “all ages and abilities” is a key theme for the entire plan, meaning that the emphasis is on planning, designing, and building bicycle facilities that will be used by a broad range of people throughout the city.
Safety: Improve safety for bicycle riders. Safety is the most important basic responsibility for SDOT. Bicyclists and pedestrians are particularly vulnerable users of the street system. Many of the types of facilities and design standards outlined in this plan enhance safety and increase predictability, not only for bicycle riders, but also for transit vehicles, automobiles, pedestrians, and trucks.
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increasing public health and community vitality.
Connectivity: Create a bicycle network that connects to places that people want to go, and provides for a time-efficient travel option. In order for a bicycle system to be heavily used, it has to be connected, and it has to get people conveniently to their destinations: work, shopping, school, transit stations, etc. This plan is intended to guide the creation of a bicycle network that is connected with safe, all ages and abilities bicycle facilities, and that links to key destinations around the city.
Bicycle Master Plan Objectives The plan identifies six principal objectives for achieving the goals of the plan. The individual chapters of the plan will go into more detail identifying specific strategies and actions for advancing these objectives. Objective 1: Complete and maintain a highquality bicycle network of on-street and trail facilities throughout the city. One of the most important outcomes of this plan is developing a safe, connected network of bicycle facilities.
Equity: Provide equal cycling access for all through public engagement, program delivery, and capital investment. This goal emphasizes the importance of ensuring that bicycle investments are made throughout the city and connect every neighborhood. It also promotes the idea that people in every neighborhood should have a voice in helping to design the best bicycle facilities for their individual communities.
Objective 2: Integrate planning for bicycle facilities with all travel modes and complete streets principles. Planning for bicycles cannot happen in a vacuum. The city’s arterial street system has many modal demands: general-purpose traffic capacity, transit, freight, pedestrians, bicyclists, and on-street parking. All of these compete for space within the city’s limited street right of way. As the city grows in the future, decisions about how to use the city’s streets in the most productive and efficient way possible will be an ongoing challenge.
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Livability: Build vibrant and healthy communities by creating a welcoming environment for bicycle riding. This goal highlights the broader benefits to building a connected, safe bicycling network, which include
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A recently renovated segment of the Burke-Gilman Trail on the University of Washington Campus provides separate space for bicyclists and pedestrians.
Objective 3: Employ best practices and context sensitivity to design facilities for optimum levels of bicycling comfort.
Objective 4: Build outstanding leading-edge bicycle facilities, including on-street separated facilities and neighborhood greenways.
This objective directs SDOT to stay current on changes in bicycle standards, design, programs, and other actions. It enables the city to use new bicycle design standards and facility types as they evolve. While the plan contains a glossary of bicycle facilities, this plan intentionally does not contain a full list of detailed design standards. These are better contained in the Seattle Right-of-Way Improvements Manual, where they can be more easily updated as best practices evolve. Context sensitivity is important to ensure that bicycle facilities are designed and built taking into consideration the overall characteristics of the street, the adjoining land use types, and other factors. This applies not only to bicycle corridor improvements, but end-of-trip facilities such as on-street bicycle corrals.
This plan focuses on neighborhood greenways (residential streets that are prioritized for bicycles and pedestrians) and facilities on arterials that are separated from traffic (cycle tracks and buffered bike lanes). These facilities will help develop a connected citywide network of all ages and abilities facilities. Objective 5: Update and apply a prioritization framework for bicycle investments throughout the city. One of the most important aspects of each SDOT modal plan is to develop a clear framework for how to prioritize investments. This plan has a 20-year time horizon, and will be implemented incrementally using a clear prioritization framework that is based on the overall goals of the plan. The specific criteria within
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Puget Sound Bike Share is a partnership of public and private organizations working to bring bike sharing to King County. Bike sharing is an innovative approach to urban mobility, combining the convenience and flexibility of a bicycle with the accessibility of public transportation. Bike share systems consist of a fleet of bikes provided at a network of stations located throughout a city. Bike are available on demand to provide fast and easy access for short trips.
the framework can be adjusted over time, but the plan provides the overall direction. Objective 6: Identify and implement actions to support and promote bicycle riding. In addition to implementing bicycle facilities in streets and trails, a whole series of other actions is needed to support bicycling. These include designing and implementing end-of-trip facilities; ensuring that bicycling is well-coordinated with transit; implementing programs to enhance bicycle safety, use, and education; and developing a robust funding strategy. The Puget Sound Bike Share launch will be a key program to help promote bicycle riding. Bicycle Master Plan Performance Measures Performance measures are important for assessing whether the plan is meeting its goals over time. Even though the 2007 plan is being updated, SDOT plans to continue tracking this data through 2017 to see if the performance measures of that plan are met. Since SDOT’s ridership-gathering methodology has changed substantially since 2007, the ridership assessment in 2017 will be based specifically on downtown cordon counts; this is the only way to compare ridership statistics going back to 2007. This plan contains updated performance measures based on the expanded policy framework, which adds goals for connectivity, equity, and livability to existing ridership and safety goals (see Tables 3-1 and 3-2). The performance measures are generally outcomebased (focused on achieving policy objectives such as increasing ridership). The intent of outcome-based performance measures is to prioritize investments that do the best job of achieving desired plan outcomes, as opposed to output-based metrics that are more dependent upon available resources, which may fluctuate year to year.
other issues. Therefore, the data and performance measures outlined in the following table represent the way SDOT will track achievement of the BMP plan goals over time, but do not represent the entire spectrum of data that SDOT expects to collect as it implements the plan.
The performance measures for the BMP were selected in part based on SDOT’s ability to collect relevant data, both now and in the future. Other bicycling data is likely to be collected by SDOT over time. This data can help inform project selection and design, the development and success of education and encouragement programs, measures to improve safety, and 25
The plan performance measures are organized into desired targets and trends by the five plan goals, and are summarized in Tables 3-1 and 3-2. Additionally, progress on the 2007 plan goals will be measured in 2017. Table 3-1: 2013 Bicycle Master Plan Performance Measure Targets Goal Ridership Safety
Performance Measure Bicycle Counts Collision rate
Connectivity Equity
Percent network completion Areas lacking bicycle facilities
Livability
Percentage of households within ¼ mile of a bicycle facility
Target Triple ridership between 2013 and 2030 Reduce collision rate by half (50 percent) between 2013 and 2030 Full system completion by 2035 No parts of the city lacking bicycle facilities by 2030 100 percent of households in Seattle within ¼ mile of a bicycle facility by 2035
Table 3-2: 2013 Bicycle Master Plan Performance Measure Trends Goal Ridership Safety Connectivity Equity Livability
Performance Measure Mode share Number of serious collisions/fatalities Key travel sheds completed Percentage of females/non-whites who ride regularly Number of bike racks and on-street bike corrals Self-reported physical activity
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Desired Trend Increase Decrease Increase Increase Increase
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Framework Chapter 4: Thefor Bicycle
POLICY & PLANNING NETWORK
“When thinking about bicycle facilities, think about making it easy and safe for people to go where they go most: schools, grocery stores, neighborhood commercial districts transit hubs. That means not only making it The 2007and BMP was created to achieve two goals: safe to get there, but making it easy totrip lockpurposes up your bike 1) Increase bicycling in Seattle for all once you’re there, find the appropriate bike route (way2) Improve of to bicyclists finding) andsafety connect transit.”throughout Seattle
Bicycle Facilities for All City Council was explicit in November 2011 when it directed SDOT to prepare an updated Bicycle Master Plan: use best practices, coordinate with the recently completed pedestrian and transit plans, and identify routes for cycle tracks and neighborhood greenways. Throughout the process, the intention has been to create an interconnected citywide network of bicycle facilities that would be attractive to people that are interested in riding a bicycle from their neighborhood to other parts of the city, and are concerned about safety. The purpose of this chapter is to describe the proposed bicycle network map and to introduce strategies and actions. The bicycle network map lays out where new bicycle facilities will be constructed in the city, and what type of facilities they will be. The chapter includes: • The process used to develop the proposed bicycle network; • A summary and description of the bicycle network itself; • An approach to match intersection treatments with the surrounding context; • The bicycle facilities visual glossary, which illustrates what the terms on the map (such as cycle tracks and neighborhood greenway) mean; and • A process for accommodating bicycling on or parallel to multimodal corridors, which are arterials that are identified for bicycle improvements but have also been identified to serve transit and freight needs.
This section of the Burke-Gilman Trail is a bicycle facility that riders of all ages and abilities can comfortably use. 29
Bicycle Network Development
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• The location of current bicycle facilities and proposed facilities identified on the 2007 Bicycle Master Plan map.
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The proposed bicycle network map is the result of a collaborative planning process involving both extensive public input and technical analysis work. The overall goal of the network map is to plan, design, and ultimately build a bicycle network that implements the goals of the Bicycle Master Plan.
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• Connections between key destinations and clusters of key land uses that are likely to generate high bicycle ridership. These include major employers, schools, transit hubs, and others that were identified as potential high, medium, and low bicycle trip generators (see Table 4-1 and Map 4-1). For more information about the specific types of land uses considered and the relative ranking used to describe demand, see Appendix 7.
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• The topography of Seattle. Hills are a major feature of the city’s overall landscape, as well as a barrier to riding a bicycle for many people. • Existing street characteristics. On-street bicycle facilities are highly influenced by the overall street character, such as the speeds at which cars travel, the amount of daily traffic, and the street classification.
Table 4-1: Categorization of Trip Generators Category High
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• Designations in other modal plans. The city has adopted a number of other plans, including a Transit Master Plan and Pedestrian Master Plan, which also highlight desired improvements for these modes, and the Transportation Strategic Plan, which includes Major Truck Streets.
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Trip Generators University or college, large employers, major transit stations, neighborhood businesses, schools, neighborhood parks Transit hubs, community centers and libraries, minor destinations, large parks Large retail centers, other major entertainment destinations
A New Tool, the Washington Neighborhood Safe Streets Bill: The bill is a simple way to improve safety by allowing municipalities to lower the speed limit on nonarterial, mostly residential streets without the need for a cost-prohibitive transportation study.
Bicycle Facility Designations SDOT developed a set of bicycle facility designation guidelines to aid in determining what type of facility would be most appropriate on a given street based on its characteristics (see Table 4-2). Initially, the criteria were used to aid in incorporating all ages and abilities facility types (including neighborhood greenways and cycle tracks). This approach also allowed for the bicycle network map legend to be simplified. The draft network map was released for public comment in November, 2012. While there was overall support for having an ambitious plan, there were also concerns expressed about the map, including: • Not all of the facility types proposed on the map (in particular, bike lanes and buffered bike lanes on arterials) were appropriate for riders of all ages and abilities; • There were bicycle facilities proposed on certain streets which would be very difficult to implement due to a number of factors (constrained right of way, too steep or too narrow, etc.); and • The draft map lacked graphic legibility in terms of describing the overall purpose of the network and clear connections to destinations.
Enacted by the Washington State Legislature and signed into law by Governor Inslee in spring 2013.
Table 4-2: Facility Designation Guidelines Posted Average Daily Traffic Speed (ADT) per day Limit (mph) Neighborhood Greenway Neighborhood Greenway 25 or less 1,500 or less Shared lane pavement 25 - 30 To be used due to ROW Shared Street marking (sharrow) constraints or topography Bicycle lane; Climbing 8,000 or less 30 In street, minor separation Lane Buffered bicycle lane 30 15,000 or less Cycle track (raised or 30 and 15,000 and above In street, major separation with barrier) greater Off-street* Multi-use trail N/A N/A Generalized Bicycle Facility Designation
Bicycle Facility Types
Street Classification Non-arterial Non-arterial and Collector/Minor arterials Collector arterial Collector/Minor arterials Minor/Principal arterials N/A
This chart recommends a process to determine bicycle facility designations. Other factors that affect bicycle facility selection beyond posted speed limit, street classification and volume include: topography, traffic mix of transit and freight vehicles, presence of on-street parking, intersection density, surrounding land use, and roadway width. These factors are not included in the facility designation chart above, but should always be a consideration in the design process. Facilities may be designed to provide a higher level of safety and comfort than the minimums recommended here. *Off-Street Trails may be developed opportunistically on corridors where there is available adjacent land, or on corridors with a special transportation function (e.g., Alaskan Way)
31
Proposed Bicycle Network Plan Map
Refining the Proposed Bicycle Network Based on public comments and additional technical work, including more focused investigations of many streets, the network map was revised and refined. As part of this refinement, the network was divided into two categories to increase legibility of the network: the Citywide Network and Local Connections.
The proposed bicycle network map is shown on Map 4-2a and 4-2b, and in more detail by sector on Maps 4-3 through 4-8. The map legend contains the following facility types within each categoriy: Citywide Network Off-Street Trails
The Citywide Network is a network of “all ages and abilities” bicycle facilities with comfortable separation from motor vehicles. This network is comprised of cycle tracks, neighborhood greenways and multi-use trails connecting destination clusters.
Cycle
Tracks
Neighborhood
Greenways
Streets on the Citywide Network provide long distance connectivity between neighborhoods and across the city. People of all ages and abilities should be able to access all major destination clusters on this network.
• A small sub-set of the Citywide Network is identified as Catalyst Projects: portions of the network that pose challenges to implementation due to cost and/ or physical constraints yet simultaneously serve to reduce critical barriers to creating an all ages and abilities network to the maximum extent feasible. Catalyst Projects will be identified in the final plan.
Local Connections Off-Street Trails Cycle
In some cases, the network designations exceed the facility designation guidelines as described earlier to provide highest-quality bicycle facility connectivity across the city for people of all ages and abilities.
Tracks
Neighborhood In
Street, Minor Separation
Shared
The Local Connections network provides access to the Citywide Network, parallels the Citywide Network, or serves local destinations. While Local Connections may use facility types appropriate for people of all ages and abilities, some segments will be served with conventional bicycle facilities, such as bike lanes (In street, minor separation) and shared lane markings (shared streets).
Greenways
Streets
Local Connections are shorter-distance segments focused on connections within neighborhoods, or connections to the Citywide Network. The map illustrates a future system of connected bicycle facilities throughout the city. Table 4-3 shows the total breakdown of facilities by type within the network.
Table 4-3: Bicycle Facilities in the Proposed Bicycle Network Existing Network* Off Street Cycle Track Neighborhood Greenway In Street, Minor Separation Shared Street Total
Proposed Network Improvements Upgrade to New Facilities Existing Facilities
Total New or Upgraded Facilities to Build
Total Network
Portion of Proposed Network
47.0
0
31.2
31.2
78.2
7%
1.0
51.7
49.5
101.3
102.3
22%
8.7
0
235.8
235.8
244.5
52%
51.7
18.9
59.3
78.2
129.9
17%
24.7 133.0
0 70.7
5.1 381.0
5.1 451.7
29.8 584.7
1% 100%
*Existing network totals include only existing facilities that meet the proposed bicycle network facility designation guidelines.
32
Maps 4-9 and 4-10 emphasize the concepts of network connectivity for people of all ages and abilities, allowing them to reach destinations across Seattle and the region.
• Develop on-street catalyst projects. These projects, while potentially complex or costly, are critical to ensuring network connectivity for riders of all ages and abilities.
Strategies and Actions
• Incorporate intersection analysis and appropriate design treatments into every bicycle facility project.
This chapter and those that follow provide detailed recommendations on strategies and implementation actions needed to meet the plan’s five goals and six objectives.
• Explore innovative bicycle facility solutions that may work to overcome Seattle’s topography barriers. • Install wayfinding with all bicycle facility network projects.
Strategies guide the city on how to achieve progress toward realizing the goals. Actions are specific tasks and duties to pursue for plan implementation.
Strategy: Implement the off-street (multi-use trail) bicycle facility network.
The strategies and actions below provide direct, clear steps the city can take to implement the proposed bicycle network.
Actions: • Develop multi-use trails. Implementation will require additional feasibility analysis and agreements with land owners, if not in the public right of way.
Strategy: Implement the on-street bicycle facility network.
• Conduct multi-use trail capacity studies to evaluate trail expansion needs. If a trail expansion cannot be achieved (for example, adjacency to an environmentally-sensitive area), assess if a parallel street may help serve people riding bicycles. Install alternate route wayfinding signage along the trail when the parallel street bicycle facility is installed.
Actions: • Develop cycle tracks. Implementation may be phased as a buffered bike lane in the near term, with the addition of a physical separation between motorist and people riding bikes at a later stage. • Develop neighborhood greenways. Implementation may not follow the exact street identified in the plan, but rather the final route will be determined during project design. The intent of showing neighborhood greenways on the network map is to demonstrate that connections to destinations are achievable along low volume and low speed residential streets.
• Incorporate multi-use trail crossing design treatments into every multi-use trail project. • Develop off-street catalyst bicycle projects. These projects, while potentially complex or costly, are critical to ensuring network connectivity for riders of all ages and abilities.
• Develop in street, minor separation bicycle facilities. Assessment of a bicycle lane or a buffered bicycle lane will be part of the project development stage; if determined, after further analysis, that the bicycle facility cannot be accommodated, then a shared street facility type or a parallel neighborhood greenway will be installed.
• Develop a multi-use trails “etiquette” sign to educate users about the rules of trail travel. Strategy: Coordinate bicycle network implementation with potential partners. Action: • Develop regional wayfinding standards to enhance bicycle system legibility and coherence.
• Develop shared street bicycle facilities. Shared streets help make connections to destinations and to the rest of the network for bicycle riders that are comfortable riding in traffic, and may provide more direct routes than routes suitable for people of all ages and abilities.
33
37TH AVE NE 32ND AVE NE
27TH AVE NE
35TH AVE NE
23RD AVE NE
31ST AVE NE
27TH AVE NE
45TH AVE NE
20TH AVE NE
SAND POINT WAY NE
49TH AVE NE
40TH AVE NE
25TH AVE E
43RD AVE E
26TH AVE E
28TH AVE E
21ST AVE E
27TH AVE E
29TH AVE
14TH AVE
Powell Barnett Park
E ALDER ST
Washington
Park
AVE S
SIDE
LAK E
30TH AVE S
26TH AVE S
YAKIMA AVE S
Park
S GRAND ST
S
S HILL ST
Amy Yee Tennis Center
Mount Baker DR S
18TH AVE S
MOUNTAINS TO SOUND TRL
S
21ST AVE S
E AV ON AC BE
13TH AVE S
S
12TH AVE S
AVE IER
S 15TH AVE
TRL
W
Judkins Park and Playfield
RAIN
ALKI
S HOLGATE ST
Lake
Leschi
Frink
S JACKSON ST
S DEARBORN ST
34
E
LAKE WASHIN
Garfield Playfield
S WELLER ST
Bay
ST
GTON BLV D
33RD AVE
22ND AVE
18TH AVE
Central Area
M L KING JR WAY S
Elliott
39TH AVE E
ON
HILLSID ED R
IS AD
41ST AVE E
22ND AVE E
18TH AVE E 19TH AVE E
16TH AVE E
14TH AVE E
12TH AVE E 12TH AVE
E CHERRY ST
S KING ST
S
48TH AVE NE
GILMAN
CANAL R D NE
TRL
35TH AVE NE
22ND AVE NE
19TH AVE NE
BURK E BLV
BROADWAY E
E COLUMBIA ST
S JACKSON ST
MO UN TA VE S
50TH AVE NE
39TH AVE NE
33RD AVE NE
24TH AVE NE
12TH AVE N E 15TH AVE NE
BROOKLYN AVE NE
9TH AVE NE
11TH AVE NE
ROO SEVELT WAY NE 10TH AVE E
DE
F EDERAL AVE E
EASTLAKE AVE E FRANKLIN AVE E BOYLSTON AVE E LAK EVI EW MELROSE AVE E
S ION
E YESLER WAY
FAI R
45TH AVE NE
40TH AVE NE 35TH AVE NE
32ND AVE NE
20TH AVE NE
15TH AVE NE
ROOSEVELT WAY NE
8TH AVE NE 8TH AVE NE
LATO NA AVE NE 1ST AVE NE
MERIDIAN AVE N
FAIRVIEW AVE E
N VIE W
AV E
Park
E PINE ST
E UNIO N ST
First Hill T R MA
Madison Park North Beach
Madison
31ST AVE
1
Washington Park Arboretum
EM
E DENNY WAY
ST
VE YA RR TE
0.5
U
VE HA 5T AVE H 4T
0
Miles 2
ST
Y SIT ER NIV
VE DA E 2N AV RN STE WE
Neighborhood greenway
E MCGILVRA ST
E PIKE ST
E PIK
NE 45TH ST
Laurelhurst
E HARRISON ST
E PINE ST
AV E
SK A
DowntownN WAY
Park
Hill
12TH AVE
AL A
AV E
Windermere
DR
S
Montlake
Volunteer Park Capitol
FA IR 5T H
NE 41ST ST
E GALER ST
TS T
7T H AV E
Bryant NE 60TH ST
A ON DR MA
L TR
4T H
E
Cycle track
Shared street
CORLISS AVE N
N
W OO DL AW 9TH AVE N
THOMAS ST
E
Y BA
W
In street, minor separation
DENSMORE AVE N
STONE WAY N INTERLAKE AVE N
TAYLOR AVE N THOMAS ST
South Lake REPUBLICAN ST Union
ST EW AR
N
Proposed
MERCER ST
1S TA V
TT LIO EL
Existing
AV EN
FREMONT AVE N 4TH AVE N
QUEEN ANNE AVE N
ROY ST
QUEEN ANNE AVE N 1ST AVE N
Cycle track
Lake Union
5TH AVE N
Proposed
W ROY ST
Neighborhood greenway
Local Connectors
WOODLAND PARK AVE N
FREMONT AVE N LINDEN AVE N
8TH AVE W
10TH AVE W
2ND AVE N
4TH AVE W 3RD AVE W 7TH AVE W
9TH AVE W
14TH AVE W
20TH AVE W
AV EW TH
OR ND Y KE
PHINNEY AVE N
6TH AVE NW 16TH AVE W
11TH AVE W
W OLYMPIC PL
NE 65TH ST
Warren G. Magnuson Park
NE 55TH ST
AVE E
Existing
Kinnear Park
N 36TH ST
ST
GALER ST
AB LVD
23RD
Queen Anne
View Ridge Playfield
Park
ENN
N 40TH ST
Gas Works Park
W HIGHLAND DR
Citywide Network
Wallingford
Ravenna
University District
NE 47TH ST
N 42ND ST
RAV
EE AV
W BLAINE ST
NE
N 43RD ST
David Rodgers Park
West Queen Anne Playfield
Park
R YE BO
PL
N 44TH ST
N AVE AKE EN STL R AV WE DEX TE
W DR
Interbay
N 39TH ST
N 34TH
N 46TH ST
FLORENTIA ST
N MA GIL
29TH AVE W
35TH AVE W
Interbay Golf
NE 68TH ST
Cowen
Sand Point
NE 75TH ST
E VE NA MA HR FU
W RAYE ST
Fremont
TR L
Playfield
N 42ND ST
W BERTO NA ST
Magnolia
32ND AVE W
11TH AVE NW
14TH AVE NW
20TH AVE NW 21ST AVE W
32ND AVE W
W
36TH AVE W
E AV
SH W IP C NIC AN KE AL R S TR ON L ST
AN ILM EG RK BU
NW 42ND ST
Interbay Athletic Field
Legend
N 50TH ST
View Ridge
NE 80TH ST
Ravenna
N
y
Park
W MA RINA
Woodland Woodland Park Park Zoo
Dahl (Waldo J.) Playfield
NE 65TH ST
PL NE
on EW AY
Ba
NE 80TH ST
Green L a ke
NW 50TH ST
l
AN LM GI Lawton
NW 56TH ST
m
CO MM OD OR
Green Lake
N
NW 58TH ST
W DRAVUS ST
W
Roosevelt
STO KEY
Sa
BL VD
COLLEGE WAY N
1ST AVE NW
8TH AVE NW
6TH AVE NW
8TH AVE NW
17TH AVE NW
24TH AVE NW
12TH AVE NW
PALATINE AVE N
34TH AVE NW
Ballard High School Playground
40TH AVE NE
NE
MERIDIAN AVE N
STONE AVE N GREENWOOD AVE N
15TH AVE NW 23RD AVE NW
32ND AVE NW
28TH AVE NW
VE AA ON WIN
NW 65TH ST
Magnolia
OL IA
Wedgewood
NE 85TH ST
N 82ND ST
N 77TH ST
Matthews Beach Park
NE 90TH ST
AN TRL E GILM BURK
Ballard NW 65TH ST
W
NE 98TH ST
N 87TH ST
Greenwood
NW 70TH ST
Discovery Park
AG N
N 92ND ST
NW 80TH ST
NW 57TH ST
M
NE 105TH ST NE 103RD ST NE 100TH ST
N 90TH ST
Phinney Ridge
W EMERSON ST
Playfield
Licton Springs Park
NW 77TH ST
NE 110TH ST
Nathan Hale Playfield
Meadowbrook
AY NE INT W
NE 107TH ST
NW 83RD ST
NW 83RD ST
N TRL
Northgate
N 100TH ST
NW 90TH ST
GILMA
NW 90TH ST
North Beach/Blue Ridge
NE 115TH ST D PO SAN
Golden Gardens Park
NE 117TH ST NE 115TH ST
E NE N AV ALTO
N 110TH ST
Lake City
E BURK
N 117TH ST
Carkeek Park
NW 97TH ST
NE 125TH ST
30TH AVE NE
N 122ND ST
NW CA RKEEK PARK RD
NW 100TH ST
NE 130TH ST
25TH AVE NE
Haller Lake
INTERU RBAN TRL
N 117TH ST
NE 135TH ST
North Acres Park
N 128TH ST
N 125TH ST
FREMONT AVE N
1ST AVE NW
N 127TH ST
N 130TH ST
8TH AVE NE
Bitter Lake
1ST AVE NE
Broadview
Crown Hill
15TH AVE NE
N 135TH ST
Bitter Lake Playfield
1ST PL
12TH AVE NW
8TH AVE NW
Lake
Jackson Park Golf Course
5TH AVE NE
N 137TH ST
CORLISS AVE N
NW 137TH ST
LINDEN AVE N
Llandover Woods Greenspace
20TH AVE NE
Map 4-2a: Proposed Bicycle Network Map (North)
43RD AVE E
29TH AVE
27TH AVE E
E ALDER ST
M L KING JR WAY S
SIDE
LAK E LAKE PARK DR S
46TH AVE S
43RD AVE S
50TH AVE S 46TH AVE S
S
SE
52ND AVE S
W AR D
PA RK
AV E
51ST AVE S
DR S
Beer Sheva Park
M L KING
S ROXBURY ST
IER
ON NT
ES AV
RE
Gardens
IN RA
ES AV RS TE WA
JR WAY S
Kubota
S
55TH AVE S
E AV
56TH AVE S
Lakeridge
65TH AVE S
35TH AVE S
14TH AVE S
Rainier Beach
51ST AVE S
E S BR 16th AV
8TH AVE S W PL S
SO N
46TH AVE S
ON AV ES
CORS
ELLIS AVE S
NB
1ST AV S B R
HIGHLAND P ARK WAY SW
OL
Rainier Beach Playfield
S HENDERSON ST
Pritchard Island Beach
S BANGO R ST
Miles 2
35
41ST AVE E
GTON BLV D AVE S
30TH AVE S YAKIMA AVE S
25TH AVE S
24TH AVE S
34TH AVE S
15TH AVE S
S Y BLVD
14TH AVE S
13TH AVE S
6TH AVE S
1ST AVE S
6TH AVE S
16TH AVE SW
12TH AVE SW
10TH AVE SW 9TH AVE SW
1ST AVE S
S
16TH AVE SW
L
25TH AVE SW
TR
8TH AVE SW
26TH AVE SW
25TH AVE SW
12TH AVE S
DELRIDGE WAY SW
26TH AVE SW
21ST AVE SW 18TH AVE SW
LTH
Seattle Bicycle Master Plan Update 2013
N AVE RENTO
SEA
S WAY
Proposed Bicycle Network
1
Martha Washington Park
S OTHELLO ST
I EF CH ES AV
O RT AIRP
35TH AVE SW
City of Seattle - South
0.5
ON AC
S WAY
SW ROXBURY ST
0
BE
Westcrest Park
Seward Park
S MYRTLE ST
S KENYON ST
S CLOVERDALE ST SW TRENTON ST
Seward Park
PARK AVE S SEWARD
RY R
24TH AVE SW
Othello
PL
39TH AVE S
28TH AVE SW
TLE
43 RD AVE S
35TH AVE SW 34TH AVE SW
37TH AVE SW
23RD AVE S
EAST MARGINAL WAY S
WAY AVA LON
CALIFORNIA AVE SW
SW 30TH AVE SW
35TH AVE SW
36TH AVE SW
FAUNTLEROY WAY SW
CHEAST
13TH AVE S
18TH AVE S
12TH AVE S
W MO UN TA VE S
FAI R
45TH AVE SW
48TH AVE SW
SW
59TH AVE SW
55TH AVE SW
ERS KIN EW A
42ND AVE SW
36TH AVE SW
YR
DS
37TH AVE SW
S WAY
SM
M ILITA
CALIFORNIA AVE SW
Playfield
S HOLLY ST
IN AL W AY S
South Park
S ORCAS ST
S JUNEAU ST
Brighton
S
Highland Park Playground
Hillman City
LVD S ON B INGT
NG JR M L KI
S MORGAN ST
ASH EW LAK
S AVE TON REN
R HT ALT SE
48TH AVE SW
S WAY
S
FAUNTLEROY WAY SW
ES LE TITIA AV
G JR
Columbia City S FERDINAND ST
IEF CH
E AV IFT SW
AR G
PL
S PORTLAND ST
SW 98TH ST
SW 104TH ST
EA ST M
S
O BR AL
Genesee Park and Playfield
S GENESEE ST
S ORCAS ST
RS MYE
44TH AVE SW
Playground
Park
Playfield
S BAILEY ST
Georgetown ER ST S RIV
Beacon Hill
AVE BEACON
Roxhill
SH OM Georgetown ER Playfield ST
S ORCAS ST
AIL*
SW BARTON ST
Fauntleroy
WAY S
H TR AMIS DUW
Riverview
S DAWSON ST
S LUCILE ST
TRL
SW THISTLE ST
S DAWSON ST
RIVER DUWAMISH
Delridge
Y SW WA
Lincoln Park
SW HOLDEN ST
31ST AVE SW
Solstice Park
SYLV AN
ST EN
Playfield
Park
SW MORGAN ST
ALD SW
KIN
Puget
SW
SW GRAHAM ST
Jefferson Park Jefferson Golf Course Park
Maplewood
EAST
Camp Long
Pigeon Point Park
FT PL CRO
Morgan Junction
West Seattle Golf Course
Mount Baker
Amy Yee Tennis Center
ML
W RS
SW JUNEAU ST
21ST AVE S
HD
SW
S S SPOKANE ST
AIRP ORT
C BEA
Y
S GRAND ST
S
SW SPOKANE ST
Park
Park
MOUNTAINS TO SOUND TRL
S HANFORD ST
Y WA
SW ANDOVER ST
AVE IER
S 15TH AVE
S FOREST ST
S SPOKANE ST
SW GENESEE ST
26TH AVE S
RAIN
Industrial District
L IRA
West Seattle
Judkins Park and Playfield
S HILL ST
DM
Mee Kwa Mooks Park
Harbor Island
Playfield A SW
Schmitz Park
Leschi
Frink
S JACKSON ST
S HOLGATE ST
Washington
LAKE WASHIN
Powell Barnett Park
S WELLER ST
Hiawatha
39TH AVE E
HILLSID ED R
28TH AVE E
21ST AVE E Garfield Playfield
E AV ON AC BE
AL WAY MIR AD
48TH A
CANAL R D NE
25TH AVE E 26TH AVE E
22ND AVE E
18TH AVE E 19TH AVE E
E CHERRY ST
Bay
TRL
63RD AVE SW
16TH AVE E
E COLUMBIA ST
S DEARBORN ST
Lake
42ND AVE S
VE HA 5T AVE H 4T
ALKI
AL K
Central Area
33RD AVE
NS
S KING ST
Elliott
SW CHARLESTOW N ST
Sound
14TH AVE
12TH AVE
First Hill T
S JACKSON ST
Shared street
E
38TH AVE S
U
E YESLER WAY
Neighborhood greenway
Puget
E PINE ST
E UNIO N ST
T YS
RIO MA
Cycle track
Bar-S
14TH AVE E
12TH AVE E
ST
In street, minor separation
Playground
TRL
BURK E BLV
TS T E PIK
SIT ER NIV
VE YA RR TE
S
W VE S IA
GILMAN
ROO SE 10TH AVE E
DE
F EDERAL AVE E
FAIRVIEW AVE E
EASTLAKE AVE E FRANKLIN AVE E BOYLSTON AVE E
AV E
Proposed
ST
39TH AVE S CARK EEK
Existing
ON
E PIKE ST
SK A
DowntownN WAY
IS AD
31ST AVE
Local Connectors
E
E PINE ST
VE DA E 2N AV RN STE WE
W
Park
E HARRISON ST
18TH AVE
AL A
AV E
AV E
Madison
EM
E DENNY WAY
12TH AVE
Neighborhood greenway
5T H
Madison Park North Beach
DR
Cycle track
7T H AV E
Washington Park Arboretum
A ON DR MA
4T H
N
ST EW AR
E
Proposed
South Lake REPUBLICAN ST Union THOMAS ST
L TR
Existing
Y BA
Citywide Network
THOMAS ST
5TH AVE N
QUEEN ANNE AVE N 1ST AVE N
MERCER ST
1S TA V
TT LIO EL
Legend
VIE W
ROY ST
BROADWAY E
W ROY ST
Laurelhurst
E MCGILVRA ST
Hill
FA IR
W OLYMPIC PL
N
TAYLOR AVE N
W HIGHLAND DR
NE 41ST ST
Volunteer E GALER ST Park Capitol
LAK EVI EW
QUEEN ANNE AVE N
4TH AVE N
GALER ST
Kinnear Park
Lake Union
MELROSE AVE E
4TH AVE W 3RD AVE W
Queen Anne
9TH AVE N
PL
2ND AVE N
10TH AVE W
W BLAINE ST 8TH AVE W
W MA RINA
West Queen Anne Playfield
Park
22ND AVE
WOODLA AVE N
DENSMORE AVE N
11TH AVE W
OR ND Y KE
TH
W
Montlake
AVE E
29TH AVE W
BL VD
W DR
OL IA
23RD
Interbay Map 4-2b: Proposed Bicycle Network Map (South)
EE AV
7TH AVE W
9TH AVE W
Gas Works Park
David Rodgers Park
R YE BO
AV EW
N 36TH ST
FLORENTIA ST
14TH AVE W
20TH AVE W
Interbay Golf
N 40TH ST
ST
N AVE AKE EN STL R AV WE DEX TE
AG N
W RAYE ST
N 34TH
N MA GIL
M
32ND AVE W
35TH AVE W
Magnolia Playfield
N 39TH ST
W BERTO NA ST
Interbay Athletic Field
N 42ND ST
Wallingford
E VE NA MA HR FU
W DRAVUS ST
Magnolia
N 42ND ST
Fremont
TR L
16TH AVE W
Park
STONE WAY N INTERLAKE
21ST
32ND AVE W
NW 42ND ST
SH W IP C NIC AN KE AL R S TR ON L ST
W
36TH AV
E AV Lawton
AN ILM EG RK BU
AN LM
W EMERSON ST
Playground
Lakeridge Park
Map 4-3: NW Sector Map
8TH AVE NE
20TH AVE NE
25TH AVE NE
1ST AVE NE
ROOSEVELT WAY NE
N AVE
N 117TH ST
NE 117TH ST
TW AY
NE
N 117TH ST
15TH AVE NE
5TH AVE NE
N
NE 125TH ST
LIS
FREMONT AVE N
NW 117TH ST
N 122ND ST
INTERURBAN TRL
1ST AVE NW
NW 120TH ST
Haller Lake
CO R
8TH AVE NW
N 125TH ST
NW 122ND ST
NE 130TH ST
North Acres Park
N 128TH ST
RE
Broadview
N 130TH ST
Bitter Lake
N 127TH ST
NE 135TH ST
131ST
MO
NW 105TH ST
23RD AVE NE
15TH AVE NE
20TH AVE NE
15TH AVE NE
ROOSE VELT WAY NE
24TH AVE NE
12 TH AVE
NE
ROOSE VELT WAY NE
15TH AVE NE
8TH AVE NE 8TH AVE NE
19TH AVE NE 20TH AVE NE
15TH AVE NE
BROOKLYN AVE NE
11TH AVE NE
9TH AVE NE ROOSE VELT WAY NE
5TH AVE NE
L ATONA AVE NE
TRL GILMAN
BR IT Y RS UN
IVE
BURKE
THACKER AY PL NE
L ATONA
4TH AV NE
1ST AVE NE
2ND AV NE
SUNNYSIDE AVE N
WALLINGFORD AVE N
27 T
L ATONA AVE NE
1ST AVE NE
N AV E N
WOODL AWN DENSMORE AVE N
E WA VE VIE FAIR
10TH AVE E
E CALHOUN
MCGRAW
25TH AVE E
24TH 18TH
Park
E LYNN ST 19TH
LVD
BO YE
RA VE
E
26TH AVE E
0TH AVE E
NB
E
22ND AVE E
HARVARD AVE E BOYLSTON AVE E
EASTL AKE AVE E
FR ANKLIN AVE E
FAIRVIEW AVE E
AKE TR AIL*
BIGELOW AVE N
5TH AVE N
UEEN ANNE AVE N
N AVE
7TH AVE W
10TH AVE W
ELLIOT T BAY TRL
W EA VE ND YK OR TH
AV E
AVE E
29TH AVE W
Montlake R
23RD
W
KE
A
T ER
C L I S E PL W
BO YE
RL
DE X
N AVE
RW
32ND AVE
TE E IN
ND
AK E
MA
MAG
West Queen Anne
STL
GIL
W
W CROCKETT ST
BOSTON ST
WE
VD BL
N AVE TH
IA
36
MCGRAW ST
W MCGRAW ST
E SHELBY ST E HAMLIN ST
6
4TH AVE N
OL
Interbay
E ANN
E SHELBY ST
Gas Works Park
Miles 2
RAYE ST QU EEN
2ND AVE N
3RD AVE W
1
David Rodgers Park
SMITH ST
W MCGRAW ST
AW
ASHWORTH AV E W OO DL
INTERL AKE AVE N
ST
FLORENTIA ST
4TH AVE W
11TH AVE W
0.5
9TH AVE W
Interbay Golf
14TH AVE W
GN MA
0
21ST AVE W
W RAYE ST
23RD AV W
35TH AVE W
W ARMOUR ST
CI FIC ST
N 36TH ST
Magnolia Playfield
WALLINGFORD AVE N
WA YN NE
ST
WOODL AWN
ON
STONE WAY N
FREMONT AVE N
N 34TH RS
NE PA
E
W BARRETT ST
KE
WOODL AND PARK AVE N
NIC
WOODL AWN
S TO
FREMONT AVE N
LINDEN AVE N
PHINNEY AVE N PHINNEY AVE N
N 39TH ST
RL
W BERTONA ST
11TH AVE W
14TH AVE W
AL T
12TH AVE NE
LINDEN AVE
N
GREENWOOD AVE N
6TH AVE NW
8TH AVE NW
FREMONT AVE N
PHINNEY AVE N
PAL ATINE AVE N
12TH AVE NW 11TH AVE NW
14TH AVE NW
17 TH AVE NW
20TH AVE NW
21ST AVE W
16TH AVE W
C AN
N 40TH ST
University District
VE NA
20TH AVE W
SHIP
NE 50TH ST
MA
29TH AVE W
ST
Park
HR
Interbay Athletic Field
N
Ravenna A BL VD
FU
W DRAVUS ST
SO
8TH AVE NE
1ST AVE NE
FREMONT AVE N
1ST AVE NW
GREENWOOD AVE N
6TH AVE NW
8TH AVE NW
12TH AVE NW
17 TH AVE NW
24TH AVE NW
28TH AVE NW
32ND AVE NW
34TH AVE NW
32ND AVE NW 32ND AVE W
L
36TH AVE W
TR
Neighborhood greenway
NW 39TH ST ER
NE
AN
Magnolia
CK
PL
ILM
Cycle track DRAVUS ST In Wstreet, minor separation
NI
IN
EG
W
ED
RK
W
Park
WE
BU
E AV
Lawton
Proposed
W RUFFNER ST
NE RAVENN
PL N
AN
Existing
N 42ND ST
Wallingford
N 41ST ST
ST
NE 47TH ST
N 44TH ST
N 42ND ST
Fremont
ND
Park
N
LM
W EMERSON ST
Local Connectors
NW 42ND ST
Ravenna 62
NE 55TH ST
N 46TH ST
N 43RD ST
N 43RD ST
NE 65TH ST
N 54TH ST
N 53RD ST
N 46TH ST
NE 66TH ST
Cowen
N 56TH ST
NE
GI
Cycle track Neighborhood greenway
T
S TO
y
NE 68TH ST
G TO
Ba
WA Y
NE
SIN
RE
N 50TH ST
TH S
KEY
DO
Proposed
AV E
K EN
Existing
MO
l
on
Citywide Network
Sa CO M
NW 50TH ST
m
W
N 57
Woodland Woodland Park Park Zoo
LN
NW 50TH ST
N
NE
DP
DORE WAY
N
WA YN
NW 56TH ST
AW
Dah (Wal J.) Playfi
NE 65TH ST
OO
NW MARKET ST
DL
KW
NW
N 59TH ST
NW 58TH ST
T
OO
NE 70TH
KIR
L
HS
Y
TR
T 54
EW
AN
AK
ILM
KE EN LA GRE
EG
W
Green L a ke T ES W
Discovery Legend Park
RK
NL
NW 62ND ST
Phinney Ridge
NW 58TH ST BU
NW 65TH ST
NW 64TH ST
EE
NW 65TH ST
NW 64TH ST
N 70TH ST
NE 80TH ST
Green Lake
GR
Ballard
NW 70TH ST
Ballard High School Playground
ON
N
Roosevelt
NE 80TH ST
ST
NW 70TH ST
WIN
We
NE 85TH ST
N 82ND ST
N 80TH ST
VE AA
NE 98TH
NE 86TH ST NE 85TH ST
EA
NW 77TH ST
NW 70TH ST
Shared street
COLLEGE WAY N
8TH AVE NW
12TH AVE NW
1ST AVE NW
N 83RD ST
MERIDIAN AVE N
23RD AVE NW
Greenwood
NW 83RD ST
N 77TH ST
S
W COMMO
N 92ND ST
N 87TH ST
NW 77TH ST
E
NE 98TH ST
N 90TH ST
NW 83RD ST
W
W
Licton Springs Park
NW 90TH ST
NW 80TH ST
N
NE 100TH ST
DENSMORE AVE N
N AY W
NW 83RD ST
NE 107TH ST
NE 103RD ST N 100TH ST
NW 87TH ST
L YA LO
NS DR NW RDE N GA
North Beach/Blue Ridge
TH ST
PL
MIDVALE AVE N
NW 90
G OLDE
Golden Gardens Park
TH
6TH AVE NW
15TH AVE NW
Crown Hill
0 10
GREENWOOD AVE N
NW
NW 100TH ST
Northgate
STONE AVE N
FREMONT AVE N
N 110TH ST
8TH AVE NE
NW 110TH ST
1ST AVE NE
Carkeek Park
MERIDIAN AVE N
PI
NE
HU
RS
NE 115TH ST
NW D CA RKE E K PAR K R
22ND AVE NE
12TH AVE NW
Bitter Lake Playfield
N 130TH ST
NW 127TH ST
N 135TH ST
STONE AVE N
Lake NW 132ND ST
Jackson Park Golf Course
SA VE
N 137TH ST
DES
NW 137TH ST
LINDEN AVE N
Puget Sound
CORLISS AVE N
Llandover Woods Greenspace
20TH AVE NE
15TH AVE NE
37 TH AVE NE
27 TH AVE NE
25TH AVE NE
N 117TH ST
NE 117TH ST
NE 123RD ST
TW AY RS HU
23RD AVE NE
15TH AVE NE
8TH AVE NE
1ST AVE NE
30TH AVE NE
NE PI
45TH AVE NE
32ND AVE NE
20TH AVE NE
40TH AVE NE
56TH AVE NE
39TH AVE NE
35TH AVE NE
33RD AVE NE
50TH AVE NE
45TH AVE NE
31ST AVE NE
24TH AVE NE
15TH AVE NE
12 TH AVE
NE
ROOSE VELT WAY NE
NE W AY T ND
PO
IN
45TH AVE NE
SA
34TH AVE NE
35TH AVE NE
49TH AVE NE
50TH AVE NE
27 TH AVE NE
22ND AVE NE
19TH AVE NE 20TH AVE NE
15TH AVE NE
12TH AVE NE BROOKLYN AVE NE
11TH AVE NE
5TH AVE NE
45TH AVE NE
L RD NE
TRL
CANA
IT Y
CI FIC ST
UN
IVE
RS
GILMAN
BR
SUNNYSIDE AVE N
NE PA
47 TH AVE NE
L ATONA AVE NE
Lake Washington
NE 41ST ST
BURKE
2ND AV NE
THACKER AY PL NE
1ST AVE NE
35TH AVE NE
15TH AVE NE
ROOSE VELT WAY NE
8TH AVE NE
8TH AVE NE 8TH AVE NE
9TH AVE NE ROOSE VELT WAY NE
MERIDIAN AVE N
WALLINGFORD AVE N
DENSMORE AVE N
L ATONA
WOODL AWN
L ATONA AVE NE
1ST AVE NE
N AV E N AW
ASHWORTH AV E W OO DL
WALLINGFORD AVE N
NE
WA YN
WOODL AWN
S TO
WOODL AWN
E WA VE VIE FAIR
E
E HAMLIN ST
19TH
BO YE
RA VE
E
1
37 Washington
43RD AVE E
MCGRAW E LYNN ST
0.5
40TH AVE E
E CALHOUN
25TH AVE E
24TH
0
26TH AVE E
TH AVE E
LVD
Park 18TH
BOYLSTON AVE E
NB
E
AVE E
EASTL AKE AVE E
AV E
23RD
N AVE
FR ANKLIN AVE E
KE
A
FAIRVIEW AVE E
Montlake R
RL
T ER
KE TR AIL*
TE E IN
BO YE
22ND AVE E
HARVARD AVE E
E SHELBY ST 10TH AVE E
STONE WAY N
CL
RD
Laurelhurst
4TH AV NE
FREMONT AVE N
35TH AVE NE
32ND AVE NE
COLLEGE WAY N
1ST AVE NE
MIDVALE AVE N
FREMONT AVE N LINDEN AVE
N
INTERL AKE AVE N
L
WOODL AND PARK AVE N
TR
FREMONT AVE N
AN
LINDEN AVE N
ILM
FREMONT AVE N
EG
NE 45TH ST K AR
VE NA
DE X
N AVE
BIGELOW AVE N
RK
NE 50TH ST
MA
AK E
5TH AVE N
TRL
HR
STL
4TH AVE N
40TH AVE NE
MERIDIAN AVE N
STONE AVE N
FREMONT AVE N 1ST AVE NW
GREENWOOD AVE N
1ST AVE NW
GREENWOOD AVE N PAL ATINE AVE N
PHINNEY AVE N
GREENWOOD AVE N
Windermere
GILMAN
FU
WE
N AVE TH
BOSTON ST
BURKE
BU
PL N
University District
6
MCGRAW ST
2ND AVE N
NE 55TH ST
Warren G. Magnuson Park
E SHELBY ST
Gas Works Park
RAYE ST
EEN ANNE AVE N
1
AVE NE
N
NE
Shared street
SMITH ST
Park
Sand Point
N 36TH ST
Neighborhood greenway
E ANN QU EEN
NE 50TH ST
Bryant
NE 60TH ST
Ravenna A BL VD
NE
Proposed
In street, minor separation
ST
ST
NE 65TH ST
ANN ARBOR
S TO
ST
David Rodgers Park
G TO
PHINNEY AVE N
NE
SIN
KEY
Cycle track N 34TH
NE RAVENN
K EN
PHINNEY AVE N
PL
LN
Existing
BU R K E G I L M AN T R L
IN
DP
N 40TH ST
NE
ED
OO
N 42ND ST
AY TW
WE
KW
Proposed
NE 68TH ST
NE 65TH ST
NE 47TH ST
N 41ST ST
Local Connectors
ND
Park
N 54TH ST
N 43RD ST
Cycle track
Ravenna 62
NE 55TH ST
N 46TH ST
View Ridge Playfield
NE 65TH ST
Cowen
N 56TH ST
N 44TH ST
FLORENTIA ST
West Queen
T
Existing
N 39TH ST
ON
KIR
NW 39TH ST
TH S
NE 75TH ST
NE 68TH ST
View Ridge
NE 66TH ST
NE 65TH ST
Neighborhood Wallingford greenway
Fremont
NE
NE
CitywideNNetwork 46TH ST
N 42ND ST
AV E
IN
Y
W 42ND ST
N
NE 70TH
N 53RD ST
Legend
N 43RD ST
RS
AW
PO
EW
N 50TH ST
KE
DL
S
NE 80TH ST
Dahl (Waldo J.) Playfield
E
ND
AK
KE EN LA GRE
N 57
Woodland Woodland Park Park Zoo
50TH ST
NIC
OO
W
SA
NL
T ES W
N
WA YN
TH ST
W
Green L a ke
N 59TH ST
TRL
EE
62ND ST
GR
N 70TH ST
NE 80TH ST
Green Lake
ST
NW 70TH ST
hinney Ridge
N
Roosevelt
NE 80TH ST
EA
WIN
E AV
Wedgewood
NE 85TH ST
N 82ND ST
N 80TH ST
A ON
N
Matthews Beach Park
NE 90TH ST
NE 86TH ST NE 85TH ST
N 77TH ST
MAN
DENSMORE AVE N
N 83RD ST
E GIL
N 90TH ST
Greenwood
NE 98TH ST
NE 97TH ST
N 92ND ST
NW 83RD ST
NE 105TH ST
BURK
NE 98TH ST
E NE
NE 100TH ST
N 87TH ST
N AV
Playfield
Licton Springs Park
ALTO
Meadowbrook
NE 103RD ST N 100TH ST
3RD AVE W
NE 110TH ST Nathan Hale Playfield
E AY N INT W
PL
NE 107TH ST
D PO
Northgate
TRL
NE 115TH ST
SAN
N 110TH ST
GILMAN
NE 115TH ST
NW 110TH ST
40TH AVE NE
8TH AVE NE
1ST AVE NE
Lake City
35TH AVE NE
N
NE 125TH ST
NE
N 117TH ST
CO R
N 122ND ST
ROOSEVELT WAY NE
N AVE RE DES
MO
NE 125TH ST
LIS
FREMONT AVE N
Haller Lake
INTERURBAN TRL
1ST AVE NW
NE 130TH ST
North Acres Park
N 128TH ST
BURKE
NW 117TH ST
5TH AVE NE
L
N 130TH ST
N 125TH ST
H ST
32ND AVE NE
STONE AVE N
N TR
ew
131ST
Bitter Lake
N 127TH ST
NE 135TH ST
ILMA
Bitter Lake Playfield
N 130TH ST
W 127TH ST
N 135TH ST
NE 140TH ST
KE G
Lake
SA VE
N 137TH ST
Jackson Park Golf Course
BUR
LINDEN AVE N
37TH ST
CORLISS AVE N
Map 4-4: NE Sector Map
Madison Park North Beach
Miles 2
N 80TH ST
BR IT Y RS
VE NA
C NE
RIO
NE
15TH AVE NE 18TH
17 TH AVE
T
E COLUMBIA ST E CHERRY ST
A G
RR
2N VE DA
VE YA
4T
VE HA 5T VE HA
VE HA
TE
7T
RIN
18TH AVE E
16TH AVE E 16TH AVE
18TH AVE
NS
E ALDER ST 19TH AVE
ER
MA
SPRUCE
MO
GINAL WAY S
S FOREST ST
12TH AVE S
15TH AVE S
18TH AVE S 18TH AVE S
Industrial District
14TH AVE S
37 TH AVE SW
13TH AVE S
MOUNTAINS TO SOUND TRL
AIRPORT WAY S
SW TA VE UN
42ND AVE SW
FA IR
MIR A
LNUT AVE SW
Harbor Island
S FOREST AVE S 18TH
AD
CALIFORNIA AVE SW
VALENTINE PL
6TH AVE S SK A AL A
SW AV E Y RR FE
12TH AVE
7 TH AVE S
5TH AVE S
4TH AVE S
NW AY S
L
45TH AVE SW
RL
SW
48TH AVE SW
DT
38
Hiawatha Playfield
UN
A
S HILL ST
S
IR
Miles 2
1
AV E ON AC BE
SW
M AD
SW ADMIRAL WAY
0.5
SO
L
0
SW ADMIRAL WAY
AY LW
S HOLGATE BR
O
TR
S HOLGATE ST
ST
KI
Shared street
IN TA
TR
UN
AL
Neighborhood greenway
INIE
KI
RA
Bay
AL
S WELLER ST S DEARBORN ST
MO
Proposed
S KING ST
LS AP TH S WA VE HIA RA
Elliott
Cycle track
14TH AVE S
E YESLER WAY S
Proposed
In street, minor separation
59TH AVE SW
14TH AVE
12TH AVE
E UNION ST
ST
YESLER WAY
Neighborhood greenway
AVE SW
14TH AVE E
12TH AVE E
IT Y
First Hill
12TH AVE
ST
SE
RS
S JACKSON ST
W VE S KI A
11TH AVE NE
IVE UN 10TH AVE E FEDER AL AVE E
10TH AVE E
IVE
ION
Cycle track
Existing
12 TH AVE
8TH AVE NE 5TH AVE NE
4TH AV NE
E HARVARD AVE E BOYLSTON AVE E
FR ANKLIN AVE E
BROADWAY
UN
Citywide Network
Local Connectors
15TH AVE NE
8TH AVE NE
L ATONA AVE NE L ATONA AVE NE
WA VE VIE T
SP
Bar-S
THACKER AY PL NE
1ST AVE NE
FAIR
ES
UN
Legend
E DENNY WY
BROADWAY
WE
PIK
E
Hill
E PINE ST
AV E
W AY
LVD
E PIKE ST
ELL PL
N
AV E
AV E
HUBB
KA
Downtown
D
AV E
ST
BE
D AR CH
AN BL AS
H
H
Park
L
T TS EW AR
ST LL
ST OA D BR
2N AL
Playground
EASTL AKE AVE E
BL VD W VIE KE LA
T HOMAS ST
7T H
NB
E
E REPUBLICAN ST
AV E
5T
AV E
Volunteer Park Capito
MELROS E CONNEC TOR TR
South Lake Union
MELROSE AVE E
9TH AVE N
2ND AVE N
L TR
1ST AVE N
Y
MERCER ST
4T
AL
L ATONA
2ND AV NE
SUNNYSIDE AVE N N AV E W IE FA I
RV
TAYLOR AVE N
E
WESTL AKE AVE N
N AV E GE BI
VA LLEY S T
ROY ST
1S T
Existing
9TH AVE NE ROOSE VELT WAY NE
MERIDIAN AVE N
FAIRVIEW AVE E
WESTL AKE TR AIL*
BIGELOW AVE N
4TH AVE N
2ND AVE N
LO W
7TH AVE W
3RD AVE W
ELLIOT T BAY TRL
5TH AVE N
3RD AVE W
4TH AVE W
10TH AVE W
ELLIOT T BAY TRL
QUEEN ANNE AVE N
W EA VE ND YK OR TH
C L I S E PL W
W
32ND AVE
29TH AVE W
8TH AVE W
W ROY ST
W THOMAS ST
KE
A
N AVE
YW WA
W OLYMPIC PL
TB A
Montlake R
RL
T ER
PIC
S
DE X
YM OL ELLI OT
N AVE
RW
IA
Park
Lake Union
GALER ST
W HIGHLAND DR
Kinnear E
BLAINE ST
Queen Anne
BO YE
TE E IN
ND
OL
N
AK E
MA
MAG N
West Queen Anne Playfield
BOSTON ST
STL
GIL
W
W
6 WE
VD BL
W CROCKETT ST
W BLAINE ST BL VD
E ANN
N AVE TH
IA
Interbay
QU EEN
MCGRAW ST
W MCGRAW ST
W MARINA PL
W
RAYE ST
SMITH ST
W MCGRAW ST
E SHELBY ST
Gas Works Park
David Rodgers Park
5TH AVE N
OL
9TH AVE W
11TH AVE W
GN MA
14TH AVE W
23RD AV W
W RAYE ST
21ST AVE W
35TH AVE W
Interbay Golf
W ARMOUR ST
E
ST
FLORENTIA ST
Magnolia Playfield
1ST AVE NE
N AV E N AW
ASHWORTH AV E W OO DL
WOODL AWN DENSMORE AVE N
WALLINGFORD AVE N
STONE WAY N
INTERL AKE AVE N
N 36TH ST WOODL AWN
ON
ST
WOODL AND PARK AVE N
FREMONT AVE N
N 34TH RS
CI FIC ST
VE NA
W BARRETT ST
KE
NE PA
MA
NIC
WALLINGFORD AVE N
NE
WA YN
WOODL AWN
S TO
LINDEN AVE N
FREMONT AVE N
PHINNEY AVE N PHINNEY AVE N
RL
W BERTONA ST
11TH AVE W
14TH AVE W
16TH AVE W
AL T
Universit District
HR
20TH AVE W
C AN
NE 50TH
FU
29TH AVE W
SHIP
N 40TH ST
N 39TH ST
12TH AVE NE BROOKLYN AVE NE
LINDEN AVE
N
GREENWOOD AVE N
6TH AVE NW
8TH AVE NW
FREMONT AVE N
PHINNEY AVE N
PAL ATINE AVE N
12TH AVE NW 11TH AVE NW
14TH AVE NW
17 TH AVE NW
20TH AVE NW
21ST AVE W
L
Interbay Athletic Field
ST
Wallingford
N 41ST ST
ROOSE VELT WAY NE
GREENWOOD AVE N
6TH AVE NW
8TH AVE NW
12TH AVE NW
17 TH AVE NW
24TH AVE NW
28TH AVE NW
32ND AVE NW
34TH AVE NW
32ND AVE NW 32ND AVE W
TR
36TH AVE W
AN
W DRAVUS ST
N
NE
ILM
Magnolia
SO
N 42ND ST
Fremont NW 39TH ST
ER
PL
EG
W DRAVUS ST
CK
IN
RK
W
W RUFFNER ST
NI
ED
BU
E AV
W
WE
AN
Park
PL N
LM
Lawton
N 46TH ST
N 43RD ST
N 42ND ST
NE 55TH
NE 47TH ST
N 44TH ST
N 43RD ST
NW 42ND ST
NE RAVEN
N
GI
W EMERSON ST
N 46TH ST
Park
N 54TH ST
N 53RD ST
6
Cowen
N 56TH ST
NE
y
NE 66TH ST
G TO
Ba
WA Y
T
S TO
RE
NE
SIN
DO
on
MO
N 50TH ST
TH S
KEY
CO M
Woodland Woodland Park Park Zoo
NW 50TH ST
l
AV E
K EN
W
N 57
LN
NW 50TH ST
Sa
N
NE
DP
DORE WAY
AW
NE 65TH ST
OO
L
5
N
WA YN
NW 56TH ST
DL
KW
NW
N 59TH ST
NW 58TH ST
NW MARKET ST
OO
NE 70TH
KIR
TR
ST
Y
AN
H 4T
EW
ILM
KE EN LA GRE
EG
W
Green L a ke T ES W
Phinney Ridge
m
Discovery Park
W COMMO
RK
NW 65TH ST
NW 62ND ST
NW 58TH ST BU
N 70TH ST
NW 64TH ST
AK
NW 65TH ST
NW 64TH ST
N
NL
Ballard
NW 70TH ST
Ballard High School Playground
VE AA
EE
Map 4-5: W Sector Map
NW 70TH ST
ON
GR
NW 70TH ST
WIN
NE 80
Green Lake
ST
N 77TH ST
Roosevelt
NE 80TH ST
10TH AVE E
NW 77TH ST
EA
NW 77TH ST
FR E M O N T
1ST AVE
NW 80TH ST
ND
P
45TH AVE
SA
49TH AVE NE
50TH AVE NE
34TH AVE
22ND AVE NE
19TH AVE NE 20TH AVE NE
15TH AVE NE
11TH AVE NE
12TH AVE NE BROOKLYN AVE NE
5TH AVE NE
45TH AVE NE
CANA
47 TH AVE NE
L RD NE
TRL GILMAN
BR IT Y RS UN
IVE
BURKE
THACKER AY PL NE
L ATONA AVE NE
4TH AV NE
1ST AVE NE
2ND AV NE
E
WOODL AWN
WA VE VIE FAIR
10TH AVE E
24TH
25TH AVE E
43RD AVE E
40TH AVE E
HIL L SI D
E
28TH AVE E
41ST AVE E
39TH AVE E
26TH AVE E
ST
ON
MCGILVR A BLVD E
37 TH AVE E
21ST
21ST AVE E
19TH AVE E
16TH AVE E
18TH AVE E
14TH AVE E
IS
29TH AVE E
27 TH AVE E
19TH AVE
16TH AVE 17 TH AVE
14TH AVE
N
W
E UNION ST
Lake
UN
L AKE WASH
LAKE W ASHING TO N BLVD S L AKESIDE AVE S
Park
MOUNTAINS TO SOUND TRL
18TH AVE S
13TH AVE S
15TH AVE S
RL
12TH AVE S
DT
AIRPORT WAY S
SO
NW AY S
O
SK A
ST
AL A
IN TA
MOUNTAINS TO SOUND TRL
UN
Proposed
1 VALENTINE PL
6TH AVE S
INIE
S HOLGATE BR
YAKIMA AVE S
LS AP TH S WA VE HIA RA
RA
S HOLGATE ST
S CHARLES ST
Park
31ST AVE S
Judkins Park and Playfield
S DEARBORN ST
Frink 30TH AVE S
20TH AVE S
S
12TH AVE
7 TH AVE S
5TH AVE S
4TH AVE S
ES
S WELLER ST
S MASSACHUSETTS ST S GRAND ST
S HILL ST
AV E ON AC BE
Existing
Leschi S JACKSON ST
S KING ST
MO
Citywide Network
22ND AV
14TH AVE S
E YESLER WAY
S JACKSON ST
ott
Powell Barnett Park
E ALDER ST SPRUCE
26TH AVE S
VE DA
VE YA
2N
E ALDER ST
YESLER WAY
Washington
INGTON BLV
Garfield Playfield
31ST AVE
RR
4T
VE HA 5T VE HA
VE HA
TE
7T
G
D
E CHERRY ST
CA RIN
E COLUMBIA ST
33RD AVE
T
29TH AVE
NS
M L KING JR WAY S
VE NA
E EN
RIO
Central Area
19TH AVE
ER
MA
E UNION ST 27 TH AVE
ST
22ND AVE
IT Y
First Hill
M L KING JR WAY
ION
RS
12TH AVE
ST
UN
IVE
E
S
E PINE ST
18TH AVE
ELL PL
UN
HUBB
T ES
SP
Legend
22ND AVE E
19TH
10TH AVE E FEDER AL AVE E
12TH AVE E 10TH AVE E
12TH AVE
ST
E PINE ST
S
y
AD
E DENNY WY
E PIKE ST
BROADWAY
CH AN BL
E DENNY WY
BROADWAY
T TS EW AR
ST LL AR
D
BE
18TH
BOYLSTON AVE E
FR ANKLIN AVE E
MELROSE AVE E
9TH AVE N
5TH AVE N
PIK
26TH AVE E
HARVARD AVE E
FA I
RV
IE
W
MELROS LA E CONNEC KE TOR TR VIE L
AV E
N
W
BL VD
E
WESTL AKE AVE N
TAYLOR AVE N
EASTL AKE AVE E
FAIRVIEW AVE E
WESTL AKE TR AIL*
BIGELOW AVE N
5TH AVE N
N AV E LO W GE BI ST OA D BR
AV E
AV E
WE
Downtown
EM
E HARRISON ST
AV E
W AY
Hill
R
N
E GALER ST
Volunteer Park Capitol
AD
KA
AV E
H
Park
ON
AS
D
H
Madison
DR
5T H
Washington Park Arboretum
MA
2N AL
35TH AVE NE
8TH
L
9TH AVE NE ROOSE VELT WAY NE
MERIDIAN AVE N
SUNNYSIDE AVE N
DENSMORE AVE N
WALLINGFORD AVE N
STONE WAY N
INTERL AKE AVE N
WOODL AND PARK AVE N
FREMONT AVE N
L ATONA
ASHWO
WALLINGFORD AVE N
NE
WA YN
WOODL AWN
S TO
FREMONT AVE N
WOODL AWN
GREENWOOD AVE N
PHINNEY AVE N 2ND AVE N
QUEEN ANNE AVE N
4TH AVE N
4TH AVE W
3RD AVE W
3RD AVE W
1ST AVE N
2ND AVE N
AV E
4T
E
Madison Park North Beach
E REPUBLICAN ST
T HOMAS ST
7T
RA VE
E
1S T
BO YE
D LV
W THOMAS ST
South Lake Union
MCGRAW
LVD
NB
MERCER ST
E CALHOUN E LYNN ST
G TO
VA LLEY S T
ROY ST
Park
LAKE WAS HIN
W OLYMPIC PL W ROY ST
NB
E
AVE E
N AVE
HIGHLAND DR
AV E
23RD
T ER
GALER ST
KE
A
DE X
N AVE
Queen Anne
Lake Union
Montlake R
RL
AK E
BLAINE ST
BO YE
TE E IN
STL
West Queen Anne Playfield
BLAINE ST
BOSTON ST
WE
N AVE TH
KETT ST
E SHELBY ST E HAMLIN ST
6
MCGRAW ST
CGRAW ST
CI FIC ST
E SHELBY ST
RAYE ST E ANN
NE PA
E
ST
QU EEN
NE 41ST ST
Laurelhurst
Gas Works Park
SMITH ST
C
D
N 36TH ST
FLORENTIA ST
David Rodgers Park
L
ST
NE
KR
VE NA
ON
NE 45TH ST
R LA
MA
N 34TH RS
University District
HR
KE
NE 50TH ST
FU
NIC
TRL
TR
A ST
Windermere
GILMAN
AN
RL
RL
ILM
NT
N 40TH ST
N 39TH ST
EG
MA
Wallingford
BURKE
RK
GIL
NW 39TH ST
NE 50TH ST
NE 55TH ST
BU
PL N
LINDEN AVE N
N
NE
PHINNEY AVE N
G TO
S TO
6TH AVE NW
SIN
N 42ND ST
Fremont
AL T
KEY
N 43RD ST
N 41ST ST
Park
NE 55TH ST
N 46TH ST
N 44TH ST
N 42ND ST
A BL VD
NE 47TH ST
Map 4-6: E Sector Map
NW 42ND ST
NE RAVENN
N 54TH ST
N 53RD ST
N 46TH ST
N 43RD ST
S WALKER ST
Mount Baker
Amy Yee Tennis Center
S L AKE PARK DR S
31ST AVE S
25TH AVE S
43RD AVE S
38TH AVE S
Columbia
4 6TH AVE S
CO
ER
42ND
S GENESEE ST
V NO
S ALASKA ST
35TH AVE S
Miles 2
1
50TH AVE S
COURTL AND
34TH AVE S S
24TH PL S
LVD YB
AST CH E S
HUNTER BLVD S
24TH AVE S
L AFAYE T TE AVE S
14TH AVE S
Genesee Park and Playfield
37 TH AVE S
21ST AVE S
18TH AVE S
14TH AVE S 6TH AVE S
15TH AVE S
AIRPORT WAY S
21ST AVE SW
10TH AVE S
EAST MARGINAL WAY S
EAST DUWAMISH TR AIL
13TH AVE S
S
0.5
S ANGELINE ST
SEWA
IEF
Y WA
S
CH
N BI A LUM
LE TITIA AVE
S CO
Playfield
YS WA
Maplewood
S HORTON ST
ST
0
39
S SNOQUALMIE ST
S ALASKA ST
EN
G JR
R TRL
Park
Jefferson Park Jefferson Golf Park Course
ALD SW
KIN
ISH RIVE
Puget
S SPOKANE ST
ML
DUWAM
Pigeon Point Park
DS
Shared street
N BLV
Neighborhood greenway
N G TO
S SPOKANE ST
HI WAS
SW SPOKANE ST
S FOREST ST
L AK E
In street, S SPOKANE ST minor separation
ST
S
OKANE
S FOREST ST
Proposed
AVE S 18TH
Cycle track SW SP
Existing
VE RA
Industrial
District Local Connectors
INIE
Cycle track Neighborhood greenway
RA
Harbor Island
23RD AVE S
C AN
N 56TH ST
K EN
N 50TH ST
T
PL N
NW 50TH ST
TH S
OD
Woodland Woodland Park Park Zoo
WO
WA YN
NW 56TH ST
ION
VE NA
SE
E CHERRY ST G
RR
VE DA
VE YA
2N
VE HA VE HA
4T
VE HA
TE
7T
RIN
5T
SP
E COLUMBIA ST
RIO
A
E ALDER ST
19TH AVE
ER
MA C NE
12TH AVE
ST
UN
BROADWAY
WE
Downtown
SPRUCE YESLER WAY 12TH AVE
S
14TH AVE S
E YESLER WAY
7 TH AVE S
MOUNTAINS TO SOUND TRL
14TH AVE S 13TH AVE S
10TH AVE S
6TH AVE S
15TH AVE S
12TH AVE S
ES
ON AV CORS
ELLIS
1ST AV S
HIGHLA ND P
ST
M
AR
GI
NA
LW AY
SW
Proposed
Cycle track In street, minor separation
S
35TH AVE SW
0
40 Miles 2
1
16TH AVE S
BR AVE S 14TH AVE S
1ST AVE S
SW PL N OL
SO
8TH AVE SW
10TH AVE SW
0.5
16TH
8TH AVE S
9TH AVE SW
10TH AVE SW
16TH AVE SW 16TH AVE SW
SW ROXBURY ST
SW 106TH ST
Shared street
1
S HENDERSON ST
SW 104TH ST
Neighborhood greenway
0.5
Westcrest Park
SW 98TH ST CALIFORNIA AVE SW
Existing
SW HENDERSON ST
37TH AVE SW
Local Connectors
ON
South Park
YS S WA
VE HA
SW ROXBURY ST
RT
SW TRENTON ST PL
18TH AVE SW
Playground
25TH AVE SW
Roxhill
Park
BA
S CLOVERDALE ST
SW CLOVERDALE ST
MYER
4 4T
Fauntleroy
Highland Park Playground
24TH AVE SW
SW
SW BARTON ST
Cycle track
18TH AVE SW
27 TH AVE SW
26TH AVE SW
34TH AVE SW
35TH AVE SW
36TH AVE SW
Proposed
Neighborhood greenway
18TH AVE S 15TH AVE S
AIRPORT WAY S
28TH AVE SW
BR NB
12TH AVE SW
34TH AVE SW
35TH AVE SW
21ST AVE SW
37 TH AVE SW
36TH AVE SW 37 TH AVE SW
FAUNTLEROY WAY SW
Existing
SW THISTLE ST
PL
S AY W
Citywide Network
1
RO
RT
EA
L R TR
SW HOLDEN ST
LB
PO
CALIFORNIA AVE SW
SA
AIR
AY SW KW AR
RIVE
Legend
SW THISTLE ST
T
AV
S RIVER
H AMIS DUW
AY SW AR W DUM
SW ELMGROVE ST
AL TH
IF T SW
VE S 1 ST A
H RIVER TRL
Playfield
S BAILEY ST
WEST MARGINAL WAY S
Lincoln Park
SE
Bea H
Georgetown
Riverview
SW MYRTLE ST
Y SW WA
SW HOLDEN ST
DUWAMIS
DELRIDGE WAY SW
Delridge
AN LV SY
SW HOLDEN ST
16TH AVE SW
L SW
25TH AVE SW
ERO Y WA Y SW
6TH AVE S
21ST AVE SW
26TH AVE SW
FT P
39TH AVE SW
CR O
SW
SW HOLLY ST
IEF
S LUCILE ST
SW GRAHAM ST
3 1S T AV E S W
FAU NTL
S DAWSON ST
Georgetown
INT DR
S
CH
S ORCAS ST
HIGH PO
47TH AVE SW
SW BEACH DR
Solstice Park
EAST DUWAMISH TR AIL
26TH AVE SW
30TH AVE SW
36TH AVE SW
35TH AVE SW
37TH AVE SW
DELRIDGE WAY SW
OY ER TL FA UN
FAUNTLEROY WAY SW
SW BRANDON ST
SW
SW MORGAN ST
SW HOLLY ST
E
Playfield
Park SW DAWSON ST
E 31ST AV
SW GRAHAM ST
N
Maplewood
S
42ND AVE SW
Puget
Jefferson Park
Playfield
Morgan Junction
S SPOKAN
S SNOQUALMIE ST
S ALASKA ST
T WAY
CALIFORNIA AVE SW
21ST AVE SW
NW AY SW
SW
AV ALO
42ND AVE SW
W AY
45TH AVE SW
CALIFORNIA AVE SW
48TH AVE SW
SW
Camp Long
Pigeon Point Park
AIRPOR
DR
EW AY SW
West Seattle Golf Course
R TRL
RD
CH BE A
SEN 48TH AVE SW
SW NEVADA ST
ISH RIVE
OB JAC
Sound
18TH AVE S
S SPOKANE ST
J
KIN
SW JUNEAU ST
15TH AVE S
L AFAYE T TE AVE S
S SPOKANE ST
SW SPOKANE ST
14TH AVE S
37 TH AVE SW
WALNUT AVE SW
EAST MARGINAL WAY S
ST
DUWAM
SW
Puget
13TH AVE S
AIRPORT WAY S
SW TA VE UN MO FA IR
OKANE
S FORES
AVE S
55TH AVE SW
SW
ER S
12TH AVE S
SK A AL A
SW AV E Y
42ND AVE SW
RR FE 45TH AVE SW
CALIFORNIA AVE SW
DR
SW HUDSON
VALENTINE PL
6TH AVE S NW AY S
L TR 48TH AVE SW
59TH AVE SW 63RD AVE SW
Y WA
SW SP
S FOREST ST
AVE S 18TH
AL
CH BE A
SW GENESEE ST
SW ALASKA ST
W
Industrial District
SW ANDOVER ST
Mee Kwa Mooks Park
RL
MIR
SW HINDS ST
West Seattle
SW CHARLESTOWN ST
DT
AD
SW HINDS ST
UN
Playfield
S HILL ST
S
Harbor Island
Hiawatha
SW
Schmitz Park
S HOLGATE BR
AV E ON AC BE
A
SO
L
Playground
IR
O
TR
Bar-S
SW
M AD
ST
KI
AL
W VE S KI A
IN TA
AL
S HOLGATE ST
SW ADMIRAL WAY SW ADMIRAL WAY
AY LW
INIE
UN
KI
RA
MO
Bay
AL
S WELLER ST S DEARBORN ST LS AP TH S WA VE HIA RA
Elliott
S KING ST 5TH AVE S
4TH AVE S
S JACKSON ST
Map 4-7: SW Sector Map
Miles 2
Leschi
ST
MOUNTAINS TO SOUND TRL
IN TA O SO
UN
12TH AVE S
18TH AVE S
S MASSACHUSETTS ST S GRAND ST
S HILL ST
AV E ON AC BE
AIRPORT WAY S
VALENTINE PL
15TH AVE S 13TH AVE S
NW AY S
S HOLGATE BR
MOUNTAINS TO SOUND TRL
RL
SK A
DT
AL A
Park
L AKESIDE AVE S
UN
YAKIMA AVE S
MO
6TH AVE S
RA
LS AP TH S WA VE HIA RA INIE
S CHARLES ST
30TH AVE S
Judkins Park and Playfield
Park
31ST AVE S
S WELLER ST S DEARBORN ST
Map 4-8: SE Sector Map S HOLGATE ST
26TH AVE S
7 TH AVE S
5TH AVE S
S KING ST
Frink
LAKE W ASHING TO N BLVD S
S JACKSON ST M L KING JR WAY S
20TH AVE S
12TH AVE
S
14TH AVE S
ES
4TH AVE S
22ND AV
S JACKSON ST
S WALKER ST
Mount Baker
Amy Yee Tennis Center
L AKE PARK DR S
31ST AVE S
25TH AVE S
HUNTER BLVD S
38TH AVE S
AVE S
4 6TH AVE S
51ST AVE S
4 6TH AVE S
42ND AVE S
WILSON AVE S SE W AR D PA RK AV ES
4 6TH AVE S
16TH AVE S
M L KING JR WAY S
L
N AV
AVE S 16TH
4 6TH AVE S
RS
RAINIER AVE S E AT W RS E AV S
S ROXBURY ST CH IEF SE A
IN
Kubota
I ER
TRL
RA
LTH
S WAY
E AV
Cycle track
Beer Sheva Park
EEK D
39TH AVE S
CARK
SW PL N SO
S HENDERSON ST
JR WAY S
ORT
Proposed
Rainier Beach Playfield
M L KING
AIRP
Citywide Network
Rainier Beach
ES
Legend
Pritchard Island Beach
AVE S
TR
RENTO
LTH
14TH AVE S
SE A
E AV S
S CRESTON ST
In street, minor separation
Shared street
0.5
Miles 2
1
41
56TH AVE S
S LEO ST
0
Lakeridge Playground
Lakeridge
S ANGOR ST
Cycle track
Neighborhood greenway
65TH AVE S
N
51ST AVE S
O
Proposed
NT
Existing
RE
Local Connectors
S
Gardens
Neighborhood greenway
55TH AVE S
OL
SEWARD PARK
BR
ES
S KENYON ST
IEF
1
E
S
CH
8TH AVE S
43RD AV
S KENYON ST
AY S RT W
1ST AVE S
52ND AVE S
ES
ON AV CORS
1ST AV S
HIGHLA ND P
39TH AVE S
6TH AVE S BR NB
12TH AVE SW
ELLIS
W
S HENDERSON ST
Existing
N
S OTHELLO ST
S 39TH AVE S
South Park
S MYRTLE ST
Othello
PL
BEACON AVE S
9TH AVE SW
T LE
YS S WA
8TH AVE SW
YR
RD S
10TH AVE SW
SM
ARY MILIT
10TH AVE SW
TRL
S MYRTLE ST
MYER
SW ROXBURY ST
Westcrest Park
S
AIRPO
SW HENDERSON ST
LTH
LW AY
Martha Washington Park
S HOLLY ST
SE A
NA
L R TR S CLOVERDALE ST
SW CLOVERDALE ST
SW TRENTON ST
AY S JR W
IEF
GI
E AV
S AY W
AR
Seward Park
Playfield
S HOLLY ST
N CO
RT
M
B EA
PO
ST
RIVE
Highland Park Playground
ING
CH
AIR
EA
WEST MARGINAL WAY S
SW THISTLE ST
MLK
S MORGAN ST
Seward Park
S ORCAS ST S JUNEAU ST
Brighton
S
S RIVER
H AMIS DUW
SW HOLDEN ST
RO
PL
E AV
VE S 1 ST A
H RIVER TRL
AY SW KW AR
LB
Hillman City
S ORCAS ST
IF T SW
DUWAMIS
SW MYRTLE ST
SA
Georgetown
Riverview Playfield
S BAILEY ST
AVE S
Playfield
S DAWSON ST
VD S N BL GTO
BEACON
Beacon Hill
Georgetown
S ANGELINE ST
TRL
S
AVE S ON NT RE
T WAY
S DAWSON ST
S ORCAS ST
Columbia City
S FERDINAND ST
L
S LUCILE ST
dge
37 TH AVE S
35TH AVE S
S ALASKA ST
42ND AVE S
TR
50TH AVE S
34TH AVE S
COURTL AND S
24TH PL S
LVD YB
AST CH E 15TH AVE S
AL TH
43RD AVE S
24TH AVE S
L AFAYE T TE AVE S 15TH AVE S
14TH AVE S 13TH AVE S
SE
CO
Y WA
ER
IN AS H EW LAK
AIRPOR
12TH AVE S
IEF
S GENESEE ST
V NO
SEWARD PARK
CH
N BI A LUM
Genesee Park and Playfield
42ND
23RD AVE S
18TH AVE S
14TH AVE S AIRPORT WAY S
10TH AVE S
6TH AVE S
DS
YS WA
EAST DUWAMISH TR AIL
N BLV
S
G JR
R TRL
S CO
Playfield
N G TO
LE TITIA AVE
KIN
ISH RIVE
Maplewood
S DAWSON ST
S HORTON ST
ST
EN
ML
Jefferson Park Jefferson Golf Park Course
ALD SW
S SNOQUALMIE ST
S ALASKA ST
HI WAS
EAST MARGINAL WAY S
S
S SPOKANE ST
Lake Washington
L AK E
VE RA
S SPOKANE ST
DUWAM
t
INIE
S FOREST ST AVE S 18TH
S SPOKANE ST
SW SPOKANE ST
S FOREST ST
RA
Industrial District
21ST AVE S
S
Harbor Island
Park
Building for Riders of All Ages and Abilities Bicycling needs to be a safe, pleasant, and convenient transportation option for the broadest array of people. Map 4-9 below shows the proposed network of bicycle facilities appropriate for riders of all ages and abilities, consisting of 425 miles of multi-use trails, cycle tracks, and neighborhood greenways.
d
Map 4-9: Proposed All Ages and Abilities Bicycle Network
S
o
u
n
§ ¨ ¦5
W a s h i n g t o
n
Green L a ke
L a ke Union
N
W
E
S
E l l i o tt Bay
t
k e L a
90 § ¨ ¦
P
u
g
e
§ ¨ ¦5
All Ages and Abilities Facilities
Miles 0
1
2
42
3
4
ES SR EM IS
I90 WB
P AD O
I ER RAIN
§ ¦5 ¨ N
k e L a
AKE AV E
10TH AVE E
EAS TL E
ST
b Æ E C HE RRY S T
W a s h i n g t o
E
S GE N ES E E ST
50TH AVE S
23R D AV E
I5 S B
MO AK E
n
NTL DN
B LV
E
15TH AVE NE
8T H AVE NW
NE 75T H ST
AVE
S
TO
S
N
E
AV
S
ON
VE
RA IE IN
RA
N RE
M L KIN G JR WAY S
AC
55TH AVE NE
1S T AV E NW
1S T AV E NE
35TH AVE NE
15TH AVE NE
8TH AVE NE
AUR ORA AVE N
ROO S E VE LT WAY NE
5TH AVE NE
3R D AV E NW GRE EN WOO D AVE N DAYTO N AVE N
d
ME RID IAN AVE N
15TH AVE NE
1S T AV E NE
30TH AVE NE LAKE CI TY WAY NE
NE 125TH S T
51S T AV E S
PR
23R D AV E S
I5 NB
AUR ORA AVE N
PHIN NE Y AV E N
28TH AVE NW
n
NE 145TH S T
38TH AVE S
EX
VE
31S T AV E S
I90
20TH AVE S
S M AIN S T
RA
M L KIN G JR WAY S
b Æ 12TH AVE
BROAD WAY
YE
AVE S
43
BEAC ON
Miles 4 BO
ES
Regional Bicycle Network
LW
SW R OXB URY S T
INA
SW 100TH S T
4T H AVE S
AUR ORA BR
3R D AV E NW
15TH AVE NW
Green L a ke
ER AV
SW H OL DE N S T
AI RPO RT WAY S
WES TLAK E AVE N
DE XT E R AV E N
5TH AVE W
BALL ARD BR
24T H AVE NW
32N D AVE NW
u
N 130TH ST
RAINI
15TH AVE S
4T H AVE S
E l l i o tt Bay 1S T AV E S
1S T AV E N
ME RC ER ST
8TH AVE S
EAS T MARG INAL WAY S
WA Y DE NNY WAY M O NO RA IL
AVE S
1S T AV E S
AN
1S T AV E S
SK
L a ke Union
S
9TH AVE S W
AL A
BEAC ON
16TH AVE S W
15TH AVE W
6TH AVE W
BOS TON ST
VE
35TH AVE S W NW 65TH S T
RA INIE
DE LRI DGE WAY SW
CAL IF ORN IA AV E S W
N
§ ¦5 ¨
RA
CAL IF ORN IA AV E S W
28TH AVE W
o
NW 85TH S T
RG MA
35TH AVE S W
MAGNO L IA BLVD W
34TH AVE W
S
NW
ST
S AY
SW TRE NTON ST
RD
EB
SW T HIS T LE S T
AN N 115TH ST
I90
b Æ LM
WE
3 E
2 AV
1 E RN
49TH AVE S W
TE
K AL HO
ES
Local Connectors SW NW 96T H S T
W
0
Multimodal Hub
E ROY WA Y SW
W
E
L
FAUN TL
VE
TA
OT
V IA
I TR
Citywide Network
P
LI
S AL K
b Æ
u
EL
W EW
W EM E RS ON S T
AV
t
N
MA
W
RS
HD
e
GIL
C BEA
g
Connecting to the Region Connections to neighboring jurisdictions and other regional destinations will support the goal of increased bicycle ridership by providing for seamless regional bicycle travel.
Map 4-10: Regional Connections and Transit Hubs
N 120TH ST
NE 95TH ST
NW 80TH S T
NE 65T H ST NE 70T H ST
N 50T H S T NE 55T H ST
NE 45TH ST NE 41S T S T
E YE SL E R WAY
90 § ¦ ¨
S O RC AS S T
BE
S BAN GO R ST
AV E
S
Bicycle Facility Design
Figure 4-1: Sample Section of the Intersection Treatment Selection Table
The following Visual Glossary and Intersection Treatment Selection sections provide brief descriptions and clear graphics to illustrate the “what” and “why” of the facilities recommended in the Plan. This section covers a range of facilities and intersection treatments. A more comprehensive glossary of bicycle facilities including end-of-trip facilities is presented in Appendix 3.
Roadway Type: Auto Volumes:
Collector Arterial
