T15 Designate principal arterials, a transit priority network, and major truck streets as described in the policies in this and other sub-elements, to identify the key functions of these streets. Make operating, design, access, and/or service changes to enhance the key functions of these streets when congestion significantly hinders the key functions. Changes to these streets to enhance their key function(s) should maintain or enhance pedestrian facilities and operations, taking into consideration the expected type and volume of traffic, safety, accessibility, and aesthetics for pedestrians walking along and crossing a street. (Amended 11/95)

T16 Designate principal arterials as shown in Transportation Figure 1. Design, operate, and regulate access along principal arterials to accommodate and facilitate through traffic and connect with regional facilities. Direct through traffic onto principal arterials and away from local streets. Continue to designate other classes of arterials in the Seattle Comprehensive Transportation Program.

T17 Coordinate with the state Department of Transportation and adjacent jurisdictions to discourage diversion of traffic from regional roadways and principal arterials onto lesser arterials and local streets.

T18 Use neighborhood traffic control devices and strategies to protect local streets from through traffic, high volumes, high speeds, and pedestrian/vehicle conflicts. Use these devices and strategies on collector arterials where they are compatible with the basic function of collector arterials.

T19 Manage the street system safely and efficiently for all modes and users, and emphasize pedestrian safety. Accommodate emergency vehicles.

T20 Do not attempt to provide street space to meet latent demand for travel by car. Do not pursue freeway expansion for the sole purpose of increasing general traffic capacity. Increase capacity of principal arterials where and as appropriate, either by expansion or by operating changes. Increase capacity on streets other than principal arterials only if needed to improve safety; but allow increased capacity for isolated connections to regional roadways to maintain the integrity and continuity of the street system, or if needed to achieve level-of-service standards. Use transportation system management (TSM) techniques as appropriate to manage street space. Reallocate street space among various uses (e.g., general traffic, transit, trucks, carpools, bicycles, parking, pedestrians) as needed to enhance the key function(s) of a street.

T20.51 Seek to reduce damage to Seattle’s roads and bridges that is caused by heavy vehicles, including transit. Accordingly, encourage transit agencies to purchase buses that are as light as is practical. Pursue strategies to finance repair of road damage in a way that is equitable for Seattle’s taxpayers. (New policy added 11/99)

T212 Arterial Level-of-Service: Define arterial level-of-service (LOS) to be the volume-to-capacity ratio (v/c) at designated screenlines, each of which encompasses one or more arterials, as shown in Transportation Figure 2. Measure peak hour directional traffic volumes on the arterials crossing each screenline to calculate the screenline LOS. To judge the performance of the arterial system, compare the calculated LOS for each screenline with the LOS standard for that screenline shown in Transportation Figure 3. (Amended 11/99)

T223 Transit Level-of-Service: Define transit level-of-service (LOS) to be the volume-to-capacity ratio (v/c) at designated screenlines, each of which encompasses one or more arterials, on some of which transit operates, as shown in Transportation Figure 2. Measure peak hour directional traffic volumes on the arterials crossing each screenline to calculate the screenline LOS. To judge the performance of the transit system, compare the calculated LOS for each screenline with the LOS standard for that screenline shown in Transportation Figure 3. (Amended 11/99)

T234 Complying with Level-of-Service Standards: When the calculated LOS for a screenline approaches the LOS standard for that screenline, pursue strategies to reduce vehicular travel demand across the screenline and/or increase the operating capacity across the screenline.

T245 Coordinate Seattle's parking policies with regional parking policies, and with those of adjacent jurisdictions, in part to preserve Seattle's competitive position in the region.

T267 Consider establishing maximum parking limits for long- and short-term off-street parking to be provided by new non-residential development, tied to the changing availability of non-auto modes in a particular area. Review minimum parking requirements and maximum limits periodically as conditions change, such as land use mix, land use density, and the availability of transit and other non-auto modes.

T278 Balance the removal of long- and short-term on-street parking over time with the availability of non-auto modes and with the availability of off-street parking, in part to preserve the vitality of commercial areas. The decision to remove on-street parking may require balancing a number of policy objectives. For arterials, policy objectives include safety, sufficient on-street parking to support business districts and prevent spillover parking in residential areas, a pleasant pedestrian environment, truck access and loading and effective operation of the street for high occupancy vehicles, including transit, and bicycles. For urban centers and urban villages the pedestrian environment and transit operations are particularly important considerations.

T289 Allow long-term parking on most collector arterials and local streets, limited only by safety, street design, and property access needs. Use strategies such as parking duration limits,and/or time-of-day limits, or restricted parking zones (RPZs), where appropriate, to discourage commuter parking and to discourage parking from commercial areas or other activity centers from spilling over onto residential streets.

T2930 Allow flexibility and strive toward efficiency in meeting the long-term parking needs of new development in commercial areas, urban centers, and urban villages, by using strategies such as discouraging long-term accessory parking for single-occupant vehicles, while allowing principal use parking.

T301 Emphasize short-term parking over long-term parking in commercial areas, both on-street and off-street.

T312 Establish or maintain minimum long-term and/or short-term off-street parking requirements for new development for special vehicles and purposes, where appropriate, such as carpools, vanpools, bicycles, zero-emission vehicles, and vehicles for persons with disabilities.

T324 Designate the transit priority network as shown in Transportation Figure 4. Monitor bustransit speeds and operations along the transit priority network and, where needed, pursue measures to increase bus transit speeds and reliability, reduce delay, and support demand. Continue to designate other transit classifications through the Seattle Comprehensive Transportation Program.

T335 Strive to maintain at least the minimum goals for bus speeds listed below, and higher speeds where possible, wWorking with King County Metro and making changes as warranted to City street design and/or operations. Focus on designated segments of the transit priority network, monitoring average p.m. peak period directional bus speed, excluding dwell time (time stopped for loading/unloading passengers).

T346 Support development of an integrated, multi-modal, regional transportation system that links urban centers within the city and the region, and includes commuter rail, new rapid rail and/or light rail, interstate passenger rail, ferries, regional and local-service buses, community feeder/circulator services, taxis, carpools, vanpools, bicycles, pedestrians, and support facilities. Design and operate the facilities and services to make inter-modal transfers easy and convenient.

T37 Work actively toward a citywide transit system -- the Local Initiative for Neighborhood Circulation (LINC) -- that includes both limited-stop, frequent intermediate capacity transit service connecting urban centers, urban villages, and manufacturing/industrial centers; and intra-community feeder service connecting homes and businesses with neighborhood transit facilities. Intermediate capacity service may include limited-stop express bus service, and shared or exclusive right-of-way, guideway, or grade-separated facilities for rail or rubber-tired transit. The intra-community service may include small vehicles, flexible routes, demand-responsive or dial-a-ride service, subsidized taxis, night shuttles, or other types of service.local fixed-route bus service and shuttles, and other types of transit services and technologies appropriate to the local transit market and environment.

T457 Recognize the importance of walking in the city and the contribution walking makes to achieve personal mobility, and environmental objectives, and the sense of community and security. Enhance the pedestrian environment throughout the city.

T468 Through implementation of the comprehensive plan and/or neighborhood planning, dDesignate Key Pedestrian Streets within the highest-density portions of urban villages and along logical connections between villages. Design and operate these streets to be safe and attractive for pedestrians, improve access to transit, encourage street-level activity, and facilitate social interaction. Integrate pedestrian facilities into street improvements on these streets. Consider strategies such as curb bulbs, mid-block crosswalks, pedestrian-activated signals that help pedestrians, benches, street trees, wider sidewalks, lighting, special paving, overhead weather protection, and grade-separated pedestrian walkways over or under major obstacles to pedestrian movement.

T479 Accelerate the maintenance and improvement of existing pedestrian facilities, and develop and maintain new onefacilities throughout the city., in order to Iincrease pedestrian activity, enhance pedestrian safety, and promote a pleasant walking environment. with Give special consideration to certain pedestrian facilities including recommended school walking routes, access to transit, access for people with disabilities, and access to and, within, and between urban villages environments.

T4850 Provide access routes for persons with disabilities and special needs to transit facilities, public facilities, social services, and commercial districts.

T4951 Provide and maintain direct, continuous bicycle routes, and make all appropriate streets bicycle-friendly. Accelerate development of bike facilities in, around, and between urban centers, urban villages, and other key locations. Facilitate bicycling, where appropriate, by techniques such as providing separate trails or bicycle lanes with limited crossings, installing bike-sensitive signals, or designing streets and intersections to accommodate bikes.

T503 Designate major truck streets as shown in Transportation Figure 6. Monitor these streets and make operating, design, access, and/or service changes, as well as capital investments, to accommodate trucks and to preserve and improve commercial transportation mobility and access on these major truck streets. Continue to designate all other arterials as truck streets, as in the Seattle Comprehensive Transportation Program.

T514 Support the establishment of a public/private freight access consortium to address land-side access needs of Seattle's marine port facilities and manufacturing/industrial centers. Include at least the City, other local jurisdictions, the Port of Seattle, the Washington State Department of Transportation, the Puget Sound Regional Council, private business and residential interests, the railroads, representatives of the trucking industry, and members of the general public.

T525 Support efficient movement of commercial goods by rail where appropriate. Promote continued operation of existing rail lines.

T536 Promote a multi-modal commercial transportation strategy, including rail, trucks, and air and water transport, and advocate for improved freight and goods movement. Work toward improved multi-modal connections among rail yards, the waterfront, the Duwamish, Lake Union, Portage Bay, the ship canal, airports, and regional roadways.

T547 Consider the needs for delivery and collection of goods at local businesses by truck when making street operating decisions, and when developing and implementing projects and programs for highways, streets, and bridges. Consider at least: access to freeways; street width, turning radii, and overhead clearance; railroad crossings; and traffic congestion and conflicts with cars, bicycles, and/or pedestrians.