3.0 local guidance
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Posted vehicle speed limit
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Presence of a buffer between pedestrian space and vehicle lanes
Presence of off-road bicycle facilities,5 expressed as the ratio of land area in the total quarter-mile buffers around all off-road, nonmotorized facilities to total land area within the study area
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Street width
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Presence of mid-block crossings
The ratio of centerline miles of roadway with bicycle amenities6 to centerline miles of roadway without bicycle amenities within the study area
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Presence of crosswalks and pedestrian amenities including wayfinding
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Topographical challenges
accessible where transit service area is defined by the desired type of possible service4 Suggested bicycle level of service metrics: •
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Other factors to be considered:
Step 2: Gap/Problem Identification
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Posted vehicle speed limit
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Proportion of heavy vehicles in the roadway traffic volume
If Step 1 finds that concurrency has not been met, a gap must be determined between the originally proposed future transportation system and a scenario that would meet concurrency.
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Connectedness of facilities to open bicycle use (including multimodal connections)
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Availability of end-of-trip facilities such as bicycle lockers and showers
Suggested pedestrian level of service metrics:
Step 3: Strategy and Design Testing
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Presence of sidewalks, measured as the total ratio of block faces with complete, passable sidewalks to the total number of block faces within the study area
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Intersection density expressed as a ratio of walkable intersections per square kilometer in the study area
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Other factors to be considered:
4 Example: Three housing units per acre for hourly bus service. Accessibility would be measured as a quartermile network buffer from all active bus stops and a half-mile buffer for rail. 5 Defined as a facility physically inaccessible to motor vehicles, even if it lies within general roadway right-ofway. 6 Where bikes share the general roadway, including amenities such as bike lanes and wide shoulders.
multimodal level of service in king county
The gap is then translated into units such as person trips or other quantifiable terms that would allow scenario testing to be conducted under Step 3. Problems in the system arise either because too many people are trying to use a mode (a person-trip gap) or a given proportion of the system is simply inadequate to support many trips at all (a quality of service gap).7
Finally, transit, TDM, bicycle, pedestrian and roadway strategies are designed and tested to close the gaps and meet concurrency requirements. The design of a set of future transportation investments to meet concurrency across all dimensions should integrate all individual modal efforts into one comprehensive picture.8
7 Methods for identifying gaps – along with a downtown Bellevue case study – are discussed in more detail in the pilot project report. 8 Methods of modal strategy design – along with a downtown Bellevue case study – are discussed in more detail in the pilot project report.
Made possible by funding from the Department of Health and Human Services and Public Health – Seattle & King County