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Funding Application 1 of 8 Funding Application Competition Regional TAP Application Type Bicycle and Pedestrian Status submitted Submitted: September 20th, 2017 3:27 PM Project Information 1. Project Title Alaskan Way Protected Bike Lanes 2. Transportation 2040 ID NA 3. Sponsoring Agency Seattle 4. Cosponsors N/A 5. Does the sponsoring agency have "Certification Acceptance" status from WSDOT? Yes 6. If not, which agency will serve as your CA sponsor? N/A Contact Information 1. Contact name Jim Storment 2. Contact phone 206-684-5013 3. Contact email [email protected] Project Description 1. Project Scope Design and construct protected bike lanes (PBLs) on Alaskan Way, along the Seattle waterfront, extending approximately 1 mile from Pine St to Broad St. 2. Project Justification, Need, or Purpose Between approximately 2019 and 2023, the City of Seattle will rebuild its Central Waterfront to renovate and reinvent one of the Northwest's premier tourist destinations. The waterfront's popular destinations include the Pike Place Market and Seattle Aquarium, as well as transportation hubs such as Colman Dock and Seattle's cruise ship terminals. In 2018 and 2019, the removal of the SR 99 viaduct will set the stage for a major rebuild of Alaskan Way. Other coordinated improvements include new and upgraded connections from downtown to the waterfront, upgraded docks and public parks along the waterfront, and a wide range of improvements to the waterfront's other public spaces and amenities. Upgrades to the transportation system along the waterfront include high-quality, inviting facilities for all non-motorized travelers: a pedestrian promenade for those on foot and a PBL for those on a bicycle. These facilities will extend along the full length of the Central for those on a bicycle. These facilities will extend along the full length of the Central 2 of 8 Waterfront, from King St to Pine St. The south end of the Central Waterfront connects to the Portside Trail. However, at the north end, the PBLs constructed by the Central Waterfront project will terminate near Pine St, leaving a 1-mile gap until Broad St where the Elliott Bay Trail begins. The Elliott Bay Trail is part of a high-quality trail system that invites would-be riders and walkers in the Queen Anne and Seattle Center neighborhoods. It travels a scenic path through a series of popular waterfront parks: Olympic Sculpture Park, Myrtle Edwards Park, and Elliott Bay Park. Both of these facilities - the Central Waterfront PBLs and the Elliott Bay Trail - also offer numerous connections to some of the region's most popular cycling and walking facilities: the Burke-Gilman Trail and Lake-to-Bay Trail to the north, downtown Seattle PBL network and West Seattle Bridge to the south, and many more. However, the 1-mile gap between these facilities is a sub-standard and very uninviting patchwork for non-motorized travelers. There are narrow, intermittent trail segments, and some areas where riders must merge onto crowded and narrow sidewalks. In other areas, the discontinuous and poorly marked trail causes users to meander through parking lots and other private properties before finding their way back to the trail network. The City of Seattle seeks to eliminate this gap with a top-quality, "all ages and abilities" PBL on Alaskan Way - connecting 2 extensive networks on the north and south ends, and making the most of existing and planned investments through downtown as well as north and south Seattle. Project Location 1. Project Location Alaskan Way 2. Please identify the county(ies) in which the project is located. King 3. Crossroad/landmark nearest the beginning of the project Pine St 4. Crossroad/landmark nearest the end of the project Broad St 5. Map and project graphics Alaskan_Way_Protected_Bike_Lanes.pdf Plan Consistency 1. Is the project specifically identified in a local comprehensive plan? No 2. If yes, please indicate the (1) plan name, (2) relevant section(s), and (3) page number where it can be found. N/A 3. If no, please describe how the project is consistent with the applicable local comprehensive plan, including specific local policies and provisions the project supports. Seattle's Comprehensive Plan strongly prioritizes transportation investments that support non-motorized travel modes and help achieve the City's air quality goals. The plan's Transportation element speaks continuously to the need for safe, convenient, and affordable travel options for people who walk or bike. In its introduction, the Transportation element notes that "While many people still rely on a personal car as their best or only transportation option, the City plans to make travel more efficient and predictable for all by offering high- quality travel options... The City can make improvements to better connect people to urban centers and urban villages by many travel options, especially by transit and bicycle." The plan also outlines a series of overarching transportation goals, including the following: - T 1.1 Provide safe and reliable transportation facilities and services to promote and accommodate the growth this Plan anticipates in urban centers, urban villages, and manufacturing/industrial centers. - T 1.2 Improve transportation connections to urban centers and villages from all Seattle neighborhoods, particularly by providing a variety of affordable travel options (pedestrian, transit, and bicycle facilities) and by being attentive to the needs of vulnerable and marginalized communities. - T 1.3 Design transportation infrastructure in urban centers and villages to support compact, accessible, and walkable neighborhoods for all ages and abilities. - T 1.5 Invest in transportation projects and programs that further progress toward meeting Seattle’s mode-share goals, in Transportation Figures 1 and 2, and reduce dependence on personal automobiles, particularly in urban centers. (Downtown goes from dependence on personal automobiles, particularly in urban centers. (Downtown goes from 3 of 8 77% to 85%.) - T 1.7 Recognize the connection between transportation choices and climate change and work to reduce vehicular emissions. Individual sub-elements continue to echo the theme of increasing non-motorized travel. For example, the Transportation Options and Safety sub-elements offer recommendations like these: - T 3.1 Develop and maintain high-quality, affordable, and connected bicycle, pedestrian, and transit facilities. - T 3.2 Improve transportation options to and within the urban centers and urban villages, where most of Seattle’s job and population growth will occur. - T 3.11 Develop and maintain bicycle and pedestrian facilities, including public stairways, that enhance the predictability and safety of all users of the street and that connect to a wide range of key destinations throughout the city. - TG 6 Provide and maintain a safe transportation system that protects all travelers, particularly the most vulnerable users. Finally, the Comprehensive Plan identifies specific goals tailored to each of its unique centers. For the Uptown Regional Growth Center (also called the Queen Anne neighborhood), the City has established goals and policies like these: - QA-P38 Strive to provide a system of bicycle facilities and routes within and around Queen Anne to encourage increasingly safe and convenient commuter and recreational bicycle use as an alternative to motorized travel. - QA-P39 Strive to provide convenient and safe bicycle and pedestrian access between Queen Anne and the Elliott Bay waterfront. - QA-P40 Strive to provide urban character-enhancing improvements to Queen Anne’s streets such as sidewalk improvements, transit facilities, landscaping, and appropriate lighting. In addition to its Comprehensive Plan, the City of Seattle adopted a Bicycle Master Plan (BMP) in 2007 and a detailed BMP Implementation Plan in 2015. These supplements to the Comprehensive Plan describe a high-level vision for a citywide, all ages and abilities bicycle network. They go on to prioritize individual corridors and specific investment strategies. The Alaskan Way PBL is included in the City's 5-year implementation plan, clearly identifying it as a project that is timely, high priority, and ready to implement. Federal Functional Classification 1. Functional class name 14 Urban Principal Arterial Support for Centers 1. Describe the relationship of the project to the center(s) it is intended to support. For example, is it located within a designated regional, countywide or local center, or is it located along a corridor connecting to one of these areas? The project site is located within the Uptown Regional Growth Center (RGC). It travels along the western edge of the RGC - the Seattle waterfront - and it connects to 2 additional RGCs on each end. On its south end, the planned PBL will connect to the Downtown Seattle RGC - the largest and most active RGC in the region with approximately 25,000 homes and 166,000 jobs. On its north end, the new bikeway will connect to the Ballard/Interbay Manufacturing/Industrial Center (BINMIC). The BINMIC is home to approximately 14,000 jobs, with major jobsites including the Port of Seattle's Fisherman's Terminal and a large rail yard supporting national and international freight flow. For many years, the Uptown RGC and the South Lake Union RGC have consistently been some of the fastest-growing centers in the region and the nation. Seattle overall has been growing at a very rapid pace, and the primary generators of this growth are squarely centered in the north Seattle RGCs. This growth is largely fueled by Amazon.com. However, the area is also home to a great variety of major regional employers, and many are expanding: Vulcan, Facebook, Group Health, and the Fred Hutchinson Cancer Research Center to name a few. The Uptown RGC is anchored by the Seattle Center, home of the Space Needle and Key Arena. Seattle Center draws more than 11 million visitors each year. 2. Describe how the project supports existing and/or planned population/employment activity in the center.
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