February 1, 2018

MEMORANDUM

To: Planning, Land Use and Zoning Committee

From: Ketil Freeman and Lish Whitson, Council Central Staff
Subject: Council Bill 119173: Off-street parking regulations: Bicycle Parking and Frequent Transit
Service

On February 7 the Planning, Land Use and Zoning Committee (PLUZ) will receive a briefing on parking
issues contained in Council Bill 119173 (CB 119173). This bill would amend the City’s off-street parking
regulations for both cars and bicycles to increase opportunities for shared parking, thus setting new or
reinforcing existing parking policies in places where Seattle invests in frequent transit service. No
changes to on-street parking management are proposed as part of this legislation.

This memo: (1) summarizes portions of the bill related to off-street parking requirements for bicycles,
and the definition of frequent transit service, and (2) identifies additional potential issues that the
Committee may address in its review of the legislation.

Issues and options not related to bicycle parking and parking reductions for frequent transit service are
set out in the memo discussed in PLUZ on January 17. A public hearing has been scheduled for the
February 21 PLUZ Committee meeting.

Summary of CB 119173
CB 119173 is a comprehensive review of off-street parking regulations for both motor vehicles and
bicycles. The legislation responds to one of the recommendations of the Housing Affordability and
Livability Agenda (HALA). It covers a wide range of parking-related topics:

• “Unbundling” of parking: requiring that renting or leasing of parking be covered by a separate

agreement from rental agreements and leases,
• Calling non-required or public parking "flexible use parking" and broadening the locations where
flexible use parking is permitted and how it can be used,
• Allowing more flexibility for park and rides,
• Allowing for more flexibility for the public to use required accessory parking,
• Adopting a new definition of frequent transit service through a Seattle Department of
Construction and Inspections (SDCI) Director's Rule,
• Adopting new bicycle parking quantity and design standards,
• Expanding the distance off-site, off-street parking is allowed from a use,
• Adjusting parking requirements for affordable dwelling units,
• Adding design standards to allow for the public use of accessory parking,
• Limiting exceptions to maximum parking requirements, and
• Clarifying SEPA policies

Page 1 of 5
The proposed regulations build on a body of scholarship and practice that finds significant negative
impacts to requiring more parking than will be used.1 Among those negative impacts are additional car
trips and resulting congestion; increased development costs and reduced development density,
resulting in increased rents; and negative urban design character and reduced pedestrian activity. In
recognition of these impacts, Seattle has chosen to reduce or remove off-street parking requirements in
areas where there is good access to transit, starting with Downtown Seattle in the 1980s, commercial
zones in 2006, and multifamily zones in 2009.

In recognition of the impact of development costs on housing costs, the HALA Task Force made three
recommendations regarding off-street parking requirements:

• Do not re-introduce parking mandates in urban villages;

• Review the definition of frequent transit service; and
• Reduce parking requirements for multifamily housing outside urban villages

CB 119173 is SDCI's response to these proposals. CB 119173 also seeks to address two findings of the
Seattle Hearing Examiner related to the definition of frequent transit service.

Key SDCI Recommendations

This section summarizes key recommendations of CB 119173 relating to bicycle parking and the
definition of Frequent Transit Service.

1. Bicycle Parking
The proposed legislation modifies existing Land Use Code bicycle parking requirements to help
implement Comprehensive Plan and Seattle Bicycle Master Plan goals, which include increasing bicycle’s
share of transportation modes used for commuting. Data from the 2012 American Community Survey
indicate that approximately 4.1 percent of Seattle residents commute by bicycle. Proposed standards
are derived in part from best practices promulgated by the Association of Pedestrian and Bicycle
Professionals. Generally, the proposal would:

• Consolidate bicycle parking requirements and performance standards in one Land Use Code
chapter;
• Establish new performance standards for the location and design of bicycle parking to improve
accessibility for users;
• Expand the requirement for bicycle commuter shower facilities for office uses to areas outside
of downtown and lower the square footage threshold, above which the requirement applies,
from 250,000 square feet to 100,000 square feet; and
• Generally, increase the requirement to provide short and long term bicycle parking for most
land uses.

Council offices have heard from some constituents about concerns related to (1) how new requirements
would impact building functions; (2) whether increased requirements are appropriate for certain land
uses, such as rail transit facilities; (2) and whether the Land Use Code should establish a minimum

1
Much of this scholarship is contained in Donald Shoup, The High Cost of Free Parking (Chicago: American Planning
Association, Planner's Press, 2011). More recent studies have generally upheld Shoup's thesis.

Page 2 of 5
square footage standard for each bicycle space to increase the chance the spaces will be usable.
Preliminary options related to these issues are set out in Attachment 1 for discussion.

2. Frequent Transit Service

In 2008, the City removed or lowered parking requirements for projects in commercial and multifamily
zones that are within 1,320 feet (a quarter mile) of “frequent transit service.” Transit service was
defined as follows:

"Transit service, frequent" means transit service headways in at least one direction of 15
minutes or less for at least 12 hours per day, 6 days per week, and transit service headways of
30 minutes or less for at least 18 hours every day.2

The application of this definition has been the subject of two cases in front of the Seattle Hearing
Examiner. In the first case, “Neighbors Encouraging Reasonable Development” related to a project in
West Seattle, the Hearing Examiner determined that SDCI did not have authority to average trips across
an hour, because the word “average” did not appear in the definition of frequent transit service.3 In the
second case, “Livable Phinney” related to a project in Phinney Ridge, the Hearing Examiner ruled that
“when presented with reliable data showing that bus service does not meet the definition of frequent
transit service well over a third of the time over a period of months, the Department cannot simply
ignore such information.”4 The Hearing Examiner remanded that topic for more analysis within a Land
Use Interpretation requested by the appellants. SDCI is nearing completion of that interpretation.

A map showing areas that meet the definition of frequent transit service under current City policy,
consistent with the West Seattle finding, taking into account these decisions is included in Attachment 2.
The Executive has proposed to amend the definition of frequent transit service. The new definition
would be adopted by Director’s Rule, rather than being established in the Land Use Code. It would rely
on the promulgation of maps that show the parcels where the designation applies.

The draft Director’s Rule would rely on the following metrics:

“An area shall be defined and mapped as having “frequent transit service” if it is within one-quarter
mile (1,320 feet) walking distance of a transit stop or stops with transit service headways meeting
the following scheduled frequency:
• Transit trips for at least 12 hours per day, 6 days per week, with intervals between service of
no more than 18 minutes and a frequency of not less than four scheduled trips per every
1.10 hours (which denotes a 10% hourly limit on variability in transit scheduling practices)
and
• Transit trips for at least 17 hours of every day of the week with intervals between transit
service of no more than 35 minutes and a frequency of not less than two scheduled trips per
every 1.10 hours (also denoting a 10% hourly limit on variability.”

2
Seattle Municipal Code (SMC) Section 23.84A.038.
3
Neighbors Encouraging Reasonable Development. Hearing Examiner File No. MUP-14-006.
4
Livable Phinney. Hearing Examiner File No. S-17-002.

Page 3 of 5
 Any qualifying period with sufficiently frequent scheduled service may be counted. The periods need
not be consecutive to be counted…”

There are a number of changes in the proposed definition that should be highlighted:

• It relies on maps that show exactly where the frequent transit service parking requirements
apply. This provides consistency and clarity for both developers and neighbors. The maps can be
updated as transit agencies update their schedules.
• It uses scheduled trips. This provides for predictability in developing the maps.
• It provides for some flexibility in scheduling. Transit schedules are not always completely
regular. In particular, transit schedules can vary due to varying levels of congestion throughout
the day, the need to coordinate transfers among different routes and changes in ridership
demand.
• It is based on service at each stop and allows for bundling of multiple routes that serve a single
stop.

Seattle Department of Transportation (SDOT) and SDCI have developed an alternative measure for
Council consideration. This definition is intended to provide an easier, more streamlined, more user-
friendly definition of Frequent Transit Service for parking reduction allowances.

It would continue to rely on the adoption of maps by Director’s Rule. The alternative definition would
classify an area as having frequent transit service if it is:

Within one-quarter mile (1,320 feet) walking distance of a transit stop or stops served by at least
one route or co-scheduled segments of overlapping routes with transit service headways in a
typical week generally meeting the following scheduled frequencies:

Weekdays Saturdays and Sundays

• Scheduled headways of • Scheduled headways of approximately 30
approximately 15 minutes in each minutes in each direction from 6 AM to 12
direction from 6 AM to 7 PM and AM.
• Scheduled headways of
approximately 30 minutes in each
direction from 7 PM to 12 AM.

• 15-minute headways would be calculated as scheduled service generally providing an

average of at least four trips an hour in each direction across the time period, with no
individual hour having less than three trips.
• 30-minute headways would be calculated as scheduled service generally providing an
average of at least two trips an hour in each direction across the time period, with no
individual hour having less than one trip.

Headways would be average across the timeframes listed above. For example, service must
provide at least four trips per hour over a 13-hour period from 6 AM to 7 PM, or at least 52 total
trips with no hour having less than three trips.

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This definition does the following:

• It relies on frequency of service on routes or co-scheduled segments of routes rather than

measuring service at each transit stop. A co-scheduled route occurs when two routes with different
origins and destinations share a route for a significant portion of the route and are timed together
to provide service meeting or exceeding the scheduled headways. The portions of the 3 and 4, 31
and 32, and 131 and 132 Metro routes are the only co-scheduled routes that currently meet the
alternative definition.
• It explicitly relies on scheduled headways rather than actual headways. This allows for predictability
in determining whether a route meets the standard.
• It is based on an average across each multiple hours to reflect scheduling anomalies. For example,
transit trips are often scheduled such that there is one fewer trip in the hour before peak hour in
order to be able to add a trip during peak commute times.
• It reflects how transit service is scheduled, with fewer trips on weekends and after seven p.m.
• It maintains consistency with how the Seattle Department of Transportation measures frequent
transit service.
• It creates a concrete list of routes that can easily be verified by buses serving stops within the one-
quarter mile walking distance.

Applying this definition results in some changes in the affected areas, see Attachment 2. Route 60 with
service from Westwood Village through South Park, Georgetown and Beacon Hill to Broadway would
meet this new definition. Portions of Martin Luther King Jr. Way along the Route 106 do not meet this
definition of Frequent Transit Service.

Bicycle Parking and Frequent Transit Service Issues

Councilmembers and Central Staff have identified a number of changes that the Committee may want to
consider to the proposed legislation. These potential amendments are described in Attachment 1.

Next Steps
At the February 7 PLUZ Committee meeting, we intend to discuss the recommendations related to
bicycle parking and the frequent transit service standard. A public hearing is scheduled for the PLUZ
Committee meeting on February 21. This will allow for consideration of amendments and potential vote
in March.

Attachment:
1. Potential issues
2. Frequent Transit Service maps

cc: Kirstan Arestad, Central Staff Director

Ketil Freeman, Supervising Analyst

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Attachment 1: Potential Issues for Council Consideration of CB 119073: Bicycle Parking and Transit Service Parking Reductions

Topic Issue Options Discussion

A. Bicycle 1. Space a. Pass the proposed regulations as Some architects and developers have
Parking Impacts on recommended by SDCI. indicated that the proposed bicycle parking
Building b. Exempt required, covered bicycle parking from requirements could interfere with other
Functions Floor Area Ratio (FAR) limitations. functions of a building, such as common
areas in multifamily buildings, and reduce
the amount of developable area that could
be put to commercial or residential use.

Currently, bike parking is exempt from FAR

limitations downtown as an allowable street
level use. See SMC 23.49.011.B.1.b.
However, bike parking is not expressly
exempted from FAR limitations in all other
commercial and multifamily zones,
although, as a practical matter, it may be
exempt depending on whether it is located
above or below grade.

Council could consider exempting some or

all required, covered bicycle parking from
FAR limitations. Exempting bike parking
floor area from FAR limitations could result
in development of bulkier buildings.
2. Commuter a. Pass the proposed regulations as CB 19073 would require shower facilities in
Shower recommended by SDCI. buildings with over 100,000 square feet in
Facilities b. Exempt required shower facilities from FAR office use. Two showers would be required
requirements for every 100,000 square feet.

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Attachment 1: Potential Issues for Council Consideration of CB 119073: Bicycle Parking and Transit Service Parking Reductions

Topic Issue Options Discussion

c. Modify the square footage threshold for
required shower facilities
Shower facilities are exempt from FAR
limitations downtown. See SMC
23.49.011.B.1.p. However, as with
required, covered bicycle parking, shower
facilities are not expressly exempted in
other zones.

Council could consider exempting required

shower facilities from FAR limitations and
/or increasing or reducing the square
footage threshold above which shower
facilities are required.
3. Ratios a. Pass the proposed regulations as CB 119073 would increase bicycle parking
recommended by SDCI. ratios for most land uses. Some ratios
would exceed those promulgated by the
b. Modify standards for other land uses by Association of Pedestrian and Bicycle
geography. Professionals, but they would be in the range of
requirements currently being contemplated, or
already established, in peer cities, such as
Portland and Vancouver.

Portland is currently considering changes to

bicycle parking regulations. Those changes
could include tiered requirements based on
mode split goals and whether a use is in, or
near, the central city or in an outer
neighborhood. See Report of the Bicycle
Parking Stakeholder Advisory Committee,

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Attachment 1: Potential Issues for Council Consideration of CB 119073: Bicycle Parking and Transit Service Parking Reductions

Topic Issue Options Discussion

Portland Bureau of Transportation, p.19-22.
Council could consider revising proposed ratios
based on a similar approach.

4. Applicability a. Pass the proposed regulations as Sound Transit and King County Metro are
to Public recommended by SDCI. concerned about how the proposed ratios will
Transportation b. Modify standards for transportation facilities impact design of future light rail and park and
Facilities or allow for discretionary review. ride facilities. SoundTransit currently provides
bike lockers and cages at some light rail
stations. Those facilities are available for rent.
SoundTransit is exploring options to increase
turnover of bicycle parking and also trying to
understand how the availability dockless
bikeshare is effecting demand for rented bicycle
parking at light rail stations.

Council could establish a discretionary review

B. Frequent 1. Definition a. Do not change the definition of Frequent
Transit Transit Service
Service b. Amend the Code to adopt a new definition of
Frequent Transit Service based on issues
discussed below. Make this definition the
definitive source for information on whether a
parcel is within an area with Frequent Transit
Service.
process to allow the SDCI and SDOT Director to
modify bicycle parking requirements for future
facilities based on demand information
provided by transit agencies.
Council Bill 119073 would remove the
definition of “Frequent Transit Service”
from the code and refer to maps adopted
by a Seattle Department of Construction
and Inspections (SDCI) Director’s Rule as the
source of information regarding whether a
parcel is in an area with Frequent Transit
Service. This allows for flexibility; the

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Attachment 1: Potential Issues for Council Consideration of CB 119073: Bicycle Parking and Transit Service Parking Reductions
Topic Issue Options
c. Adopt maps through a Director’s Rule to show
the outcome of applying the definition of
“Frequent Transit Service”. Make the Director’s
Rule maps the definitive source for information
on whether a parcel is within an area with
Frequent Transit Service.
d. Adopt a definition of “Frequent Transit
Service” and maps showing the outcome of
applying that definition through an SDCI
Director’s Rule. Make the Director’s Rule maps
the definitive source for information on
whether a parcel is within an area with
Frequent Transit Service. (Executive Proposal)
2. Trip a. Adopt a definition of frequent transit service
averaging that allows for the averaging of trips across an
hour
b. Adopt a definition of frequent transit service
that does not allow for averaging
Discussion
definition of Frequent Transit Service could
change over time through adoption of a
new Director’s Rule. This may be more
authority than the Council is willing to
delegate to the SDCI Director.
The Council could, instead, adopt a
definition of Frequent Transit Service in the
code, and use maps adopted through
Director’s Rule to clarify which parcels are
affected by the definition. This would allow
SDCI to update the maps annually based on
changes to transit service, but would still
allow for certainty regarding whether a
property was within or outside of the
Frequent Transit Service area.
Or, the Council could keep the definition of
Frequent Transit Service without reference
to maps in a Director’s Rule. This would
maintain the Council’s authority to set the
definition, but would lose some certainty
for both the public and applicants.
Transit routes do not always run at
equivalent intervals. Because of shift
changes, congestion, and a desire to meet
the needs of passengers, there are minor
variations in bus trip headways. The current
code does not mention averaging of bus
schedules. The Executive’s proposal would
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Attachment 1: Potential Issues for Council Consideration of CB 119073: Bicycle Parking and Transit Service Parking Reductions

Topic Issue Options Discussion

have adopted a rule that builds in flexibility
without using averaging. The revised
proposal uses averaging of trips across each
hour.
3. Scheduled a. Adopt a definition based on actual service Buses do not always arrive at their
vs. actual frequency scheduled time. Bus arrival times can
service b. Adopt a definition based on scheduled service fluctuate in Seattle depending on the time
frequency of day or day of week. Factors such as traffic
congestion, demand for bus service and
characteristics of bus riders may result in
buses arriving earlier or later than their
scheduled time. King County Metro
considers buses on time if they arrive
between one minute before and five
minutes after the scheduled departure
time. When buses aren’t meeting their
scheduled arrival times over a longer
period, transit agencies will adjust their
schedules, and the City may intervene to
help address choke points in the system.
In a recent case in Phinney Ridge, the
Hearing Examiner in a case where actual
transit trip data was available, remanded
the topic of scheduled vs. actual service
frequency back to the Department for
analysis. This matter is under review and
has not yet resulted in any finding that
changes City policy on the frequent transit

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Attachment 1: Potential Issues for Council Consideration of CB 119073: Bicycle Parking and Transit Service Parking Reductions

Topic Issue Options Discussion

definition. Developers, property owners,
and neighbors need predictability to
understand whether property meets the
Frequent Transit Service definition.

Page 6 of 6
 Attachment 2 - Frequent Transit Service Maps

Existing Conditions, areas with parking flexibility due to Frequent Transit Service
N 145TH ST
NE 145TH ST

MERIDIAN AVE N
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1ST AVE NE
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LINDEN AVE N
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5TH AVE NE
Bitter

30TH AVE NE
Lake

AY NE
N 130TH ST

ITY W
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N 125TH ST Haller
Lake NE 125TH ST

GREENWOOD AVE N

DAYTON AVE N
3RD AVE NW
N 115TH ST
NE 115TH ST

NE 110TH ST

24TH
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AVE N
N 105TH ST N N O RT H

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35TH AVE NE
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28TH AVE NW

N 92ND ST NE 92ND ST

N 90TH ST

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N 85TH ST

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LINDEN AVE N
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20TH AVE NE

25TH AVE NE
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NE 70TH ST
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NW 65TH ST
N 65TH ST
Lake NE 65TH ST

12TH AVE NE
20TH AVE NW

14TH AVE NW

LATONA AVE NE

40TH AVE NE
PHINNEY AVE N

UNIVERSITY WAY NE
BROOKLYN AVE NE
NW MARKET ST 11TH AVE NE

NE 55TH ST

17TH AVE NE
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Prepared September, 2017 by SDCI-GIS

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SW THISTLE ST
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9TH AVE SW
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S CLOVERDALE ST
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51ST AVE S

SW 100TH ST
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Legend
No parking minimum for all uses except hospitals (Urban Centers, Station Area Overlays) SDOT Frequent Transit Corridor
No parking minimum for all uses except hospitals if frequent transit is available within ¼ mile (Urban Villages)
3,914 Bus Stops Along Frequent Transit Corridor
P

Acres Multifamily and commercial zones with a 50% reduction to minimum parking
required in 23.54.015 if frequent transit within ¼ mile (see 23.54.020.F) Station Area Overlay District
Industrial zones with a 15% reduction* to minimum parking required in 23.54.015 if frequent transit within Urban Villages
¼ mile (see 23.54.020.F) *Use of additional strategies in 23.54.020.F allow a maximum of 50% reduction.
Source: Seattle Department of Transportation Frequent Transit Service Corridor, King County Metro Transit Stop locations, DPD Urban Center / Urban Village / Link Light Rail Station Overlay Districts

1 of 3
 Attachment 2 - Frequent Transit Service Maps

Areas with parking flexibility due to Frequent Transit Service with Proposal
N 145TH ST
NE 145TH ST

MERIDIAN AVE N
RO
OS
EV
EL
TW

1ST AVE NE
AY

LINDEN AVE N
N

5TH AVE NE
Bitter

30TH AVE NE
Lake

AY NE
N 130TH ST

ITY W
EC
LAK
N 125TH ST Haller
Lake NE 125TH ST

GREENWOOD AVE N

DAYTON AVE N
3RD AVE NW
N 115TH ST
NE 115TH ST

NE 110TH ST

24TH
WA
GA

TE

AVE N
N 105TH ST N N O RT H

E
d

35TH AVE NE
NW 100TH ST

AURORA AVE N

COLLEGE WAY N
NW 96TH ST
NW

ROOSEVELT WAY NE
RD

15TH AVE NE
AN
LM
u n

HO
NE 95TH ST
28TH AVE NW

N 92ND ST NE 92ND ST

N 90TH ST

RAV
ENN
NW 85TH ST
N 85TH ST

A AV
LO

BA
NE 85TH ST
YA

NN

E NE
L

ER
W

SAN
AY

W
NW 80TH ST
NW

AY
N 80TH ST

DP
NE
NE 80TH ST

OINT
N
S o

WAY
A AV
N
NO

NE
I

5TH AVE NE
32ND AVE NW

2
24TH AVE NW

W
15TH AVE NW

52
8TH AVE NW

R NE 75TH ST
NW

S
AVE

Green
LINDEN AVE N
EW

20TH AVE NE

25TH AVE NE
AVI

NE 70TH ST
SE

NW 65TH ST
N 65TH ST
Lake NE 65TH ST

12TH AVE NE
20TH AVE NW

14TH AVE NW

LATONA AVE NE

40TH AVE NE
PHINNEY AVE N

UNIVERSITY WAY NE
BROOKLYN AVE NE
NW MARKET ST 11TH AVE NE

NE 55TH ST

17TH AVE NE
SH
IL
SH
OL

22ND AVE NE
N 50TH ST

47TH AVE NE
E
AV
E
NW

W
CO
MM NW 46TH ST
OD
3RD AVE NW

OR N 45TH ST
E
WA
Y NE 45TH ST
G

7TH AVE NE
IL

BALLARD BR
M

STONE WAY N
AN

LE
21ST AVE W

AR
AV

FREMONT AVE N
E

NE 41ST ST
30TH

YW
W

AY

NE
AVE W

W
W

N 40TH ST
BLVD

NI
W EMERSON ST CK
R PL
WALLINGFORD AVE N

ER N 39TH ST
NO SO
AKE

MA
W N
ST N3
TL

6TH T
22ND AVE W

ST
MON
S
C
FI

W BERTONA ST
CI

N 35T
PA

FU

NI H ST
WEST VIEWMONT WAY W

CK
N

N 34T
HR

W DRAVUS ST ER H ST
MA

SO
N NN
AURORA BR

HARVARD AVE E

NA

ST OR
THLA
VE

KE WAY
E
28TH AVE W
34TH AVE W

32ND AVE W

EASTLAKE AVE E
10TH AVE W

3RD AVE W
M

BO

DE
7TH AVE W
AG

LM
YE R
WE

A
NO

R D
W

GI

ON BLVD E
LI

AV R
S
VE
A

LM

TLA

E E
BL

EA

E
AN
VD

KE
15TH AVE W
CO

YK

24TH AV
W

DR

AVE

BOSTON ST
ND

43RD AVE E
ND

E BOSTON ST
W

42ND AVE E
SH ING T
OR
ON

N
N
TH

6TH AVE W
WA

EE
E

Lake
5TH AV
YW

E WA
AURORA AVE N

L AK

MAGNOLIA BR

Union
DEXTER AVE N

W GALER ST
E

E GALER ST
VD
QUEEN ANNE AVE N

BL

10TH AVE E
TAYLOR AVE N

W
EL

ST
IE
LI

N
EV
OT

O
IS
T

W AD
AV

LA

OL M
E

YM E
P IC P L
W

n
E ALOHA ST
ROY ST
MERCER ST
BELLEVUE AVE E

15TH AVE E

19TH AVE E

23RD AVE E
12TH AVE E
ST

BROADWAY E
AD

32ND AVE E
O
1ST AVE N

FAIRVIEW AVE N
BR

o
9TH AVE N
1ST AVE W

E JOHN ST

8T
7T H A
EL

6T H A VE
LI

0 0.45 0.9 1.8

15TH AVE
O

5T H A VE
TT

4T H A VE
Miles
AV

23RD AVE

3R H A VE
34TH AVE
E

E PINE ST
19TH AVE

2N D A VE
MA

1S D A VE E PIKE ST
DR

T V
AV E
ON

No warranties of any sort, including accuracy, E E UNION ST

A

T
fitness, or merchantability accompany this product. AS
DR
PL

AL C
NE
HUBBELL

AS SE
12TH AVE

14TH AVE

KA
LVD

Copyright 2017, All Rights Reserved, City of Seattle N

BROADWAY

W
AY
W

Prepared September, 2017 by SDCI-GIS

GTON B
ES
TE

E CHERRY ST
RN

9T

LAKE WASHIN
AV

H AV
E

E JEFFERSON ST
M L KING JR WAY
E

i
BO
RE
N
AV

E YESLER WAY
E

Elliott Bay
S JACKSON ST
5TH AVE S
6TH AVE S
ALASKAN WAY S

20TH AVE S

s
23RD AVE S

S DEARBORN ST
LAKE

a
12TH AVE S
B

SIDE
VI N

31ST AVE S
CALIFORNIA AVE SW

WY

AVE
H
AR

N
BO

S
SKA
R
SW

W
AV

ALA
E

E
AV

AIRPORT WAY S

17TH AVE S
SW

14TH AVE S
KI
AL

ALASKAN WY VI SB EAST MARGINAL WAY S

S COLLEGE ST
SW ADMIRAL WAY
e
LAK
WAE
SHI

SW HANFORD ST
NGT

k
BEACO
49TH AVE SW

37TH AVE SW

O NB
M L KING JR WAY S

LVD
RA
N AVE

INI

T SEATTLE BR EB
a
ER

WES WEST SEATTLE BR WB

S

AV
ES
WAY
55TH AVE SW

L
LON

38TH AVE S
AVA

SW GENESEE ST
SW

1ST AVE S

SW OREGON ST S GENESEE ST

O
S

SW ALASKA ST LU
C

M
BI
4TH AVE S

A N
50TH AVE S

WA S ALASKA ST
Y
15TH AVE S

SW
BE

AY
AC

W
HD

E
IN
RS

SK
W

ER

35TH AVE SW

S LUCILE ST
DELRIDGE WAY SW
48TH AVE SW

6TH AVE S
WEST

S ORCAS ST
MARGIN

ST
S BAILEY
AL WAY S

ON AVE S
16TH AVE SW

SW MORGAN ST S GRAHAM ST
S
W

AVE

WI L S
SON

SW
S
AVE

IFT
COR
CALIFORNIA AVE SW

AV

SYLVA
ELLIS

ES

N
W

1ST AV S BR SB
AY
SW

SM
YR
TL
EP
AI

L
S OTHELLO ST
RP
OR
TW

SW HOLDEN ST
AY
S

SEWAR
MIL
ITAR
FAUNTLEROY WAY SW

RENT

D PARK AVE S
Y RD S

BEACON AVE S

ON AVE S

SW THISTLE ST
S OF F R P
9TH AVE SW
t

1ST AV

S CLOVERDALE ST
SW TRENTON ST
14TH AVE S
e

8TH AVE S

SW BARTON ST
SR

S
SW

509

K DR
PL
8TH AVE SW

NB SR
N

MYE

KEE
O

39TH AVE S
LS
O

RS

CAR

SW ROXBURY ST
509 S

M L KING
WAY
g

B
S

S ROXBURY ST
JR WAY S

51ST AVE S

SW 100TH ST
RA
IN
IE
R
AV
u

E
S

Legend
No parking minimum for all uses except hospitals (Urban Centers, Station Area Overlays) SDOT Frequent Transit Corridor
No parking minimum for all uses except hospitals if frequent transit is available within ¼ mile (Urban Villages)
3,914 Bus Stops Along Frequent Transit Corridor
P

Acres Multifamily and commercial zones with a 50% reduction to minimum parking
required in 23.54.015 if frequent transit within ¼ mile (see 23.54.020.F) Station Area Overlay District
Industrial zones with a 15% reduction* to minimum parking required in 23.54.015 if frequent transit within Urban Villages
¼ mile (see 23.54.020.F) *Use of additional strategies in 23.54.020.F allow a maximum of 50% reduction.
Source: Seattle Department of Transportation Frequent Transit Service Corridor, King County Metro Transit Stop locations, DPD Urban Center / Urban Village / Link Light Rail Station Overlay Districts

2 of 3
 Attachment 2 - Frequent Transit Service Maps

Stops Served by Frequent Transit Under

Proposed and Alternative Definitions
W/ Walksheds Indicating New, Maintained, and
Removed Coverage in Urban Villages,
Multifamily/Commercial Zones, and
Manufacturing/Industrial Zones

DRAFT: FOR DISCUSSION PURPOSES ONLY

New definition assumes upcoming

March '18 trip adds

Legend
Frequent Transit Stops
Added Under Proposed Definition

Included Under Both Definitions

Not Included Under Proposed Definition

Urban Centers

Station Overlay Districts

Urban Villages

Urban Villages
Added Under Proposed Definition

Included Under Both Definitions

Not Included Under Proposed Definition

Multifamily/Commercial Zones
Added Under Proposed Definition

Included Under Both Definitions

Not Included Under Proposed Definition

Manufacturing/Industrial Zones
Added Under Proposed Definition

Included Under Both Definitions

Not Included Under Proposed Definition

City of Seattle
NMiles
0 0.5 1 2 3 of 3